TY - RPRT T1 - STATE ROUTE 69 FROM SR 15 (US 64) TO SR 202 SOUTH OF DECATURVILLE, IN HARDIN, WAYNE, AND DECATUR COUNTIES, TENNESSEE. AN - 36412925; 4051 AB - PURPOSE: The construction, in a new location, of a section of State Route (SR) 69 from US 64 east of Savannah, Tennessee, to SR 202 south of Decaturville is proposed. The two-lane highway would begin approximately 3.5 miles east of Savannah at US 64 and extend in a northerly direction to its intersection with SR 202 approximately three miles south of Decaturville. The proposal would include a new bridge across the Tennessee River to replace the two ferry crossings now serving the project area; the proposed bridge would have a 48-foot roadway with a one-foot parapet right and left. The proposal would also include the construction of a connector road from the new section of SR 69 by way of Clifton to US 64 at Clifton Junction. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under Alternative A, which would be the most westerly route, the bridge would cross the Tennessee River at river mile 166.3, have a main-line length of 21 miles, and require a 12.4-mile connector route improvement. Under Alternative C Modified, which would be the next most westerly route, the bridge would cross the river at river mile 161.9, have a main-line length of 25.7 miles, and require an 8.2-mile connector route improvement. Under Alternative F, which would be the most easterly route, the bridge would cross the river at river mile 158.4 in Clifton, have a main-line length of 29 miles, and require a 6-mile connector route improvement. Total estimated project costs range from $62.6 million for Alternative A to $74.4 million for Alternative F. POSITIVE IMPACTS: The proposed project would reduce travel time and distance, improve safety and traffic operating conditions, provide long-term energy savings and improved access to job and recreational opportunities, increase property values, and promote economic development. NEGATIVE IMPACTS: Right-of-way requirements would displace 26 to 31 families, 3 to 5 businesses, 4.4 to 7.1 acres of prime farmland, 588 to 602 acres of upland forest, and 1.0 to 9.0 acres of wetlands, depending on the alternative selected. Up to 55 sensitive receptors would be affected by noise levels in excess of federal standards, and up to 16 archaeological sites would be affected by the project. River traffic would be temporarily inconvenienced during bridge 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: 930089, 2 volumes and maps, March 19, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-93-01-D KW - Archaeological Sites Surveys KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Ferries KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412925?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-03-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+69+FROM+SR+15+%28US+64%29+TO+SR+202+SOUTH+OF+DECATURVILLE%2C+IN+HARDIN%2C+WAYNE%2C+AND+DECATUR+COUNTIES%2C+TENNESSEE.&rft.title=STATE+ROUTE+69+FROM+SR+15+%28US+64%29+TO+SR+202+SOUTH+OF+DECATURVILLE%2C+IN+HARDIN%2C+WAYNE%2C+AND+DECATUR+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: March 19, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DUAL HUB CORRIDOR, CLEVELAND, OHIO. AN - 36411919; 4044 AB - PURPOSE: The improvement of the public transportation system in Cleveland, Ohio, is proposed. The project would be concentrated along the 5.5-mile Dual Hub Corridor connecting the city's two major employment centers, the downtown area and University Circle. Most of the transit service along the corridor is provided by buses; an existing high-capacity rail line (the Red Line) runs far to the south of the corridor and connects with only one downtown station. The rail and bus lines are both operated by the Greater Cleveland Regional Transit Authority. Ten alternatives, including a No Action Alternative, a Transportation System Management (TSM) Alternative, and eight rail alternatives, are considered in this draft EIS. Under the TSM Alternative, relatively low-cost capital improvements would be made to existing bus and rail service. These would include creating reserved or exclusive bus lanes on Euclid Avenue as well as relocating and improving selected stations along the Red Line. Under the rail alternatives, the Red Line between Tower City and University Circle would be relocated to a more northern route through the Dual Hub Corridor; this relocation would allow existing bus service to be reallocated to better serve the greater Cleveland region. In the downtown area, four Red Line routes are under consideration--an at-grade alignment running along the surface of Superior Avenue and three underground routes along Superior Avenue, Huron Road and East 9th Street, and Euclid Avenue, respectively. To the east of downtown, all alternative routes would operate at street level and two would connect with downtown routes. One route option under consideration for University Circle would involve construction of the Shaker Connector to the south, which would allow commuters on the Blue and Green lines to reach downtown through the Dual Hub Corridor. Under the TSM Alternative, 25 new bus stations and 5 new rail stations would be built; under the rail alternatives, 15 to 17 new rail stations would be built. The estimated capital costs for improvements range from $90.7 million for the TSM Alternative to $850.3 million for the most costly of the rail alternatives. POSITIVE IMPACTS: The relocation of the Red Line through the Dual Hub Corridor would attract thousands of riders for daily boardings, which would substantially increase transit use and reduce traffic congestion along the corridor. Daily automobile mileage within the area would decline significantly, resulting in substantial energy savings. The area economy would be stimulated as a result of construction employment and commercial development likely to occur near rail stations. NEGATIVE IMPACTS: Up to 14 historic properties would experience adverse visual impacts under the rail alternatives. The taking of historic property or removal of historic buildings would be required under most of these alternatives. Up to 128 residences and 34 businesses and institutions would be displaced. 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: 930088, 277 pages, March 18, 1993 PY - 1993 KW - Roads and Railroads KW - Commercial Zones KW - Employment KW - Historic Sites KW - Motor Vehicles KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Urban Development KW - Ohio KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411919?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-03-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DUAL+HUB+CORRIDOR%2C+CLEVELAND%2C+OHIO.&rft.title=DUAL+HUB+CORRIDOR%2C+CLEVELAND%2C+OHIO.&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 - Draft. Preparation date: March 18, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALEXICO EAST BORDER STATION, AND SR 7 BETWEEN THE NEW PORT OF ENTRY AND SR 98, IMPERIAL COUNTY, CALIFORNIA. AN - 36406546; 4054 AB - PURPOSE: The construction of a new U.S.-Mexican port of entry (POE), the Calexico East Border Station, approximately 6.5 miles east of the city of Calexico in unincorporated Imperial County, California, and across from the outskirts of Mexicali, Baja California, Mexico, is proposed by the General Services Administration. The POE project is a cooperative effort between the U.S. and Mexico, and has been authorized by Congress as part of the Southwest Border Station Capital Improvement Program. As an adjunct to the project, the California Department of Transportation (Caltrans) is proposing to build State Route (SR) 7, an access highway that would extend from the POE to SR 98, and eventually to Interstate 8. The purpose of the proposed action is to relieve major congestion at the existing Downtown Calexico Border Station, which has experienced an average annual growth rate of 18.3 percent in person crossings between 1986 and 1990, the highest of any major U.S.-Mexican POE. The proposed project area consists of approximately 87 acres on which the POE would be built, and an approximately one-square-mile study area immediately north of the POE parcel where Caltrans is proposing to construct SR 7. Rights-of-way for the actual highway would involve approximately 60 acres. The proposed POE would serve all commercial vehicles currently passing through the Downtown Calexico Border Station, as well as accommodate passenger vehicles and pedestrian traffic. The POE project would involve the construction of five buildings totaling approximately 75,000 square feet (sf), and 185,000 sf of primary and secondary inspection areas under canopy. The buildings and processing area would be separated into commercial and noncommercial zones. The south end of the commercial zone would consist of three double-wide (20-foot) northbound lanes and three associated primary import inspection booths, plus one double-wide southbound lane with an export exit control booth. The north end of the commercial zone would consist of four southbound lanes and two associated primary export inspection booths, plus two double-wide northbound lanes with two import exit control booths. The majority of the central portion of the commercial zone would consist of an import inspection facility which would accommodate up to 60 trucks at a dock structure; a commercial import building which would house commercial inspection agencies; a bulk lot inspection area capable of handling ten vehicles, plus a related building; a hazardous materials inspection area; and an incinerator for the Department of Agriculture, truck scales, and an export dock building. The noncommercial zone would consist of the following: a 12-lane primary inspection area for passenger vehicles, which would be adjacent to a 42,500-sf main building housing administrative offices; a 9,500-sf headhouse building; and a secondary vehicle inspection area. The proposed site is large enough to include roughly a doubling of capacity in the future, if warranted by demand. Upon completion of the new POE, the existing Downtown Calexico Border Station would continue to be used but would only accept pedestrian and noncommercial traffic. Three alternatives, including the No-Project Alternative, are considered for the POE in this draft EIS. The proposed action is the preferred alternative. The main alternative to constructing the POE on the proposed site is to expand the existing Downtown Calexico Border Station in order to accommodate higher levels of traffic and meet some of the emergent demand for border crossings. Several alternatives, including the No-Project Alternative, are considered for the SR 7 access highway, which is proposed to be a four-lane, access-controlled facility. Caltrans has described several possible alternative alignments within the roadway study area for SR 7, including one on the western side, one on the eastern side, and a middle corridor with three possible configurations. The SR 7 alternatives vary in length from 1.04 to 1.37 miles. SR 7's intersection with SR 98 would be two-phased and ""T''-configured. Construction of all POE facilities is scheduled to be completed by early 1995. The first segment of SR 7 is proposed for the 1994-95 fiscal year, and its completion is tentatively scheduled to coincide with the opening of the new border station. POSITIVE IMPACTS: The Downtown Calexico Border Station currently has the third-highest count, among the top 11 southern border crossing stations, of persons entering the U.S. Beneficial impacts of the proposed action would include the reduction of traffic congestion in the Calexico area, an attendant improvement in air quality, greater efficiency in processing border crossings, and increased capacity for commercial inspections. NEGATIVE IMPACTS: Significant unavoidable adverse impacts, such as flooding from the levee of the All American Canal, could occur as a result of a seismic event. Because the proposed action involves placing enough fill on the proposed site to raise its elevation above the ""freeboard'' flood elevation, the flood storage area would be reduced, and in the event of a flood, floodwaters would be displaced. Furthermore, the area between the site boundary and the levee creates a channel that would move floodwaters to the adjacent property on the west. The POE and connecting highway would result in the loss of up to 152 acres of prime farmland, and surrounding development induced by the project would convert additional farmland. During construction of the POE, heavy machinery would have to move over local access roads that were not designed for high volumes of heavy loads. JF - EPA number: 930064, 407 pages and maps, March 1, 1993 PY - 1993 KW - Urban and Social Programs KW - Border Stations KW - Buildings KW - Dikes KW - Farmlands KW - Flood Hazards KW - Highways KW - International Programs KW - Seismic Surveys KW - Traffic Control KW - Urban Development KW - California KW - Mexico UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406546?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALEXICO+EAST+BORDER+STATION%2C+AND+SR+7+BETWEEN+THE+NEW+PORT+OF+ENTRY+AND+SR+98%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.title=CALEXICO+EAST+BORDER+STATION%2C+AND+SR+7+BETWEEN+THE+NEW+PORT+OF+ENTRY+AND+SR+98%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Public Buildings Service, San Francisco, California; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 1, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF WURTSMITH AIR FORCE BASE, IOSCO COUNTY, MICHIGAN. AN - 36405196; 3986 AB - PURPOSE: The disposal and reuse of Wurtsmith Air Force Base (AFB) in Iosco County, Michigan, is proposed. Wurtsmith AFB is located in the northeastern portion of the state, approximately two miles from the western shore of Lake Huron. The 4,626-acre base is bordered on the southeast by Oscoda Township, on the northeast by Van Etten Lake, on the northwest and west by the Au Sable State Forest, and on the southwest and south by the Huron National Forest. The region surrounding the AFB serves as a popular resort and vacation area. Wurtsmith AFB was one of the bases recommended by the 1991 Defense Base Closure and Realignment Commission for closure. President Bush accepted the recommendations, and Congress did not disapprove them within the time stipulated by law. The Air Force has fee simple (unconditional) ownership of 12 percent of base lands; it would surrender its limited rights to the remainder of the lands once the property was no longer needed for military purposes and all leasing and permit requirements had been satisfied. This draft EIS considers reuse plans for the entire property even though only those lands unconditionally owned by the Air Force are available for disposal and reuse, because the Air Force's decision on whether and how to dispose of these lands could influence how the other 88 percent of the property would be reused. Under the proposed reuse plan, the airfield and aviation support facilities would be used for the maintenance and refurbishing of commercial aircraft and for other general aviation uses. The existing weapons storage area, alert areas, and industrial areas would be redeveloped for light industrial uses. A convention center complex would be developed in the existing community center area on the base. Most existing housing units would be retained for residential uses. The base hospital would be used as a medical/dental clinic. A recreational vehicle park would be developed, and other areas would be set aside for recreational purposes. Two alternatives to the proposed action are also under consideration, as well as a No Action Alternative. Under one of the action alternatives, the northwestern portion of the base would be developed as a regional fire training center, dedicated primarily to training people to fight forest fires. Under the other action alternative, recreational facilities would be more intensely developmented. POSITIVE IMPACTS: The redevelopment activities under the proposed plan would generate approximately 6,867 jobs in the region by the year 2013, including approximately 4,285 direct and 2,582 secondary jobs. Redevelopment of the base would provide increased income and earnings and generally improve the regional economy. NEGATIVE IMPACTS: The juxtaposition of industrial and commercial operations under the proposed plan would create the potential for conflicts, but these could be avoided with proper planning. Traffic on local roads would increase significantly, and road improvements would eventually be necessary. Demolition and new construction would require the handling and disposal of hazardous materials. The number of people exposed to noise levels in excess of federal standards would be 12 percent greater under the proposed plan than under the No Action Alternative, although the exposure level would be less than that prior to base closure. The alternative proposal for a fire training facility would create potential conflicts with recreational and tourist activities in the area. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510). JF - EPA number: 930071, 392 pages and maps, February 25, 1993 PY - 1993 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Airports KW - Employment KW - Fire Prevention KW - Hazardous Wastes KW - Hospitals KW - Housing KW - Impact Assessment Methodology KW - Industrial Parks KW - Military Facilities (Air Force) KW - Noise Assessments KW - Recreation Facilities KW - Traffic Analyses KW - Michigan KW - Wurtsmith Air Force Base, Michigan KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance KW - Surplus Property Act of 1944, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+WURTSMITH+AIR+FORCE+BASE%2C+IOSCO+COUNTY%2C+MICHIGAN.&rft.title=DISPOSAL+AND+REUSE+OF+WURTSMITH+AIR+FORCE+BASE%2C+IOSCO+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 25, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 101 IMPROVEMENT ALTERNATIVES--PRUNEDALE STUDY, MONTEREY COUNTY, CALIFORNIA. AN - 36407352; 3949 AB - PURPOSE: The improvement of a 7.55-mile segment of US 101 beginning one-half mile north of Boronda Road and ending one-half mile north of Crazy Horse Canyon Road in Prunedale, California, is proposed. Route 101 is a major north-south highway link between the San Jose metropolitan area and the Salinas Valley area; increased commuting between the areas as well as increased local traffic in the growing residential community have led to increased traffic congestion, delays, and accidents in the study area, particularly at interchanges. Four alternatives are considered in this draft EIS. A preferred alternative has not yet been selected. Under Alternative 1 (the No-Build Alternative), limited operational and safety improvements would be provided along the existing alignment, including widening the shoulders, adding acceleration and deceleration lanes, and improving the southbound left-turn lane at Crazy Horse Canyon Road. The main-line roadway would remain two lanes wide in each direction, except where acceleration /deceleration lanes were added. Under Alternative 2 (the Upgrade Alternative), actions would involve upgrading the segment to full freeway standards with the addition of two main-line lanes, for a total of six lanes; building new interchanges at Espinosa/Russell roads, Blackie Road/Reese Circle, San Miguel Canyon Road, and Crazy Horse Canyon/Echo Valley roads; making substantial improvements to the existing Route 156/Route 101 interchange; and making local access improvements, including the replacement of local access and local roadway connections to interchanges. Under Alternative 3 (the Adopted Bypass Alternative), a six-lane, fully access-controlled freeway would be built on a new alignment east of the existing Route 101, from south of Espinosa/Russell roads northerly to around Crazy Horse Canyon/Echo Valley roads. New interchanges would be built at Espinosa/Russell roads, Pesante Road, Vierra Canyon Road, and Crazy Horse Canyon/Echo Valley roads; local access improvements would include the realignment of Crazy Horse Canyon Road. Under Alternative 4 (the Alternate Bypass Alternative), a six-lane, fully access-controlled freeway would be built east of the Adopted Bypass Alternative. Interchanges would be built at Espinosa/Russell roads, Pesante Road, and Vierra Canyon Road. A freeway-to-freeway directional interchange would be built north of Crazy Horse Canyon Road to provide service between the bypass and Route 156. Changes to existing local roadways would be made to replace local access, accommodate the bypass, and connect the roadways to the proposed interchanges. POSITIVE IMPACTS: The project would improve local traffic safety and accessibility, provide added capacity for future traffic demands, improve the mass transit operating environment, and improve access to public schools and public services. NEGATIVE IMPACTS: Increased pavement surface area would result in increased, but mitigable, runoff of surface water and groundwater. Nitrogen oxide emissions would exceed locally recognized levels of significance under Alternative 4. The loss of native vegetation would result under all of the build alternatives. Population reduction and habitat fragmentation would tale place under Alternatives 3 and 4. Rights-of-way requirements under the build alternatives would displace 33 to 104 households and 2 to 58 nonresidences. Under Alternative 2, historical and archaeological resources could be adversely affected. Visual resources would be negatively impacted under all of the build alternatives. In addition, the build alternatives would require the installation of 5 to 12 sound barriers, with noise mitigation being ineffective for up to 32 residences; would displace 3.8 to 15.9 acres of wetlands; would threaten protected amphibian and plant species; and would require the loss of 37 to 216.1 acres of farmland for right-of-way. Depending on the alternative selected, parklands and landfills could also 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). JF - EPA number: 930054, 244 pages and maps, February 24, 1993 PY - 1993 KW - Roads and Railroads KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Noise Control KW - Parks KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Compliance 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/36407352?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+101+IMPROVEMENT+ALTERNATIVES--PRUNEDALE+STUDY%2C+MONTEREY+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+101+IMPROVEMENT+ALTERNATIVES--PRUNEDALE+STUDY%2C+MONTEREY+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: February 24, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 215 IMPROVEMENTS, ORANGE SHOW ROAD TO ROUTE 30, CITY OF SAN BERNARDINO, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 15233931; 3948 AB - PURPOSE: The upgrading of Interstate 215 (I-215) between I-10 and State Route 30 (SR 30) in San Bernardino, California, is proposed. I-215 provides a major north-south regional connection in the San Bernardino/Riverside areas of southern California. Approximately 60 miles in total length, the interstate varies in width from six to eight lanes. The proposed improvements would consist of adding an additional traffic lane in each direction and building new ramps and frontage roads throughout six miles of I-215, from I-10 to SR 30. In addition to a No Action Alternative, three build alternatives are considered in this draft EIS. Under all of the build alternatives, a traffic lane would be added in each direction, with an option for that traffic lane to be accessible to all vehicles (mixed flow) or be designated as a high-occupancy-vehicle (HOV) lane. The freeway would be reconstructed, which would include the replacement of structures overcrossing the freeway, the elimination of existing access ramps, and the construction of new ramps and/or frontage roads intersecting with major local arterial streets. The build alternatives differ from one another in their configuration of ramps that would connect local streets directly to the freeway, and of one-way, limited-access frontage roads that would parallel the freeway through two or more local streets and have slip ramps connecting them to the freeway. Under Alternative 1, northbound and southbound frontage roads between Inland Center Drive and Mill Street, and a northbound frontage road between Second and Fifth streets, would be provided. Under Alternative 2, northbound and southbound frontage roads between Orange Show Road and Inland Center Drive, and northbound and southbound frontage roads between Second and Fifth streets, would be provided. Under Alternative 3, northbound and southbound frontage roads between Orange Show Road and Massachusetts Avenue, and a northbound frontage road between Massachusetts Avenue and 27th Street, would be provided. The estimated costof the project ranges from $130 million to $152.4 million. POSITIVE IMPACTS: Actions under the proposed project would improve the transportation system within the project area, and at the regional level for through traffic, thereby providing for more efficient movement of people, goods, and services. Congestion problems would diminish during peak traffic hours. Construction is estimated to require more than 1,100 man-years of employment and would generate $136 million to $168 million in indirect economic benefits for the region. NEGATIVE IMPACTS: Rights-of-way requirements under the various alternatives would displace 47 to 75 single-family residences, 3 to 42 multifamily residences, and 17 to 29 businesses. The visual quality of the project area would deteriorate as a result of the removal of substantial amounts of mature vegetation and landscaping. Noise levels would be increased at several locations along the freeway, and noise walls would have to be built in order to mitigate those effects. Two sites within the proposed right-of-way which have been identified as having known hazardous waste activities, and up to 33 sites which have been identified as having a history of hazardous materials use, would be encountered during construction. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 930050, 291 pages and maps, February 22, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-93-02-D KW - Employment KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise KW - Noise Control KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Visual Resources 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/15233931?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+215+IMPROVEMENTS%2C+ORANGE+SHOW+ROAD+TO+ROUTE+30%2C+CITY+OF+SAN+BERNARDINO%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+215+IMPROVEMENTS%2C+ORANGE+SHOW+ROAD+TO+ROUTE+30%2C+CITY+OF+SAN+BERNARDINO%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 22, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IH 94-GREEN BAY (ABBOTSFORD-MARATHON CITY), STH 29, CLARK AND MARATHON COUNTIES, WISCONSIN. AN - 36409391; 3955 AB - PURPOSE: The reconstruction of State Trunk Highway (STH) 29 from just west of Abbotsford, Wisconsin, to just west of Marathon City is proposed. The 25-mile project would extend from Division Avenue, which is located three miles west of Abbotsford, to Martin Lane, which is located three miles west of Marathon City. The westerly three miles of the project, from Division Avenue to STH 13 in Abbotsford, would be in Clark County, and the remaining 22 miles, from STH 13 in Abbotsford to Martin Lane, would be in Marathon County. The proposed action would upgrade the existing two-lane roadway to a four-lane, divided highway. The highway would be built as a rural-type facility with two 12-foot lanes in each direction separated by a 60-foot median. The median area would include inside shoulders and a V-sloped grassed area, which would serve as a safety zone and provide drainage. The roadway would have ten-foot outside shoulders and six-foot median shoulders. The roadway pavement would be concrete over an open-graded base course. Drainage facilities would include open ditches, culverts, and structures. Four main alternatives, including a No-Build Alternative, are considered in this draft EIS, along with several combinations of alignments, bypasses, and interchanges. Under the preferred alternative (the Build on Alignment with a South Bypass Alternative), two new lanes parallel to the existing roadway, with a southern bypass around Abbotsford, would be built. The bypass, which would be the only section of the highway to deviate from the existing alignment, would begin in the vicinity of Badger Avenue west of the city and continue southeasterly to intersect with STH 13 about one mile south of the existing STH 29/13 intersection. It would then proceed northeasterly and intersect with the existing alignment near Maple Road. Grade-separated interchanges would be built at STH 29's intersections with STH 13, STH 97, and County Trunk Highway ""H.'' The highway's existing at-grade intersections with all of the remaining county trunk highways would be improved. Town roads that would have access to STH 29 terminated are Popple, Gierl, Butternut, Corlad, Aspen, and Weinkauf roads. The remaining town road intersections would be reconstructed as at-grade intersections with right- and left-turn lanes on STH 29. Most existing driveways and field access points would also be connected to the new highway. Depending upon the build alternative selected, rights-of-way acquisitions would involve 242 to 510 acres, and total construction costs would be $60 million to $62 million. POSITIVE IMPACTS: STH 29 is the principal east-west route across north-central Wisconsin, linking Interstate 94 and Minneapolis and St. Paul, Minnesota, to the west with Green Bay and Fox River Valley to the east. High traffic volumes, including a high volume of trucks, combined with many local and private access points create a high risk of severe accidents and a low level of service, which would be exacerbated by the forecast escalation in traffic volume. Reconstruction of this segment of STH 29 would provide an uninterrupted and safer 55-mile-per-hour facility between key highways and would reduce traffic delays. NEGATIVE IMPACTS: Under the preferred alternative, strip purchases along wetlands and agricultural lands would be required. Depending upon the build alternative bypass selected, rights-of-way requirements would displace 329 to 338 acres of farmland, 60 to 95 acres of wetlands, and 49 to 51 acres of woodland; cross 14 stream; and relocate 47 to 49 residences and 17 to 20 businesses. Noise levels for some residences and farms would exceed federal noise standards, and sound barriers would be too expensive to be practical. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 930042, 308 pages and maps, February 16, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-93-01-D KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Wisconsin KW - Clean Water Act Section 404 Permits, 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/36409391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IH+94-GREEN+BAY+%28ABBOTSFORD-MARATHON+CITY%29%2C+STH+29%2C+CLARK+AND+MARATHON+COUNTIES%2C+WISCONSIN.&rft.title=IH+94-GREEN+BAY+%28ABBOTSFORD-MARATHON+CITY%29%2C+STH+29%2C+CLARK+AND+MARATHON+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: February 16, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF CARSWELL AIR FORCE BASE, TEXAS. AN - 36396821; 3920 AB - PURPOSE: The disposal and reuse of Carswell Air Force Base (AFB) in Tarrant County, Texas, is proposed. Carswell AFB, situated in north-central Texas eight miles west of Fort Worth, is scheduled to close in September 1993. The base contains a total of 2,555 acres of fee-owned property; up to 2,197 acres would be available for civilian reuse, with at least 358 acres to be retained by the Air Force as a cantonment for continued military use. The cantonment would provide support for the Air Force Reserve 301st Fighter Wing, the White House Communication Agency, the Defense Reutilization and Marketing Office, and Air Force Plant Number 4. Under the proposed reuse plan, developed by the Carswell Development Authority, a civilian aviation facility would be established for air cargo, general aviation, and military flight operations. The existing airfield, which occupies 757 acres, would probably be conveyed to an airport authority, which would manage the facility. Navigation aids, cargo handling facilities, access roads, and other support facilities would be installed. Also included in the proposal is the development of industrial, institutional, commercial, office, and residential areas, as well as the retention of the existing hospital facility and golf course for civilian use. In addition to a No Action Alternative, two other alternatives are considered in this draft EIS. Under the Industrial Airport Alternative, the airfield would be converted to a commercial passenger service airport, and the hospital would be converted to a retirement and assisted-care complex. Under the Military/Mixed Use Alternative, the airfield would continue to be operated for military flights only, leaving 1,157 acres under the jurisdiction of the Air Force. POSITIVE IMPACTS: Redevelopment activities would generate approximately 30,000 jobs in the region by the year 2013, including approximately 13,821 direct and 16,455 indirect jobs. The redevelopment project would provide increased income and earnings and generally improve the local economy. NEGATIVE IMPACTS: Due to an expected population increase in the area during the period 1993-2013, additional stress would be placed on local service infrastructures and utilities. By the year 2013, vehicular traffic in and around the AFB area would increase by 71,050 trips per day. The increased traffic would degrade State Highway 183 to a level-of-service rating of ""F'' (forced or breakdown flow with traffic demand exceeding capacity; unstable stop-and-go traffic), which would require some improvements to the highway. Increased air operations would expose 101 additional acres and 105 additional residences to noise levels that exceed federal criteria; in addition, 381 residences would be exposed to increased surface traffic noise. Proposed construction at the site would disturb or alter 768 acres of land, which could adversely affect surface water flow and water quality. Five historic properties on the AFB would be adversely affected by planned development activities, and approximately 0.1 acres of wetlands would be disturbed. Hazardous waste sites on the AFB would require extensive cleanup. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510), 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.). JF - EPA number: 930039, 498 pages and maps, February 11, 1993 PY - 1993 KW - Defense Programs KW - Air Quality Standards Violations KW - Aircraft Noise KW - Airports KW - Employment KW - Hazardous Wastes KW - Historic Sites KW - Hospitals KW - Impact Assessment Methodology KW - Industrial Parks KW - Military Facilities (Air Force) KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Carswell Air Force Base, Texas KW - Texas KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Resource Conservation and Recovery Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+CARSWELL+AIR+FORCE+BASE%2C+TEXAS.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY+%28WESTERN+SECTION%29%2C+16.7+MILES+FROM+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 11, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HARPERS FERRY BRIDGE REPLACEMENT, JEFFERSON COUNTY, WEST VIRGINIA. AN - 36407392; 3954 AB - PURPOSE: The replacement of the bridge on US 340 crossing the Shenandoah River at Harpers Ferry, West Virginia, is proposed. US 340 is a primary route that carries high volumes of traffic between Charles Town, West Virginia, and Frederick, Maryland. The highway is a four-lane facility throughout most of its length, but three miles of the route in the vicinity of the Harpers Ferry National Park has a two-lane capacity in order to preserve the historic character of the site. The existing bridge, built in 1949, is structurally deficient and functionally obsolete; if only routine maintenance was performed on the bridge, its useful life would only be several years. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Under Scheme 1, a new bridge would be built approximately 110 feet upstream from the existing bridge. Under Scheme 2, a new bridge would be built approximately 120 feet downstream from the existing bridge. Under this scheme, approximately 450 feet of Shenandoah Street would be relocated to properly connect with the proposed US 340 approach improvements. Under both Schemes 1 and 2, the existing bridge would be used for maintenance traffic during construction and be removed once construction was complete. Scheme 2a is identical to Scheme 2 except that it does not involve improvements to Shenandoah Street. Under Scheme 3, the existing bridge would be rehabilitated by replacing the concrete deck and sidewalk, adding stringers and girder spans, modifying cross frames, replacing bearings, and repairing piers and abutments. Traffic would be maintained during construction by closing one lane and allowing traffic to flow in the other lane. The estimated total cost of the project ranges from about $7.7 million to $9.8 million. POSITIVE IMPACTS: Replacement of or improvements to the existing bridge would increase safety for both vehicular and pedestrian traffic; bicycle traffic would benefit from expanded shoulders and sidewalks. Under schemes 1, 2, and 2a, the sight distance on the bridge approaches would improve. NEGATIVE IMPACTS: All environmental consequences would be temporary and last only for the duration of construction with the exception of adverse visual impacts resulting from any required cuts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 930033, 155 pages and maps, February 4, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-92-01-D KW - Air Quality Standards Violations KW - Bridges KW - Highways KW - Historic Sites KW - Parks KW - Rivers KW - Roads KW - Safety KW - Scenic Areas KW - Section 4(f) Statements KW - Visual Resources KW - Harpers Ferry National Park KW - West Virginia KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HARPERS+FERRY+BRIDGE+REPLACEMENT%2C+JEFFERSON+COUNTY%2C+WEST+VIRGINIA.&rft.title=HARPERS+FERRY+BRIDGE+REPLACEMENT%2C+JEFFERSON+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, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 4, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CODY TO YELLOWSTONE HIGHWAY, US HIGHWAY 14/16/20, PARK COUNTY, WYOMING. AN - 36412880; 3957 AB - PURPOSE: The improvement to 27.5 miles of US 14/16/20 from west of Cody, Wyoming, to Yellowstone National Park are proposed. The highway is one of five principal points of access to the park, and over half a million visitors annually enter the park via the highway. The section of the highway slated for improvement is located entirely within the Shoshone National Forest and follows the North Fork of the Shoshone River. The highway was built in the 1930s, and in May 1991 was designated a scenic byway by the Forest Service. From 1980 to 1991, 187 accidents occurred along the 27.5 miles of the highway under consideration; two of those accidents involved fatalities. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Under Build Alternative A, the existing highway would be improved in its current location. The improved highway would consist of two 12-foot lanes, two 6-foot shoulders, a clear zone, and shifts of 40 feet or less off the existing centerline of the road. In a few locations, the 50-mile-per-hour (mph) design speed would not be achieved. Design standards would be compromised in four locations (mileposts 13.5, 15.7, 23.6, and 26.5) in order to minimize impacts to the landscape. Build Alternative B is identical to Alternative A throughout 19.5 miles, or 71 percent, of the project's length. The remaining eight miles would be reconstructed in alternate locations under Alternative B, with ""alternate location'' being defined as any shift off the current centerline of 40 feet or more. Such a shift would occur in 12 locations, including two or three new crossings of the North Fork of the Shoshone River. A 50-mph design speed would be maintained throughout the project's entire length; design standards would be compromised in the same four locations as under Alternative A. The Forest Service is considering two related alternatives that would involve renovating recreational facilities along the highway or developing new ones. POSITIVE IMPACTS: The highway improvements would reduce existing hazardous driving conditions for visitors entering Yellowstone from the east and result in a facility built, for the most part, to current design standards with sufficient capacity to accommodate projected traffic for the next 20 years. NEGATIVE IMPACTS: The highway would encroach on 2.8 to 3.8 acres of floodplains, displace 2.0 to 2.5 acres of wetlands, and disturb 262 to 328 acres of land. Seven public campgrounds, picnic areas, or interpretive sites would be adversely affected by the proximity of highway construction. Wildlife would be temporarily adversely affected during construction, and some species would experience a permanent loss (131 to 139 acres) of crucial winter range. Eight historic or archaeological properties would be adversely impacted by Alternative A; four, by Alternative B. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 930031, 482 pages and maps, February 2, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-92-01-D KW - Archaeological Sites KW - Bridges KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Parks KW - Railroad Structures KW - Recreation Facilities KW - Rivers KW - Safety KW - Scenic Areas KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Shoshone National Forest KW - Wyoming KW - Yellowstone National Park KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CODY+TO+YELLOWSTONE+HIGHWAY%2C+US+HIGHWAY+14%2F16%2F20%2C+PARK+COUNTY%2C+WYOMING.&rft.title=CODY+TO+YELLOWSTONE+HIGHWAY%2C+US+HIGHWAY+14%2F16%2F20%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, Cheyenne, Wyoming; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 2, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HICKORY EAST SIDE THOROUGHFARE FROM NC 127 TO STARTOWN ROAD, HICKORY, CATAWBA COUNTY, NORTH CAROLINA. AN - 36404678; 3951 AB - PURPOSE: The construction of an arterial highway link in east Hickory, North Carolina, is proposed. The multilane highway, to be called the Hickory East Side Thoroughfare, would extend approximately seven miles. It would begin at North Carolina (NC) 127 north of Hickory, connect to Interstate 40 (I-40) east of Hickory, and continue to US 70 in the vicinity of Startown Road. The highway would include a grade separation structure at Highland Avenue and the Southern Railway tracks, an interchange at I-40, a five-lane section with a continuous left-turn lane, and a four-lane divided section with a grass median. Eight alternative alignments for the highway are being considered in this final EIS. Each alternative comprises various combinations of six distinct corridor segments, each 400 feet wide. Build Alternative 1 has been selected as the preferred alternative. Under the preferred alternative, the highway would follow the alignment identified in the state Transportation Improvement Program and in the Hickory-Newton-Conover Urban Area Thoroughfare Plan. This final EIS is an abbreviated EIS containing corrections to the draft EIS, additional details on the preferred alternative, and responses to public comments. POSITIVE IMPACTS: The thoroughfare would help the area meet transportation demands through the year 2010, relieving congestion on existing roads and improving highway safety; advance the objectives of the planned loop system identified in the Hickory-Newton-Conover Urban Area Thoroughfare Plan; maintain air quality within state and federal standards; and improve access to and between residential neighborhoods, industrial areas, and commercial centers. In addition, development would be encouraged in accordance with the local land development plan, and the tax base would be improved. Substantial monetary user benefits would result. Actions under the preferred alternative would provide the highest user benefits of all the alternatives being considered, including the highest traffic utilization rate, net user savings, and benefit-cost ratio. NEGATIVE IMPACTS: In addition to the residential and business relocations, increases in traffic noise, probable encounter with underground storage tanks containing hazardous substances, and displacement of prime farmland discussed in the draft EIS, the preferred alternative would result in the loss of 0.72 acres of wetlands. The preferred alternative would also cross six streams and their associated tributaries and result in the relocation of approximately 220 feet of stream. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11900, 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 92-0038D, Volume 16, Number 1. JF - EPA number: 930020, 70 pages and maps, January 22, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-02-F KW - Air Quality KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11900, Compliance 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 Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404678?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HICKORY+EAST+SIDE+THOROUGHFARE+FROM+NC+127+TO+STARTOWN+ROAD%2C+HICKORY%2C+CATAWBA+COUNTY%2C+NORTH+CAROLINA.&rft.title=HICKORY+EAST+SIDE+THOROUGHFARE+FROM+NC+127+TO+STARTOWN+ROAD%2C+HICKORY%2C+CATAWBA+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: January 22, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF BERGSTROM AIR FORCE BASE, TRAVIS COUNTY, TEXAS. AN - 36410823; 3919 AB - PURPOSE: The disposal and reuse of Bergstrom Air Force Base (AFB) in Travis County, Texas, is proposed. The 3,216-acre base is located in the central part of the state, approximately eight miles southeast of downtown Austin. As a result of recommendations made by the Defense Base Closure and Realignment Commission, Bergstrom AFB is scheduled to close in September 1993. At the time of closure, title to 2,892 acres of the base's land would transfer to the city of Austin in compliance with land transfer documents completed when the AFB was established in the 1940s. The Air Force would determine whether and how to dispose of four government fee-purchased land parcels totaling 324 acres. Under the proposed action, the city of Austin would relocate its municipal airport to the base. A new 9,000-foot runway would be built parallel to, and with a 6,500-foot centerline-to-centerline separation from, the existing 12,250-foot runway. A passenger terminal and other aviation-support facilities would be built between the two runways. Acquisition of up to 917 acres of land south of the base could be required. The existing municipal airport, the Robert Mueller Municipal Airport, would be closed and converted to industrial, residential, and other uses. Four Air Force units would be retained on the base: the Air Force Reserve 924th Fighter Group, the headquarters of the 10th Air Force, the Air Combat Command Regional Corrosion Control Facility, and the Ground Combat Readiness Center. Two other action alternatives, as well as a No Action Alternative, are considered in this draft EIS. POSITIVE IMPACTS: The conversion of facilities from military to civilian uses and the retention and reuse of most existing facilities would result in long-term cost savings for the local community. Redevelopment activities would generate approximately 17,571 direct and 5,284 secondary jobs by the year 2012. The redevelopment project would provide increased income and earnings and generally improve related economic indicators. Use-of-airspace safety above Austin would be improved as a result of the closing of the existing airport and the use of the new proposed facility. NEGATIVE IMPACTS: Average daily traffic on local roads leading to the base would increase substantially but the level of service would remain good if planned improvements were made. Surface traffic noise would increase above baseline closure levels along US 183 and State Highway 71, although fewer people would be exposed to aircraft noise in excess of federal standards than when the AFB was operational. A total of 1,815 acres of land would be disturbed. Some facilities scheduled for demolition contain polychlorinated biphenyls (PCBs), asbestos, and other hazardous substances. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510). JF - EPA number: 930016, 504 pages, January 15, 1993 PY - 1993 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Demolition KW - Employment KW - Hazardous Wastes KW - Industrial Parks KW - Land Acquisitions KW - Land Use KW - Military Facilities (Air Force) KW - Noise Standards Violations KW - Socioeconomic Assessments KW - Traffic Analyses KW - Toxicity KW - Texas KW - Bergstrom Air Force Base, Texas KW - Defense Base Closure and Realignment Act of 1990, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+BERGSTROM+AIR+FORCE+BASE%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=DISPOSAL+AND+REUSE+OF+BERGSTROM+AIR+FORCE+BASE%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 15, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EASTERN TRANSPORTATION CORRIDOR, ORANGE COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1991). AN - 36397975; 3947 AB - PURPOSE: The implementation of alternative transportation actions to meet the need for north-south highway linkage in east Orange County, California, are proposed. The study corridor, to be known as State Route (SR) 231, extends from SR 91 in the north to SR 133 south of Interstate 5 (I-5). Alternatives considered in this supplemental draft EIS include a Build Alternative, a Transportation Systems Management (TSM) Alternative, and a No Action Alternative. Under the Build Alternative, the highway would include a North Leg and an East Leg. The North Leg would have an ultimate 190- to 234-foot typical roadway section with six general-purpose lanes; either one concurrent-flow high-occupancy-vehicle (HOV) lane in each direction or two reversible HOV lanes; and climbing and auxiliary lanes. The East Leg would have an ultimate 166- to 196-foot typical roadway section with six general-purpose lanes; two concurrent-flow HOV lanes; and climbing and auxiliary lanes. The highway would operate as a toll facility until construction bonds were repaid. The estimated cost of the Build Alternative is $905.7 million. The supplemental draft has removed another Build Alternative, which included a West Leg (also known as SR 261), from consideration for federal action. SR 261 would now be built by the Foothill/Eastern Transportation Corridor Agencies as a separate, locally funded project. Under the TSM Alternative, actions would be taken in order to increase the efficiency and effectiveness of existing transportation facilities. TSM measures would include both public and private transit improvements, such as park-and-ride and express bus services; car pool, van pool, and paratransit programs; and improvements to enhance the movement of bicycles and pedestrians. POSITIVE IMPACTS: Traffic congestion on SR 91, SR 55, and I-5 would be reduced significantly, as would congestion on arterials in northeastern Orange County. Direct connections between residential and employment areas would be created in the northern and southern portions of the county. The Regional Mobility Plan's goals of reducing transportation-related emissions would be advanced, and planned community development would be assisted. NEGATIVE IMPACTS: Rights-of-way requirements under the Build Alternative would displace 169 acres of farmlands, 23 acres of oak woodlands, 630 acres of mixed habitat, about 265 acres of coastal sage scrub, 4,400 many-stemmed dudleya plants, and 2.2 acres of wetlands. The project would adversely affect Irvine and Featherly parks, four archaeological sites, and some fossil resources, and would displace a church and some residences. Construction activities could adversely affect 12 underground gasoline tanks. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 91-0416D, Volume 15, Number 6. JF - EPA number: 930010, 706 pages and maps, January 12, 1993 PY - 1993 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-91-04-SD KW - Archaeological Sites KW - Coastal Zones KW - Cost Assessments KW - Farmlands KW - Forests KW - Geologic Assessments KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Paleontological Sites KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California 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 Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1991%29.&rft.title=EASTERN+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1991%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: January 12, 1993 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Foundation selection and construction performance; Clark Bridge AN - 52721063; 1997-034809 JF - International Conference on Case Histories in Geotechnical Engineering AU - Daniels, D E AU - Modeer, V A AU - Lamie, M C A2 - Prakash, Shamsher Y1 - 1993 PY - 1993 DA - 1993 SP - 167 EP - 190 PB - University of Missouri - Rolla, Rolla, Mo VL - 3 KW - United States KW - abutments KW - Illinois KW - loading KW - stress KW - foundations KW - boreholes KW - Clark Bridge KW - buildings KW - Alton Illinois KW - load tests KW - piles KW - Mississippi River KW - bridges KW - construction KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52721063?accountid=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+Case+Histories+in+Geotechnical+Engineering&rft.atitle=Foundation+selection+and+construction+performance%3B+Clark+Bridge&rft.au=Daniels%2C+D+E%3BModeer%2C+V+A%3BLamie%2C+M+C&rft.aulast=Daniels&rft.aufirst=D&rft.date=1993-01-01&rft.volume=3&rft.issue=&rft.spage=167&rft.isbn=&rft.btitle=&rft.title=International+Conference+on+Case+Histories+in+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Third international conference on Case histories in geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - Number of references - 8 N1 - PubXState - Mo N1 - Document feature - illus. incl. 9 tables, sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #03084 N1 - SubjectsTermNotLitGenreText - abutments; Alton Illinois; boreholes; bridges; buildings; Clark Bridge; construction; foundations; Illinois; load tests; loading; Mississippi River; piles; stress; United States ER - TY - JOUR T1 - The Forest City landslide AN - 52712616; 1997-034865 JF - International Conference on Case Histories in Geotechnical Engineering AU - Hunt, R E AU - Miller, S M AU - Bump, V L A2 - Prakash, Shamsher Y1 - 1993 PY - 1993 DA - 1993 SP - 525 EP - 533 PB - University of Missouri - Rolla, Rolla, Mo VL - 3 KW - United States KW - embankments KW - Cretaceous KW - stability KW - analysis KW - Upper Cretaceous KW - Pierre Shale KW - feasibility studies KW - Forest City South Dakota KW - laboratory studies KW - sedimentary rocks KW - mass movements KW - sediments KW - shear tests KW - stabilization KW - reservoirs KW - clastic sediments KW - shale KW - stress KW - till KW - Mesozoic KW - landslides KW - Oahe Reservoirs KW - scarps KW - slope stability KW - clastic rocks KW - South Dakota KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52712616?accountid=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+Case+Histories+in+Geotechnical+Engineering&rft.atitle=The+Forest+City+landslide&rft.au=Hunt%2C+R+E%3BMiller%2C+S+M%3BBump%2C+V+L&rft.aulast=Hunt&rft.aufirst=R&rft.date=1993-01-01&rft.volume=3&rft.issue=&rft.spage=525&rft.isbn=&rft.btitle=&rft.title=International+Conference+on+Case+Histories+in+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Third international conference on Case histories in geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - Number of references - 4 N1 - PubXState - Mo N1 - Document feature - illus. incl. sect., sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #03084 N1 - SubjectsTermNotLitGenreText - analysis; clastic rocks; clastic sediments; Cretaceous; embankments; feasibility studies; field studies; Forest City South Dakota; laboratory studies; landslides; mass movements; Mesozoic; Oahe Reservoirs; Pierre Shale; reservoirs; scarps; sedimentary rocks; sediments; shale; shear tests; slope stability; South Dakota; stability; stabilization; stress; till; United States; Upper Cretaceous ER - TY - JOUR T1 - Geologic hazards and design considerations for Elk Creek Tunnel, Oregon AN - 52503061; 1999-026647 JF - Annual Meeting - Association of Engineering Geologists AU - Sanchez, Alberto AU - Yeung, Ronald AU - Springer, James AU - Toor, Frank AU - Keaton, Jeffrey R Y1 - 1993 PY - 1993 DA - 1993 SP - 68 PB - Association of Engineering Geologists, [location varies] VL - 36 SN - 0375-572X, 0375-572X KW - United States KW - Oregon KW - abutments KW - geologic hazards KW - tunnels KW - Elk Creek Tunnel KW - bridges KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52503061?accountid=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=Geologic+hazards+and+design+considerations+for+Elk+Creek+Tunnel%2C+Oregon&rft.au=Sanchez%2C+Alberto%3BYeung%2C+Ronald%3BSpringer%2C+James%3BToor%2C+Frank%3BKeaton%2C+Jeffrey+R&rft.aulast=Sanchez&rft.aufirst=Alberto&rft.date=1993-01-01&rft.volume=36&rft.issue=&rft.spage=68&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 - Association of Engineering Geologists 36th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1999-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - abutments; bridges; design; Elk Creek Tunnel; geologic hazards; Oregon; tunnels; United States ER - TY - JOUR T1 - Fairfield Plant; Triassic or Cambro-Ordovician? AN - 51884701; 2004-017277 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society AU - Evans, Karen AU - Ganis, G Robert A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 12 EP - 15 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - limestone KW - crushed stone KW - textures KW - Paleozoic KW - quarries KW - field trips KW - production KW - metasomatism KW - Mesozoic KW - Cambrian KW - road log KW - dimension stone KW - Ordovician KW - sedimentary rocks KW - mineral composition KW - Adams County Pennsylvania KW - Triassic KW - Fairfield Valley KW - Pennsylvania KW - carbonate rocks KW - construction materials KW - 06A:Sedimentary petrology KW - 28A:Economic geology, geology of nonmetal deposits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51884701?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT--METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+FINAL+SUPPLEMENTAL+IMPACT+REPORT%29.&rft.title=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT--METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+FINAL+SUPPLEMENTAL+IMPACT+REPORT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - Document feature - geol. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; Cambrian; carbonate rocks; construction materials; crushed stone; dimension stone; Fairfield Valley; field trips; limestone; Mesozoic; metasomatism; mineral composition; Ordovician; Paleozoic; Pennsylvania; production; quarries; road log; sedimentary rocks; textures; Triassic; United States ER - TY - JOUR T1 - Borough of Carroll Valley AN - 51884687; 2004-017276 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society AU - Mowery, J Ronald A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 11 EP - 12 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - hydrology KW - lithostratigraphy KW - petrology KW - Precambrian KW - field trips KW - areal geology KW - Mesozoic KW - road log KW - ground water KW - Carroll Valley Pennsylvania KW - fractures KW - Adams County Pennsylvania KW - Catoctin Formation KW - Triassic KW - metamorphic rocks KW - Pennsylvania KW - Gettysburg Formation KW - water resources KW - land use KW - 13:Areal geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51884687?accountid=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+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.atitle=Borough+of+Carroll+Valley&rft.au=Mowery%2C+J+Ronald&rft.aulast=Mowery&rft.aufirst=J&rft.date=1993-01-01&rft.volume=12&rft.issue=&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=Annual+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; areal geology; Carroll Valley Pennsylvania; Catoctin Formation; field trips; fractures; Gettysburg Formation; ground water; hydrology; land use; lithostratigraphy; Mesozoic; metamorphic rocks; Pennsylvania; petrology; Precambrian; road log; Triassic; United States; water resources ER - TY - JOUR T1 - Deformed pebbles and quartz grains in the Loudoun Formation on Piney Mountain AN - 51882993; 2004-017278 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society AU - Potter, Noel, Jr AU - Arcuri, Ronald AU - Atkins, Jennifer AU - Becker, Genevieve AU - Butterfield, Frank AU - Collins, Julie AU - Harrison, Trent AU - Luke, Norma AU - Wolfe, Kenneth AU - Zuck, Mark A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 15 EP - 27 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - silicates KW - strain KW - silica minerals KW - sandstone KW - pebbles KW - field trips KW - Piney Mountain KW - road log KW - bedding KW - sedimentary rocks KW - mineral composition KW - sediments KW - oolite KW - outcrops KW - framework silicates KW - sedimentary structures KW - cleavage KW - boulders KW - clastic sediments KW - Loudoun Formation KW - structural analysis KW - deformation KW - conglomerate KW - planar bedding structures KW - Adams County Pennsylvania KW - quartz KW - foliation KW - Pennsylvania KW - clastic rocks KW - 06A:Sedimentary petrology KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51882993?accountid=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+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.atitle=Deformed+pebbles+and+quartz+grains+in+the+Loudoun+Formation+on+Piney+Mountain&rft.au=Potter%2C+Noel%2C+Jr%3BArcuri%2C+Ronald%3BAtkins%2C+Jennifer%3BBecker%2C+Genevieve%3BButterfield%2C+Frank%3BCollins%2C+Julie%3BHarrison%2C+Trent%3BLuke%2C+Norma%3BWolfe%2C+Kenneth%3BZuck%2C+Mark&rft.aulast=Potter&rft.aufirst=Noel&rft.date=1993-01-01&rft.volume=12&rft.issue=&rft.spage=15&rft.isbn=&rft.btitle=&rft.title=Annual+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - Document feature - illus. incl. 2 tables, sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; bedding; boulders; clastic rocks; clastic sediments; cleavage; conglomerate; deformation; field trips; foliation; framework silicates; Loudoun Formation; mineral composition; oolite; outcrops; pebbles; Pennsylvania; Piney Mountain; planar bedding structures; quartz; road log; sandstone; sedimentary rocks; sedimentary structures; sediments; silica minerals; silicates; strain; structural analysis; United States ER - TY - JOUR T1 - The Catoctin Formation near Zora AN - 51882957; 2004-017275 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society AU - Sevon, William D A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 8 EP - 11 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - lithostratigraphy KW - volcanic rocks KW - upper Precambrian KW - Precambrian KW - igneous rocks KW - Proterozoic KW - field trips KW - road log KW - Adams County Pennsylvania KW - Catoctin Formation KW - metamorphic rocks KW - Zora Pennsylvania KW - thickness KW - Pennsylvania KW - Neoproterozoic KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51882957?accountid=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+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+45+TO+US+41+%28US+10%29%2C+WINNEBAGO+COUNTY%2C+WISCONSIN.&rft.title=US+45+TO+US+41+%28US+10%29%2C+WINNEBAGO+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; Catoctin Formation; field trips; igneous rocks; lithostratigraphy; metamorphic rocks; Neoproterozoic; Pennsylvania; Precambrian; Proterozoic; road log; thickness; United States; upper Precambrian; volcanic rocks; Zora Pennsylvania ER - TY - JOUR T1 - South Mountain and the Triassic in Adams County AN - 51882724; 2004-017273 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 42 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - Adams County Pennsylvania KW - Triassic KW - South Mountain KW - guidebook KW - field trips KW - Pennsylvania KW - areal geology KW - Mesozoic KW - road log KW - 13:Areal geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51882724?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=&rft.aulast=&rft.aufirst=&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=South+Mountain+and+the+Triassic+in+Adams+County&rft.title=South+Mountain+and+the+Triassic+in+Adams+County&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - SuppNotes - Field trip held May 22, 1993; individually authored sections are cited separately; includes appendices N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; areal geology; field trips; guidebook; Mesozoic; Pennsylvania; road log; South Mountain; Triassic; United States ER - TY - JOUR T1 - Jacks Mountain Tunnel AN - 51882556; 2004-017274 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society AU - MacLachlan, David B A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 2 EP - 7 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - orientation KW - lithostratigraphy KW - Pennsylvanian KW - Paleozoic KW - Loudoun Formation KW - South Mountain KW - Carboniferous KW - Weverton Formation KW - field trips KW - deformation KW - Jacks Mountain Tunnel KW - road log KW - Middle Pennsylvanian KW - Adams County Pennsylvania KW - synclines KW - seismicity KW - folds KW - tunnels KW - tectonics KW - Pennsylvania KW - Allegheny Group KW - faults KW - 16:Structural geology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51882556?accountid=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+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.atitle=Jacks+Mountain+Tunnel&rft.au=MacLachlan%2C+David+B&rft.aulast=MacLachlan&rft.aufirst=David&rft.date=1993-01-01&rft.volume=12&rft.issue=&rft.spage=2&rft.isbn=&rft.btitle=&rft.title=Annual+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; Allegheny Group; Carboniferous; deformation; faults; field trips; folds; Jacks Mountain Tunnel; lithostratigraphy; Loudoun Formation; Middle Pennsylvanian; orientation; Paleozoic; Pennsylvania; Pennsylvanian; road log; seismicity; South Mountain; synclines; tectonics; tunnels; United States; Weverton Formation ER - TY - JOUR T1 - The Triassic dinosaurs and the Trostle Quarry AN - 51878861; 2004-017279 JF - Annual Field Trip Guidebook - Harrisburg Area Geological Society AU - Key, Marcus M, Jr AU - Delano, Helen L A2 - Britcher, Raymond W. Y1 - 1993 PY - 1993 DA - 1993 SP - 28 EP - 35 PB - Harrisburg Area Geological Society, Harrisburg, PA VL - 12 KW - United States KW - lithostratigraphy KW - fossil localities KW - Trostle Quarry KW - Gettysburg Basin KW - Heidlersburg Member KW - field trips KW - road log KW - sedimentary rocks KW - pollen KW - Triassic KW - bones KW - skeletons KW - miospores KW - dinosaurs KW - depositional environment KW - sedimentary structures KW - Chordata KW - Jurassic KW - biostratigraphy KW - biogenic structures KW - tracks KW - paleogeography KW - lebensspuren KW - Mesozoic KW - Reptilia KW - Adams County Pennsylvania KW - palynomorphs KW - Vertebrata KW - Pennsylvania KW - Gettysburg Formation KW - Tetrapoda KW - microfossils KW - 11:Vertebrate paleontology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51878861?accountid=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+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.atitle=The+Triassic+dinosaurs+and+the+Trostle+Quarry&rft.au=Key%2C+Marcus+M%2C+Jr%3BDelano%2C+Helen+L&rft.aulast=Key&rft.aufirst=Marcus&rft.date=1993-01-01&rft.volume=12&rft.issue=&rft.spage=28&rft.isbn=&rft.btitle=&rft.title=Annual+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - PubXState - PA N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #05847 N1 - SubjectsTermNotLitGenreText - Adams County Pennsylvania; biogenic structures; biostratigraphy; bones; Chordata; depositional environment; dinosaurs; field trips; fossil localities; Gettysburg Basin; Gettysburg Formation; Heidlersburg Member; Jurassic; lebensspuren; lithostratigraphy; Mesozoic; microfossils; miospores; paleogeography; palynomorphs; Pennsylvania; pollen; Reptilia; road log; sedimentary rocks; sedimentary structures; skeletons; Tetrapoda; tracks; Triassic; Trostle Quarry; United States; Vertebrata ER - TY - JOUR T1 - Predicting the accuracies of GPS derived elevations using a gravity map of Minnesota AN - 51529554; 2006-084124 JF - GIS/LIS - Proceedings, Annual Conference and Exposition AU - Yankowiak, Bruce J AU - Bohlke, John C AU - Anonymous Y1 - 1993 PY - 1993 DA - 1993 SP - 811 EP - 819 PB - American Society for Photogrammetry and Remote Sensing, Bethesda, MD VL - 1993 KW - United States KW - Minnesota KW - Global Positioning System KW - geophysical surveys KW - altitude KW - elevation KW - geophysical methods KW - prediction KW - mapping KW - geodesy KW - gravity methods KW - gravity anomalies KW - surveys KW - Bouguer anomalies KW - Hennepin County Minnesota KW - accuracy KW - 23:Geomorphology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51529554?accountid=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=GIS%2FLIS+-+Proceedings%2C+Annual+Conference+and+Exposition&rft.atitle=Predicting+the+accuracies+of+GPS+derived+elevations+using+a+gravity+map+of+Minnesota&rft.au=Yankowiak%2C+Bruce+J%3BBohlke%2C+John+C%3BAnonymous&rft.aulast=Yankowiak&rft.aufirst=Bruce&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=811&rft.isbn=&rft.btitle=&rft.title=GIS%2FLIS+-+Proceedings%2C+Annual+Conference+and+Exposition&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - GIS/LIS '93 annual conference and exposition N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 11 N1 - PubXState - MD N1 - Document feature - illus. incl. 1 table, sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #03387 N1 - SubjectsTermNotLitGenreText - accuracy; altitude; Bouguer anomalies; elevation; geodesy; geophysical methods; geophysical surveys; Global Positioning System; gravity anomalies; gravity methods; Hennepin County Minnesota; mapping; Minnesota; prediction; surveys; United States ER - TY - JOUR T1 - Instrumentation for detailed bridge-scour measurements AN - 51063034; 1994-025208 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Landers, Mark N AU - Mueller, David S AU - Trent, Roy E A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 2063 EP - 2068 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - scour KW - fathometers KW - Global Positioning System KW - hydraulics KW - erosion KW - sounding KW - channels KW - bathymetry KW - bridges KW - instruments KW - measurement KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51063034?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Instrumentation+for+detailed+bridge-scour+measurements&rft.au=Landers%2C+Mark+N%3BMueller%2C+David+S%3BTrent%2C+Roy+E&rft.aulast=Landers&rft.aufirst=Mark&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=2063&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 4 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bathymetry; bridges; channels; erosion; fathometers; Global Positioning System; hydraulics; instruments; measurement; scour; sounding ER - TY - JOUR T1 - Measurement of bridge scour at the SR-32 crossing of the Sacramento River at Hamilton City, California, 1987-92 AN - 51062433; 1994-025193 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Blodgett, J C AU - Harris, Carroll D A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 1860 EP - 1865 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - United States KW - scour KW - Hamilton City California KW - erosion KW - Glenn County California KW - channels KW - Sacramento River KW - measurement KW - California KW - foundations KW - waterways KW - bridges KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51062433?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Measurement+of+bridge+scour+at+the+SR-32+crossing+of+the+Sacramento+River+at+Hamilton+City%2C+California%2C+1987-92&rft.au=Blodgett%2C+J+C%3BHarris%2C+Carroll+D&rft.aulast=Blodgett&rft.aufirst=J&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+146%2FMASSACHUSETTS+TURNPIKE+INTERCHANGE+PROJECT%2C+WORCESTER+AND+MILLBURY%2C+WORCESTER+COUNTY%2C+MASSACHUSETTS.&rft.title=ROUTE+146%2FMASSACHUSETTS+TURNPIKE+INTERCHANGE+PROJECT%2C+WORCESTER+AND+MILLBURY%2C+WORCESTER+COUNTY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 7 N1 - PubXState - NY N1 - Document feature - illus. incl. 2 tables, sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; California; channels; erosion; foundations; Glenn County California; Hamilton City California; measurement; Sacramento River; scour; United States; waterways ER - TY - JOUR T1 - Using graphysical data to assess scour development AN - 51061333; 1994-025206 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Placzek, Gary AU - Haeni, F Peter AU - Trent, Roy A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 2051 EP - 2056 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - United States KW - scour KW - geophysical surveys KW - erosion KW - rivers and streams KW - geophysical methods KW - continuous materials KW - Connecticut River KW - seismic methods KW - fathometers KW - Baldwin Bridge KW - Massachusetts KW - waterways KW - surveys KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51061333?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Using+graphysical+data+to+assess+scour+development&rft.au=Placzek%2C+Gary%3BHaeni%2C+F+Peter%3BTrent%2C+Roy&rft.aulast=Placzek&rft.aufirst=Gary&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=2051&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 5 N1 - PubXState - NY N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Baldwin Bridge; Connecticut River; continuous materials; erosion; fathometers; geophysical methods; geophysical surveys; Massachusetts; rivers and streams; scour; seismic methods; surveys; United States; waterways ER - TY - JOUR T1 - Bridge scour and change in contracted section, Razor Creek, Montana AN - 51060826; 1994-025222 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Holnbeck, Stephen R AU - Parrett, Charles AU - Tillinger, Todd N A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 2249 EP - 2254 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - United States KW - scour KW - Musselshell County Montana KW - foundations KW - erosion KW - Razor Creek KW - floods KW - piles KW - discharge KW - bridges KW - Montana KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51060826?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Bridge+scour+and+change+in+contracted+section%2C+Razor+Creek%2C+Montana&rft.au=Holnbeck%2C+Stephen+R%3BParrett%2C+Charles%3BTillinger%2C+Todd+N&rft.aulast=Holnbeck&rft.aufirst=Stephen&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=2249&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 5 N1 - PubXState - NY N1 - Document feature - illus. incl. 1 table, sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; discharge; erosion; floods; foundations; Montana; Musselshell County Montana; piles; Razor Creek; scour; United States ER - TY - JOUR T1 - A method for determining foundation stiffness coefficients of highway bridge footings on granular soils for seismic design AN - 50337220; 1993-033281 JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Beeston, Harold AU - Norris, Gary M AU - Mecker, Lawrence E Y1 - 1993 PY - 1993 DA - 1993 SP - 14 PB - [publisher varies], [location varies] VL - 29 KW - soil mechanics KW - footings KW - bearing capacity KW - shear stress KW - stress KW - stiffness KW - elastic constants KW - displacements KW - boundary conditions KW - foundations KW - granular materials KW - aseismic design KW - shear modulus KW - bridges KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50337220?accountid=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=A+method+for+determining+foundation+stiffness+coefficients+of+highway+bridge+footings+on+granular+soils+for+seismic+design&rft.au=Beeston%2C+Harold%3BNorris%2C+Gary+M%3BMecker%2C+Lawrence+E&rft.aulast=Beeston&rft.aufirst=Harold&rft.date=1993-01-01&rft.volume=29&rft.issue=&rft.spage=14&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 - Engineering geology & geotechnical engineering, 29th symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - aseismic design; bearing capacity; boundary conditions; bridges; design; displacements; elastic constants; footings; foundations; granular materials; roads; shear modulus; shear stress; soil mechanics; stiffness; stress ER - TY - JOUR T1 - Pressure relief tunnel system at US22/SR7 Interchange, OH AN - 50331835; 1997-034902 JF - International Conference on Case Histories in Geotechnical Engineering AU - Graham, J R AU - Humphries, R W AU - Fuller, J M AU - Elliott, G M A2 - Prakash, Shamsher Y1 - 1993 PY - 1993 DA - 1993 SP - 775 EP - 780 PB - University of Missouri - Rolla, Rolla, Mo VL - 3 KW - United States KW - Steubenville Ohio KW - shear strength KW - retaining walls KW - pressure KW - excavations KW - ground water KW - pressuremeters KW - tunnels KW - testing KW - Jefferson County Ohio KW - applications KW - construction KW - roads KW - design KW - Ohio KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50331835?accountid=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+Case+Histories+in+Geotechnical+Engineering&rft.atitle=Pressure+relief+tunnel+system+at+US22%2FSR7+Interchange%2C+OH&rft.au=Graham%2C+J+R%3BHumphries%2C+R+W%3BFuller%2C+J+M%3BElliott%2C+G+M&rft.aulast=Graham&rft.aufirst=J&rft.date=1993-01-01&rft.volume=3&rft.issue=&rft.spage=775&rft.isbn=&rft.btitle=&rft.title=International+Conference+on+Case+Histories+in+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Third international conference on Case histories in geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - PubXState - Mo N1 - Document feature - illus. incl. sects., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #03084 N1 - SubjectsTermNotLitGenreText - applications; construction; design; excavations; ground water; Jefferson County Ohio; Ohio; pressure; pressuremeters; retaining walls; roads; shear strength; Steubenville Ohio; testing; tunnels; United States ER - TY - JOUR T1 - Computer aided design of cut rock slopes on Nevada State Route 163 near Laughlin, Nevada AN - 50320450; 1993-033286 JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Soltani, Amir AU - Nicholl, Michael AU - Beeston, Harold AU - Watters, Robert AU - Norris, Gary M AU - Mecker, Lawrence E Y1 - 1993 PY - 1993 DA - 1993 SP - 411 EP - 424 PB - [publisher varies], [location varies] VL - 29 KW - United States KW - engineering geology KW - computers KW - Laughlin Nevada KW - discontinuities KW - data processing KW - Nevada State Route 163 KW - Clark County Nevada KW - slope stability KW - Nevada KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50320450?accountid=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=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+35+%28ALVIN+FREEWAY%29+FROM+IH+45+SOUTH+TO+BELLFORT+IN+THE+CITY+OF+HOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+35+%28ALVIN+FREEWAY%29+FROM+IH+45+SOUTH+TO+BELLFORT+IN+THE+CITY+OF+HOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Engineering geology & geotechnical engineering, 29th symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - Number of references - 20 N1 - Document feature - illus. incl. 1 table, sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - Clark County Nevada; computers; data processing; design; discontinuities; engineering geology; Laughlin Nevada; Nevada; Nevada State Route 163; slope stability; United States ER - TY - JOUR T1 - Caltrans procedures for development of site specific acceleration response spectra AN - 50320362; 1993-033279 JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Jackura, Kenneth AU - Norris, Gary M AU - Mecker, Lawrence E Y1 - 1993 PY - 1993 DA - 1993 SP - 300 PB - [publisher varies], [location varies] VL - 29 KW - United States KW - California KW - engineering geology KW - seismicity KW - Caltrans KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50320362?accountid=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=Caltrans+procedures+for+development+of+site+specific+acceleration+response+spectra&rft.au=Jackura%2C+Kenneth%3BNorris%2C+Gary+M%3BMecker%2C+Lawrence+E&rft.aulast=Jackura&rft.aufirst=Kenneth&rft.date=1993-01-01&rft.volume=29&rft.issue=&rft.spage=300&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 - Engineering geology & geotechnical engineering, 29th symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - California; Caltrans; design; engineering geology; roads; seismicity; United States ER - TY - JOUR T1 - Influence of chemical admixtures and pore fluid chemistry on wetting induced collapse of compacted soil AN - 50320182; 1993-033287 JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Lawton, Evert AU - Chen, Jianhua AU - Larson, Craig AU - Perz, Yuanet AU - Bravo, Alice AU - Norris, Gary M AU - Mecker, Lawrence E Y1 - 1993 PY - 1993 DA - 1993 SP - 425 EP - 448 PB - [publisher varies], [location varies] VL - 29 KW - compaction KW - stabilization KW - soil mechanics KW - sand KW - laboratory studies KW - experimental studies KW - clastic sediments KW - loading KW - stress KW - sediments KW - wetting KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50320182?accountid=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=Influence+of+chemical+admixtures+and+pore+fluid+chemistry+on+wetting+induced+collapse+of+compacted+soil&rft.au=Lawton%2C+Evert%3BChen%2C+Jianhua%3BLarson%2C+Craig%3BPerz%2C+Yuanet%3BBravo%2C+Alice%3BNorris%2C+Gary+M%3BMecker%2C+Lawrence+E&rft.aulast=Lawton&rft.aufirst=Evert&rft.date=1993-01-01&rft.volume=29&rft.issue=&rft.spage=425&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 - Engineering geology & geotechnical engineering, 29th symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - Number of references - 44 N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - clastic sediments; compaction; experimental studies; laboratory studies; loading; sand; sediments; soil mechanics; stabilization; stress; wetting ER - TY - JOUR T1 - Estimating pier scour with artificial neural networks AN - 50267123; 1994-025129 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Trent, Roy AU - Gagarin, Nicolas AU - Rhodes, Jennifer A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 1043 EP - 1048 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - scour KW - models KW - foundations KW - erosion KW - data processing KW - neural networks KW - bridges KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50267123?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Estimating+pier+scour+with+artificial+neural+networks&rft.au=Trent%2C+Roy%3BGagarin%2C+Nicolas%3BRhodes%2C+Jennifer&rft.aulast=Trent&rft.aufirst=Roy&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=1043&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 3 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; data processing; erosion; foundations; models; neural networks; scour ER - TY - JOUR T1 - Comparison of two methods of screening bridges for scour AN - 50264134; 1994-025104 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Hunter, David S AU - Hixson, Mark A AU - Baig, Salim M A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 586 EP - 591 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - United States KW - scour KW - methods KW - hydraulics KW - erosion KW - New York State Thruway KW - evaluation KW - New York KW - foundations KW - waterways KW - New Jersey KW - bridges KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50264134?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Comparison+of+two+methods+of+screening+bridges+for+scour&rft.au=Hunter%2C+David+S%3BHixson%2C+Mark+A%3BBaig%2C+Salim+M&rft.aulast=Hunter&rft.aufirst=David&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=586&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 3 N1 - PubXState - NY N1 - Document feature - 2 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; erosion; evaluation; foundations; hydraulics; methods; New Jersey; New York; New York State Thruway; scour; United States; waterways ER - TY - JOUR T1 - An artificial neural network for computing sediment transport AN - 50263177; 1994-025130 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Trent, Roy AU - Molinas, Albert AU - Gagarin, Nicolas A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 1049 EP - 1054 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - models KW - sediment transport KW - statistical analysis KW - data processing KW - waterways KW - channels KW - neural networks KW - algorithms KW - regression analysis KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50263177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeisdigests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWPORT-HIGHWAY+63%3A+US+67+%28NEWPORT+TO+WALNUT+RIDGE%2FHOXIE%29%2C+JACKSON%2C+LAWRENCE%2C+CRAIGHEAD%2C+AND+POINSETT+COUNTIES%2C+ARKANSAS.&rft.title=NEWPORT-HIGHWAY+63%3A+US+67+%28NEWPORT+TO+WALNUT+RIDGE%2FHOXIE%29%2C+JACKSON%2C+LAWRENCE%2C+CRAIGHEAD%2C+AND+POINSETT+COUNTIES%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 3 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - algorithms; channels; data processing; models; neural networks; regression analysis; sediment transport; statistical analysis; waterways ER - TY - JOUR T1 - Screening of bridges in New Jersey for scour AN - 50262765; 1994-025098 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Baig, Salim M AU - Monaco, Anello F AU - Patel, Jitendra C A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 495 EP - 500 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - United States KW - scour KW - foundations KW - erosion KW - waterways KW - New Jersey KW - bridges KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50262765?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Screening+of+bridges+in+New+Jersey+for+scour&rft.au=Baig%2C+Salim+M%3BMonaco%2C+Anello+F%3BPatel%2C+Jitendra+C&rft.aulast=Baig&rft.aufirst=Salim&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=495&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 2 N1 - PubXState - NY N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; erosion; field studies; foundations; New Jersey; scour; United States; waterways ER - TY - JOUR T1 - Bridge scour evaluations in Washington State AN - 50254181; 1994-025220 JF - Hydraulic Engineering: Proceedings of the National Conference on Hydraulic Engineering AU - Johnson, Jeffrey P AU - Neill, Charles R AU - Hovde, Richard P A2 - Shen, Hsieh Wen A2 - Su, S. T. A2 - Wen, Feng Y1 - 1993 PY - 1993 DA - 1993 SP - 2237 EP - 2242 PB - American Society of Civil Engineers. Hydraulics Division, New York, NY VL - 1993 SN - 1070-1559, 1070-1559 KW - United States KW - scour KW - case studies KW - foundations KW - Washington KW - Toutle River KW - Sauk River KW - erosion KW - waterways KW - Darrington Washington KW - bridges KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50254181?accountid=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=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.atitle=Bridge+scour+evaluations+in+Washington+State&rft.au=Johnson%2C+Jeffrey+P%3BNeill%2C+Charles+R%3BHovde%2C+Richard+P&rft.aulast=Johnson&rft.aufirst=Jeffrey&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=2237&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 1993 national conference on Hydraulic engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 2 N1 - PubXState - NY N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; case studies; Darrington Washington; erosion; foundations; Sauk River; scour; Toutle River; United States; Washington; waterways ER - TY - JOUR T1 - Evaluating scour at bridges AN - 50244999; 2008-106031 AB - This is the second edition of HEC-18. It contains updated material not included in the first edition dated February 1991. This document presents the state of knowledge and practice for the design, evaluation and inspection of bridges for scour. This document is a revision to HEC-18 dated February 1991 which, in turn, was an update of the publication, "Interim Procedures for Evaluating Scour at Bridges," issued in September 1988 as part of the FHWA Technical Advisory TA 5140.20, "Scour at Bridges." TA 5140.20 has since been superseded by TA 5140.23, "Evaluating Scour at Bridges." dated October 28,1991. This circular contains revisions as a result of further scour related developments and use of the 1991 edition of HEC-18 by the highway community. The principal changes from the 1991 edition of HEC-18 are: the inclusion of a section on tidal scour with example problems; a comparison between Neill's equation for beginning of motion for coarse-bed material and an equation that results from Laursen's clear-water scour equation; clarification and simplification of the use of the clear-water and live-bed contraction scour equations; replacing the total scour example problem in Chapter 4 with a problem based on the results of a WSPRO analysis of a highway crossing; elimination of the computation of guide bank length in the appendices (the complete procedure is contained in HEC-20);[8] inclusion of an updated version of North Carolina's scour evaluation procedures in Appendix D; replacing the scour analysis for Great Pee Dee River, South Carolina with the scour analysis for the South Platte River in Colorado in Appendix F; updating the information of scour detection equipment in the appendix G and correction of editorial and minor errors in the text and figures. JF - Hydraulic Engineering Circular AU - Richardson, E V AU - Harrison, L J AU - Richardson, J R AU - Davis, S R Y1 - 1993 PY - 1993 DA - 1993 SP - 132 PB - U. S. Department of Transportation, Federal Highway Administration, Washington, DC KW - scour KW - hydrology KW - bedload KW - geologic hazards KW - erosion KW - rivers and streams KW - water erosion KW - structures KW - models KW - controls KW - piers KW - floods KW - waterways KW - bridges KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50244999?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=Richardson%2C+E+V%3BHarrison%2C+L+J%3BRichardson%2C+J+R%3BDavis%2C+S+R&rft.aulast=Richardson&rft.aufirst=E&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Evaluating+scour+at+bridges&rft.title=Evaluating+scour+at+bridges&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 - 60 N1 - PubXState - DC N1 - Document feature - illus. incl. 13 tables N1 - SuppNotes - Includes appendices N1 - Last updated - 2012-06-07 N1 - CODEN - #06904 N1 - SubjectsTermNotLitGenreText - bedload; bridges; controls; erosion; floods; geologic hazards; hydrology; models; piers; rivers and streams; roads; scour; structures; water erosion; waterways ER - TY - JOUR T1 - Sedimentation and in-stream sediment management AN - 50178006; 1995-018040 JF - Special Report - University of Illinois at Urbana-Champaign, Water Resources Center AU - Bhowmik, Nani G AU - Clark, Gary W A2 - Korab, Holly Y1 - 1993 PY - 1993 DA - 1993 SP - 47 EP - 61 PB - University of Illinois at Urbana-Champaign, Water Resources Center, Urbana, IL VL - 20 SN - 0733-0502, 0733-0502 KW - United States KW - hydrology KW - bedload KW - Peoria Lake KW - monitoring KW - stream transport KW - Illinois KW - erosion KW - surface water KW - sedimentation KW - rivers and streams KW - watersheds KW - Illinois River KW - erosion control KW - sediments KW - waterways KW - basin management KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50178006?accountid=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+Report+-+University+of+Illinois+at+Urbana-Champaign%2C+Water+Resources+Center&rft.atitle=Sedimentation+and+in-stream+sediment+management&rft.au=Bhowmik%2C+Nani+G%3BClark%2C+Gary+W&rft.aulast=Bhowmik&rft.aufirst=Nani&rft.date=1993-01-01&rft.volume=20&rft.issue=&rft.spage=47&rft.isbn=&rft.btitle=&rft.title=Special+Report+-+University+of+Illinois+at+Urbana-Champaign%2C+Water+Resources+Center&rft.issn=07330502&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Fourth biennial conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1995-01-01 N1 - Number of references - 18 N1 - PubXState - IL N1 - Document feature - illus. incl. 2 tables, sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - basin management; bedload; erosion; erosion control; hydrology; Illinois; Illinois River; monitoring; Peoria Lake; rivers and streams; sedimentation; sediments; stream transport; surface water; United States; watersheds; waterways ER - TY - RPRT T1 - T/V Exxon Valdez oil spill: Federal on scene coordinator's report. Volume 1. Final rept. 24 Mar 89-10 Jun 92 AN - 15635891; 3939308 AB - Table of Contents: Cultural and Natural History of Prince William Sound and Western Alaska; Vessel Stabilization, Lightering, and Salvage; Floating Oil Operations; Evolution of the FOSC's Response Organization; Exxon Response Organization; Shoreline Cleanup in 1989; Shoreline Cleanup in 1990; Shoreline Cleanup in 1991 and 1992; Chemical Shoreline Cleaners; Bioremediation; Cultural Resource Constraints; Other Shoreline Cleanup Issues; Waste Management; Wildlife Rescue and Rehabilitation; Communications and Air Operations Support; Vessel Support; Worker Health and Safety; Community Concerns; Federal Intergovernmental Relations; Response Management Authority; Public Affairs and Protocol; Personnel; Finance and Accounting; Information Management; and Problems Encountered (and Lessons Learned). AU - Leschine, T M AU - McGee, J AU - Gaunt, R AU - van Emmerik, A AU - Maguire, D M Y1 - 1993 PY - 1993 DA - 1993 KW - ASFA 3: Aquatic Pollution & Environmental Quality; Oceanic Abstracts KW - Rept. No.: DOTSRP9401 KW - oil spills KW - marine pollution KW - oil pollution KW - pollution effects KW - petroleum hydrocarbons KW - INE, USA, Alaska, Alaska Gulf, Prince William Sound KW - marine organisms KW - pollution control KW - tanker ships KW - O 4020:Pollution - Organisms/Ecology/Toxicology KW - Q5 08505:Prevention and control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15635891?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aquatic+Science+%26+Fisheries+Abstracts+%28ASFA%29+3%3A+Aquatic+Pollution+%26+Environmental+Quality&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Leschine%2C+T+M%3BMcGee%2C+J%3BGaunt%2C+R%3Bvan+Emmerik%2C+A%3BMaguire%2C+D+M&rft.aulast=Leschine&rft.aufirst=T&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report.+Volume+1.+Final+rept.+24+Mar+89-10+Jun+92&rft.title=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report.+Volume+1.+Final+rept.+24+Mar+89-10+Jun+92&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - NTIS Order No: PB94121845XSP N1 - Last updated - 2014-05-06 ER - TY - RPRT T1 - T/V Exxon Valdez oil spill: Federal on scene coordinator's report. Volume 2. Final rept. 24 Mar 89-10 Jun 92 AN - 15634256; 3939307 AB - Table of Contents: Chronology of Events; Prince William Sound Pollution Reports; Western Alaska Pollution Reports; and Selected Overflight Maps. AU - Leschine, T M AU - McGee, J AU - Gaunt, R AU - van Emmerik, A AU - Maguire, D M Y1 - 1993 PY - 1993 DA - 1993 KW - ASFA 3: Aquatic Pollution & Environmental Quality; Oceanic Abstracts KW - Rept. No.: DOTSRP9402 KW - maps KW - marine pollution KW - oil spills KW - oil pollution KW - pollution effects KW - petroleum hydrocarbons KW - INE, USA, Alaska, Alaska Gulf, Prince William Sound KW - marine organisms KW - pollution control KW - tanker ships KW - O 4020:Pollution - Organisms/Ecology/Toxicology KW - Q5 08505:Prevention and control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15634256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aquatic+Science+%26+Fisheries+Abstracts+%28ASFA%29+3%3A+Aquatic+Pollution+%26+Environmental+Quality&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Leschine%2C+T+M%3BMcGee%2C+J%3BGaunt%2C+R%3Bvan+Emmerik%2C+A%3BMaguire%2C+D+M&rft.aulast=Leschine&rft.aufirst=T&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report.+Volume+2.+Final+rept.+24+Mar+89-10+Jun+92&rft.title=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report.+Volume+2.+Final+rept.+24+Mar+89-10+Jun+92&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - NTIS Order No: PB94121852XSP N1 - Last updated - 2014-05-06 ER - TY - RPRT T1 - T/V Exxon Valdez oil spill: Federal on scene coordinator's report AN - 15632168; 3939306 Y1 - 1993 PY - 1993 DA - 1993 KW - ASFA 3: Aquatic Pollution & Environmental Quality; Oceanic Abstracts KW - oil spills KW - marine pollution KW - oil pollution KW - pollution effects KW - petroleum hydrocarbons KW - INE, USA, Alaska, Alaska Gulf, Prince William Sound KW - marine organisms KW - tanker ships KW - pollution control KW - O 4020:Pollution - Organisms/Ecology/Toxicology KW - Q5 08505:Prevention and control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15632168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aquatic+Science+%26+Fisheries+Abstracts+%28ASFA%29+3%3A+Aquatic+Pollution+%26+Environmental+Quality&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report&rft.title=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - NTIS Order No: PB94121878XSP. Contained in two volumes. N1 - Last updated - 2014-05-06 ER - TY - JOUR T1 - Trenchless technology keeps traffic flowing AN - 13691976; 199401878 AB - Trenchless technology was used in 2 projects involving the re-lining of stormwater culverts under roads in Connecticut and Vermont. In Connecticut trenchless technology using the Insituform process was used to reline 2 stormwater culverts in Darien. The culverts were 99 in in diameter. Each culvert required 2 weeks to re-line with the flow diverted from one culvert to the other during the re-lining process. The Insituform process was used to re-line a culvert in Jonesville, Vt. A resin-impregnated felt liner was used to line culverts in Bridport and Addison, Vt. JF - Water/Engineering & Management AU - DeMarco, J AU - Muenchmeyer, G AD - Connecticut Department of Transportation Y1 - 1993 PY - 1993 DA - 1993 SP - 36 EP - 38 VL - 140 IS - 9 KW - Trenchless technology KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13691976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water%2FEngineering+%26+Management&rft.atitle=Trenchless+technology+keeps+traffic+flowing&rft.au=DeMarco%2C+J%3BMuenchmeyer%2C+G&rft.aulast=DeMarco&rft.aufirst=J&rft.date=1993-01-01&rft.volume=140&rft.issue=9&rft.spage=36&rft.isbn=&rft.btitle=&rft.title=Water%2FEngineering+%26+Management&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Application. N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Keep on trucking AN - 13690049; 199400354 AB - The use of the Insituform pipe renovation method instead of conventional cut-and-cover replacement is described for 2 situations in New England, U.S.A., one in Connecticut, the other in Vermont. Both situations involved a culvert under a principal road, where the existing pipe had corroded. In the Connecticut case, a void had developed above the existing pipe following a storm, and the pipe had flattened at the top with the weight of soil, road and traffic above it. The steps taken in each case are detailed; that in Connecticut proved the more demanding, as the requisite structural strength entailed the formation of an Insitutube with a wall thickness of more than 40 mm. JF - Water & Environment International AU - DeMarco, J AU - Muenchmeyer, G AD - Connecticut Department of Transportation Y1 - 1993 PY - 1993 DA - 1993 SP - 20 EP - 21,24 VL - 2 IS - 23 SN - 0956-0157, 0956-0157 KW - Pipes (see also conduits, drains, pipelines,sewers) KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13690049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water+%26+Environment+International&rft.atitle=Keep+on+trucking&rft.au=DeMarco%2C+J%3BMuenchmeyer%2C+G&rft.aulast=DeMarco&rft.aufirst=J&rft.date=1993-01-01&rft.volume=2&rft.issue=23&rft.spage=20&rft.isbn=&rft.btitle=&rft.title=Water+%26+Environment+International&rft.issn=09560157&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Case Study. N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Biochemical and toxicological studies on the mixtures of 3 commonly-used herbicides in mice AN - 13683649; S199547834 AB - Results are reported from experiments on the effect on mice of 3 common weedkillers (alachlor, atrazine and pichloram), both singly and in various combinations. The chemicals were either supplied in drinking water for 30 or 90 d, or given as a daily oral dose for 21 d. Although there was no severe toxicity, the mixtures and some of the weedkillers induced xenobiotic metabolizing enzymes in the liver and could have caused liver toxicity with longer periods of exposure. JF - Archives of Environmental Contamination and Toxicology AU - Chaturvedi, A K AD - Federal Aviation Administration, Oklahoma City Y1 - 1993 PY - 1993 DA - 1993 SP - 449 EP - 454 VL - 24 IS - 4 SN - 0090-4341, 0090-4341 KW - Alachlor KW - Enzymes (see also individual groups below) KW - Pichloram KW - Aqualine Abstracts KW - AQ 00008:Effects of Pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13683649?accountid=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=Archives+of+Environmental+Contamination+and+Toxicology&rft.atitle=Biochemical+and+toxicological+studies+on+the+mixtures+of+3+commonly-used+herbicides+in+mice&rft.au=Chaturvedi%2C+A+K&rft.aulast=Chaturvedi&rft.aufirst=A&rft.date=1993-01-01&rft.volume=24&rft.issue=4&rft.spage=449&rft.isbn=&rft.btitle=&rft.title=Archives+of+Environmental+Contamination+and+Toxicology&rft.issn=00904341&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Experimental. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - RELOCATION OF ROUTE PR-3, HUMACAO-GUAYAMA, PUERTO RICO (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1989). AN - 36410651; 3887 AB - PURPOSE: The relocation of Puerto Rico Highway PR-3 between the municipalities of Humacao and Guayama along the southeast coast of Puerto Rico is proposed. The project would extend approximately 45.7 kilometers (28.4 miles) between the two cities. This draft supplement to the draft EIS of December 1989 revises the alternatives presented in the draft EIS and updates relocation and noise receptor surveys and other studies of environmental impacts. The proposed roadway, which would connect to the north with the Fajardo-Humacao PR-3 relocation project currently under construction, would begin south of the city of Humacao, at PR-906. From this point the route would extend southward and southwestward through Yabucoa, crossing the wide Yabucoa Valley. Turning southeastward, the route would traverse the Panduras at Yabucoa and the Punta Toro Range near Maunabo. From the municipality of Maunabo, the route would traverse agricultural lands and then enter the municipality of Patillas near the coast. It would then traverse more agricultural lands to connect with the municipality of Arroyo, and then turn northwestward to pass through the municipality of Guayama, parallel to PR-748, and through the Monte Olimpo mountainous sector north of Guayama, overpassing PR-15 and the Guamani River. It would then connect southwestward with the Guaya-Salinas PR-3 relocation project, currently under construction, at the proposed interchange with the Guayama West Connector. The highway would be a four-lane, divided expressway with a 4.2-meter to 11.5-meter median; it would have full access control, which would require the construction of grade separations and interchanges. The project would be implemented in stages beginning in 1992, and would not be completed before 2012. The estimated total costs of the project are $251.7 million. POSITIVE IMPACTS: The relocated facilities would serve the cities of Humacao, Yabucoa, Maunabo, Patillas, Arroyo, and Guayama, which have a combined population of more than 187,800. The new highway would promote needed development in the affected municipalities, provide a safe and direct connection with regional resources and facilities, reduce energy consumption by 14 percent, and complete a continuous upgraded roadway system along the entire coastal region of Puerto Rico. Construction activities would generate 2,500 direct jobs and 3,200 indirect jobs. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of at least 70 households and two churches, and the commitment of approximately 600 acres of land; roughly 43 percent of this land is prime farmland. In addition, six neighborhoods would experience a substantial increase in 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 89-0353D, Volume 13, Number 6. JF - EPA number: 920510, 2 volumes and maps, December 28, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PR-89-04-DS KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Employment KW - Farmlands KW - Highway Structures KW - Highways KW - Islands KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Vegetation KW - Puerto Rico KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410651?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+ROUTE+PR-3%2C+HUMACAO-GUAYAMA%2C+PUERTO+RICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1989%29.&rft.title=RELOCATION+OF+ROUTE+PR-3%2C+HUMACAO-GUAYAMA%2C+PUERTO+RICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1989%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hato Rey, Puerto Rico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 28, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS INTERNATIONAL AIRPORT, MEMPHIS, TENNESSEE (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1992). AN - 36408613; 3837 AB - PURPOSE: The implementation of the Memphis-Shelby County Airport Authority (the Authority) Airport Layout Plan, based on the Authority's Master Plan for increasing the capacity of Memphis International Airport in Memphis, Tennessee, is proposed. Projects included in the Layout Plan are a third parallel north-south runway (18E-36E), 927 feet east of existing runway 18L-36R, with full parallel taxiways, high-speed exits, and connecting taxiways; a Category III instrument landing system, including an approach lighting system; a 2,700-foot extension to runway 18L-36R to the south with connecting taxiways; and the relocation of existing navigation aids. The proposed improvements would also require the relocation of Swinnea Road; the lowering of a portion of Winchester Road and extension of the tunnel; and the lowering of a portion of Shelby Drive. A portion of Hurricane Creek would be relocated generally west of its existing channel to allow for construction of the new runway and associated taxiways. The Authority has already submitted Section 404 permit requests to the Army Corps of Engineers for relocation of Hurricane Creek and other wetland areas, and has begun acquisitions of property for purposes of right-of-way and noise compatibility. This draft supplement to the draft EIS of April 1992 presents additional noise analysis and withdraws from consideration certain flight tracks presented in the draft EIS as an integral part of the proposed action. It was found that the proposed new tracks would not necessarily support the overall noise abatement goal. The vulnerable areas are located northeast of the airport, east along the approach to runway 27, and southeast in the Easthaven and Whitehaven Hills residential areas. The proposed action now involves using flight tracks similar to those currently in use. POSITIVE IMPACTS: Under the proposed action and related mitigation actions, 1,810 fewer residents would be exposed to noise in excess of federal criteria by the year 2000, and roadway traffic circulation would be improved past the airport. Overall improvements would allow for the growth of Federal Express (which currently employs over 18,000 people in the area) and other air service, distribution, warehouse, transportation, and related firms which rely on airport accessibility. Reduction of aircraft delays under the proposed action would result in lower air pollutant emissions than under the No Action Alternative. Implementation of the proposed action would not result in a loss of long-term productivity nor would there be any irreversible commitment of resources. NEGATIVE IMPACTS: Under the proposed action, 442 residential and commercial properties would be relocated, including those in a section of Oakhaven, an established community east of the airport. Use of the relocated Swinnea Road could cause increased traffic noise levels in Oakhaven. Construction of the proposed improvements could cause short-term noise, dust, waste disposal, and soil erosion impacts. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, as amended (P.L. 100-223), Department of Transportation Act of 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 92-0143D, Volume 16, Number 3. JF - EPA number: 920508, 263 pages and maps, December 23, 1992 PY - 1992 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Creeks KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Memphis International Airport KW - Tennessee KW - Airport and Airway Improvements Act of 1982, Compliance KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance 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/36408613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+INTERNATIONAL+AIRPORT%2C+MEMPHIS%2C+TENNESSEE+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1992%29.&rft.title=MEMPHIS+INTERNATIONAL+AIRPORT%2C+MEMPHIS%2C+TENNESSEE+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1992%29.&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: December 23, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TASMAN CORRIDOR PROJECT, SANTA CLARA COUNTY, CALIFORNIA (FINAL ENVIRONMENTAL IMPACT STATEMENT/FINAL ENVIRONMENTAL IMPACT REPORT). AN - 36410539; 3874 AB - PURPOSE: Alternative transit improvements within the Tasman Corridor in northern Santa Clara County, California, are proposed. The proposed action would involve improvements to the transit system between the Milpitas and northern San Jose communities on the east and Mountain View and Sunnyvale on the west. Three alternatives are considered in this final EIS: (1) the No-Build Alternative; (2) the Transportation System Management (TSM) Alternative, which involves expanding transit services to meet future demand by increasing express-bus service and adding high-occupancy-vehicle (HOV) facilities; and (3) the Light Rail Transit (LRT) Alternative (the locally preferred alternative), which involves expanding transit service to meet demand by operating light-rail transit facilities from Capital Avenue/Hostetter Road in San Jose to downtown Mountain View. Major components of the locally preferred alternative include construction of approximately 12 miles of new double-track, construction of 19 new transit stations, and expansion of the existing maintenance facility currently serving the Guadalupe Corridor. A fleet of 495 buses would provide connecting services to the transit stations and to newly constructed park-and-ride lots. Nine traction power substations would be located along the alignment in order to provide electric power to the LRT. Some roadway improvements at crossings would be required, including the proposed upgrading of Capital Avenue to six lanes in San Jose. POSITIVE IMPACTS: The locally preferred alternative would decrease travel times and transportation-related energy consumption within the Tasman Corridor. Compared with the TSM Alternative, the locally preferred alternative would reduce vehicle miles traveled on area highways by 3,000 to 3,600 for peak hours in the year 2005. Construction and operation of system improvements would provide significant employment opportunities in the metropolitan area. The locally preferred alternative would help to conserve nonrenewable resources such as energy and land, and would result in improved air quality in the corridor compared with the No-Build Alternative. NEGATIVE IMPACTS: LRT implementation would require the rezoning of some areas, while the expansion of Capital Avenue to six lanes would result in the displacement of 11 residences, 21 businesses, and an orchard. Station and trackway construction would result in substantial tree loss and the conversion of undeveloped areas to urban uses, including the removal of 23.5 acres of prime farmland. Implementation of the LRT system would result in substantial noise and vibration impacts. The LRT system would traverse a floodplain for Coyote Creek, and would cross five creeks and channels. Two historic sites that are eligible for listing in the National Register of Historic Places would also be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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 EIS and a draft supplement to the draft EIS, see 91-0173D, Volume 15, Number 3, and 92-0307DS, Volume 16, Number 4, respectively. JF - EPA number: 920501, 721 pages, December 18, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Employment KW - Energy Consumption KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Hydrologic Assessments KW - Motor Vehicles KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410539?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+371+FROM+BARROWS+TO+BAXTER+IN+CROW+WING+COUNTY%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+371+FROM+BARROWS+TO+BAXTER+IN+CROW+WING+COUNTY%2C+MINNESOTA.&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: December 18, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MINNESOTA TRUNK HIGHWAY 33 FROM JUNCTION OF INTERSTATE 35 TO JUNCTION OF US TRUNK HIGHWAY 53, CARLTON AND SAINT LOUIS COUNTIES, MINNESOTA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1985). AN - 36409435; 3879 AB - PURPOSE: The improvement of 19.7 miles of Trunk Highway (TH) 33 from its junction with Interstate 35 (I-35) to its junction with TH 53 in Carlton and Saint Louis counties, Minnesota, is proposed. In October 1985, a final EIS (FEIS) was approved for this corridor. This FEIS identified a preferred alternative for the northern rural section and a temporary No-Build Alternative for the southern urban section. This was done to allow more time to study the urban section. A draft supplement on the urban section was issued in 1987 to comply with the FEIS's statement that a supplement would be prepared for this section. This final supplement to the FEIS identifies the preferred build alternative for the urban section and addresses noise mitigation alternatives to the preferred alternative. The urban section would run 6.5 miles, from I-35 to Morris-Thomas Road (County Road 56). Besides the No-Build Alternative, three major alternatives are considered in this final supplement: the West Cloquet Bypass (a bypass west of Cloquet); the East Cloquet Bypass (a bypass east of Cloquet); and the Through-Town Alternative (a route along the existing TH 33), which is the preferred alternative. The Through-Town Alternative would consist of a four-lane expressway with interchanges at TH 53, TH 2, and I-35. A one-mile section of TH 2 would be reconstructed and expanded to four lanes through the interchange with TH 33. The preferred alternative was analyzed by placing approximate alignments within corridors. The corridors were approximately 500 feet wide, except where potential constraints were found. In these areas, the corridor was expanded to a maximum width of 2,000 feet. The Through-Town Alternative would coincide with the existing TH 33 from the junction with I-35 to Morris Thomas Road. It would include bridges over the main channel and a side channel of the Saint Louis River just north of TH 45. While the southern terminus of this project is I-35, the existing TH 33 already consists of a four-lane expressway between I-35 and TH 45. Therefore, no improvements would be proposed for the project south of TH 45. North of TH 45, the existing roadbed would be reconstructed and expanded to a four-lane roadway with a continuous center left-turn lane beginning north of the St. Louis River bridge and extending to just beyond North Avenue. From there the road would change to a four-lane divided expressway. Right-of-way limits would be approximately 100 feet for the reconstructed urban roadway and 200 feet for the divided expressway. The estimated cost of the preferred alternative is $9.5 million. POSITIVE IMPACTS: The project would provide four-lane continuity between the Twin Cities metropolitan area and the Iron Range cities, and would improve accessibility to tourism areas in northern Minnesota. Highway accidents would decrease, primarily along the portion of TH 33 between I-35 and TH 2, and traffic flow through Cloquet would improve. The project would also stimulate business expansion and long-term economic growth in the area. Deficient bridge structures would be replaced or improved. NEGATIVE IMPACTS: The project would displace 23 residences, five of which have already been relocated and four of which are in the process of being relocated. Approximately 24 acres of wetlands would be impacted as would some waterways, including the Saint Louis River near the city of Cloquet. The project would also negatively impact community cohesion in the city of Cloquet. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 84-0492D, Volume 8, Number 10, and 85-0532F, Volume 9, Number 11, respectively. For the abstract of the draft supplemental EIS, see 87-0149D, Volume 11, Number 4. JF - EPA number: 920497, 79 pages, December 18, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-84-01-F KW - Bridges KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Fond du Lac Indian Reservation KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+US+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1985%29.&rft.title=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+US+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 18, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL CORRIDOR TRANSIT IMPROVEMENTS, HENNEPIN AND RAMSEY COUNTIES, MINNESOTA. AN - 36408634; 4367 AB - PURPOSE: The improvement of the 11-mile Central Corridor in Hennepin and Ramsey counties, Minnesota is proposed. The proposed action would involve the transit system linking downtown Minneapolis on the west to downtown St. Paul on the east, with access to the University of Minnesota and the state capitol. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. Under the Transportation System Management (TSM) Alternative, transit services would be expanded to meet future demand by increasing the frequency of service, extending several routes, and developing four new routes. Under the Busway Alternative, all of the improvements identified in the TSM Alternative would be provided as would exclusive bus lanes between the two downtown areas. Under the Light Rail Transit (LRT) Alternative (the locally preferred alternative), transit service would be expanded to meet demand through operating the light-rail transit facilities from the Union Depot station at Sibley and 4th Street in downtown St. Paul to the Minneapolis Convention Center. All of the trains would operate at 7- to 8-minute intervals during the peak and mid-day periods, and 15-minute intervals at night. Trains would be up to three vehicles long, depending on ridership levels, and operate 20 hours per day. Stations would be located at one-mile intervals along the east-west spine. Bus routes would be modified to enhance LRT service and to improve access to LRT stations; eight new routes would be added in Minneapolis and two in St. Paul. The estimated capital cost of LRT construction is $474.1 million, and the estimated related development cost for I-94 improvements is approximately $66.1 million. POSITIVE IMPACTS: Under the locally preferred alternative, travel times and transportation-related energy consumption along the Central Corridor would decrease. Station locations within the downtown areas would improve access to major retail, community, and educational facilities. Furthermore, the number of buses operating in the downtown area would be reduced, thereby reducing fuel consumption, air and water pollution, and land consumption. The remaining freeway capacity would be preserved. Compared with the TSM Alternative, person-hours on area highways under the locally preferred alternative would be reduced by 1.39 million by the year 2010. Construction and operation of system improvements would provide significant employment opportunities in the metropolitan area. NEGATIVE IMPACTS: Rights-of-way requirements of LRT implementation would displace 13 residences and 8 non-residential properties. LRT operation would require overhead power lines, which would be visually obtrusive in some areas; train noise and vibrations would adversely affect isolated areas. Direct adverse impacts on cultural properties would be minimal, but some indirect adverse impacts on historic structures in both downtown areas would take place. LEGAL MANDATES: 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.). JF - EPA number: 930450, 375 pages and maps, December 16, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Central Business Districts KW - Commercial Zones KW - Employment KW - Energy Consumption KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Noise KW - Noise Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Minnesota KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+CORRIDOR+TRANSIT+IMPROVEMENTS%2C+HENNEPIN+AND+RAMSEY+COUNTIES%2C+MINNESOTA.&rft.title=CENTRAL+CORRIDOR+TRANSIT+IMPROVEMENTS%2C+HENNEPIN+AND+RAMSEY+COUNTIES%2C+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 - Draft. Preparation date: December 16, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF NAVAL AIR STATION CHASE FIELD, BEE COUNTY, TEXAS. AN - 36408422; 3845 AB - PURPOSE: The disposal and reuse of the naval air station at Chase Field in Bee County, Texas, and related facilities, is proposed. The air station is located five miles east of Beeville and occupies approximately 2,689 acres. It is supported by an off-station family housing area, Chase Park, located approximately five miles northwest of the air station adjacent to the city limits of Beeville. Additionally, the air station is supported by Naval Auxiliary Landing Field Goliad, located in Goliad County approximately 17 air miles to the north. Chase Field was one of the military bases targeted for closure by the 1991 Defense Base Closure and Realignment Commission. A local redevelopment council and the Texas Department of Criminal Justice (TDCJ) have developed alternative plans for reuse of the sites. Under the preferred alternative for the reuse of Chase Field, the Navy would convey most of the buildings and nonaviation developed areas (approximately 284 acres) to the TDCJ for conversion of the property to a 4,000-bed correctional facility and support facilities for the TDCJ in the south Texas area. As part of this alternative, the Navy would transfer the airfield and related facilities (approximately 1,488 acres) to the Beeville/Bee County Economic Development Corporation for use as a municipal airport as well as manufacturing facilities expected to provide about 400 jobs. A mixed-use alternative would reuse the airport facilities (991 acres) and include aviational support/revenue-producing property (193 acres), industrial uses (333 acres), institutional-educational uses (110 acres), park and recreation uses (90 acres), and residential uses (20 acres). Two potential uses are under consideration for Goliad: a correctional facility dedicated to agricultural production, and a privately run ostrich farm and processing facility. Under the preferred alternative, Chase Park would be converted to private rental housing; under a No Action Alternative also being considered, the land would be retained and assigned federal caretaker status. POSITIVE IMPACTS: The preferred alternative for Chase Field would stimulate the local economy by providing additional employment and income. The local infrastructure and government services would operate at acceptable levels if this plan were implemented. NEGATIVE IMPACTS: Improvements to existing water and wastewater systems at Goliad would be required under both action alternatives being considered. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510), Federal Property and Administrative Service Act of 1949 (40 U.S.C. 471 et seq.), and Surplus Property Act of 1944 (50 U.S.C. Appendix 1622(g)). JF - EPA number: 920491, 178 pages and maps, December 11, 1992 PY - 1992 KW - Defense Programs KW - Airports KW - Buildings KW - Employment KW - Farm Management KW - Housing KW - Industrial Parks KW - Military Facilities (Navy) KW - Military Operations (Navy) KW - Prisons KW - Socioeconomic Assessments KW - Wastewater Treatment KW - Water Supply KW - Naval Air Station Chase Field, Texas KW - Texas KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance KW - Surplus Property Act of 1944, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+NAVAL+AIR+STATION+CHASE+FIELD%2C+BEE+COUNTY%2C+TEXAS.&rft.title=REPLACEMENT+OF+THE+COOPER+RIVER+BRIDGES+ON+US+17+OVER+COOPER+RIVER+AND+TOWN+CREEK%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Charleston, South Carolina; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-90/INTERCHANGE 8 AND CONNECTOR TO ROUTE 4, RENSSELAER COUNTY, NEW YORK. AN - 36413991; 3884 AB - PURPOSE: The construction of a multidirectional interchange on Interstate 90 (I-90) in the town of North Greenbush in Rensselaer County, New York, is proposed. The proposed interchange would be located between interchanges 7 and 9 on I-90. The proposed action would also involve the construction of a controlled-access connector from the interchange east to Route 4 in the vicinity of the hamlet of Defreestville in North Greenbush; the connector would have four lanes plus shoulders. Two alternatives for the connector are under consideration. Alternative A would connect the interchange with Route 4 south of Defreestville. From I-90 this alternative would proceed southeasterly for approximately 3,000 feet to a T-intersection with Route 4/Route 43 approximately 2,300 feet south of the Route 4/Route 43/Washington Avenue intersection. Alternative C would connect the interchange with Route 4 north of Defreestville. From I-90 this alternative would progress in an easterly direction, along the southern slope of the ravine created by the Quackenberry Creek, before curving to the north to skirt the residential area of the Van Allen Park development. The alignment would cross beneath the Niagara Mohawk transmission lines and would proceed to Washington Avenue, where it would form an at-grade signalized four-way intersection approximately 1,400 feet west of Route 4 and 3,000 feet east of the interchange. Immediately beyond the Washington Avenue intersection, the alignment would turn to the east for approximately 2,000 feet before terminating as a second signalized four-way intersection at Route 4 approximately 500 feet north of the Route 4/Route 43/Washington Avenue intersection. Under both alternatives, Route 4, Route 43, Washington Avenue, and Best Road would all be reconstructed beyond the terminus of the connector in order to provide better access to the new roadway. The estimated costs of Alternatives A and C are $16.1 million and $18.0 million, respectively. POSITIVE IMPACTS: The proposed interchange would improve regional access to the interstate, and in so doing would reduce traffic congestion in the area. The project would also contribute to local and regional economic development, which has been hindered by the lack of adequate highway facilities. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to seven residences and five businesses. Alternative A would displace 2.7 acres of wetlands, 4.1 acres of agricultural land, 7.8 acres of open/shrub field, and 27.4 acres of forest, while Alternative C would displace 3.19 acres of wetlands, 6.9 acres of agricultural land, 17.7 acres of open/shrub field, and 34.2 acres of forest. Alternative A would also disturb a historic property known as the Van Allen home on Washington Avenue. Alternatives A and C would generate traffic noise above federal criteria at 45 and 55 residences, respectively. The project would also increase air emissions at some residences. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920487, 3 volumes and maps, December 8, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-91-01D KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Reservoirs KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - New York 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/36413991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-90%2FINTERCHANGE+8+AND+CONNECTOR+TO+ROUTE+4%2C+RENSSELAER+COUNTY%2C+NEW+YORK.&rft.title=I-90%2FINTERCHANGE+8+AND+CONNECTOR+TO+ROUTE+4%2C+RENSSELAER+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 8, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OUTER BRANCH AVENUE SEGMENT, GREEN LINE (F) ROUTE (SECTIONS F-6 AND F-11), DISTRICT OF COLUMBIA AND PRINCE GEORGE'S COUNTY, MARYLAND (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1975). AN - 36407104; 3875 AB - PURPOSE: The construction and operation of the Outer Branch Avenue segment of the Green Line (F) route portion of the Metropolitan Washington Regional Rapid Rail Transit System (Metrorail) in the District of Columbia and surrounding jurisdictions is proposed. This document supplements the final EIS of August 1975 on the construction and operation of the entire Metrorail system. The Green Line (F) route is one of seven branches of the Metrorail system approved for construction in 1968. It would serve southeast Washington, D.C., and southern Prince George's County in Maryland. The entire Green Line (F) route would extend from the Gallery Place-Chinatown station in downtown D.C. to the Branch Avenue station, located east of Branch Avenue just inside the Capital Beltway (Interstate 95) in Prince George's County. The Outer Branch Avenue segment, approximately 40,000 feet long, would begin outbound from the Anacostia station, just south of the intersection of Martin Luther King Jr. Avenue and Suitland Parkway in D.C. It would continue along Suitland Parkway before crossing into the St. Elizabeths Hospital property and then passing under the Congress Heights community to a station located at the intersection of Alabama Avenue and 13th Street. It would then cross Oxon Run Parkway before turning northeast and entering the Southern Avenue station. It would then parallel the boundary between D.C. and Prince George's County, turn to the east, cross Naylor Road, and enter the Naylor Road station. The alignment would then follow the general right-of-way of Suitland Parkway to the Suitland station, just inbound from Silver Hill Road. It would then diverge from the parkway corridor, turn south, cross Henson Creek, and terminate at the Branch Avenue station and storage yard in the area northeast of Auth Road. Each station would be constructed to include bus bays and short- and long-term parking spaces. The total estimated capital costs of the proposed project are $994.9 million. Five route alternatives, as well as a No Action Alternative, are considered in this draft supplemental EIS. The route alternatives differ from one another primarily in their location and construction methods; the preferred alternative is Alternative 2. POSITIVE IMPACTS: The Outer Branch Avenue segment would constitute a key component of the Metrorail system. It would greatly improve transit service for the local populations of southeast D.C. and southern Prince George's County. By the year 2001, the first year of operation of the Green Line (F) route, an estimated 43,350 riders are expected to access Metrorail from the five new stations along the Outer Branch Avenue segment. The project would benefit 17 current development proposals. NEGATIVE IMPACTS: Under the preferred alternative, rights-of-way requirements would result in the displacement of 13 residences, seven businesses, and two institutions; would encroach upon 5.7 acres of floodplain; and would displace 6.1 acres of wetlands and approximately 27 acres of parklands. Some utility relocations would be required, and noise levels would exceed federal criteria at five sites, despite mitigation. Up to seven historic sites would also be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Capital Transportation Act Amendments of 1990 (P.L. 101-551), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the final EIS on the entire Metrorail system, see 75-5304F, EIS Cumulative 1970-1976, Volume I. JF - EPA number: 920481, 3 volumes and maps, December 3, 1992 PY - 1992 KW - Roads and Railroads KW - Floodplains 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 - Section 106 Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Capital Transportation Act Amendments of 1990, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NASHUA-HUDSON+CIRCUMFERENTIAL+HIGHWAY%2C+HILLSBOROUGH+COUNTY%2C+NEW+HAMPSHIRE.&rft.title=NASHUA-HUDSON+CIRCUMFERENTIAL+HIGHWAY%2C+HILLSBOROUGH+COUNTY%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 3, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HUDSON RIVER WATERFRONT TRANSPORTATION CORRIDOR, HUDSON AND BERGEN COUNTIES, NEW JERSEY. AN - 36404640; 3883 AB - PURPOSE: Transit and roadway improvements along the Hudson River waterfront corridor in Hudson and Bergen counties, New Jersey, are proposed. The project area is a peninsula bounded by the Hudson River on the east, the Kill Van Kull on the south, Newark Bay and the Hackensack River on the west, and the cities of Edgewater, Ridgefield, and North Bergen on the north. During the 1980s, the area experienced dramatic growth and development as abandoned railyards were converted into large-scale commercial, residential, and retail developments. These developments have dramatically increased traffic congestion, primarily caused by traffic bound for Manhattan. Nine alternatives are considered in this draft EIS, including a No-Build Alternative (Alternative I), a Transportation Systems Management Alternative (Alternative II), which would involve relatively low-cost transit and traffic improvements, and seven build alternatives. Alternative III would involve development of an 8.3-mile light-rail transit (LRT) line from Port Imperial Ferry on the north to a park-and-ride near Liberty State Park on the south, using the existing Conrail right-of-way south of Hoboken. Alternative IV would add an extension of the LRT line described in Alternative III to the west side of Jersey City and south to Bayonne's west side, which would result in a transit system 14.4 miles long. Alternative V would provide a nine-mile LRT alignment beginning near Tonnelle Avenue in North Bergen, proceeding through the Weehawken Tunnel, and continuing south to a park-and-ride near Liberty State Park; this alternative would also provide a 6.2-mile bus transitway beginning at the New Jersey Turnpike, proceeding through the Weehawken Tunnel, and continuing south as far as the Lincoln Harbor in Weehawken. Alternative VI resembles Alternative V except that it would provide a bus-only connection to the Lincoln Tunnel toll plaza. Alternative VII resembles Alternative III except that it would use computer- controlled vehicles operating on an exclusive right-of-way, and the line would be elevated in built-up areas. Alternative VIII would feature low-pollution, advance-design buses operating on an exclusive right-of-way. Alternative IX would include a 15.3-mile LRT system, with an extension to Jersey City and a bus transitway to the Lincoln Tunnel. Capital costs for the improvements would range from $45.3 million for Alternative II to $766.5 million for Alternative IX. POSITIVE IMPACTS: Any one of the build alternatives would link waterfront locations to one another, improve access from residential neighborhoods to the waterfront's new commercial district, connect the waterfront area with the region's labor force outside the study area, and improve trans-Hudson access for residents of the study area. NEGATIVE IMPACTS: The build alternatives would displace 4 to 13 businesses and up to 33 residences, depending on the alternative selected. Some parklands, including Liberty State Park, would be affected by several of the alternatives. Up to 12.7 acres of wetlands would be displaced by construction; alternatives using the Weehawken Tunnel busway would affect wetlands in the Meadowlands. Alignment options at Hoboken Terminal would have a visual effect on historical properties. All build alternatives would require the cleanup of some lands containing hazardous wastes; Alternative IX would require a cleanup of approximately 116 acres. 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: 920476, 2 volumes and maps, December 1, 1992 PY - 1992 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - New Jersey 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/36404640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HUDSON+RIVER+WATERFRONT+TRANSPORTATION+CORRIDOR%2C+HUDSON+AND+BERGEN+COUNTIES%2C+NEW+JERSEY.&rft.title=HUDSON+RIVER+WATERFRONT+TRANSPORTATION+CORRIDOR%2C+HUDSON+AND+BERGEN+COUNTIES%2C+NEW+JERSEY.&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: December 1, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 41, ELKHORN AVENUE TO NORTH AVENUE, FRESNO COUNTY, CALIFORNIA. AN - 36408313; 3872 AB - PURPOSE: Improvements to a 14-mile section of Route 41 in Fresno County, California, are proposed. This section of Route 41 is currently a conventional two-lane highway serving commuter, agricultural, and recreational traffic; it extends from Elkhorn Avenue immediately south of the city of Fresno (post mile R6.1) to North Avenue (post mile R20.1). The accident rate on Route 41 is currently twice the statewide average for similar facilities and is much worse at certain intersections. By the year 2010, traffic on Route 41 is projected to more than double at its southern end and more than triple at its northern end. The preferred alternative would involve the construction of a new four-lane expressway on a six-lane freeway right-of-way. The alignment would be located approximately one quarter mile east of the existing Route 41 (Elm Avenue). The project would include the construction of at-grade intersections within the right-of-way that would be sufficient for freeway interchanges or overcrossings at Elkhorn, Conejo, Mountain View, Nebraska, Floral, Manning, South, Adams, American, and Central avenues. In order to avoid physical division and potential noise and visual disturbance in the community of Easton, the expressway would be depressed from south of Clayton Avenue to Jefferson Avenue. To accommodate east-west traffic, overcrossings would be provided at Clayton and Lincoln avenues. The estimated cost of the project in 1992 dollars is $61.8 million. Two other alternatives are under consideration: a No-Project Alternative and a build alternative that would widen and reconstruct the existing Route 41. POSITIVE IMPACTS: The proposed freeway would improve route continuity, improve traffic safety and capacity, and facilitate north-south travel through the Fresno metropolitan area. The project would also improve community cohesion within Easton by moving Route 41 to the east and returning Elm Avenue to local traffic. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would displace 36 residences and three businesses; remove 504 acres of farmland from agricultural production, and create remnant parcels; and disturb 2.9 acres of burrowing owl habitat. By the year 2010, four residential areas would experience traffic noise levels that exceed federal and state noise abatement criteria. The project would also affect several historic properties, including three segments of the earthen canal system that function as parts of the Washington Irrigated Colony Historic District. 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: 920472, 254 pages and maps, November 27, 1992 PY - 1992 KW - Roads and Railroads KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Reservoirs KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Waterways KW - California 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/36408313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+41%2C+ELKHORN+AVENUE+TO+NORTH+AVENUE%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+41%2C+ELKHORN+AVENUE+TO+NORTH+AVENUE%2C+FRESNO+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: November 27, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MAALAEA HARBOR FOR LIGHT-DRAFT VESSELS, MAUI, HAWAII. AN - 36404957; 3907 AB - PURPOSE: Improvements to the Maalaea Harbor on the Hawaiian island of Maui are proposed in order to reduce the surge caused by wave action in the harbor and entrance channel, and the resultant damage to lightweight vessels. The harbor is located on the western end of Maalaea Bay, which forms the southern shoreline of the central isthmus of the island of Maui. The federal portion of the improvements would consist of realigning the entrance channel and modifying the existing breakwater to protect the new entrance channel. The state would provide expanded berthing facilities and improved infrastructure. A final EIS on this proposal was issued in 1980; however, the project remained unfunded until fiscal year 1989. This draft supplement to the final EIS evaluates the proposal in light of changes in environmental conditions and standards. Areas of concern include increases in traffic and noise that would result from harbor expansion, and the loss or degradation of nearby surfing sites. Six alternatives, including a No Action Alternative, are considered in this draft EIS. No preferred alternative has yet been identified, but Alternative 1, identified in the final EIS as the selected plan, continues to serve as the recommended plan. The plan would extend the existing south breakwater by 620 feet and add a 400-foot-long revetted mole on the seaward side of the existing south breakwater for additional parking and bus turnaround. The plan would also provide an entrance channel 610 feet long, which would vary in width from 150 to 180 feet and in depth from 12 to 15 feet; a 1.7-acre turning basin 12 feet deep; and a main access channel 720 feet long, 80 feet wide, and 8 feet deep. Approximately 80 feet of the existing east breakwater would be removed, and 44,000 cubic yards of material would be dredged from the harbor basin and new entrance channel. POSITIVE IMPACTS: The improvements would significantly reduce damage to boats in the existing berths and would allow for the construction of additional berths in the eastern portion of the harbor, doubling its current capacity. Additionally, the improvements would allow for the berthing of a 110-foot Coast Guard vessel. NEGATIVE IMPACTS: Construction activities would increase dust, vehicle exhaust emissions, and noise levels, and dredging would temporarily degrade water quality. Approximately 2.6 acres of coral reef habitat would be destroyed as a result of dredging the new entrance channel. Harbor activities are likely to interfere with endangered humpback whales in the area. A number of surfing sites (""Off-the-Wall''; ""Buzz's No. 1,'' also known as ""Sea Flight''; ""Buzz's No. 2''; and ""Maalaea Pipeline'') would be lost or degraded; these sites receive the highest quality of breaks. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Water Resources Development Act of 1988 (P.L. 100-676). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 80-0591D, Volume 4, Number 7, and 81-0067F, Volume 5, Number 1, respectively. JF - EPA number: 920473, 213 pages and maps, November 27, 1992 PY - 1992 KW - Water KW - Bays KW - Beaches KW - Biologic Assessments KW - Breakwaters KW - Channels KW - Dredging KW - Endangered Species (Animals) KW - Harbor Structures KW - Harbors KW - Islands KW - Navigation KW - Noise KW - Parking KW - Recreation KW - Reefs KW - Ships KW - Water Quality KW - Hawaii KW - Coastal Zone Management Act of 1972, Compliance KW - Endangered Species Act of 1973, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1988, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MAALAEA+HARBOR+FOR+LIGHT-DRAFT+VESSELS%2C+MAUI%2C+HAWAII.&rft.title=MAALAEA+HARBOR+FOR+LIGHT-DRAFT+VESSELS%2C+MAUI%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Ft. Shafter, Hawaii; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 27, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE D (PAGE AVENUE EXTENSION), BENNINGTON PLACE WESTERLY TO ROUTE 40, SAINT CHARLES AND SAINT LOUIS COUNTIES, MISSOURI. AN - 36410611; 3880 AB - PURPOSE: The construction of a freeway, including a bridge crossing the Missouri River, within Saint Charles and Saint Louis counties, Missouri, is proposed. Under the proposed action, Page Avenue (Route D) would extend from its present terminus at Bennington Place, immediately west of Interstate 270 (I-270) in St. Louis County; proceed across the Missouri River to Route 94 in St. Charles County; and then continue on to either I-70 or Route 40/61 (the future I-64), a distance of 14.4 to 20.95 miles. Five alternatives, including the No-Build Alternative and two build alternatives, each with three subalternatives, are considered in this final EIS. The preferred alternative, the Red Alignment, would be a ten-lane, limited-access highway with a 26-foot-wide median from Bennington Place to Route 94. As part of the Red Alignment, from Hamsath Road to Route N, Route 94 would become an eight- to ten-lane, limited-access highway with a 26-foot-wide median. One-way outer roads would be provided as service roads along this segment. From Route 94 to Route 40/61, the Red Alignment would be a four-lane, limited-access highway with a 70-foot-wide median. Grade separations for Bennington Place would be constructed over the Page Avenue Extension and the west half of a diamond interchange. Grade separations would also be provided at Amiot Drive and Seven Pines Drive, the River Valley Road, Route 94, Motherhead Road, and Henke Road. A bridge approximately 2,800 feet long would span Creve Coeur Lake, Creve Coeur Creek, and associated wooded bottomland. The alignment would also cross portions of the Creve Coeur Lake Memorial Park. The bridge over the Missouri River would extend 3,550 feet and consist of ten 12-foot travel lanes, four ten-foot shoulders, and a three-foot-wide median barrier. Total project costs are estimated to be $320 million. POSITIVE IMPACTS: The chronic traffic congestion at the Missouri River crossings between Saint Charles and Saint counties would be relieved, and concurrent reductions in energy costs and improvement of air quality would be effected. Additional benefits would be improved traffic flow conditions within Saint Charles and Saint Louis counties on secondary roads and on routes 40/61, I-70, and I-270. Development would continue to occur throughout Saint Charles County; on the proposed alignments induced development would take place at interchanges and along outer roads. NEGATIVE IMPACTS: The rights-of-way requirements under the preferred alternative would result in the displacement of 190.3 acres of prime farmland; the relocation of 54 residences and 17 commercial establishments; the traversal of 397.9 acres of the Missouri River floodplain, and the associated loss of 52.9 acres of emergent and wooded wetlands; and the removal of public parkland. Land-use impacts would total 1,926.1 acres. LEGAL MANDATES: Executive Order 11990, 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), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Pipeline Safety Act of 1992 (P.L. 102-508). PRIOR REFERENCES: For the abstract of the draft EIS, see 90-0185D, Volume 14, Number 3. JF - EPA number: 920468, 4 volumes and maps, November 25, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-90-01-F KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Lakes KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Wetlands KW - Missouri KW - Executive Order 11990, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, as amended, Section 6(f) Involvement KW - National Historic Preservation Act of 1966, Compliance KW - Pipeline Safety Act of 1992, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+D+%28PAGE+AVENUE+EXTENSION%29%2C+BENNINGTON+PLACE+WESTERLY+TO+ROUTE+40%2C+SAINT+CHARLES+AND+SAINT+LOUIS+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+D+%28PAGE+AVENUE+EXTENSION%29%2C+BENNINGTON+PLACE+WESTERLY+TO+ROUTE+40%2C+SAINT+CHARLES+AND+SAINT+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 - Final. Preparation date: November 25, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FREEWAY CONSTRUCTION, STATE ROUTE 125/54, SAN DIEGO COUNTY, CALIFORNIA. AN - 36388177; 3871 AB - PURPOSE: The construction of a six-lane freeway in San Diego County, California, is proposed. The freeway would run along State Route 54 (SR 54) and SR 125, extending from 0.7 miles west of Worthington Street in the city of San Diego to the junction with SR 94 in the city of Lemon Grove, a distance of approximately five miles. The freeway would complete the final link of the ""South Inner Loop'' freeway system included in the adopted San Diego Association of Governments Regional Transportation Plan. The freeway would initially be constructed with six lanes for mixed-use traffic. An 86-foot-wide median would be available for either two additional mixed-use traffic lanes and future high-occupancy-vehicle (HOV) lanes or for other mass transit services. Only two alternatives are considered in this draft EIS: the Build Alternative and the No-Build Alternative. Under the Build Alternative (Alternative C), the alignment would follow the existing South Bay Expressway from east of Briarwood Road to near Jamacha Boulevard and would generally travel parallel to and on the west side of Sweetwater Road to a junction with SR 94. The project would require the realignment of portions of the existing Sweetwater Road, and the construction of a flood control channel that would redefine the floodplain in the area. Two design variations involving three or four interchanges are associated with the Build Alternative. One variation would involve interchanges at Jamacha Boulevard, Ildica Street, and SR 94. The other would involve interchanges at Jamacha Boulevard/Elkelton Place, Jamacha Road, Troy Street/Palm Street, and SR-94. The estimated costs of these two variations are $162 million and $152 million, respectively. POSITIVE IMPACTS: The proposed freeway would provide a direct link between the South Bay and East County cities. The inner loop, which is forecast to handle 100,000 to 150,000 vehicles per day by the year 2010, would provide traffic congestion relief along portions of SR 94, I-805, I-15, and I-8, thereby reducing auto exhaust emissions and improving air quality. Furthermore, the accident rate along the corridor would be reduced, and the new drainage system would reduce the level of flood damages. NEGATIVE IMPACTS: Rights-of-way requirements of the Build Alternative would displace 282 or 303 households and 67 or 69 businesses, depending on the variation selected. Some 11 acres of wetlands would be lost, and up to 50 acres of Sweetwater Park could be affected. Traffic noise would exceed federal acceptable levels at two schools and at selected residences along Paradise Valley Road, Sweetwater Road, Ildica Street, and Sweetwater Way. Two or three historic sites would be affected, but the effects would be mitigated by the construction of retaining walls. Several sensitive species that inhabit the area would lose habitat because of construction; the territories of five pairs of California gnatcatchers would be affected severely. LEGAL MANDATES: Department of Transportation Act of 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: 920460, 279 pages and maps, November 20, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-93-01-D KW - Endangered Species (Animals) KW - Floodplains KW - Historic Sites KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands 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 - 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/36388177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MORGANTOWN+CONNECTOR+BETWEEN+PENNSYLVANIA+TURNPIKE+AND+INTERSTATE+176%2C+BERKS+COUNTY%2C+PENNSYLVANIA.&rft.title=MORGANTOWN+CONNECTOR+BETWEEN+PENNSYLVANIA+TURNPIKE+AND+INTERSTATE+176%2C+BERKS+COUNTY%2C+PENNSYLVANIA.&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: November 20, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT BRF-239(12), WILLIAM S. KELLER BRIDGE REPLACEMENT ON US HIGHWAY 31 IN DECATUR, MORGAN AND LIMESTONE COUNTIES, ALABAMA. AN - 36396398; 3869 AB - PURPOSE: The construction of a bridge on US 31 spanning the Tennessee River between Morgan and Limestone counties at Decatur, Alabama, and the removal of the deteriorating historic William S. Keller bridge are proposed. The proposed new bridge and its approaches would be approximately 1.5 miles long, starting in the city of Decatur in Morgan County and extending across the Tennessee River into Limestone County. The William S. Keller Bridge presently is used as two southbound lanes, and a more modern bridge carries the two northbound lanes. The Keller Bridge was erected in 1926 and includes a movable bascule draw that provides the only opening on the structure for the passage of river traffic. The Keller Bridge is a property eligible for listing in the National Register of Historic Structures. The newer bridge was constructed at a much greater height and allows river traffic to pass beneath it unhindered. The proposed structure would be erected at a height sufficient to enable river traffic to move freely without disrupting roadway vehicles. The typical section of the new bridge would consist of two 12-foot travel lanes with a ten-foot outside shoulder and a six-foot inside shoulder, thus providing a 40-foot curb-to-curb roadway. Four alternatives are considered in this final EIS, including the No Action Alternative. The preferred alternative would place the new bridge east of and adjacent to the existing high-rise bridge, which would allow the present Keller Bridge to maintain traffic flow during construction of the new bridge. Once the proposed project was completed, the Keller Bridge would be removed, the new bridge would carry northbound vehicles, and the existing high-rise bridge would handle southbound traffic. The estimated cost for this alternative is $14.97 million, and construction time is estimated at two years. POSITIVE IMPACTS: The proposed bridge would improve transportation and foster economic growth. The project would enhance safety by providing a roadway facility whose vehicles would not be impeded by the movement of river vessels. Emergency vehicles, such as ambulances, fire trucks, and police cars, would have better access to the surrounding areas. The local economy would be stimulated by the use of materials and labor during construction. The long-term economy of the region, including Decatur's tax base, would be enhanced by the improved ability of industries to transport input materials to local industries and output products to market areas. The Fish and Wildlife Service and the Wheeler Wildlife Refuge would acquire a 16-acre area of drained wetlands that could be restored easily to its former wetland status and be added to the wildlife refuge to offset the loss of approximately six acres of wetlands to right-of-way. NEGATIVE IMPACTS: Construction would result in brief traffic delays, noise, and air quality degradation. The project would also result in temporary erosion and siltation during construction. There would be a small loss of commercial land to right-of-way, and the displacement of one business. Additional right-of-way acquisitions would include the above-mentioned six acres of wetlands from the Wheeler National Wildlife Refuge. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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 Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 92-0203D, Volume 16, Number 3. JF - EPA number: 920461, 212 pages and maps, November 19, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-92-01-F KW - Bridges KW - Conservation KW - Erosion Control KW - Highways KW - Historic Sites KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Water Quality KW - Waterways KW - Wetlands KW - Wheeler Wildlife Refuge KW - Alabama 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, Historic Sites KW - Tennessee Valley Authority Act of 1933, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+BRF-239%2812%29%2C+WILLIAM+S.+KELLER+BRIDGE+REPLACEMENT+ON+US+HIGHWAY+31+IN+DECATUR%2C+MORGAN+AND+LIMESTONE+COUNTIES%2C+ALABAMA.&rft.title=PROJECT+BRF-239%2812%29%2C+WILLIAM+S.+KELLER+BRIDGE+REPLACEMENT+ON+US+HIGHWAY+31+IN+DECATUR%2C+MORGAN+AND+LIMESTONE+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: November 19, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 168 BETWEEN ROUTE 180 AND TEMPERANCE AVENUE, FRESNO, FRESNO COUNTY, CALIFORNIA. AN - 36396955; 3870 AB - PURPOSE: Replacing the existing State Route 168 (SR 168) with a four- to-six-lane freeway on an adopted alignment in the northeastern sector of the Fresno-Clovis metropolitan area in Fresno County, California, is proposed. The freeway would begin at the future SR 180 between Cedar and Maple avenues in the city of Fresno and extend nine miles in a north and northeasterly direction to Temperance Avenue at Tollhouse Road in the city of Clovis. Four portions of the freeway would be elevated above grade. It would be above grade at the interchange with SR 180 and would continue above grade to McKinley Avenue to facilitate the crossing of railroad tracks and a major irrigation canal. From just north of Dakota Avenue to Shaw Avenue, the freeway would traverse the west side of the Leaky Acres Groundwater Recharge Basin, cross the Gould Canal /Dry Creek consolidated channel, and overlie portions of the existing Dry Creek Channel. The freeway would be elevated in this segment to avoid possible problems caused by seepage from the recharge basin and surface water channels, as well as to balance the cut-and-fill soil volumes for the freeway from SR 180 to Willow Avenue. The freeway would be elevated between Sierra and Herndon avenues to cross the Southern Pacific Railroad tracks. Finally, it would be elevated from Temperance Avenue to its northern terminus in order to cross the Enterprise Canal. Transit or high-occupancy-vehicle (HOV) lanes would be added if necessary. The Build Alternative and the No-Build Alternative are the only two alternatives considered in this draft EIS. The estimated cost of the proposed project is $267 million. POSITIVE IMPACTS: The freeway would divert an average of 167,000 vehicle trips per day from local streets and approximately 12,000 vehicle trips per day from the SR 41 freeway north of SR 180. Much of this traffic would come from north-south arterials in the region, particularly Fresno and First streets and Cedar, Willow, and Chestnut avenues. Traffic volumes would also decrease on many east-west collector streets such as Dakota and Gettysburg avenues. The proposed project would reduce travel times between Clovis and the central business district of Fresno by more than half while also reducing the number of traffic accidents. NEGATIVE IMPACTS: Rights-of-way requirements under the Build Alternative would displace approximately 921 residential units with a total population of 2,395 persons, primarily from long-established and stable neighborhoods between McKinley and Dakota avenues. In addition, some 21 businesses and three churches employing 135 workers would be displaced. The project would require the removal of approximately 85 mature native trees and 450 acres of common vegetation, including 120 acres of prime and unique farmland. Noise barriers would be constructed to lessen impacts of increased traffic noise on persons living near the new freeway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920456, 352 pages and maps, November 18, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Noise Control KW - Relocations-Property Acquisitions KW - Reservoirs KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Waterways 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/36396955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+168+BETWEEN+ROUTE+180+AND+TEMPERANCE+AVENUE%2C+FRESNO%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+168+BETWEEN+ROUTE+180+AND+TEMPERANCE+AVENUE%2C+FRESNO%2C+FRESNO+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: November 18, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ANCHORAGE INTERNATIONAL AIRPORT, RUNWAY 14 INSTRUMENT LANDING SYSTEM, ANCHORAGE, ALASKA. AN - 36404688; 3835 AB - PURPOSE: The installation of an additional precision approach system at Anchorage International Airport in Alaska is proposed. The airport is the transportation hub for much of the state; it receives more air cargo than any other airport in the U.S. Flights to Anchorage are occasionally diverted, delayed, or rescheduled because of poor meteorological conditions. Also, aircraft conducting instrument approaches to the airport are occasionally subjected to turbulence and wind shear. One or more additional precision approaches to the airport would reduce the incidence of these problems. Runway 6R is the runway most frequently used by air carriers. When that runway is closed for maintenance or when winds are high, air carrier traffic is generally shifted to the north-south runway, runway 14. Under the alternative that has been tentatively selected by the Federal Aviation Administration (FAA), an instrument landing system (ILS) would be installed on runway 14 for approaches made from the north, along with a 1,600-foot approach lighting system; threshold and centerline lights; and localizer and glide slope transmitters, antenna arrays, and equipment shelters. To ensure safe operating conditions for aircraft, the terrain west of the runway would be excavated and recontoured, and the runway surface would be widened from 500 to 1,000 feet. In addition, West Northern Lights Boulevard and the adjacent Tony Knowles Coastal Trail, located near the approach end of the runway, would be lowered to minimize the risk of interference with approaching aircraft. Three other alternatives are also considered in this draft EIS, including the No Action Alternative. Under one of the action alternatives, an ILS would be installed on runway 14 but operating restrictions would be imposed to avoid conflicts with other airspace users. Under the other action alternative, an ILS would be installed on runway 6L and the runway would be reconstructed so that it could support heavy aircraft throughout the year. Completion of the FAA proposal would require about 12 months; estimated costs are $7.4 million. POSITIVE IMPACTS: An additional ILS would provide greater safety, reliability, and convenience for aircraft landing at the Anchorage airport. The improvements would increase the capacity of the airport for air carrier operations, particularly during instrument conditions. NEGATIVE IMPACTS: The proposed project could result in increased crowding of the already congested airspace north of the airport, along with increased mixing of large and small aircraft on intersecting arrival paths to different runways located in the Anchorage area. The increased congestion could create a new set of access problems for airports in the Anchorage area and result in further restrictions on passage through airspace in the Point MacKenzie area. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987 (P.L. 100-223), and Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 920455, 238 pages and maps, November 16, 1992 PY - 1992 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Buildings KW - Climatologic Assessments KW - Cost Assessments KW - Noise Assessments KW - Roads KW - Section 4(f) Statements KW - Traffic Control KW - Trails KW - Alaska KW - Anchorage International Airport KW - Airport and Airway Improvements Act of 1982, Compliance KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance KW - Department of Transportation Act of 1966, as amended, Recreation 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/36404688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ANCHORAGE+INTERNATIONAL+AIRPORT%2C+RUNWAY+14+INSTRUMENT+LANDING+SYSTEM%2C+ANCHORAGE%2C+ALASKA.&rft.title=ANCHORAGE+INTERNATIONAL+AIRPORT%2C+RUNWAY+14+INSTRUMENT+LANDING+SYSTEM%2C+ANCHORAGE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 16, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH BOSTON PIERS/FORT POINT CHANNEL TRANSIT PROJECT, BOSTON, MASSACHUSETTS. AN - 36398036; 3908 AB - PURPOSE: Improved mass transit access to the South Boston Piers/Fort Point Channel area of Boston, Massachusetts, is proposed. The area is composed of approximately 300 acres of underutilized land located directly east of Boston's central business district (CBD) and one mile south of Logan International Airport across the Boston Harbor. The area has been targeted for intense future development despite limited accessibility through the existing transportation network. The South Boston portion of the project area is bounded on the west by Fort Point Channel, on the south by Fargo and Summer streets, on the east by the Reserved Channel and Boston Marine Industrial Park, and on the north by Boston Harbor. The CBD portion of the study area is bounded on the west by Tremont and Boylston streets, on the south by Marginal Road and Kneeland Street, on the east by Fort Point Channel, and on the north by Atlantic Avenue, starting at New Northern Avenue and extending into the periphery of the Downtown Crossing/Summer Street shopping district. In addition to the No Action Alternative, two alternatives are considered in this draft EIS/supplemental draft environmental impact report. The Surface Bus /Transportation System Management (TSM) Alternative would provide the maximum feasible level of bus service to the area on available streets and highways. Buses would circulate through the South Boston Piers area in a dispersed-loop pattern. A bus lane would be designated on New Congress Street, the most heavily used street; articulated buses would be used on some routes; and several surface stations to facilitate passenger handling would be constructed. Under the Fort Point Channel Underground Transitway alternatives, the South Boston Piers area would be linked to the CBD by a fixed-guideway system operating through an underground transit tunnel. Either trackless trolleys or dual-mode buses would be used. Trackless trolleys would be electrically powered via catenary both in the tunnel and on surface streets. Dual-mode buses would use electric power in the transit tunnel but would switch to diesel power on surface streets. Three routes are under consideration for the underground transitway: the Full-Build Alternative and two Minimum Operable Segments (MOS) alternatives. The Full-Build route would extend from Boylston Station in the CBD to the World Trade Center in the Piers area. The two MOS routes represent shorter versions of the project that could be implemented on an incremental basis. Each would begin at South Station and extend to either Fan Pier (MOS-1) or the World Trade Center (MOS-2). Under the high-growth scenario, capital costs would range from $56.5 million for the TSM Alternative to $498.8 million for the Full-Build Alternative. POSITIVE IMPACTS: The proposed project would improve transit access to an urban area that is in the midst of economic revitalization. By the year 2010, the Full-Build Alternative would generate 11,200 morning peak-hour transit trips and save over 325,000 daily vehicle miles, compared with the No Action Alternative. All of the action alternatives would result in substantial energy savings. NEGATIVE IMPACTS: The increased use of buses under the TSM Alternative would contribute to traffic congestion problems and result in the loss or redistribution to other areas of 10.1 million square feet of potential development space throughout the South Boston Piers area. The TSM and MOS alternatives would generate traffic noise, while construction of the underground transitway could cause vibration annoyance at four buildings; would generate up to 480,000 cubic yards of sediment requiring disposal; and could disturb archaeological resources. All action alternatives would have indirect impacts on local parklands, and would alter the physical appearance and visual character of the areas in which they would be located. JF - EPA number: 920452, 2 volumes and maps, November 13, 1992 PY - 1992 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cost Assessments KW - Electric Power KW - Energy Consumption KW - Highway Structures KW - Motor Vehicles KW - Noise KW - Parks KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Massachusetts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398036?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+BOSTON+PIERS%2FFORT+POINT+CHANNEL+TRANSIT+PROJECT%2C+BOSTON%2C+MASSACHUSETTS.&rft.title=SOUTH+BOSTON+PIERS%2FFORT+POINT+CHANNEL+TRANSIT+PROJECT%2C+BOSTON%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR H, ELKINS, WEST VIRGINIA, TO INTERSTATE 81, VIRGINIA. AN - 36397150; 3890 AB - PURPOSE: The construction of a four-lane, divided highway with partial control of access in northeastern West Virginia and northwestern Virginia is proposed. The highway would connect Elkins, West Virginia, to either Strasburg or Winchester, Virginia, extending 110 or 130 miles, respectively. It would traverse mountainous terrain in portions of the West Virginia counties of Grant, Hampshire, Hardy, Mineral, Pendleton, Randolph, and Tucker, as well as the Virginia counties of Frederick and Shenandoah. The highway would complete Corridor H of the Appalachian Development Highway System, improving east-west access as well as connecting several of the existing north-south highway systems. The purpose of this draft supplement to the draft EIS of March 1981 is to identify and evaluate alternative corridors for the proposed highway. Substantial changes in the area's physical surroundings and in the regulatory requirements have occurred since the issuance of the draft EIS; a final EIS has not yet been issued. The draft supplement examines five basic 2,000-foot-wide corridors (Schemes A-E), portions of which are combined to form 24 separate alternatives. Estimated construction costs range from $841 million to $1.649 billion, depending on the alternative selected and the extent of tunnel construction specified for each alternative. POSITIVE IMPACTS: The proposed east-west highway would enhance the economic development of central West Virginia by improving its access to eastern and midwestern markets. The project would reduce east-west travel time by up to 40 percent for automobiles and 48 percent for trucks; furthermore, the accident rate would be reduced by 36 percent, and fatalities by 50 percent. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 1,336 residences and commercial establishments, up to 5,708 acres of farmland, and up to 786 acres of wetlands, including as many as 388 wetland acres with exceptional resource value. Some of the corridors under consideration would disturb as many as 17 sites eligible for listing in the National Register of Historic Places, and as many as seven endangered and threatened species. Several public recreation sites would be affected, including two state parks and two national parks. All alternatives would encroach upon floodplains, with up to 566 acres being affected by several alternatives. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 81-0442D, Volume 5, Number 6. JF - EPA number: 920453, 3 volumes and maps, November 13, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-92-01-SD KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Historic Sites KW - Highway Structures KW - Highways KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - West Virginia 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, Parks KW - Department of Transportation Act of 1966, Recreation 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/36397150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+H%2C+ELKINS%2C+WEST+VIRGINIA%2C+TO+INTERSTATE+81%2C+VIRGINIA.&rft.title=APPALACHIAN+CORRIDOR+H%2C+ELKINS%2C+WEST+VIRGINIA%2C+TO+INTERSTATE+81%2C+VIRGINIA.&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: November 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANDED EAST COAST PLAN, CHANGES IN AIRCRAFT FLIGHT PATTERNS OVER THE STATE OF NEW JERSEY. AN - 36414086; 3836 AB - PURPOSE: The continued use of the current aircraft flight patterns over the state of New Jersey is proposed. These flight patterns are part of the Expanded East Coast Plan (EECP), a comprehensive revision of air route structures and air traffic control procedures implemented in 1987-88 in response to severe air traffic congestion problems in the eastern U.S., particularly in the New York-New Jersey area. The major features of the plan that affected New Jersey were an increase in the number of arrival and departure routes for Newark, LaGuardia, and JFK airports, and the lowering of altitudes for certain operations; these resulted in the introduction of aircraft noise to areas that had never experienced it before. Since 1987 the Federal Aviation Administration (FAA) has received numerous complaints about aircraft noise and low-altitude overflights, principally in areas in central and northern New Jersey. Four alternatives are considered in this draft EIS: continuing the current FAA operating procedures as specified in the EECP; returning to the 1986 air traffic routes and procedures; routing Newark air traffic over the ocean during nighttime hours; and further dispersing the air traffic routes into and out of Newark. If the EECP were retained, the FAA would specify mitigation measures in the Record of Decision that accompanies the final EIS. These measures would include increased altitudes for some routes, relocation of some routes, and reallocation of some traffic to routes that are currently not fully used, and where adverse impacts would be less severe. POSITIVE IMPACTS: The EECP is a complex plan affecting air traffic patterns in 20 eastern states. Shortly after its implementation in 1987, the number of air carrier delays decreased by 42 percent nationwide. NEGATIVE IMPACTS: All three alternatives to the EECP would increase population exposure to aircraft noise, and the return to 1986 routes and procedures would generate noise levels of 65 decibels or more in some portions of the state. This alternative would also result in small increases of hydrocarbon and carbon monoxide emissions compared with current levels. LEGAL MANDATES: Aviation Safety and Capacity Act of 1990. JF - EPA number: 920449, 210 pages and maps, November 12, 1992 PY - 1992 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Emissions KW - Noise Assessments KW - Noise Standards Violations KW - Traffic Control KW - New Jersey KW - New York KW - Aviation Safety and Capacity Act of 1990, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36414086?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANDED+EAST+COAST+PLAN%2C+CHANGES+IN+AIRCRAFT+FLIGHT+PATTERNS+OVER+THE+STATE+OF+NEW+JERSEY.&rft.title=EXPANDED+EAST+COAST+PLAN%2C+CHANGES+IN+AIRCRAFT+FLIGHT+PATTERNS+OVER+THE+STATE+OF+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 12, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST-WEST BOULEVARD CORRIDOR STUDY FROM VETERANS HIGHWAY TO MD 2, ANNE ARUNDEL COUNTY, MARYLAND. AN - 36409291; 3877 AB - PURPOSE: The construction of a three-mile east-west connector highway linking the MD 3 (Interstate 97)/Veterans Highway and MD 2 (Governor Ritchie Highway) transportation corridors in Anne Arundel County, Maryland, is proposed. Currently there is no connection south of MD 100 that provides an adequate link between these two corridors. The existing local roadways, such as Benfield Boulevard and Brightview Drive/Obrecht Road, are unable to accommodate the existing and projected growth in travel demand. In some portions of the project area, traffic volumes are expected to double by the year 2015. In addition to the No-Build Alternative, five build alternatives and three options along three alternative transportation corridors are considered in this draft EIS. Alternatives 2A and 2B would each consist of a new roadway, with two or four lanes, respectively, that would follow the alignment designated in the county master plan. This alignment would intersect MD 3 approximately 2,000 feet north of the Benfield Boulevard intersection, proceed through the Shipley's Choice community, and connect with Mission Street to intersect MD 2. Three options associated with Alternative 2 would each follow alternative routes through and around Elvaton Park, a county-owned facility. Alternatives 3A and 3B would each follow the alignment of the existing Brightview Drive/Obrecht Road corridor, upgrading the roadway and providing two or four travel lanes, respectively. Alternative 4 would involve restriping Benfield Boulevard as a four-lane, undivided roadway between MD 3 and Evergreen Road, where it would convert to three lanes. Estimated project costs range from $1.6 million to $23.5 million. POSITIVE IMPACTS: By providing an improved east-west route between two major north-south highways, the project would enhance local economic development, reduce traffic congestion, and improve traffic safety. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to ten residences under Alternative 2, up to 12 under Alternative 3, and none under Alternative 4. Only one business would be displaced by any of the alternatives. Alternatives 2 and 3 would cross the B&A Trail, and one optional route associated with Alternative 2 would affect Elvaton Park. Up to 27 acres of woodlands would be affected by Alternative 2. Alternative 3 would displace up to three acres of wetlands; other alternatives would have less impact on wetlands. 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: 920446, 333 pages and maps, November 12, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-92-01-D KW - Cost Assessments KW - Highways KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ANCHORAGE+INTERNATIONAL+AIRPORT%2C+RUNWAY+14+INSTRUMENT+LANDING+SYSTEM%2C+ANCHORAGE%2C+ALASKA.&rft.title=ANCHORAGE+INTERNATIONAL+AIRPORT%2C+RUNWAY+14+INSTRUMENT+LANDING+SYSTEM%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, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 12, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MORGANTOWN CONNECTOR BETWEEN PENNSYLVANIA TURNPIKE AND INTERSTATE 176, BERKS COUNTY, PENNSYLVANIA. AN - 36397110; 3885 AB - PURPOSE: The construction of a four-lane, limited-access highway, to be known as the Morgantown Connector, is proposed to connect the Pennsylvania Turnpike and Interstate 176 (I-176, the Morgantown Expressway) in Berks County, Pennsylvania. The 1.33-mile segment of highway would extend from I-176 to relocated interchange 22 on the turnpike. Of the three build alternatives considered in the draft EIS, Alternative 2-B, consisting of a connector interchange with Reading Road (SR 0010), was chosen as the preferred alternative. POSITIVE IMPACTS: The freeway segment would complete a regional transportation system link by providing direct access to the Pennsylvania Turnpike from I-176. Currently, traffic that exits the turnpike at the interchange 22 toll facility must use Reading Road and West Main Street (SR 0010/0023) through the village of Morgantown if destined for the Morgantown Expressway. The project would reduce travel times and improve traffic flow between regional centers by removing 13,900 vehicles per day from area two-lane roads by the year 2010. Noise and air pollutant levels would decline significantly. NEGATIVE IMPACTS: The project would require the acquisition and development of 89.4 acres of land for rights-of-way; this would result in the displacement of three residences and the loss of 24.1 acres of active farmland. Two archaeological sites recommended for inclusion in the National Register of Historic Places would be affected. Wildlife habitat would be destroyed and fragmented by the project, and wildlife movements would be hindered by the presence of the new highway. Access to six properties would be altered. 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 90-0444D, Volume 14, Number 6. JF - EPA number: 920448, 80 pages and maps, November 12, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-90-02-F KW - Archaeological Sites KW - Farmlands KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania KW - National Historic Preservation Act of 1966, 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/36397110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MORGANTOWN+CONNECTOR+BETWEEN+PENNSYLVANIA+TURNPIKE+AND+INTERSTATE+176%2C+BERKS+COUNTY%2C+PENNSYLVANIA.&rft.title=MORGANTOWN+CONNECTOR+BETWEEN+PENNSYLVANIA+TURNPIKE+AND+INTERSTATE+176%2C+BERKS+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 12, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 100 FROM WEST OF MD 104 TO I-95, HOWARD COUNTY, MARYLAND. AN - 36409360; 3876 AB - PURPOSE: The completion of the final five-mile section of Maryland Route 100 (MD 100) from west of MD 104 to Interstate 95 (I-95) in eastern Howard County, Maryland, is proposed. The study area is bordered on the west by MD 104, on the east by I-95, partially on the north by MD 103, and on the south by MD 108. The purpose of this draft supplemental EIS is to evaluate wetland avoidance and minimization alternatives developed subsequent to the final EIS, approved in 1989, for the eastern section of the MD 100 project from west of MD 104 to I-95. Five alternatives, including an alternative selected in the final EIS, are considered in this draft supplement. The alternatives differ primarily in their configuration of the interchanges with MD 104 and Snowden River Parkway; in their alignment of MD 100 east of MD 104 in relation to Old Montgomery Road; and in their impacts to Deep Run stream (including stream relocation, crossings, and construction of culverts) and to wetlands. Total construction costs would range from $51.5 million to $62.5 million, depending on the alternative selected. POSITIVE IMPACTS: A controlled-access, high-speed highway within the corridor would improve east-west traffic movements, relieve congestion on the existing street network, and provide a safe and efficient highway link to move people, goods, and services more quickly and directly. The facility would form part of the regional transportation network that has been conceptually approved since the late 1950s. The outer suburbs of the Baltimore metropolitan area would be connected via this network. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way development would result in the displacement of 3 to 10 residences, 5.4 to 16.6 acres of wetlands, 16.3 to 28.9 acres of woodlands, and 9.6 to 14.8 acres of old fields. The Curtis-Shipley property, which is now eligible for the National Register of Historic Places, could lose 2.5 acres under two of the alternatives. Three of the alternatives would impact 1.3 to 10.8 acres of active farmland. Deep Run stream or its tributaries would be impacted by crossings, stream relocation, or construction of culverts, depending on the alternative selected. Noise generated by highway traffic would exceed federal standards at six or seven locations, and one archaeological site would be affected during construction. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 88-0030D, Volume 12, Number 1-2, and 89-0219F, Volume 13, Number 4, respectively. JF - EPA number: 920442, 314 pages and maps, November 6, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-04-DS KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409360?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+100+FROM+WEST+OF+MD+104+TO+I-95%2C+HOWARD+COUNTY%2C+MARYLAND.&rft.title=MD+100+FROM+WEST+OF+MD+104+TO+I-95%2C+HOWARD+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REPLACEMENT OF THE COOPER RIVER BRIDGES ON US 17 OVER COOPER RIVER AND TOWN CREEK, CHARLESTON COUNTY, SOUTH CAROLINA. AN - 36408571; 3888 AB - PURPOSE: The replacement of the Grace Memorial Bridge and the Silas N. Pearman Bridge between Charleston and Mount Pleasant, South Carolina, is proposed. The bridges cross the Cooper River and Town Creek, and serve US 17. Under the proposed action, the bridges would be replaced with two new four- or five-lane bridges, plus accompanying approach bridges and ramps with connections to Interstate 26 (I-26), the Cross Town Expressway, and local streets in Charleston and Mount Pleasant. The location of the new bridges would be in one of two corridors, either the same corridor as the Grace and Pearman bridges are in (the Grace/Pearman corridor), or a corridor that would be identical to the existing corridor at the Mount Pleasant end and over the Cooper River but would diverge north at Drum Island to enter Charleston at I-26, 2,000 feet upstream from the existing bridges (the Newmarket corridor). The navigational clearance over Town Creek and the Cooper River would be 135 and 186 feet, respectively. The existing bridges would be demolished upon completion of their replacements. POSITIVE IMPACTS: The proposed action would increase the capacity of US 17 over the Cooper River; improve traffic safety by meeting current design standards and eliminating substandard safety factors; reduce the frequency of major bridge maintenance activities that disrupt, and will continue to disrupt, traffic flow; and increase the vertical clearance over the channel to accommodate the current and future needs of the Navy and the State Ports Authority. NEGATIVE IMPACTS: Rights-of-way acquisition in Charleston for the Grace/Pearman corridor would involve the displacement of 40 buildings and the relocation of 29 families and 14 businesses; 11 of the buildings proposed to be displaced are within a district that is eligible for listing in the National Register of Historic Places. Rights-of-way acquisition in the Newmarket corridor would involve the displacement of 19 buildings and the relocation of 15 families, six businesses, and a church. The existing Grace Bridge is itself eligible for inclusion in the National Register of Historic Places. For the Grace/Pearman alternative, 18.6 acres of wetlands would be crossed by bridges and 2.4 acres would be filled; for the Newmarket alignment, 23 acres would be bridged and three acres filled. Noise abatement criteria would be approached or exceeded for 54 residences and one church within the Newmarket corridor, and for 48 residences and two churches in the Grace/Pearman corridor. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920438, 245 pages, November 6, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-92-01-D KW - Bridges KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Navigation KW - Noise KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 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/36408571?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REPLACEMENT+OF+THE+COOPER+RIVER+BRIDGES+ON+US+17+OVER+COOPER+RIVER+AND+TOWN+CREEK%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=REPLACEMENT+OF+THE+COOPER+RIVER+BRIDGES+ON+US+17+OVER+COOPER+RIVER+AND+TOWN+CREEK%2C+CHARLESTON+COUNTY%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: November 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NASHUA-HUDSON CIRCUMFERENTIAL HIGHWAY, HILLSBOROUGH COUNTY, NEW HAMPSHIRE. AN - 36396580; 3882 AB - PURPOSE: Construction of the Nashua-Hudson Circumferential Highway in the towns of Hudson, Litchfield, and Merrimack in Hillsborough County, New Hampshire, is proposed. The study area is located approximately 35 miles south of Concord, New Hampshire, and 35 miles north of Boston, Massachusetts. The proposed highway would serve east-west traffic and relieve existing traffic congestion in the central business districts of Nashua and Hudson by providing alternative crossings of the Merrimack River. The highway would also link all major arterial roadways in the region. Key issues addressed in this revised draft EIS include wetlands and water resource impacts; wildlife; socioeconomic impacts, including displacement, cumulative development, and compatibility with community and regional plans; noise and air quality; and historic and archaeological resources. Six build alternatives and the No-Build Alternative are considered in this draft EIS. Under the build alternatives, the proposed circumferential highway would be a limited-access toll expressway with a 400-foot-wide right-of-way in most areas, which would allow for two 12-foot lanes in each direction and a varying median. Grade-separated interchanges would be provided at six locations. Other roads would be either grade-separated, relocated, or terminated at the new facility. All build alternatives share a southern terminus at the exit 2 interchange of the F. E. Everett Turnpike at the existing Sagamore Bridge, which crosses the Merrimack River, and all follow a semicircular route to the east of the town of Hudson. Each differs in its alignment and in its northern termini at the F. E. Everett Turnpike (between exits 7 and 11). POSITIVE IMPACTS: In the study area, traffic is expected to outstrip the capacity of existing road systems; congestion in the area is already severe. Existing bridge crossings and major arterials cannot be substantially improved because of limited rights-of-way and intense urban development. Under the build alternatives, current and future residential and business development would benefit from improved traffic flow and accessibility, and air pollutant levels would decrease somewhat. NEGATIVE IMPACTS: Rights-of-way acquisition would displace 11 to 53 residences and 2 to 3 businesses; 15 to 45.4 acres of active farmland; and 54 to 93.5 acres of wetlands. Some 520 to 641 acres of undeveloped land would be impacted. Continued fragmentation of the urbanizing environment of southern New Hampshire would also occur. The project would encroach on bald eagle roost and feeding habitat, and on aquifer and well areas. Two of the alternatives would bisect the property of the Anheuser-Busch brewery, a major employer and tourist attraction. Historic sites, some already listed in or eligible for the National Register of Historic Places, would be impacted. Portions of some archaeologically sensitive areas would be cross-cut by the build alternatives. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 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: 920440, 344 pages and maps, November 6, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Endangered Species (Animals) KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - New Hampshire KW - Clean Water Act Section 404 Permits, Complaince 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/36396580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NASHUA-HUDSON+CIRCUMFERENTIAL+HIGHWAY%2C+HILLSBOROUGH+COUNTY%2C+NEW+HAMPSHIRE.&rft.title=NASHUA-HUDSON+CIRCUMFERENTIAL+HIGHWAY%2C+HILLSBOROUGH+COUNTY%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Waltham, Massachusetts; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-40/240 FROM THE I-40/240 DIRECTIONAL (MIDTOWN) INTERCHANGE TO THE STATE ROUTE 300 INTERCHANGE IN MEMPHIS, SHELBY COUNTY, TENNESSEE. AN - 36396692; 3834 AB - PURPOSE: The reconstruction of approximately 3.5 miles of Interstate 40/240 (I-40/240) in Memphis, Tennessee, is proposed. The study area begins at the southern and western limits of the Midtown interchange and extends to the northern and eastern limits of the State Route 300 interchange north of the Wolf River. The proposed improvement would consist of the addition of two traffic lanes and an auxiliary lane in each direction; the redesign and reconstruction of the Midtown interchange; the revision of the Jackson Avenue interchange from a cloverleaf configuration to a signalized urban-diamond configuration, eliminating access to I-40; and the modification of the Chelsea/Smith Avenue interchange's split-diamond configuration to eliminate access to I-40. Each side of the facility would provide separate roadways for I-40 (two lanes) and I-240 (three lanes plus an auxiliary lane), divided by paved medians with median barriers. Two build alternatives, a Mass Transit Alternative, and a No-Build Alternative are considered in this draft EIS. The build alternatives differ in their alignments relative to the existing roadway, but share the same termini. POSITIVE IMPACTS: The proposed action would improve safety and operating conditions on the roadway, correct existing roadway deficiencies, provide route continuity for I-40, and reduce travel time. NEGATIVE IMPACTS: Rights-of-way acquisition of 17.3 to 18.6 acres would displace 64 to 79 residential units and two to three businesses; one build alternative would also displace one church. Local access to the I-40 portion of the facility would be lost between the Chelsea Avenue interchange and I-40 west to the Memphis central business district. Each build alternative would affect three properties eligible for listing or listed in the National Register of Historic Places: the Galloway-Speedway Historic District, the Speedway Terrace Historic District, and the Memphis Parkway System Historic District. Construction impacts would include fugitive dust, noise, and temporary inconveniences to roadway users. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 920435, 2 volumes and maps, November 4, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-89-01-D KW - Air Quality KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Tennessee 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, 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/36396692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-40%2F240+FROM+THE+I-40%2F240+DIRECTIONAL+%28MIDTOWN%29+INTERCHANGE+TO+THE+STATE+ROUTE+300+INTERCHANGE+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=I-40%2F240+FROM+THE+I-40%2F240+DIRECTIONAL+%28MIDTOWN%29+INTERCHANGE+TO+THE+STATE+ROUTE+300+INTERCHANGE+IN+MEMPHIS%2C+SHELBY+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: November 4, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 371 FROM BARROWS TO BAXTER IN CROW WING COUNTY, MINNESOTA. AN - 36397063; 3878 AB - PURPOSE: The relocation of approximately five miles of Trunk Highway (TH) 371 in Crow Wing County, Minnesota, is proposed. Three alternatives, including the No-Build Alternative, are considered in this draft EIS. The first build alternative (Alternative 1A) would provide a four-lane, divided highway extending 4.9 miles from a south terminus approximately 1.5 miles south of Barrows to a north terminus at the existing intersection of TH 210 and TH 371 in Baxter. More specifically, from its south terminus the alignment would run in a northerly direction to the crossing of the Mississippi River, and would then proceed in a northeasterly direction parallel to the river until it intersected County Road (CR) 48. North of CR 48, the alignment would run north on the west side of the existing Evergreen Drive to its north terminus. The second alternative (Alternative 2) is nearly identical to the first, except that north of the Mississippi River it would have a more northerly and westerly alignment until it intersected Evergreen Drive between Industrial Park Drive and Isle Road. In both alternatives, direct highway access to existing and future development would occur at approximately one-mile intervals, with at-grade intersections to be provided at TH 210, Isle Road, and CR 48 on the north side of the river, and at the existing TH 371 and Anthony Road south of the river. Total costs for the project would be $8.2 million to $8.4 million. POSITIVE IMPACTS: Currently, TH 371 is a two-lane, undivided highway which changes to an urban arterial in Brainerd, with four through travel lanes and a number of signalized intersections. These intersections become quite congested with local and tourist traffic during summer weekends, holidays, and special events. Relocation of TH 371 would relieve this congestion. Noise levels in downtown Brainerd and on West Washington Street in Baxter would be reduced from levels projected without either of the build alternatives. Businesses along the existing TH 371 that are not dependent on transient traffic would realize benefits through decreased congestion and improved accessibility. At the regional level, the relocation of TH 371 would improve access to the Brainerd/Baxter area from the south. NEGATIVE IMPACTS: Noise levels would increase for 14 to 15 residences in Baxter and Crow Wing Township near the relocated TH 371. Some businesses in the Brainerd central business district (CBD) and on Washington Street west of the CBD would be adversely impacted by relocation of TH 371. Rights-of-way acquisition of 194 to 202 acres would displace 2 to 3 residences, 3 businesses, 44 to 59 acres of succession savannah vegetation, and 149 to 164 acres of jack pine forest; under the first alternative, 1.35 acres of wetland would also be taken. Additional study is needed to determine whether either of the build alternatives would threaten Blanding's turtle populations. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920431, 102 pages, November 2, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-92-03-D KW - Central Business Districts KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Minnesota KW - Clean Water Act Section 404 Permits, 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/36397063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+371+FROM+BARROWS+TO+BAXTER+IN+CROW+WING+COUNTY%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+371+FROM+BARROWS+TO+BAXTER+IN+CROW+WING+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 2, 1992 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Bioremediation of contaminated soil AN - 50185485; 1995-013447 JF - Pollution Engineering AU - Kamnikar, Brian Y1 - 1992/11// PY - 1992 DA - November 1992 SP - 50 EP - 52 PB - Cahners Publishing, Newton, MA VL - 24 IS - 19 SN - 0032-3640, 0032-3640 KW - United States KW - soils KW - Minnesota KW - leaking underground storage tanks KW - biodegradation KW - monitoring KW - pollutants KW - pollution KW - bioremediation KW - remediation KW - organic compounds KW - Minneapolis Minnesota KW - oil spills KW - industrial waste KW - hydrocarbons KW - waste disposal KW - Hennepin County Minnesota KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50185485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+D+%28PAGE+AVENUE+EXTENSION%29%2C+BENNINGTON+PLACE+WESTERLY+TO+ROUTE+40%2C+SAINT+CHARLES+AND+SAINT+LOUIS+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+D+%28PAGE+AVENUE+EXTENSION%29%2C+BENNINGTON+PLACE+WESTERLY+TO+ROUTE+40%2C+SAINT+CHARLES+AND+SAINT+LOUIS+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1995-01-01 N1 - PubXState - MA N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - biodegradation; bioremediation; Hennepin County Minnesota; hydrocarbons; industrial waste; leaking underground storage tanks; Minneapolis Minnesota; Minnesota; monitoring; oil spills; organic compounds; pollutants; pollution; remediation; soils; United States; waste disposal ER - TY - RPRT T1 - IH 94-GREEN BAY (RINGLE-SHAWANO), STH 29, MARATHON AND SHAWANO COUNTIES, WISCONSIN (PROJECT I.D. 1059-16-00; F20( )). AN - 36397303; 3817 AB - PURPOSE: The improvement of State Trunk Highway (STH) 29 in Marathon and Shawano counties, Wisconsin, is proposed. The 37-mile study corridor extends from the east end of the recently completed freeway section near Ringle in eastern Marathon County to a point approximately 0.5 miles west of Thornton in central Shawano County. STH 29 is the principal route across north-central Wisconsin, linking Interstate 94 and Minneapolis/St. Paul to the west with Green Bay/Fox River Valley to the east. High truck volumes, recreational peaks, poor roadway geometrics, and traffic operational characteristics have resulted in a low level of service for portions of STH 29 between Ringle and Shawano. As traffic volumes increase to those forecasted for the design year (2015), the highway's deficiencies will obstruct smooth and safe traffic flow more critically, and the level of service for the entire project corridor will become unsatisfactory. The proposed action would upgrade the existing two-lane highway section within the study corridor between Ringle and Thornton to a four-lane, divided highway with a 55-mile-per-hour design speed. For the most part, the project would involve adding two 12-foot-wide driving lanes and a 60-foot-wide median adjacent to the existing roadway, which would serve as two lanes of the completed four-lane facility. In general, except for the sections of STH 29 built in new locations, access to the highway from local roads and driveways would remain as direct at-grade connections. Where possible, the number of individual access points would be reduced through consolidation or new connections to an adjacent local road. The bypass alternatives would include local-road grade separations and interchanges with US 45. Some bridge work would be necessary to provide for the Wittenberg Bypass. Individual driveway connections to the bypass routes would not be allowed. POSITIVE IMPACTS: The traffic conditions on STH 29 would improve substantially due to increased capacity and improved highway design. Projected traffic volumes through the year 2015 would be accommodated. Conflicts between cars and trucks and slow-moving farm equipment would be alleviated. Linkage of nearly one-third of the state's population would be improved. Improved accessibility would increase employment by 3 to 18 percent. A 20 percent increase in tourists using STH 29 between the Wausau and Green Bay areas would occur due to the improved highway. The bypass section would separate through and local traffic in the Wittenberg area. NEGATIVE IMPACTS: The right-of-way requirements would displace farmlands, wetlands, upland hardwood habitat, residences, businesses, and a day school. Archaeological and historical resource sites could also be displaced. The project would encounter hazardous materials sites. Noise levels at some receptor sites would exceed standards. Recreational trails and the Shawano County Forest Demonstration Area, a resource designed to illustrate different methods of timber harvesting, could be affected by construction activities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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 91-0429D, Volume 15, Number 6. JF - EPA number: 920423, 2 volumes and maps, October 29, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-91-02-F KW - Archaeological Sites KW - Bridges KW - Employment KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Schools KW - Traffic Analyses KW - Trails KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Recreation Resources 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/36397303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IH+94-GREEN+BAY+%28RINGLE-SHAWANO%29%2C+STH+29%2C+MARATHON+AND+SHAWANO+COUNTIES%2C+WISCONSIN+%28PROJECT+I.D.+1059-16-00%3B+F20%28+%29%29.&rft.title=IH+94-GREEN+BAY+%28RINGLE-SHAWANO%29%2C+STH+29%2C+MARATHON+AND+SHAWANO+COUNTIES%2C+WISCONSIN+%28PROJECT+I.D.+1059-16-00%3B+F20%28+%29%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 - Final. Preparation date: October 29, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WISCONSIN STATE TRUNK HIGHWAY 29, IH 94 TO STH 29/CTH ""J'' INTERCHANGE, DUNN AND CHIPPEWA COUNTIES, WISCONSIN. AN - 36410713; 3816 AB - PURPOSE: The upgrading of State Trunk Highway (STH) 29 to a four-lane, divided facility between Interstate 94 (I-94) near Elk Mound, Wisconsin, and County Trunk Highway (CTH) J east of Chippewa Falls is proposed. The project would begin at I-94 in eastern Dunn County, cross the Chippewa River, and end at the existing STH 29 and CTH J intersection in south-central Chippewa County, a distance of about 21 miles. STH 29 functions as the primary, and most heavily traveled, route across north-central Wisconsin, linking Green Bay to the east with I-94 and the Twin Cities to the west. Twelve build alternatives and a No-Build Alternative are considered in this draft EIS. Under all build alternatives, it is proposed that east of the Chippewa River, access be limited to grade- separated interchanges. Overpasses and underpasses would be provided where necessary to maintain local circulation. West of the river, interchanges would be built where traffic warrants them; other access would be at-grade. Direct driveway and farm accesses would be eliminated or combined where possible. In order to improve operations at the I-94/STH 29 interchange, the build alternatives would include realignment of both STH 40 and US 12 approximately one mile east of the interchange; there are two additional build alternatives for this realignment. Key issues considered in the draft EIS include crossing the Chippewa River dells area; the type of facility to be built; wetlands; bald eagle nesting sites; the use of public recreation land; noise; aesthetics; impacts to surface water and groundwater resources; and socioeconomic impacts. Costs of the project would total $58.9 million to $70.8 million for STH 29 improvement, and $1.5 million to $2.4 million for the STH 40 /US 12 realignment, depending on the alternative selected. POSITIVE IMPACTS: The improvements to the corridor, which carries a high volume of truck traffic, would save travel time and reduce accidents. A more efficient highway network would provide statewide economic benefits, as transportation costs and access to high-quality four-lane highways are factors affecting business location decisions. Tourism could increase as tourists gained better access to vacation and recreation areas. The ultimate impact of these economic benefits would be to generate more jobs and income for Wisconsin residents. A bypass of Chippewa Falls would reduce congestion for local traffic as well as eliminate delays for through traffic. NEGATIVE IMPACTS: The build alternatives would impact 31.9 to 97.4 wetland acres, 100.1 to 269.8 upland woodlot acres, 466 to 848 agricultural acres, 2 to 7 cultural resource sites, 2 to 7 hazardous waste sites, and 1 to 4 farmsteads. Relocations would be required for 21 to 48 residential properties and 3 to 15 commercial properties. Some alternatives would cross Hallie Town Park with main-line traffic, segmenting the contiguous area available for park use. In addition, some alternatives would impact the Chippewa River dells, the largest remaining dells in western Wisconsin and a valuable visual resource. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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: 920421, 269 pages and maps, October 26, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-92-05-D KW - Birds KW - Cultural Resources KW - Farmlands KW - Highway Structures KW - Highways KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wisconsin KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, as amended, Parks 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/36410713?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+TRUNK+HIGHWAY+29%2C+IH+94+TO+STH+29%2FCTH+%22%22J%27%27+INTERCHANGE%2C+DUNN+AND+CHIPPEWA+COUNTIES%2C+WISCONSIN.&rft.title=WISCONSIN+STATE+TRUNK+HIGHWAY+29%2C+IH+94+TO+STH+29%2FCTH+%22%22J%27%27+INTERCHANGE%2C+DUNN+AND+CHIPPEWA+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 26, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIVER ROUTE, SR 22, SECTION 002, DAUPHIN TO SPENCEVILLE, DAUPHIN COUNTY, PENNSYLVANIA. AN - 36409469; 3810 AB - PURPOSE: Improvements for a five-mile section of US 22/322 and a one-mile section of Pennsylvania 225 (PA 225) northwest of the city of Harrisburg in Dauphin County, Pennsylvania, are proposed. Regionally, US 22/232 travels in a northwest-southeast direction, connecting the city of Harrisburg to State College and Interstate 80. Within the study area, US 22/322 is a three-lane facility with two through lanes and a center turn lane. Four alternatives, including a No Action Alternative, are under consideration. Under the preferred alternative (Alternative H), US 22/322 would be upgraded to a four-lane facility throughout most of its proposed length within the project area. The alignment would begin at the southeastern portion of Dauphin Borough along the existing US 22 /232, travel through the railroad bridge that goes over the existing US 22/232, and then travel to the south of the existing US 22/232 as a newly constructed roadway. A new bridge structure over Stony Creek would be required for the new roadway. From there the proposed alignment would travel northwest and be adjacent to the northern side of the Conrail Railroad line as it passed through Dauphin Borough. Within Dauphin, a new bridge would be constructed over Market Street directly adjacent to the existing railroad bridge over Market Street. A new road approximately 2,200 feet long would be constructed between Market Street and Susquehanna Avenue to provide access to the Dauphin Water Works located along Stony Creek. The alignment would then travel northwest of the Conrail line in Middle Paxton Township and connect to the existing US 22 /232 approximately 2,400 feet west of Dauphin. From this point to Speeceville, the roadway would be widened to five lanes, consisting of two 12-foot outside lanes, two 12-foot inside lanes, and a 12-foot center turn lane. The existing US 22/232 would continue to be used for local traffic. The estimated construction cost of the preferred alternative is $38 million. POSITIVE IMPACTS: The proposed improvements to US 22/232 would reduce existing traffic congestion and improve safety between Dauphin Borough and Speeceville. The improvements would reduce travel time, fuel use, and accident risk. NEGATIVE IMPACTS: The right-of-way requirements could result in the relocation of up to 22 residences and five businesses, including some property associated with the Dauphin Water Works. The preferred alternative would require the conversion of 73 acres of vegetative cover and 52 acres of farmland to highway uses. There would be some encroachment upon area floodways and floodplains and some loss of wetlands (2.73 acres). Approximately 17 sites would experience some increase in noise levels, although noise barriers would mitigate impacts at most sites. A total of 13 sites eligible for listing in the National Register of Historic Places have been identified within the project area; six of these sites would be adversely affected under the preferred alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (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: 920413, 410 pages and maps, October 19, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-92-02-D KW - Bridges KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Control KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Pennsylvania KW - Department of Transportation Act of 1966, as amended, Historic Sites 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/36409469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MAALAEA+HARBOR+FOR+LIGHT-DRAFT+VESSELS%2C+MAUI%2C+HAWAII.&rft.title=MAALAEA+HARBOR+FOR+LIGHT-DRAFT+VESSELS%2C+MAUI%2C+HAWAII.&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: October 19, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 151 BYPASS, CTH ""D'' TO PEEBLES, FOND DU LAC COUNTY, WISCONSIN. AN - 36409452; 3815 AB - PURPOSE: Improvements to US 151 in and near the city of Fond du Lac, Wisconsin, are proposed. The highway is a major route linking recreational, residential, and commercial resources in Fond du Lac County with the surrounding region. The highway serves as the primary route between Madison and Fond du Lac and carries high volumes of out-of-town truck and local automobile traffic. In downtown Fond du Lac, US 151 has serious capacity and geometric deficiencies resulting in constricted turning movements, congestion, delays, lowered levels of service, truck-automobile-pedestrian conflicts, and accident rates four to ten times higher than the statewide urban average rates. The proposed action involves constructing an 11-mile bypass around the south and east sides of Fond du Lac, extending from the intersection of the existing US 151 and CTH ""D,'' southwest of the city, to the intersection of the existing US 151 and STH 149, northeast of the city near Peebles. The proposed highway would be an access- controlled, two-lane facility built on a four-lane right-of-way with a 50-foot median. Another two lanes would be built when traffic volumes warranted their construction. In addition to the No Action Alternative, two build alternatives (Alternatives 1 and 1-1A-1) are under consideration. The two alternatives follow identical alignments throughout most of their proposed lengths; however, near the southeastern corner of the city, Alternative 1-1A-1 dips to the south and east in order to avoid impacting a subdivision and campground. Consequently, this alternative is 0.8 miles longer than Alternative 1. The estimated construction costs for Alternatives 1 and 1-1A-1 are $37.6 million and $38.1 million, respectively. The total costs for Alternatives 1 and 1-1A-1 are $42 million and $42.7 million, respectively. POSITIVE IMPACTS: The proposed project would relieve traffic congestion and decrease accident potential within the city of Fond du Lac, reducing downtown traffic by an estimated 2,700 vehicles per day by the year 2020. NEGATIVE IMPACTS: Alternative 1 would require the relocation of five residences and one business, displace 304 acres of farmland and 4.6 acres of wetlands, and affect two archaeological sites. Alternative 1-A-1 would require the relocation of two residences and one business, displace 322 acres of farmland and 5.5 acres of wetlands, and affect three archaeological sites and one historical property. The alignments under both alternatives would cross the state-owned Wild Goose Recreational Trail. 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: 920408, 179 pages and maps, October 16, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-92-02-D KW - Central Business Districts KW - Archaeological Sites KW - Cost Assessments KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+151+BYPASS%2C+CTH+%22%22D%27%27+TO+PEEBLES%2C+FOND+DU+LAC+COUNTY%2C+WISCONSIN.&rft.title=US+HIGHWAY+151+BYPASS%2C+CTH+%22%22D%27%27+TO+PEEBLES%2C+FOND+DU+LAC+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 16, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TH 610 FROM I-94 IN MAPLE GROVE TO TH 252 IN BROOKLYN PARK, HENNEPIN COUNTY, MINNESOTA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1982). AN - 36396674; 3805 AB - PURPOSE: The construction of a new ten-mile trunk highway connecting Interstate 94 (I-94) in Maple Grove, Minnesota, and TH 252 in Brooklyn Park is proposed. The project area is located in the northwestern suburbs of the Minneapolis-St. Paul metropolitan area. The proposed new highway, to be known as TH 610, would be a four-lane, east-west freeway with interchanges located approximately one mile apart and grade separations. In addition to the regional access interchanges at I-94, TH 169, and TH 252, three local access interchanges would be provided in Maple Grove and three in Brooklyn Park. The construction of this segment of TH 610 was proposed in a draft EIS of April 1981 as part of a larger highway construction program; however, the final EIS of August 1982 covered only those portions of the program for which funding was available. Those segments included TH 610 from TH 252 to TH 10 in Coon Rapids, and TH 252 from I-94 in Brooklyn Center to TH 610 in Brooklyn Park; both segments were constructed and opened to traffic in the fall of 1987. Since that time, additional funds have become available to construct the remaining segment of TH 610 from I-94 to TH 252. Only two alternatives are under consideration: the proposed action and the No Action Alternative. The proposed project would include some transportation system management components, such as high- occupancy-vehicle lanes and two or three park-and-ride lots. The estimated construction cost of the project is $115 million in 1992 dollars. The estimated right-of-way acquisition cost is $4 million in 1992 dollars. POSITIVE IMPACTS: The proposed project would be a substantial addition to the transportation network in the metropolitan area. It would stimulate business and employment growth in the corridor and relieve existing and projected traffic congestion. NEGATIVE IMPACTS: The proposed construction would displace 31 residences and three businesses, encroach upon 40 acres of wetlands and 65 acre-feet of floodplain, and result in the loss of 59 acres of prime farmland. Portions of the proposed alignment would traverse developed areas; up to 511 parcels would be out of compliance with federal nighttime noise standards, and up to 31 parcels would be out of compliance with daylight standards. These effects would be lessened considerably if 20-foot-high noise walls were constructed near the affected areas. A historic farmhouse eligible for listing in the National Register of Historic Places would be removed to allow for construction of the proposed Zachary Lane interchange with TH 610. Furthermore, approximately four undeveloped acres of the Elm Creek Park Reserve would be displaced. 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 abstracts of the draft and final EISs, see 81-0517D, Volume 5, Number 4, and 82-0729F, Volume 6, Number 8. JF - EPA number: 920410, 186 pages and maps, October 16, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-81-01-D KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, as amended, 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/36396674?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HUDSON+RIVER+WATERFRONT+TRANSPORTATION+CORRIDOR%2C+HUDSON+AND+BERGEN+COUNTIES%2C+NEW+JERSEY.&rft.title=HUDSON+RIVER+WATERFRONT+TRANSPORTATION+CORRIDOR%2C+HUDSON+AND+BERGEN+COUNTIES%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 16, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF MYRTLE BEACH AIR FORCE BASE, HORRY COUNTY, SOUTH CAROLINA. AN - 36388825; 3766 AB - PURPOSE: The disposal and reuse of Myrtle Beach Air Force Base (AFB) in Horry County, South Carolina, is proposed. Myrtle Beach AFB is situated within the city limits of Myrtle Beach, approximately 85 miles north of Charleston and 60 miles south of Wilmington, North Carolina. It is accessible from US 17 and the Intracoastal Waterway. Myrtle Beach AFB was one of the bases recommended by the 1991 Defense Base Closure and Realignment Commission for closure. President Bush accepted the recommendations, and Congress did not disapprove them within the time stipulated by law. The land that would be disposed of comprises approximately 3,744 acres, including the airfield, aviation support facilities, and various other support facilities. Under the proposed reuse plan, the airfield and aviation support facilities would be used as a commercial aviation facility, and other portions of the base would be developed to support the area's tourist industry. A second runway would be constructed and would become operational for general and corporate aviation purposes by the year 2010. Aviation-related industrial development would occur near the airfield. Existing industry near the base would expand, using base property. A destination resort would occupy approximately 800 acres and would include a theme park, a convention center, a hotel, a commercial enterprise, and recreational facilities. An educational complex would include postsecondary instructional facilities and a magnet high school for gifted and talented students. Four alternatives are under consideration, including a No Action Alternative. All three action alternatives incorporate most of the elements of the proposed reuse plan, but add some additional uses. Two action alternatives would include a golf course, an air museum, medical and recreational facilities, and affordable housing, with a possible provision for homeless housing. The other action alternative would include the following: a low- to medium-security correctional facility incorporating a law enforcement training center; a veterans' cemetery; a PGA golf complex; an air museum; and a campground. POSITIVE IMPACTS: The redevelopment activities under the proposed plan would generate approximately 17,000 jobs in the region by the year 2013, including approximately 9,643 direct jobs, 6,181 indirect jobs, and 1,030 construction-related jobs. The redevelopment project would provide increased income and earnings and generally improve the regional economy. NEGATIVE IMPACTS: Due to an expected population increase in the area during the next 20 years, additional stress would be placed on local service infrastructures, with increased demand for potable water, solid waste disposal, wastewater treatment, electricity, and natural gas. Groundwater overdrafts would increase by 153 percent, and annual runoff by 30 percent. Noise levels, particularly those associated with aircraft operations, would increase, exposing 146 residences and four churches to levels of 65 decibels or greater by 2013. Development activities would result in the loss of 1,296 acres of forestlands, including approximately 167 acres of forested wetlands. Twelve historic structures on the base would lose federal protection. Two archaeological sites could be adversely affected by ground disturbance. Demolition and new construction would require the handling and disposal of asbestos and other hazardous materials. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510). JF - EPA number: 920411, 638 pages and maps, October 16, 1992 PY - 1992 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Employment KW - Hazardous Wastes KW - Historic Sites KW - Housing KW - Impact Assessment Methodology KW - Industrial Parks KW - Military Facilities (Air Force) KW - Museums KW - Noise Assessments KW - Prisons KW - Recreation Facilities KW - Resorts KW - Terminal Facilities KW - Waste Disposal KW - Water (Potable) KW - Water Quality KW - Wetlands KW - South Carolina KW - Myrtle Beach Air Force Base, South Carolina KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance KW - Surplus Property Act of 1944, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388825?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+MYRTLE+BEACH+AIR+FORCE+BASE%2C+HORRY+COUNTY%2C+SOUTH+CAROLINA.&rft.title=DISPOSAL+AND+REUSE+OF+MYRTLE+BEACH+AIR+FORCE+BASE%2C+HORRY+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 16, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEWPORT-HIGHWAY 63: US 67 (NEWPORT TO WALNUT RIDGE/HOXIE), JACKSON, LAWRENCE, CRAIGHEAD, AND POINSETT COUNTIES, ARKANSAS. AN - 36409177; 3801 AB - PURPOSE: The construction of a four-lane, divided highway in Jackson, Lawrence, Craighead, and Poinsett counties in northeastern Arkansas is proposed. The proposed project would extend north to south approximately 32 to 37 miles, connecting Newport and Walnut Ridge /Hoxie and providing an improved route to Jonesboro. The proposed project would upgrade a portion of US 67, which extends from a point near the Texas/Mexico border to Little Rock, Arkansas, then to St. Louis, Missouri, and ultimately to Clinton, Iowa. A No Action Alternative, an alternative that would use the existing US 67 corridor, and five new-location alternatives (Alternatives 1-5) are under consideration. All new alignments would begin northeast of Newport at State Highway (SH) 18, would take a northeastern route roughly parallel to US 67, and would end at the proposed Walnut Ridge/Hoxie bypass (US 63). All alternatives would involve upgrading SH 226 to a four-lane, undivided facility between the selected alternative for US 67 and US 63 in Jonesboro; this connector to Jonesboro would have a right-of-way width of 175 feet and a total length of 15 to 27 miles, depending on which main-line alignment was selected. The right-of-way of the main-line highway would be 300 feet wide, with two 12-foot travel lanes in each direction separated by a variable-width median. The Jonesboro connector would have a 175-foot-wide right-of-way and four 12-foot travel lanes with a painted median. The estimated construction and right-of-way costs range from $174.4 million to $214 million, depending on the alternative selected. POSITIVE IMPACTS: The proposed project would relieve traffic congestion along the existing US 67, enhance economic development in northeastern Arkansas, and improve commerce and travel between Newport, Walnut Ridge, and Jonesboro. Furthermore, the new route would improve the transportation link between Little Rock and St. Louis. NEGATIVE IMPACTS: Depending on the alternative selected, 22 to 144 residences, 10 to 55 businesses, and 1 to 3 nonprofit services would be relocated. Wetland losses would range from 45 to 151 acres. Noise levels would increase substantially in selected areas; up to 317 sensitive receptors would be impacted. Up to 1,705 acres of prime farmland would be converted to highway right-of-way. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920407, 268 pages and maps, October 14, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-92-01-D KW - Cost Assessments KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands 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/36409177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWPORT-HIGHWAY+63%3A+US+67+%28NEWPORT+TO+WALNUT+RIDGE%2FHOXIE%29%2C+JACKSON%2C+LAWRENCE%2C+CRAIGHEAD%2C+AND+POINSETT+COUNTIES%2C+ARKANSAS.&rft.title=NEWPORT-HIGHWAY+63%3A+US+67+%28NEWPORT+TO+WALNUT+RIDGE%2FHOXIE%29%2C+JACKSON%2C+LAWRENCE%2C+CRAIGHEAD%2C+AND+POINSETT+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: October 14, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 13/NC 24 FROM ALL AMERICAN FREEWAY TO INTERSTATE 95 AT THE EXISTING US 13 INTERCHANGE, CUMBERLAND COUNTY, NORTH CAROLINA. AN - 36410305; 3807 AB - PURPOSE: The construction of a multilane divided highway around the northern portion of Fayetteville, North Carolina, is proposed. The proposed project would extend eastward from the All American Freeway approximately 14 miles, cross the Cape Fear River on a new bridge, and end at the existing interchange of Interstate 95 (I-95) and US 13. The proposed project would constitute a segment of a continuous loop around Fayetteville, and would encompass an area of about 24 square miles. Six alternatives, including a No Action Alternative, are considered in this draft EIS. The three primary build alternatives all share a western terminus at the All American Freeway between the Gruber Road and Shaw Road interchanges, and an eastern terminus at the US 13 interchange with I-95. The first alternative would traverse the study area south of Andrews Road before crossing the Cape Fear River and terminating at I-95. The second would follow the same alignment as the first to a point near the eastern boundary of Fort Bragg and MacArthur Road, and would then head in a northeasterly direction to McCloskey Road and generally parallel McCloskey Road before crossing the Cape Fear River and terminating at I-95. The third would follow the alignment of the second to McCloskey Road, continue in a northeasterly direction to cross US 401 north of Slocomb Road, and then turn southeast to cross the Cape Fear River and continue to the I-95 terminus. Each primary alternative has an alternative segment located near the eastern boundary of Fort Bragg near MacArthur Road. The total costs for the project range from $128.9 million to $141.1 million, depending on the alternative selected. POSITIVE IMPACTS: The proposed project would relieve traffic congestion and improve traffic safety in the Fayetteville central business district and in the Fort Bragg vicinity. Traffic volumes in the area are projected to increase greatly by the year 2010, drastically lowering levels of service and increasing accident rates on existing circumferential roadways; therefore, a continuous loop or circumferential route with increased capacity is needed around Fayetteville. NEGATIVE IMPACTS: Depending on the alternative selected, 105 to 243 residences and 10 to 17 businesses would be relocated; in addition, two churches, a cemetery, and 3 to 13 archaeological sites eligible to be listed in the National Register of Historic Places would also be threatened by some of the alternatives. Two neighborhoods would be disrupted by construction and relocations. Noise levels would increase along the project corridor, requiring the construction of noise barriers at a cost of $1,242,317. The construction of stream crossings would increase downstream sedimentation and turbidity. The project would encroach upon 3,960 to 5,205 feet of the Cape Fear River and associated creek and tributary floodways and floodplains. It would cause impacts to 111 to 174 acres of wetlands, 321 to 402 acres of upland forest, and 111 to 313 acres of cultivated fields. Colony sites and habitat of the endangered red-cockaded woodpecker would be threatened or displaced by the project. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Farmland Protection Policy Act, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Multiple Use Sustained Yield Act of 1960 (16 U.S.C. 528 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 920400, 340 pages and maps, October 8, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-03-D KW - Archaeological Sites KW - Birds KW - Bridges KW - Commercial Zones KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Floodways KW - Highway Structures KW - Highways KW - Noise Control KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Endangered Species Act of 1973, Animals KW - Farmland Protection Policy Act, Compliance KW - Multiple Use Sustained Yield Act of 1960, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410305?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+13%2FNC+24+FROM+ALL+AMERICAN+FREEWAY+TO+INTERSTATE+95+AT+THE+EXISTING+US+13+INTERCHANGE%2C+CUMBERLAND+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+13%2FNC+24+FROM+ALL+AMERICAN+FREEWAY+TO+INTERSTATE+95+AT+THE+EXISTING+US+13+INTERCHANGE%2C+CUMBERLAND+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: October 8, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN BYPASS AND WEATHERLY ROAD EXTENSION, HOBBS ISLAND TO I-565, CITY OF HUNTSVILLE AND MADISON COUNTY, ALABAMA (PROJECTS M-8508(1) AND ST-697-7). AN - 36395993; 3799 AB - PURPOSE: The construction of a four-lane, divided, limited-access highway between south and west Huntsville, Alabama, is proposed. The proposed project would provide an alternative north-south corridor to link a rapidly growing employment base in northwestern Huntsville, the expanding U.S. Army Missile Command at Redstone Arsenal, and a developing residential area in southeastern Huntsville. The proposed project would consist of two segments: a Southern Bypass beginning at Memorial Parkway, across from Hobbs Island Road and north of the Tennessee River, and ending at Interstate 565 and Rideout Road in west Huntsville; and a Weatherly Road extension project extending the existing Weatherly Road from Memorial Parkway to the proposed Southern Bypass. Three alternatives, including the No-Build Alternative, are considered in this draft EIS. The build alternatives differ in the alignment of the Southern Bypass. Under the preferred alternative (Alternative 10), the Southern Bypass would extend 14.9 miles, with a portion crossing Redstone Arsenal property and interchanges at Hobbs Island Road, Green Cove Road, Redstone Road, Weatherly Road, Martin Road, Triana Boulevard, Patton Road, Burose Road, Toftoy Freeway, Morris Road, Rideout Road, and Goss Road within the arsenal. Frontage roads for the bypass would be required at various locations throughout the arsenal boundaries of the corridor; at Neal Road, between Triana Boulevard and Martin Road; and on the west side of the bypass along Rideout Road between Overlook and Hale roads. A limited-access service road would be required under the bridge structure south of Martin Road to allow city maintenance crews access to a sewer line. The Weatherly Road extension would be about 4.5 miles long, and would end at the interchange with the proposed Southern Bypass. Total costs for the preferred alternative would be $123.2 million for the Southern Bypass ($50 million less than for the other build alternative) and $37.3 million for the Weatherly Road extension. The City of Huntsville Planning Department also proposes the construction of pedestrian and bicycle trails along the Southern Bypass and the Weatherly Road extension. POSITIVE IMPACTS: The project would provide an alternative north-south corridor with more capacity to move the projected higher volume of area traffic efficiently and safely than the already overcrowded Memorial Parkway. Short-term economic benefits during highway construction would include increased employment opportunities and increased demand for goods and services. NEGATIVE IMPACTS: Under the preferred alternative, the Southern Bypass would convert 27 acres of farmland and 28.9 acres of woodland to highway use; the Weatherly Road extension would convert 18 acres of farmland, 13 acres of woodland, and 4.5 acres of urban land. Impacts to wetlands are unavoidable under the build alternatives, as wetlands cover a third of the study area; under the preferred alternative, approximately 86 acres of wetlands would be bridged, and 4.1 acres would be displaced by fill. The preferred alternative would impact eight sites that are eligible to be listed in the National Register of Historic Places. The building of the Southern Bypass would restrict access to some businesses in the immediate area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 920399, 309 pages, October 8, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-92-02-D KW - Commercial Zones KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Military Facilities (Army) KW - Section 404(b) Statements KW - Trails KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+BYPASS+AND+WEATHERLY+ROAD+EXTENSION%2C+HOBBS+ISLAND+TO+I-565%2C+CITY+OF+HUNTSVILLE+AND+MADISON+COUNTY%2C+ALABAMA+%28PROJECTS+M-8508%281%29+AND+ST-697-7%29.&rft.title=SOUTHERN+BYPASS+AND+WEATHERLY+ROAD+EXTENSION%2C+HOBBS+ISLAND+TO+I-565%2C+CITY+OF+HUNTSVILLE+AND+MADISON+COUNTY%2C+ALABAMA+%28PROJECTS+M-8508%281%29+AND+ST-697-7%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 - Draft. Preparation date: October 8, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 35 (ALVIN FREEWAY) FROM IH 45 SOUTH TO BELLFORT IN THE CITY OF HOUSTON, HARRIS COUNTY, TEXAS. AN - 36411620; 3811 AB - PURPOSE: The construction of a 4.5-mile segment of a new 22-mile freeway that would extend from Houston, Texas, southeast to the city of Alvin in Brazoria County, Texas, is proposed. The proposed new freeway would replace the existing State Highway 35 (Reveille Road/Telephone Road), an at-grade, four- to six-lane arterial being used for local as well as highway use. This final EIS considers only the northernmost segment of the freeway, in Houston, from IH 45 near Elgin Street to the freeway's intersection with Bellfort. The two other segments of the proposed freeway, Dixie Drive to Almeda-Genoa Road and Almeda-Genoa Road to Spur 409 in Alvin, have been studied and cleared from significant environmental impacts in two related EISs. The freeway would have controlled access and would generally consist of eight lanes (or ten where required) with a 40-foot-wide median, 12-foot emergency shoulders on the outside, and 10-foot emergency shoulders on the inside. The median would be wide enough to accommodate future mass transit requirements. Right-of-way widths would vary from approximately 180 to 400 feet, with greater width requirements in the interchange areas. The northern segment of the freeway would be constructed along a corridor generally parallel and adjacent to the Santa Fe Railroad tracks. Approximately 2.7 miles southeast of IH 45, the proposed SH 35 would interchange with IH 610 (the South Loop). The proposed five-level, fully directional interchange would require some renovation of the existing South Loop. The only other alternatives under consideration are the No Action Alternative and the Mass Transit/Public Transportation Alternative. POSITIVE IMPACTS: The project would provide safe, efficient, and convenient traffic service to an area experiencing major industrial and population growth. The census tracts for the area adjacent to the proposed freeway experienced a population increase of 60 percent from 1960 to 1970, and additional growth of 49 percent from 1970 to 1980. Furthermore, the freeway would serve as an emergency evacuation route in the event that a hurricane approaches areas to the south, and would improve access to the University of Houston and Texas Southern University. As a result of the project, overall traffic safety would improve. NEGATIVE IMPACTS: The right-of-way requirements would involve the displacement of approximately 45 residences and 14 businesses; many of the residences are located in minority communities. In addition, the project would require ten acres of land in MacGregor Park. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. PRIOR REFERENCES: For the abstract of the draft EIS, see 83-0592D, Volume 7, Number 11. JF - EPA number: 920395, 183 pages and maps, October 2, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-82-02-F KW - Highway Structures KW - Highways KW - Housing KW - Hurricanes KW - Minorities KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Texas 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/36411620?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+35+%28ALVIN+FREEWAY%29+FROM+IH+45+SOUTH+TO+BELLFORT+IN+THE+CITY+OF+HOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+35+%28ALVIN+FREEWAY%29+FROM+IH+45+SOUTH+TO+BELLFORT+IN+THE+CITY+OF+HOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 2, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OZARK MOUNTAIN HIGHROAD, VICINITY OF BRANSON, MISSOURI. AN - 36404550; 3806 AB - PURPOSE: The construction of an 18-mile, access-controlled highway providing access to and from the city of Branson, Missouri, is proposed. In recent years the Branson area has experienced extraordinary growth in tourism as a result of newly constructed country music entertainment facilities, theme parks, and other recreational facilities. The new highway, to be known as the Ozark Mountain Highroad, would extend westerly a distance of four miles from the vicinity of the existing US 65/Route F intersection, four miles north of Branson, and then southerly across Lake Taneycomo and southeasterly to another intersection with US 65, approximately five miles south of Branson. In addition to the two interchanges with US 65, the highway would have interchanges at Route 248, Route 76, Route 165, and Route 165/265. Two of these interchanges would involve relocating existing roadways: approximately 3,700 feet of Route 76 would be relocated to a site immediately west of the Henning State Forest, and one mile of Route 165 north of the Shepherd of the Hills Fish Hatchery would be relocated in order to improve the interchange location. The hatchery operates on lands leased from the Army Corps of Engineers. The Lake Taneycomo crossing is proposed to be a clear span crossing the lake at a location that would minimize potential impacts to the fish hatchery. The proposed roadway would consist of two traffic lanes in each direction, with full shoulders, separated by a variable-width median. The roadway line and grade would be adapted to fit the rolling terrain of the project area. A design speed of 55 miles per hour is proposed. Four alternatives are under consideration: a No Action Alternative, a Transportation Systems Management Alternative, and Build Alternatives A and B. The estimated construction cost of the preferred alternative (Alternative A) is $140 million to $165 million. POSITIVE IMPACTS: The project would provide safe, efficient, and convenient traffic service to an area experiencing significant population growth and traffic congestion. The yearly delay on Route 76, the major east-west route, is estimated to be over one million vehicle-hours and approximately 2.4 to 3.0 million person-hours. NEGATIVE IMPACTS: Right-of-way requirements under the preferred alternative would involve the acquisition of 1,356 acres of land and the displacement of approximately 22 residences, two businesses, and eight acres of prime farmland. Many of the residential displacements would occur in the Table Rock Town site, which would also be impacted by significant increases in highway noise. The new highway would increase storm water runoff carrying roadborne pollutants into the creeks in the project area. The proposed alignment would affect several historic properties in the Fall Creek Valley and several prehistoric habitation sites in the Lake Taneycomo area. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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. JF - EPA number: 920390, 2 volumes and maps, October 1, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-92-01-D KW - Cost Assessments KW - Creeks KW - Farmlands KW - Fish Hatcheries KW - Highway Structures KW - Highways KW - Housing KW - Lakes KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Water Quality KW - Missouri 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 - 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/36404550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OZARK+MOUNTAIN+HIGHROAD%2C+VICINITY+OF+BRANSON%2C+MISSOURI.&rft.title=OZARK+MOUNTAIN+HIGHROAD%2C+VICINITY+OF+BRANSON%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: October 1, 1992 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - New Options for Erosion Control AN - 19148139; 9301842 AB - New alternatives have been developed that can address the effects that highway construction projects have on the environment. A case study of one of these alternatives is the West Forks Project, which was completed in 1991 in Maine. An innovative erosion control mulching and topsoil product presented a solution that not only satisfied the project specifications, but controlled erosion and sediment and had additional environmental benefits, as well. A combination of two soil amendment products--Erosion Control Mix and Superhumus--was proposed as an alternative to loam. These products are derived from paper mill flume grit, and Erosion Control Mix is a coarse grade of this material, while Superhumus has a finer texture. Both products contain high levels of organic matter (up to 50%, much higher than native topsoil's 2-4% range) which makes them ideal for applications that need the high erosion control ability that organic matter offers. The 6-inch layer of material was found to stabilize the bare slopes better than the 2-inch layer of native topsoil that would have been applied, and it required minimal maintenance during the entire construction period. Legumes were chosen for the project because they produce their own nitrogen, a nutrient that the new materials do not provide. By replenishing its own nitrogen supply, the legume mix has a superior ability to offset nitrogen loss arising from organic decomposition. Another proposed application for these products is to use the Erosion Control Mix as a filter berm instead of a silt fence or hay bales. (Fish-PTT) JF - Public Works PUWOAH, Vol. 123, No. 11, p 46-47, October 1992. 1 fig. AU - Walton, C AD - Landscape and Environmental Mitigation Unit, Maine Department of Transportation, Augusta, Maine Y1 - 1992/10// PY - 1992 DA - Oct 1992 KW - Water Resources Abstracts KW - Descriptors: *Erosion control KW - *Highway effects KW - *Maine KW - *Sediment erosion KW - *Soil amendments KW - *Soil conservation KW - *Soil management KW - *Soil stabilization KW - Legumes KW - Loam KW - Nitrogen KW - Organic matter KW - Pulp and paper industry KW - Topsoil KW - SW 2080:Watershed protection UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19148139?accountid=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=&rft.atitle=New+Options+for+Erosion+Control&rft.au=Walton%2C+C&rft.aulast=Walton&rft.aufirst=C&rft.date=1992-10-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - KENAI RIVER BRIDGE CROSSING, STERLING HIGHWAY TO FUNNY RIVER ROAD, KENAI PENINSULA BOROUGH, ALASKA. AN - 36396045; 3800 AB - PURPOSE: The construction of a two-lane highway, with a bridge across the Kenai River, to connect Sterling with Funny River, Alaska, is proposed. The highway and bridge would provide direct access to the state highway system for Funny River, and would provide a logical extension of the transportation network serving the central Kenai Peninsula. Three alternatives, including the No Action Alternative, are considered in this draft EIS. Both build alternatives would cross the Kenai River with a 40-foot-wide bridge and provide a two-lane rural secondary highway between the Sterling Highway and Funny River Road. The highway would have two 12-foot-wide lanes and two eight-foot-wide shoulders. The average width of the road base would be about 90 feet. The right-of-way (ROW) would average 120 feet to accommodate a 30-foot utility easement on the east side. To meet the state's request to mitigate potential impacts on the river's shoreline, a boat launch and parking facility would be constructed at the proposed bridge crossing site to provide river access. Under the preferred alternative, construction would begin at the Funny River Road intersection with Rabbit Run Road, and terminate at the Sterling Highway/Swanson River Road intersection, utilizing existing portions of Scout Lake Loop Road and Alderwood Drive. The total length of the highway would be 2.4 miles, which includes approximately 0.7 miles of new two-lane highway construction and 1.7 miles of upgrade. The total ROW requirements would be 23 parcels (12 acres), which would cost $510,000. The crossing for the 550-foot-long bridge would be at river mile 34. Four acres of palustrine wetlands would be covered with 43,840 cubic yards of fill. The total project cost would be about $8 million. Three alternative bridge designs are being considered for the project. POSITIVE IMPACTS: The project would result in an improved highway network; opportunities for dispersed recreational development; improved access to vital services, such as emergency vehicles, for Funny River residents; reduced travel distances for Funny River residents to obtain goods and services; reduced commuting distances to jobs and schools; and an alternative escape route in the event of forest fires. Recreational and small-scale commercial development would be encouraged. NEGATIVE IMPACTS: Wetlands would suffer a net loss under the preferred alternative. Contaminated runoff into the Kenai River would increase with greater traffic volumes. The improved access to the river by way of the proposed boat launch would result in greater pollutant discharge and seasonal turbidity in the river. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11988, and Executive Order 11990. JF - EPA number: 920386, 347 pages and maps, September 30, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-91-3-D KW - Bridges KW - Highways KW - Land Acquisitions KW - Recreation Facilities KW - Rivers KW - Section 4(f) Statements KW - Water Quality KW - Wetlands KW - Alaska KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 11990, Wetlands KW - Executive Order 11988, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396045?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KENAI+RIVER+BRIDGE+CROSSING%2C+STERLING+HIGHWAY+TO+FUNNY+RIVER+ROAD%2C+KENAI+PENINSULA+BOROUGH%2C+ALASKA.&rft.title=KENAI+RIVER+BRIDGE+CROSSING%2C+STERLING+HIGHWAY+TO+FUNNY+RIVER+ROAD%2C+KENAI+PENINSULA+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: September 30, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 146/MASSACHUSETTS TURNPIKE INTERCHANGE PROJECT, WORCESTER AND MILLBURY, WORCESTER COUNTY, MASSACHUSETTS. AN - 36387717; 3804 AB - PURPOSE: Improvements to east-west transportation links in and around Worcester, Massachusetts, are proposed. Worcester is the second-largest city in New England and currently lacks any direct access to the Massachusetts Turnpike, the major east-west highway in the commonwealth's transportation network. Another major roadway in the area is Route 146, a major link to and from the Blackstone Valley and southern New England. The proposed project would involve upgrading Route 146 from two to four lanes between I-290 in Worcester and Route 20, and upgrading the existing four lanes of Route 146 from Route 20 south to the railroad bridge just south of Route 122A in Millbury. In addition, the project would involve the construction of a turnpike interchange with Route 146 and Route 20, and a toll plaza south of the turnpike. The proposed Route 146 main line would follow the alignment of the existing Route 146, using the existing roadway and running parallel to it until it reached Kane Square, where it would shift to the west, running along the Blackstone River. The road would then shift to the east at the Worcester-Millbury border and run parallel to the existing Route 146 in Millbury. Also proposed is the widening of Route 20 from two lanes to four lanes between Granite Street/Park Hill Avenue and Greenwood Street in Millbury, improvements to the existing interchange between Route 146 and I-290 at Brosnihan Square, and the redesign of the intersection of Routes 146 and 122A in Millbury. The only other alternative under consideration is the No-Build Alternative. The Build Alternative would cost an estimated $130 million over three years. POSITIVE IMPACTS: The proposed project would generate over 1,800 jobs, $1.9 million in local taxes, $115.5 million in business sales, and approximately $62 million in additional household income. By the year 2014, the project would save $15 million in travel time per year and result in the creation of 5,000 new jobs. Improvements in traffic speed would result in decreases in vehicular emissions and energy consumption. The project would provide a direct link from Worcester to the Massachusetts Turnpike and would upgrade the link between Providence and Worcester. NEGATIVE IMPACTS: Right-of-way requirements would involve displacements of approximately 42 to 82 housing units and 31 to 37 commercial properties. Several historic properties lie within the project area, one of which would be displaced by the project. Twenty sites within the project area were found to be contaminated with metals, petroleum products, and /or residuals, which would require further study and remediation. The proposed Route 146 main line would encroach onto existing floodplains, and three acres of wetlands would be lost. The visual aesthetics of a park near the Worcester-Millbury border would be affected by shadows and piers, and possibly by an elevated segment of new roadway. The vegetative and wildlife diversity within the affected portion of the Blackstone River Valley would be diminished. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. JF - EPA number: 920387, 3 volumes and maps, September 30, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS/EIR-92-01-D KW - Air Quality KW - Cost Assessments KW - Employment KW - Energy Consumption KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Housing KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation KW - Wildlife Habitat KW - Wetlands KW - Massachusetts 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/36387717?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+146%2FMASSACHUSETTS+TURNPIKE+INTERCHANGE+PROJECT%2C+WORCESTER+AND+MILLBURY%2C+WORCESTER+COUNTY%2C+MASSACHUSETTS.&rft.title=ROUTE+146%2FMASSACHUSETTS+TURNPIKE+INTERCHANGE+PROJECT%2C+WORCESTER+AND+MILLBURY%2C+WORCESTER+COUNTY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 30, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ND 1806--SOUTH OF FORT LINCOLN TO MANDAN, PROJECT DPC-1-806(018)062, NORTH DAKOTA. AN - 36388352; 3808 AB - PURPOSE: Improvements to an eight-mile segment of North Dakota State Highway 1806 (ND 1806), from the Heart River Bridge in Mandan to south of Fort Lincoln State Park, are proposed. The improvements would include the regrading and surfacing of the existing ND 1806 route from the Heart River Bridge to just north of the St. Anthony Road intersection, and the rerouting of ND 1806 around Fort Lincoln State Park to the west. Through traffic on the existing roadway, including a segment through the park, is expected to increase. The existing road segment through the park would require an extreme amount of cut-and-fill work to bring it up to modern standards; this would have an adverse impact on the public use and historic features of the park. There are three segments in the proposed project. Segment 1 would start at the Heart River Bridge and extend to just south of The Post. The 11th Street SE intersection with ND 1806 would be closed. Eighth Avenue SE would be extended to the north and east so that it would intersect with ND 1806 just south of the Heart River Bridge. Segment 2 would start south of The Post and extend to a point just west of where the western boundary of Fort Lincoln State Park jogs to the east. In segment 2, there are two alternatives for routing ND 1806 around Fort Lincoln State Park. One alternative would pass approximately midway between the west boundary of the park and St. Anthony Road; the other would generally follow St. Anthony Road. Both alternatives would skew to the southeast at their southern ends to the point where they would join with segment 3. Segment 3 would link segment 2 with the completed 3R restoration of ND 1806 south of the state park, and has three alternatives. One alternative would follow a southeasterly course diagonally across farmland, but would avoid park property; the second would follow an east-west section line, which would minimize agricultural impacts but would require right-of-way from the park; and the third would follow a north-south section line one mile farther south than the second, and then follow an east-west section line to the original ND 1806 center line. A bicycle trail and roadway lighting from the Heart River Bridge to 19th Street are also proposed. The project would cost $3.301 million to $4.495 million, depending on which of the alternatives are chosen. POSITIVE IMPACTS: The existing roadway is rapidly deteriorating, and with the projected increases in traffic the deterioration would accelerate. Conflict between park users and through traffic on ND 1806 would occur, with attendant degradation of safety. Doing nothing would ultimately cause more harm to the park than any of the alternatives. Under the proposal, safety would be improved for bicyclists, farmers traveling to market, and motorists in general. NEGATIVE IMPACTS: Under any of the alternatives, farmland would have to be acquired for right-of-way. There are many archaeological and historic sites throughout the project area that could be impacted by the proposed project. Trees, wetlands, and woody draws along the project routes would also be impacted. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.) and Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 920385, 126 pages and maps, September 28, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-92-01-D KW - Archaeological Sites KW - Farmlands KW - Highways KW - Historic Sites KW - Parks KW - Section 4(f) Statements KW - Trails KW - Wetlands KW - North Dakota KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388352?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ND+1806--SOUTH+OF+FORT+LINCOLN+TO+MANDAN%2C+PROJECT+DPC-1-806%28018%29062%2C+NORTH+DAKOTA.&rft.title=ND+1806--SOUTH+OF+FORT+LINCOLN+TO+MANDAN%2C+PROJECT+DPC-1-806%28018%29062%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: September 28, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DANVILLE-RIVERSIDE BRIDGE, SR 0054, SECTION 014, MONTOUR AND NORTHUMBERLAND COUNTIES, PENNSYLVANIA. AN - 36412953; 3809 AB - PURPOSE: The replacement of the Danville-Riverside Bridge in Montour and Northumberland counties, Pennsylvania, is proposed. The existing structure is a seven-span Parker through truss constructed in 1904 that carries State Route 54 (SR 54) over the North Branch of the Susquehanna River and through the towns of Danville, to the northeast of the river, and Riverside, to the southeast of the river. The crossing is a vital transportation link for local and regional traffic. Other crossings are located ten miles to the east and 12 miles to the west. The existing bridge has shown signs of structural deterioration at periodic bridge inspections and is currently being maintained to allow short-term use without the imposition of weight restrictions. Four alternatives are under consideration. The No-Build Alternative would require the imposition of weight restrictions and the detour of trucks to Catawissa or Sunbury to cross the river. The Mill Street Alternative would involve the construction of a new bridge adjacent to and upstream from the existing structure. The alignment would curve to allow the abutments on Mill Street in Danville and Riverside to be placed in a position similar to that of the abutments for the existing structure. Under the Factory Street At-Grade Alternative, the new bridge would be built from the existing location in Riverside to Factory Street in Danville, one block downstream from the existing location. Traffic would use the same roadway surface as that which currently exists on Factory Street. Under the fourth alternative, designated the Factory Street Underpass Alternative, a one-block segment of Factory Street would be excavated to a cut section, a cover and retaining walls would be constructed, and Market Street would cross on the cover at a separated grade. Under all three build alternatives, two-way traffic would be maintained on the existing structure during construction. The Underpass Alternative is the preferred alternative. POSITIVE IMPACTS: The project would allow SR 54 to continue in operation without weight restrictions at the river crossing. A new bridge near the current bridge would serve the social and economic needs of the towns of Danville and Riverside. The underpass concept proposed under the preferred alternative would mitigate the effects of traffic on residential and historic surroundings. Furthermore, the preferred alternative would remove through traffic from Mill Street in Danville, enhancing its shopping atmosphere. NEGATIVE IMPACTS: Both Factory Street alternatives would direct traffic through the historic and residential West Market Street area in Danville. Although the underpass alternative was developed to alleviate the extent of traffic impacts on the area, it would require the displacement of two residences on Factory Street and would introduce elements that are inconsistent with a historic setting. Short-term construction impacts would include considerable traffic delays, increased noise, dust generation, soil erosion, increased vehicular exhaust emissions, and the degradation of visual quality. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. JF - EPA number: 920384, 2 volumes and maps, September 25, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-92-1-D KW - Air Quality KW - Bridges KW - Commercial Zones KW - Erosion KW - Highway Structures KW - Highways KW - Historic Sites KW - Housing KW - Motor Vehicles KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Pennsylvania KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36412953?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+US+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1985%29.&rft.title=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+US+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1985%29.&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, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 45 TO US 41 (US 10), WINNEBAGO COUNTY, WISCONSIN. AN - 36411639; 3814 AB - PURPOSE: The relocation of US 10 in Winnebago County in northeastern Wisconsin is proposed. US 10 is a major arterial highway that serves the Fox River Valley, including the communities of Appleton, Menasha, Grand Chute, and Greenville. The project area begins at the intersection of the current US 10 and US 45 at Greenville and extends to the intersection of the current US 10 and State Highway (SH) 441 in Appleton, a length of 8.6 miles. This segment of highway has 18 traffic signal installations and roadway widths ranging from 24 to 64 feet. Traffic along the current US 10 is projected to increase 49 to 66 percent by the year 2015, which would result in a volume of 10,700 to 47,850 vehicles per day, depending on which section of the highway is being analyzed. The present volume is a mix of large-truck through traffic and local traffic, and accident rates along certain sections of the highway are currently well in excess of statewide averages. Eight alternatives were initially considered, but only one relocation alternative (Alternative 3) was brought forward for serious consideration, and it became the preferred alternative. From the intersection of the current US 10 and US 45, this route would proceed southerly approximately 3.8 miles along the current US 45 to a point approximately 0.25 miles north of Fairview Road. From this point, the route would proceed easterly on a new alignment approximately 3.3 miles to the intersection of American Drive and the current SH 441. The route would proceed along the current SH 441 to its intersection with the current US 10 in Appleton. The new highway would consist of two 12-foot-wide driving lanes in each direction, separated by a 60-foot-wide median. Local roads would be grade separated. The Little Lake Butte des Morts bridge would be widened from four to six lanes to meet traffic needs. The existing US 41/SH 441 interchange would be improved to facilitate freeway-to-freeway traffic movements. Two new interchanges would be constructed, one at US 45 and the other at the West Side Arterial. The estimated total cost of project is $42.6 million. POSITIVE IMPACTS: The proposed relocation of US 10 would divert through truck traffic away from local communities and congested intersections, reducing the accident rate and improving overall traffic safety. NEGATIVE IMPACTS: The project would convert approximately 2.5 acres of wetlands and displace a total of 114 acres, including 104 acres of farmland, six residences, and three businesses. The corridor would sever two farms, although access from abutting roads would be available. In total, eight farms would be affected negatively. The highway structures would encroach onto the 100-year floodplain of Little Lake Butte des Morts, but would not affect water surface elevation or the available flood storage area. 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). JF - EPA number: 920373, 270 pages and maps, September 14, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-92-D-04 KW - Air Quality KW - Bridges KW - Commercial Zones KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses 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/36411639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+45+TO+US+41+%28US+10%29%2C+WINNEBAGO+COUNTY%2C+WISCONSIN.&rft.title=US+45+TO+US+41+%28US+10%29%2C+WINNEBAGO+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: September 14, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WASHINGTON REGIONAL RAPID RAIL TRANSIT SYSTEM, GREEN LINE E ROUTE, MID-CITY SEGMENT (SECTIONS E-2C, E-3, E-4), WASHINGTON, D.C. (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1975). AN - 36411341; 3802 AB - PURPOSE: The construction and operation of the mid-city portion of the Green Line of the Metropolitan Washington Regional Rapid Rail Transit System (Metrorail) in the District of Columbia is proposed. This document supplements the final EIS of August 1975 on construction and operation of the entire Metrorail system. The Metrorail system was originally designed to have 11 routes (lines), ranging in length from 3.2 to 15.5 miles, and was to include lines in northern Virginia and Maryland as well as the District of Columbia. The system was to have comprised a total of 97.2 miles. Since Metrorail's inception, its design has been expanded to comprise 103 miles, of which 89.5 miles are either operational, under construction, or funded for construction. The mid-city portion of the Green Line would extend from approximately 100 feet south of V Street, NW (north of the U Street/Cardozo station), to Fort Totten Drive, NE (west of the Fort Totten station and Fort Totten Park). The segment would be a double-tube subway constructed primarily in earth tunnel at various depths below grade. Under the preferred alternative (the C Alternative), the alignment would proceed north beneath 14th Street, NW, from the study limit south of V Street to a Columbia Heights station located in the vicinity of Harvard Street and Columbia Road. Outbound from the Columbia Heights station, the alignment would split into separate outbound and inbound tunnels, which would curve northeast to line up with Park Road and Monroe Street, respectively. The two tunnels would converge to line up beneath New Hampshire Avenue, which the alignment would follow northeast to Buchanan Street. At Buchanan Street, the alignment would curve eastward beneath the Rock Creek Church Yard and Cemetery and continue to the study limit at Fort Totten Drive. Stations, cross-overs, and most auxiliary facilities would be constructed using cut-and-cover methods. Two underground stations would be provided, one under 14th Street in Columbia Heights and one under Georgia Avenue in Petworth. Parking lots and other surface facilities would also be built. Construction of the mid-city section would begin in mid-1994, with the first year of operation scheduled for late 1999. The estimated capital cost of the proposed project is $642.8 million. POSITIVE IMPACTS: The mid-city portion of the Green Line would constitute a key component of the Metrorail system. It would connect the Green Line segment in Prince Georges County, Maryland (scheduled to go into operation in late 1993), with the segment downtown. This connection would provide residents of north-central Washington with better access to employment and cultural centers both in downtown Washington and in Prince Georges County. Moreover, residents of Prince Georges County would be able to use the Green Line to travel to downtown Washington. Operation of the mid-city segment would also result in secondary social and economic benefits for residents of north-central Washington, including the potential economic revitalization of the older urban commercial areas surrounding the proposed Metrorail stations. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 31 residences, 21 businesses, and 5 institutions. Some utility relocations would be required. The Petworth station facilities would constitute a visual encroachment upon the cityscape. Six historic structures potentially eligible for listing in the National Register of Historic Places would be demolished. Operations could result in noise and vibrational impacts that would slightly exceed accepted criteria at a group of six residences south of the Petworth station. Construction activities would affect 57 businesses near the Columbia Heights and Georgia Avenue/Petworth stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Capital Transportation Act Amendments (P.L. 101-551), 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 final EIS and the draft supplement to the final EIS, see 75-5304F, EIS Cumulative 1970-1976, Volume I; and 91-0330DS, Volume 15, Number 5, respectively. JF - EPA number: 920372, 2 volumes and maps, September 11, 1992 PY - 1992 KW - Roads and Railroads KW - Demolition KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Transportation KW - Visual Resources KW - District of Columbia KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites KW - National Capital Transportation Act Amendments, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WASHINGTON+REGIONAL+RAPID+RAIL+TRANSIT+SYSTEM%2C+GREEN+LINE+E+ROUTE%2C+MID-CITY+SEGMENT+%28SECTIONS+E-2C%2C+E-3%2C+E-4%29%2C+WASHINGTON%2C+D.C.+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1975%29.&rft.title=WASHINGTON+REGIONAL+RAPID+RAIL+TRANSIT+SYSTEM%2C+GREEN+LINE+E+ROUTE%2C+MID-CITY+SEGMENT+%28SECTIONS+E-2C%2C+E-3%2C+E-4%29%2C+WASHINGTON%2C+D.C.+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1975%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES RAIL RAPID TRANSIT PROJECT--METRO RAIL, LOS ANGELES, CALIFORNIA (FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT AND FINAL SUPPLEMENTAL IMPACT REPORT). AN - 36409059; 3803 AB - PURPOSE: The implementation of a Metro Rail rapid transit project to provide system access within the regional core of Los Angeles, California, is proposed. This report constitutes a final supplemental EIS /supplemental environmental impact report (EIR) on a 2.3-mile, two-station underground Metro Rail segment, which would be an extension of the locally preferred alternative (LPA). The LPA, adopted by the Southern California Rapid Transit District in July of 1988, currently terminates at the Wilshire/Western station on the west side of Western Avenue. A double crossover is located just east of the station, and a 75-foot-long ""tail track'' is located immediately west of the station. The proposed action would extend the LPA from its current terminus approximately 2.3 miles along Wilshire, Crenshaw, and Pico boulevards to the Mid-City area at Pico and San Vicente boulevards. More specifically, the 2.3-mile alignment would proceed west under Wilshire Boulevard from the Wilshire/Western station. Just west of Norton Avenue the line would begin turning south, and it would align directly under Crenshaw Boulevard north of 8th Street. The line would proceed under Crenshaw Boulevard, with a station at Olympic/Crenshaw, to a point south of Country Club Drive, where the alignment would begin turning west. The line would become oriented directly under Pico Boulevard east of Plymouth Boulevard and continue west to the interim terminal at the Pico/San Vicente station, where Rimpau intersects with Pico Boulevard. The alignment profile would be 15 to 20 feet lower in some areas than was indicated in the November 1987 draft supplemental EIS/supplemental EIR. The Olympic/Crenshaw station would be a center-platform facility located beneath Crenshaw Boulevard just south of Olympic Boulevard; the 715-foot station would be constructed using cut-and-cover methods and would have a 450-foot platform. The Pico/San Vicente station would also be a center-platform facility with a 450-foot platform, and would also be constructed using cut-and-cover methods. The estimated capital cost of the proposed project in 1992 dollars is $438 million. POSITIVE IMPACTS: The overall rail system, including the proposed segment, would attract thousands of riders for daily boardings, which, along with the supporting bus network, would substantially increase transit use. The land use policies of local and regional plans would be supported. Daily automobile mileage within the area would decline significantly, resulting in substantial energy savings. The traffic conditions on more than half of southern California's most intensely developed section, the regional core, would improve, and the project would create a significant amount of commercial development within the core. Employment near Metro Rail stations would increase significantly, and per-passenger transit costs would decrease. NEGATIVE IMPACTS: Additional traffic near Metro Rail stations would affect local arterial and collector streets, and parking in nearby residential areas could become a problem. Displacement of a gas station and two building supply retail outlets would occur. The ground-borne noise and vibrations from subway train operations would affect 9 churches, 1 medical office, 1 school, 1 theater, 58 single-family residences, and 24 apartment buildings; these effects would be mitigated somewhat by the use of ""soft'' fasteners and a floating slab track-bed in some sensitive areas. Subsurface gas and groundwater could be encountered along the entire 2.3-mile section, and the alignment would traverse the 100-year floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), 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, two draft supplemental EISs, a final supplemental EIS, and a reevaluation report, see 83-0355D, Volume 7, Number 7; 84-0077F, Volume 8, Number 2; 87-0444D, Volume 11, Number 11; 88-0171D, Volume 12, Number 5-6; 89-0211F, Volume 13, Number 4; and 92-0030DS, Volume 16, Number 1, respectively. JF - EPA number: 920371, 485 pages, September 11, 1992 PY - 1992 KW - Roads and Railroads KW - Commercial Zones KW - Cost Assessments KW - Employment KW - Floodplains KW - Natural Gas KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT--METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+FINAL+SUPPLEMENTAL+IMPACT+REPORT%29.&rft.title=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT--METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+FINAL+SUPPLEMENTAL+IMPACT+REPORT%29.&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 - Final. Preparation date: September 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHASE 1 AIRPORT BUSWAY/WABASH HOV IN ALLEGHANY COUNTY, PENNSYLVANIA. AN - 36407805; 3760 AB - PURPOSE: The construction of an 8.1-mile segment of the Airport Busway Corridor between downtown Pittsburgh and the borough of Carnegie, Pennsylvania, is proposed. The segment would constitute the first phase of a proposed 20-mile busway corridor connecting the downtown area and the Greater Pittsburgh International Airport. The Phase I Assessment Area begins in downtown Pittsburgh, crosses the Monongahela River to Station Square, and continues south through the unused Wabash Tunnel to Sawmill Run Boulevard, and west along the Monongahela and Ohio rivers to the Corliss Street area using excess right-of-way. It then continues southwest through the Pittsburgh neighborhoods of Sheraden, Oakwood, and East Carnegie, and the boroughs of Ingram, Crafton, Rosslyn Farms, and Carnegie. This section of the corridor includes several bridges and an abandoned railroad tunnel known as the Berry Street Tunnel. Four alternatives, including a No-Build Alternative, are under consideration. The Transportation Systems Management (TSM) Alternative (Alternative 2) would consist of six suburban park-and-ride lots and modified bus routes to accommodate these new facilities. The Busway Alternative (Alternative 3) would also include six park-and-ride lots as well as eight stations and access points, three parking areas adjacent to the main facility, and a two-lane, eight-mile roadway for buses only from Carnegie to downtown Pittsburgh via existing active and abandoned rail rights-of-way. This proposed route would involve either the Wabash Tunnel high-occupancy-vehicle (HOV) facility with a new HOV bridge to downtown, or the use of existing bridges. The HOV Alternative (Alternative 4) would involve a two-lane roadway for buses and carpools from Carnegie to downtown Pittsburgh along the same alignment as the Busway and with the same facilities. Estimated capital costs for the latter two alternatives range from $168.6 million to $244.5 million, depending on whether or not a new bridge was constructed. The estimated capital cost of the TSM alternative is $10 million. These estimates do not include vehicle costs. POSITIVE IMPACTS: All three action alternatives would result in considerable savings in commuter travel times: the TSM alternative would save an estimated 134,400 minutes of transit time daily, while the Busway and HOV alternatives with new river crossings would save an estimated 540,780 and 762,300 minutes, respectively. The latter two alternatives would dramatically improve access to downtown, the airport, corridor communities, and employment areas along the proposed route, and would stimulate economic development in all these areas. NEGATIVE IMPACTS: Both the Busway and HOV alternatives would require the relocation of five residences and one business. One proposed location for a new bridge would impact the Point State Park parking lot and ticket booth, the Pittsburgh Press parking lot, and the 40-acre Station Square property listed in the National Register of Historic Places. Both alternatives would probably require noise mitigation for 15 residences and one park. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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.). JF - EPA number: 920361, 2 volumes and maps, September 4, 1992 PY - 1992 KW - Air Transportation KW - Airports KW - Bridges KW - Central Business Districts KW - Historic Sites KW - Motor Vehicles KW - Natural Gas KW - Noise Standards Violations KW - Parking KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Greater Pittsburgh International Airport KW - Pennsylvania KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407805?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+1+AIRPORT+BUSWAY%2FWABASH+HOV+IN+ALLEGHANY+COUNTY%2C+PENNSYLVANIA.&rft.title=PHASE+1+AIRPORT+BUSWAY%2FWABASH+HOV+IN+ALLEGHANY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 4, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMMEDIATE ACTION PROGRAM, LINDBERGH FIELD FACILITIES IMPROVEMENTS, SAN DIEGO, CALIFORNIA. AN - 36410129; 3650 AB - PURPOSE: Facility improvements for the San Diego International Airport, Lindbergh Field, California, through an Immediate Action Program (IAP) are proposed. The IAP was designed by the San Diego Unified Port District to relieve immediate congestion at Lindbergh Field through improvements to the most critical passenger processing elements of the airport facility. The continuous and rapid increase and change in traffic experienced at Lindbergh Field has resulted in an increased frequency of congested conditions in the passenger terminals, on terminal roads, in auto parking lots, and on the main regional access roads connecting the airport to the San Diego metropolitan region. Four alternatives, including the No Action Alternative and the IAP, are considered in this draft EIS. The IAP consists of the following facility improvements needed to support the projected increased passenger demand: the addition of a new eight-gate air passenger terminal concourse on the site of the existing employee parking lot; development of the West Terminal apron adjacent to the new concourse; expansion of the existing West Terminal baggage claim building; modification of existing parking and airport roadway improvements, including construction of a ""flyover'' connector to Harbor Drive, and Harbor Drive interchange modifications; expansion of the airport fuel farm to include an additional one million-gallon-capacity jet fuel storage tank; regional access improvements, including the widening of Laurel Street between Harbor Drive and Pacific Highway; expansion of public parking lots, including the incorporation of an area now occupied by car rental parking; and associated Port Master Plan amendments as required. The capital costs of the IAP would total $24.4 million. POSITIVE IMPACTS: With the implementation of the IAP, the airport would be able to accommodate 14.7 million air passengers and 220,102 air carrier and commuter operations per year by 1995; without improvements, the airport would be able to serve only 12.2 million passengers and 185,861 operations per year, which would result in a worsening of congestion at the field and its associated facilities. NEGATIVE IMPACTS: Even with the implementation of the IAP, the airport would still fall short of accommodating the projected 16.7 million air passengers and 237,000 air carrier and commuter operations per year requiring service by 1995. The parking facilities for air passengers would continue to be inadequate. The significant environmental impacts of the IAP would include increased aircraft noise, air pollutant emissions from aircraft and additional air passenger vehicles, and traffic generation on North Harbor Drive. The project is technically out of compliance with the Department of Transportation Act, Section 4(f), which requires that all possible planning be incorporated into the project design to minimize harm to an affected portion of Spanish Landing Park. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 920344, 399 pages and maps, August 19, 1992 PY - 1992 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Buildings KW - Highway Structures KW - Highways KW - Parking KW - Parks KW - Roads KW - Section 4(f) Statements KW - Storage KW - San Diego International Airport, Lindbergh Field KW - California KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+ROUTE+PR-3%2C+HUMACAO-GUAYAMA%2C+PUERTO+RICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1989%29.&rft.title=RELOCATION+OF+ROUTE+PR-3%2C+HUMACAO-GUAYAMA%2C+PUERTO+RICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1989%29.&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: August 19, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST VALLEY HIGHWAY, 9000 SOUTH TO 12600 SOUTH, WEST JORDAN CITY, SOUTH JORDAN CITY, AND RIVERTON, SALT LAKE COUNTY, UTAH. AN - 36408842; 3730 AB - PURPOSE: Construction of a continuation of the West Valley Highway from its current planned terminus at 9000 South to a connection with Interstate 15 (I-15) at 12600 South in Salt Lake County, Utah, is proposed. The highway has been a part of long-range planning for the transportation system in Salt Lake County since the 1950s and would meet the projected traffic demand in the most rapidly growing portion of the Salt Lake Valley, as well as relieving congestion on the I-15 corridor in the middle of the metropolitan valley. A No Action Alternative and three build alternatives are considered in this draft EIS. All build alternatives would entail a limited-access highway designed to American Association of State Highway and Transportation Officials standards for a 60 mile per hour (mph) facility, although it would be posted at 50 mph. The road prism would consist of a 16-foot median with a concrete barrier, four 12-foot travel lanes, and 10-foot outside paved shoulders within a 150-foot right-of-way (ROW). Curbs and gutters would be constructed on both sides of the pavement. Storm drains would provide storm runoff capabilities of approximately 38 cubic feet per second. As a limited-access highway, the ROW would be bounded by a 6-foot-high fence to restrict pedestrian access. Sidewalks would be limited to designated intersections and would not be constructed adjacent to the proposed facility. Intersections for connecting existing east-west streets would be located at 9000 South, 10400 South, 11400 South, and 12600 South. A grade-separated crossing (overpass/underpass) would be constructed at 11800 South. The project would take two construction seasons to complete, and would not cause extended road closures or detours. Under the preferred alternative (the West Alternative), the facility would be 4.6 miles in length and would begin at approximately 3600 West on 9000 South. South of this point, the route would pass through the communities of West Jordan, South Jordan, and Riverton en route to its southern terminus at 12600 South. The alignment would proceed due south along 3600 West for approximately 11,300 feet to 10800 South. At this point it would bear southwest to what would be approximately 3900 West and then continue due south to 12600 South. The alignment would be on relatively level terrain, with its steepest gradient being 2.6 percent, and would traverse primarily agricultural or fallow land. The costs for ROW purchase and construction are estimated at $18.3 million. POSITIVE IMPACTS: Population growth in southwestern Salt Lake Valley is projected to be approximately 11 percent annually through the design year of 2015; the West Valley Highway would relieve projected congestion on the existing parallel routes of 2700 West and Redwood Road, and would provide for adequate levels of service on these roads and their associated intersections. Community economic growth and tax bases would be anticipated to expand due to improved accessibility. Implementation of the preferred alternative would not require any residence relocations. NEGATIVE IMPACTS: Under the preferred alternative, approximately 43 acres of prime farmland would be taken out of production and three existing irrigation wells would be lost. The ROW would split 12 farm units, thereby making these parcels less productive. In addition, there could be ROW acquisition conflict between the facility and a new aqueduct adjacent to the existing Jordan Aqueduct with approximately 8,300 feet of ROW adjacency. Development of the facility would result in visual aesthetic degradation at 49 residences and in long-term noise impacts to 18 receivers. The project would require crossing Bingingham Creek at a location heavily contaminated with heavy metals. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 920327, 192 pages and maps, August 13, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-92-01-D KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Noise KW - Pipelines KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality KW - Utah KW - Department of Transportation 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/36408842?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+VALLEY+HIGHWAY%2C+9000+SOUTH+TO+12600+SOUTH%2C+WEST+JORDAN+CITY%2C+SOUTH+JORDAN+CITY%2C+AND+RIVERTON%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=WEST+VALLEY+HIGHWAY%2C+9000+SOUTH+TO+12600+SOUTH%2C+WEST+JORDAN+CITY%2C+SOUTH+JORDAN+CITY%2C+AND+RIVERTON%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CONNECTOR, LR 1067, SECTION A01, CUMBERLAND COUNTY, PENNSYLVANIA. AN - 36387506; 3729 AB - PURPOSE: The construction of a four-lane, limited-access highway, designated as Legislative Route 1067 (or the Interstate 81 Connector), in the eastern portion of Cumberland County in south-central Pennsylvania is proposed. The new facility would consist of two 12-foot-wide lanes in each direction, separated by a median of variable width. The facility would have eight-foot inside and ten-foot outside shoulders. It would extend from the end of the Harrisburg Expressway (US 11), just west of Sporting Hill Road, northward approximately three miles to the existing interchange on I-81 east of Lamb's Gap Road. One alignment, with four build options, is given detailed consideration in this document. The preferred build option (Alternative 8D) would include a full interchange on Creekview Road, a low-profile alignment, and a low-profile bridge across the Conodoguinet Creek. The highway would begin at the end of the Harrisburg Expressway and extend northwesterly, crossing under Skyport Road. The alignment would then cross the Conodoguinet Creek at a point approximately 4,600 feet downstream from the existing Lamb's Gap Road Bridge, cross Creekview Road, and continue northwesterly over Locust Lane, connecting with the existing ramps of the I-81 interchange. Noise barriers would be included in the project design. The cost of the project is estimated at $41.8 million. POSITIVE IMPACTS: The I-81 Connector would complete a missing link in the regional highway network serving the Harrisburg area; the network includes I-81, I-83, US 11, and US 15. The highway would also serve to reduce traffic volumes on local roads, particularly the Carlisle Pike, by providing a limited-access connection between I-81 on the north and the Harrisburg Expressway on the south. NEGATIVE IMPACTS: The development of 141.6 acres of rights-of-way would affect two farm parcels containing 45 acres of land. Access to farm fields and the movement of livestock would also be affected. All four build options would have a major impact on the visual quality of the predominantly rural area. Some 261.7 acres of vegetation and wildlife habitat would be lost. Property associated with the Croghan House historic site, which is eligible for inclusion in the National Register of Historic Places, and with six archaeological sites lies within the project impact area. A number of sensitive receptors would be exposed to significant noise levels; 44 receptors would be exposed to noise levels that exceed federal standards. The project would also encroach on the open-water channel of Conodoguinet Creek. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (32 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 89-0155D, Volume 13, Number 3. JF - EPA number: 920321, 453 pages and maps, August 6, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-89-01-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Pennsylvania 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, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387506?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=South+Mountain+and+the+Triassic+in+Adams+County&rft.title=South+Mountain+and+the+Triassic+in+Adams+County&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: August 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 71, I-44 TO ARKANSAS STATE LINE, JASPER, NEWTON, AND MCDONALD COUNTIES, MISSOURI (JOB NO. 7-P-71-427). AN - 36396340; 3718 AB - PURPOSE: The construction of a divided, dual-lane, controlled-access highway (US 71) between Interstate 44 (I-44) and the Arkansas state line in Jasper, Newton, and McDonald counties, Missouri, is proposed. The project would begin in southern Jasper County and cross both Newton and McDonald counties before reaching the Arkansas state line. The 41- to 47-mile highway would have a 24-foot, 2-lane pavement in each direction with 10-foot outside shoulders and a 60-foot median. Access to the facility would be provided only by interchanges. Improvements to the existing Route 71 between Joplin and Tipton Ford or Joplin and Neosho would be required and are included in this project. Two primary build alternatives are considered in this final EIS. The connection of segments of the two primary alternatives at two separate locations represents third and fourth alternatives. A No-Build Alternative is also considered. Alternative 1 would begin at I-44, approximately three miles east of Joplin, and proceed south along the existing Route 71 corridor to the Arkansas state line. Alternative 2 would begin at the I-44 /US 71 Alternate (71A) interchange south of the city of Carthage, proceed south along the Route 71A corridor to a point east of Neosho where existing US 60/71A curves west, and continue south on a relocated route to the Arkansas state line. Alternative 3 would connect Alternative 2 to Alternative 1 via Route 60/71A south of the city of Neosho. Alternative 4 would connect Alternative 2 to Alternative 1 via a segment that begins just south of Missouri Route D (Newton County) and extends southwest to a point near Kelly Springs north of the city of Anderson. Alternative 1 is the preferred alternative. The estimated costs of Alternatives 1, 2, 3, and 4 are $215.9 million, $259.6 million, $239.2 million, and $244.3 million, respectively. POSITIVE IMPACTS: The freeway would become part of a north-south, multistate system from Kansas City, Missouri, to Shreveport, Louisiana. Capacity problems affecting the existing facility would be relieved; existing and expected traffic levels would be accommodated; and driving safety would be improved. Regional development and economic competitiveness would improve through the attraction of manufacturers and industries, increased employment opportunities, increased retail sales, increased tax revenues, and better access to regional recreational facilities. NEGATIVE IMPACTS: The development of 2,005 acres of rights-of-way under the preferred alternative would result in the displacement of 328 persons, 96 residential units, and 26 commercial units. Five nonprofit organizations/schools would also be displaced. Other land affected would include 3.3 acres of wetlands, 14,400 linear feet of floodplains, and known cultural resource sites. Tax losses would total $32,300. LEGAL MANDATES: 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 EIS, see 90-0047D, Volume 14, Number 1. JF - EPA number: 920317, 406 pages and maps, August 4, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-90-02-F KW - Cultural Resources KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Missouri 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/36396340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-08-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+71%2C+I-44+TO+ARKANSAS+STATE+LINE%2C+JASPER%2C+NEWTON%2C+AND+MCDONALD+COUNTIES%2C+MISSOURI+%28JOB+NO.+7-P-71-427%29.&rft.title=US+ROUTE+71%2C+I-44+TO+ARKANSAS+STATE+LINE%2C+JASPER%2C+NEWTON%2C+AND+MCDONALD+COUNTIES%2C+MISSOURI+%28JOB+NO.+7-P-71-427%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: August 4, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WINSTON-SALEM NORTHERN BELTWAY (WESTERN SECTION), 16.7 MILES FROM US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA. AN - 36410468; 3725 AB - PURPOSE: The construction of the western section of the Northern Beltway, a loop roadway in western Forsyth County, North Carolina, is proposed. The project would extend from Stratford Road (US 158) southwest of Winston-Salem to US 52 in the north, near Rural Hall. The facility would connect with the eastern section of the Northern Beltway at US 52. When completed, the two facilities would serve as a loop around the north side of Winston-Salem. The project is scheduled for construction in four phases, with right-of-way acquisitions beginning in federal fiscal year (FFY) 1995 and construction starting in FFY 1997. A No-Build Alternative and eight build alternatives are considered in this draft EIS. The build alternatives consist of two feasible general corridors for construction within the Muddy Creek Basin, with two potential northern end points and two possible crossover segments in the vicinity of US 421. The proposed facility would be a multilane, divided roadway, with full control of access. Design speed would be 70 mph. Except at the southern end point, all access to the proposed facility would be limited to grade-separated interchanges. Projected traffic in the design year (2015) ranges from 25,400 to 48,800 vehicles per day for the westernmost alternative, and 30,300 to 57,000 vehicles per day for the easternmost alternative. Six lanes would be required for the westernmost alternative between US 421 and Robinhood Road. The easternmost alternative would require six lanes from US 421 to Yadkinville Road. The remainder of the project would have four lanes. The estimated costs for project alternatives range from $217.9 million to $247.6 million. The benefit-cost ratios for the project range from 1.474 for the westernmost route to 2.120 for the easternmost route. POSITIVE IMPACTS: The proposed project would result in improved transportation flows and reduced congestion on the principal radial arteries throughout the area. Air quality would improve under the build alternatives, compared with the level under the No-Build Alternative, by the year 2015; vehicles would be diverted from congested arterials with traffic signals to a continuous-flow facility without signals. A potential benefit provided by the alignments adjacent to Silas and Muddy creeks would be the purchase of land and the construction of green-way facilities for donation to Forsyth County as a transportation enhancement measure. Suitable areas would range in size from approximately 40 acres to approximately 550 acres. NEGATIVE IMPACTS: Residential relocations would range from 266 to 408. Approximately 20 percent of the relocations along the westernmost alignment and 15 percent along the easternmost alignment would be of minority families. Business relocations would range from 5 to 25. Major floodplain and floodway encroachment along Silas and Muddy creeks would result from all alternatives. Encroachments into the 100-year floodplain would range from 78 acres to 177 acres. Temporary water quality impacts would result from increased sediment loading associated with construction. The number of residences with unacceptable noise impacts would range from 55 to 122 without noise abatement barriers and 30 to 55 with economically feasible barriers. From two to four properties that are listed in, or are eligible for being listed in, the National Register of Historic Places would be adversely affected, and there would be adverse archaeological impacts as well. Biotic communities, including existing vegetation, wetland communities, and associated wildlife, would be impacted by all alternatives. The right-of-way requirements for project alternatives would range from 1,149 to 1,273 acres. Forestland affected would range from 481 to 678 acres, and agricultural land, from 196 to 294 acres. Wetlands affected would range from 6 to 12 acres, with the largest individual impact area being less than 5 acres in size. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 920316, 445 pages and maps, August 3, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-06-D KW - Air Quality KW - Archaeological Sites KW - Commercial Zones KW - Cost Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Minorities KW - Noise KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Site Planning KW - Traffic Analyses KW - Traffic Control KW - Urban Development KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, 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/36410468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=David&rft.date=1993-01-01&rft.volume=12&rft.issue=&rft.spage=2&rft.isbn=&rft.btitle=&rft.title=Annual+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&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 3, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TERP 050, AN ACCESS ROAD TO PAGO PAGO PARK, AMERICAN SAMOA. AN - 36404469; 3710 AB - PURPOSE: The construction of a new two-lane, 1,430-foot-long access road across Pago Pago Park in the village of Pago Pago, American Samoa, is proposed. The park contains approximately 27 acres of filled land located at the head of Pago Pago Harbor adjacent to the village. The new section of highway, which would be designated Territorial Primary Route (TERP) 050, would connect with TERP 001 at its southern end near the American Samoa Development Bank at the entrance to Pago Pago and again at its northern end near Korea House. A bridge would be constructed to carry the new road over the lower reach of Vaipito Stream, the main drainage channel of the Pago Pago watershed. Three alignment alternatives and a Transportation System Management Alternative, as well as the No Action Alternative, are under consideration. The preferred alternative (Alternative 3) would be situated approximately 600 feet inland from the present shoreline of the park. POSITIVE IMPACTS: In addition to improving access to Pago Pago Park, the new highway segment would provide an alternative connection for emergency response vehicles traveling between the port (the western portion of Tutuila Island) and the canneries (the eastern portion of Tutuila). The highway segment would also allow through traffic to skirt the often-congested section of TERP 001 through the business district of Pago Pago, thereby reducing the number of pedestrian and automobile accidents. Surface drainage improvements installed as a part of the new project would reduce chronic drainage problems along the north side of the park. NEGATIVE IMPACTS: The preferred alternative would displace 2.42 acres of parkland. Construction could cause a decrease in tourists visiting the harbor area and Pago Pago Village. In addition, construction would cause a permanent loss of aquatic species habitat in the lower reach of Vaipito Stream as the present channel was filled. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 90-0426D, Volume 14, Number 6. JF - EPA number: 920313, 349 pages and maps, July 30, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AS-EIS-90-91-F KW - Bridges KW - Central Business Districts KW - Creeks KW - Highways KW - Islands KW - Parks KW - Recreation Facilities KW - Traffic Analyses KW - Visual Resources KW - American Samoa KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TERP+050%2C+AN+ACCESS+ROAD+TO+PAGO+PAGO+PARK%2C+AMERICAN+SAMOA.&rft.title=TERP+050%2C+AN+ACCESS+ROAD+TO+PAGO+PAGO+PARK%2C+AMERICAN+SAMOA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Pago Pago, American Samoa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 30, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HONOLULU RAPID TRANSIT PROGRAM, HONOLULU, HAWAII. AN - 36412540; 3715 AB - PURPOSE: The construction and operation of an elevated, fixed-guideway rapid transit system within the Honolulu metropolitan area of Oahu, Hawaii, is proposed. The proposed system would consist of a rubber-dampened, steel-wheel articulated vehicle that would operate on a continuously welded steel rail along a 15.9-mile route, from Waiawa to downtown Honolulu, and then to the University of Hawaii. The vehicle would be 95 feet in length and be propelled by AC-drive technology. The proposed system would consist of dual tracks operating in both directions; it would have 22 stations, three park-and-ride lots, and one maintenance yard. The alignment would serve the central business district (CBD) from the Ewa direction (west) by following Kamahameha Highway past the Honolulu International Airport along the makai (ocean) side of the H-1 viaduct, and then following Dillingham Boulevard into the CBD. The CBD segment would be a standard aerial structure along Nimitz Highway, and would then follow Halekauwila Street, Ward Avenue, Waimanu Street, and Kona Street to the Ala Moana Center. The alignment would continue on Kona Head to the University of Hawaii along Kona Street, Atkinson Drive, Kapiolani Boulevard, and University Avenue. It would terminate at the University/Quarry station at the University of Hawaii. The estimated capital costs for the project are approximately $2.02 billion in 1991 dollars; approximately $258.8 million of these costs would be related to bus service. POSITIVE IMPACTS: The proposed system would provide for the mass transit needs of the areas served, including low-income areas. The system would decrease daily vehicle trips by 38,600 compared with the No-Build Alternative. Annual rider savings are estimated at $28.03 million. The time and mileage savings for both automobile commuters and transit system commuters would be substantial as well. Reduced automobile use would result in improvements in air quality. Access to the CBD, government buildings, the University of Hawaii, Pearl Harbor, area community colleges, and other community facilities would be improved. NEGATIVE IMPACTS: Rights-of-way development for the proposed guideway transit system would result in the displacement of 55 businesses and would disturb four sites of historic interest. Some 25 acres of vegetation at one site could be lost as a result of construction of the maintenance facility, which could also disturb the aquifer that underlies it. Airborne noise criteria could be exceeded at three locations because of the installation of crossovers and turnouts. LEGAL MANDATES: Department of Transportation Act of 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 and a supplement to the draft EIS, see 90-0117D, Volume 14, Number 2, and 92-0098D, Volume 16, Number 2, respectively. JF - EPA number: 920306, 3 volumes and maps, July 24, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Cost Assessments KW - Historic Sites KW - Motor Vehicles KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Visual Resources KW - Water Supply KW - Hawaii KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, 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/36412540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOLULU+RAPID+TRANSIT+PROGRAM%2C+HONOLULU%2C+HAWAII.&rft.title=HONOLULU+RAPID+TRANSIT+PROGRAM%2C+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: July 24, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF US HIGHWAY 2 BETWEEN COLUMBIA HEIGHTS AND HUNGRY HORSE, FLATHEAD COUNTY, MONTANA (PROJECT F1-2(39) 138). AN - 36411432; 3720 AB - PURPOSE: The reconstruction of 4.4 miles of US 2 in Flathead County, Montana, is proposed. The Montana Department of Transportation (MDT) proposes to widen the existing route from Columbia Heights, a suburb of Columbia Falls, to Hungry Horse. The proposed action would include the replacement of a bridge over the South Fork of the Flathead River, which is necessary because the existing facility is worn out and warrants traffic safety and capacity improvements. Three alternatives, including the No Action Alternative, are considered in this draft EIS. The MDT preferred alternative would involve a four-lane design to replace the 24-foot-wide, two-lane facility; the design would include a continuous-median/left-turn lane from the project's beginning to Berne Road, where a new river access and historic exhibit area are proposed. An undivided four-lane road is proposed for the Berne Road-to-Hungry Horse section of the corridor. As mitigation for impacts to Berne Memorial Park, MDT would develop the new access on the Flathead River and enhance recreational opportunities in the region. POSITIVE IMPACTS: All build alternatives would provide operational and safety improvements over the existing facility, including a reduction in accident rates. The preferred alternative would provide for (1) a wider shoulder lane, which would improve bicycle facilities in the corridor; (2) sidewalks, which would facilitate pedestrian movement; and (3) the control of future land uses and protection of visual resources in Badrock Canyon through the acquisition of private lands. NEGATIVE IMPACTS: All build alternatives would impact the Flathead River and riparian areas in Badrock Canyon by clearing right-of-way and placing fill in the river. Bald eagles could be affected by the removal of vegetation that is occasionally used for perching and roosting sites along the river. Some farmland would be converted for right-of-way. Some features of Berne Memorial Park and the use of its facilities would be affected by any of the build alternatives. The right-of-way acquisition would displace several households and businesses along the corridor, and some portions of yards and parking areas would be lost. Additional development along the corridor could be stimulated by highway reconstruction and improved access. Visual resources in Badrock Canyon would be adversely affected by the removal of trees and excavation of rock cliffs. 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: 920307, 314 pages and maps, July 24, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-92-02-D KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Highways KW - Historic Sites KW - Land Use KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Trails KW - Visual Resources KW - Flathead National Forest KW - Montana KW - Department of Transportation Act of 1966, as amended, 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/36411432?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+US+HIGHWAY+2+BETWEEN+COLUMBIA+HEIGHTS+AND+HUNGRY+HORSE%2C+FLATHEAD+COUNTY%2C+MONTANA+%28PROJECT+F1-2%2839%29+138%29.&rft.title=RECONSTRUCTION+OF+US+HIGHWAY+2+BETWEEN+COLUMBIA+HEIGHTS+AND+HUNGRY+HORSE%2C+FLATHEAD+COUNTY%2C+MONTANA+%28PROJECT+F1-2%2839%29+138%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 - Draft. Preparation date: July 24, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROANOKE RIVER PARKWAY, BEDFORD, FRANKLIN, AND ROANOKE COUNTIES, VIRGINIA. AN - 36409090; 3708 AB - PURPOSE: The construction of an extension of the Blue Ridge Parkway along the Roanoke River, and of a regional visitor center to orient travelers using the parkway, in the Roanoke, Virginia, region is proposed. The highway segment would consist of a 1.5-mile spur road from the Blue Ridge Parkway to the proposed Virginia's Explore Park, an education-oriented state park. Less than 1 percent of the park road corridor would cross the 100-year floodplain of a small unnamed tributary of the Roanoke River. To allow for the protection of natural and cultural resources and scenic views along the park road, as well as the potential development of recreation facilities, a park road protection area would be established that would create a setting similar to that along the Blue Ridge Parkway. The area would encompass approximately 200 acres, including 33 acres of private land. Acquisition costs would be about $350,000. Park road construction costs would be approximately $9.5 million, and annual operation costs about $69,000. Three other action alternatives for building a proposed Roanoke River Parkway, each involving longer segments of roadway, are also considered in this final EIS, along with the No Action Alternative. In addition, five alternative sites for a visitor center are considered. The proposed site for the visitor center is on the north side of the Roanoke River. Construction of the visitor center would cost $7.5 million; annual operating costs would be about $23,000. POSITIVE IMPACTS: Needed access to Virginia's Explore Park would be provided by the spur road, and information concerning the Blue Ridge Parkway and surrounding region would be available at the visitor center. NEGATIVE IMPACTS: Implementing the proposed action would affect approximately 0.15 acres of wetlands. Regionally important habitat would be preserved under federal ownership, but animal losses would be proportional to the habitat displaced by construction. Land acquisition would affect one private residence and one commercial site. Traffic on the spur road and the Blue Ridge Parkway would approach unstable flow conditions during peak hours, with all of the traffic on the spur road resulting from visits to Virginia's Explore Park. LEGAL MANDATES: Surface Transportation and Uniform Relocation Assistance Act of 1987 (P.L. 100-17). PRIOR REFERENCES: For the abstract of the draft EIS, see 90-0260D, Volume 14, Number 4. JF - EPA number: 920300, 536 pages and maps, July 23, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FES-92-16 KW - Cultural Resources KW - Endangered Species (Animals) KW - Floodplains KW - Highway Structures KW - Highways KW - Industrial Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Surface Transportation and Uniform Relocation Assistance Act of 1987, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROANOKE+RIVER+PARKWAY%2C+BEDFORD%2C+FRANKLIN%2C+AND+ROANOKE+COUNTIES%2C+VIRGINIA.&rft.title=ROANOKE+RIVER+PARKWAY%2C+BEDFORD%2C+FRANKLIN%2C+AND+ROANOKE+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Vinton, Virginia; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 23, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 421 FROM JUST WEST OF THE SOUTH FORK NEW RIVER TO SR 1361, WATAUGA COUNTY, NORTH CAROLINA. AN - 36407063; 3724 AB - PURPOSE: Improvements to a ten-mile section of US 421 in Watauga County, North Carolina, are proposed. The roadway section extends from just west of the South Fork New River, east of the town of Boone, to SR 1361, east of the town of Deep Gap. The existing two-lane roadway is characterized by steep grades, sharp curves, and narrow pavement. US 421 is the main highway link between the Piedmont and northwest North Carolina, linking the towns of Winston-Salem, Yadkinville, Wilkesboro, North Wilkesboro, and Boone. A four-lane US 421 would safely and effectively connect the northwest part of the state with Interstate 77, Interstate 40, and US 52. In addition to the Transportation Systems Management Alternative, the Mass Transit Alternative, the Improve Existing Corridor Alternative, and the No Build Alternative, three build alternatives are under consideration; each would rely mainly on new roadway locations within corridors roughly parallel to the existing US 421. Alternatives A and C generally follow a more northerly route in relation to the existing US 421, while Alternative B is located just to the south of US 421 for roughly half of its proposed length. Under each alternative, the existing US 421 would continue to function as a local collector. All three alternatives would cross the Blue Ridge Parkway at the same point near Deep Gap. Seven crossing alternatives are under consideration; the preferred alternative (Alternative 4) would involve the removal of the existing stone facade arch bridge and the construction of two similar bridges. Four lanes of US 421 would pass under the parkway, and access between the two roadways would be provided. Access control would be partial, consisting of at-grade intersections with designated local roads and permit access from private driveways. The estimated total costs of the build alternatives range from $58.9 million to $59.2 million; the estimated cost of the preferred parkway crossing is $3.6 million. POSITIVE IMPACTS: The proposed project would remove through traffic from an operationally deficient roadway and thereby improve traffic safety conditions and intrastate east-west travel. The proposed improvements were included in the state's 1978-84 Highway Improvement Program. NEGATIVE IMPACTS: Right-of-way requirements would displace up to 57 residents, 14 businesses, 2 nonprofit organizations, 98.2 acres of prime farmland, 184.1 acres of pasture or fields, 142.3 acres of forest, and 5 acres of wetlands. In addition, the build alternatives would disturb up to 40 graves, 3 archaeological sites, and 1 historic site eligible for inclusion in the National Register of Historic Places. Increases in noise levels would affect up to 51 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: 920301, 306 pages and maps, July 23, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-08-D KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Cost Assessments KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, as amended, Parks 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/36407063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Karen&rft.date=1993-01-01&rft.volume=12&rft.issue=&rft.spage=12&rft.isbn=&rft.btitle=&rft.title=Annual+Field+Trip+Guidebook+-+Harrisburg+Area+Geological+Society&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 23, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 126 EXTENSION BETWEEN INTERSTATE 5 AND STATE ROUTE 14, SANTA CLARITA, LOS ANGELES COUNTY, CALIFORNIA. AN - 36404587; 3714 AB - PURPOSE: The extension of State Route (SR) 126 from Interstate 5 (I-5) to SR 14 in the city of Santa Clarita in northern Los Angeles County, California, is proposed. The proposed east-west roadway would extend for a distance of approximately ten miles. The project area is located in the northern foothills of the San Gabriel Mountains approximately 35 miles northwest of downtown Los Angeles and 40 miles east of the Pacific Ocean at Ventura. The existing SR 126 extends from SR 101 in Ventura to Castaic Junction on I-5, and then follows a generally circuitous route through the project area before terminating at SR 14. Two build alternatives are under consideration: the north alignment and the south alignment. Both alignments would follow the route of Newhall Ranch Road for more than half of their proposed length. Newhall Ranch Road would be upgraded to an eight-lane divided roadway within a basic 180-foot right-of-way. Beyond Bouquet Canyon Road, the north alignment would encroach upon the Santa Clara River floodplain before ascending into the foothills along the north side of the river. The alignment would cross the river near the intersection of Whites Canyon Road and Soledad Canyon Road, and follow the right-of-way already acquired by the county until joining existing connector ramps to SR 14. The south alignment would cross the river approximately one mile east of Bouquet Canyon Road and continue on an easterly route south of the river until it connected with SR 14 at the same point as the north alignment. The north alignment would be approximately one-half mile longer than the south alignment. The estimated total cost of the north alignment is $283 million, compared with $307 million for the south alignment. POSITIVE IMPACTS: The proposed project would improve east-west travel within the Santa Clarita Valley, an area that experienced explosive population growth during the 1980s. The existing roadway is currently operating near its capacity, and its accident rate exceeds the expected rate for a roadway of that type. NEGATIVE IMPACTS: The north alignment would displace 625 acres, including 54 acres of wetlands, 104 acres of agricultural lands, 46 homes, and 15 establishments employing 350 persons. The south alignment would displace 559 acres, including 39 acres of wetlands, 97 acres of agricultural lands, and 19 establishments employing 350 persons. No homes would be displaced under the south alignment. The major geotechnical impacts of both alignments could include fault-induced ground rupture and settlement, liquefaction of the foundation soils, instability of existing landslides and natural slopes, settlement and collapse of foundation soils, and scour potential for bridges and other structures. One archaeological site on the south alignment is potentially eligible for listing in the National Register of Historic Places. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920294, 256 pages and maps, July 21, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-92-03-D KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Geologic Sites KW - Highways KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands 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/36404587?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+126+EXTENSION+BETWEEN+INTERSTATE+5+AND+STATE+ROUTE+14%2C+SANTA+CLARITA%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+126+EXTENSION+BETWEEN+INTERSTATE+5+AND+STATE+ROUTE+14%2C+SANTA+CLARITA%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 21, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND CANYON RAILWAY, INC., PASSENGER SERVICE, GRAND CANYON AIRPORT TO MASWIK TRANSPORTATION AREA, GRAND CANYON VILLAGE, GRAND CANYON NATIONAL PARK, ARIZONA. AN - 36396720; 3711 AB - PURPOSE: The initiation of passenger rail service from Grand Canyon Airport, Tusayan, Arizona, to the Maswik Transportation Area in Grand Canyon Village, Grand Canyon National Park, is proposed. The service would be publicly available, for a fee, to visitors arriving by airplane, automobile, or bus. The key issues addressed in this draft EIS include traffic congestion in Grand Canyon Village; compatibility with the existing transportation system; and impacts on the natural environment, cultural resources, visual resources, other multiple land uses, socioeconomic concerns, and energy use. Five action alternatives and a No Action Alternative are considered. The proposed alternative would require the construction of 5.4 miles of new railway line in Kaibab National Forest, of which 1.1 miles would be constructed on the site of an old rail line. All of the rail line within the national park would be existing line. The only wash crossing would be Rain Tank Wash, which is on airport property. The track corridor would average approximately 60 feet in width. The proposed alternative would require a 50,000-gallon tank for fuel oil storage, a 250,000-gallon tank for locomotive water storage, and a 100,000-gallon tank for potable water storage. A fuel tank loading stage and a wastewater and sewage dumping station would be constructed between the airport and the highway, but outside of the scenic corridor. Two depots would be built on-site, one to accommodate air passengers and another near Highway 64. Each depot would be approximately 7,000 square feet in size and would contain a ticket sales booth, a waiting area, restrooms, gift shops, a restaurant, and exhibits. The parking area, to be located in Kaibab National Forest, would be a maximum of 75 acres in size and could accommodate up to 10,000 vehicles. The lot would be developed in phases on an as-needed basis, but would be designed in advance to conserve visually important landscape elements. A maximum of eight train trips per day would be run between the airport and Maswik. Interpretive activities and visitor orientation to the park and the national forest would be an integral part of the train experience. The proposed alternative would potentially transport up to one million visitors to the park annually and displace a substantial number of automobiles from the village area. A potential reduction of up to 33 percent of the annual number of automobiles arriving at the South Park Entrance could be achieved. POSITIVE IMPACTS: Under the proposed alternative, automobile congestion would be significantly decreased and air quality in the area would be improved. For each 10,000 airline passengers and each 10,000 automobile passengers who parked at the airport and rode the train, an estimated 3.77 and 3.74 jobs, respectively, would be created and $116,100 and $117,800 in total income, respectively, would be generated. NEGATIVE IMPACTS: Implementation of the proposed alternative could lead to the loss of two Forest Service sensitive plant species, as well as general vegetation clearing on a maximum of 115 acres. Sound levels at the park would be substantially increased during whistle soundings (approximately one minute per train) and moderately increased during train operation within the village area (approximately 88 minutes per day). LEGAL MANDATES: Concessions Policy Act of 1965 (16 U.S.C. et seq.) and Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.). JF - EPA number: 920293, 96 pages and maps, July 20, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Airports KW - Employment KW - Forests KW - Motor Vehicles KW - Noise KW - Open Space KW - Parking KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Resources Management KW - Socioeconomic Assessments KW - Traffic Control KW - Transportation KW - Vegetation KW - Visual Resources KW - Grand Canyon National Park KW - Kaibab National Forest KW - Arizona KW - Concessions Policy Act of 1965, Compliance KW - Federal Land Policy and Management Act of 1976, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396720?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+CANYON+RAILWAY%2C+INC.%2C+PASSENGER+SERVICE%2C+GRAND+CANYON+AIRPORT+TO+MASWIK+TRANSPORTATION+AREA%2C+GRAND+CANYON+VILLAGE%2C+GRAND+CANYON+NATIONAL+PARK%2C+ARIZONA.&rft.title=GRAND+CANYON+RAILWAY%2C+INC.%2C+PASSENGER+SERVICE%2C+GRAND+CANYON+AIRPORT+TO+MASWIK+TRANSPORTATION+AREA%2C+GRAND+CANYON+VILLAGE%2C+GRAND+CANYON+NATIONAL+PARK%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Williams, Arizona; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 20, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF EAKER AIR FORCE BASE, MISSISSIPPI COUNTY, ARKANSAS. AN - 36409051; 3655 AB - PURPOSE: The disposal and reuse of Eaker Air Force Base (AFB) in Mississippi County, Arkansas, is proposed. The base is located in the northeast corner of Arkansas, three miles south of the Missouri border and approximately 11 miles west of the Mississippi River and the Tennessee border. The base occupies 3,286 acres. As a result of recommendations made by the Defense Base Closure and Realignment Commission, Eaker AFB is scheduled to close in December 1992. Air Force policy is to encourage timely community reuse planning by offering to use the community's plan for facility reuse or development as the proposed action of the Air Force. Under the plan initially proposed by the Blytheville-Gosnell Development Authority (BGDA), Eaker AFB would be converted to a civilian general aviation facility, assuming that the existing Blytheville Municipal Airport was closed and relocated to the new site. Some light industrial operations would be located on the east and west sides of the base. The alert facility would be used as a training academy for emergency response personnel. The base hospital would be demolished. Most existing residential areas would be retained, although 220 units would be destroyed to reduce density. Approximately 800 acres of recreational land would be retained, including a nine-hole golf course and 332 acres of open space, some with archaeological value. Of the existing farmland, 275 acres would be retained for farming purposes. Other land use parcels would include approximately 998 acres for the airfield, 232 acres for aviation support, 501 acres for industry, 127 acres for educational services, 142 acres for commercial operations, and 211 acres for residential uses. In addition to the No Action Alternative, three alternatives to the proposed action are also under consideration. These would involve redevelopment of the base as a general aviation airport with a shorter runway and reduced operations; development of agricultural and industrial projects on the land, with no aviation activity; and use of the land for a variety of purposes including housing for homeless persons. POSITIVE IMPACTS: The conversion of the base from military to civilian uses and the retention and reuse of most existing facilities would result in long-term cost savings for the local community. Redevelopment activities would generate approximately 4,200 direct jobs and 5,500 secondary jobs by the year 2013. The redevelopment project would provide increased income and earnings and generally improve related economic indicators. NEGATIVE IMPACTS: The proposed redevelopment activities would convert 787 acres of prime farmland to nonagricultural uses and disturb an additional 479 acres. Approximately 324 acres would be exposed to average sound levels of 65 decibels or greater. Twenty-one archaeological sites have been identified on the base, and most would be adversely affected by the loss of federal protection after the lands were converted from military to civilian uses. Due to an expected population increase of 11,000 by the year 2013, additional stress would be placed on local service infrastructures, with increased demand for potable water, solid waste disposal, wastewater treatment, electricity, and natural gas. By increasing average daily trips to and from the site from 2,000 to 25,200 by 2013, the proposed development would decrease traffic service levels in the area significantly. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510), Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 920287, 412 pages, July 17, 1992 PY - 1992 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Archaeological Sites KW - Electric Power KW - Employment KW - Farmlands KW - Housing KW - Industrial Parks KW - Land Use KW - Military Facilities (Air Force) KW - Natural Gas KW - Noise Standards Violations KW - Open Space KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wastewater Treatment KW - Water Quality KW - Water Supply KW - Arkansas KW - Eaker Air Force Base, Arkansas KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance KW - National Historic Preservation Act of 1966, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+EAKER+AIR+FORCE+BASE%2C+MISSISSIPPI+COUNTY%2C+ARKANSAS.&rft.title=DISPOSAL+AND+REUSE+OF+EAKER+AIR+FORCE+BASE%2C+MISSISSIPPI+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 17, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF NEW FREEWAY AND EXPRESSWAY, STATE HIGHWAY ROUTE 180, BETWEEN CHESTNUT AND HIGHLAND AVENUES, FRESNO, CALIFORNIA. AN - 36404502; 3713 AB - PURPOSE: The construction of a new east-west highway within the city of Fresno, California, is proposed. The corridor to be improved extends six miles from Chestnut Avenue on the west to Highland Avenue on the east. The proposed highway would connect with the previously approved State Route (SR) 180 freeway west of Chestnut Avenue and the existing SR 180 east of Highland Avenue, providing improved access between the west side of the San Joaquin Valley and the recreational facilities to the east (Kings Canyon National Park and Sequoia National Park and Forest), as well as improving peak-period commuter travel. The existing SR 180 enters Fresno from the west along Whites Bridge Road and proceeds eastward on Ventura Avenue and Kings Canyon Road, a four-lane divided highway with parking on both sides between Chestnut and Fowler avenues. Beyond Fowler, the roadway tapers down to a two-lane highway without paved shoulders. The preferred alternative (Alternative 1A) would involve construction of a six-lane freeway from Chestnut Avenue to Clovis Avenue and a four-lane expressway from Clovis Avenue to Highland Avenue. The project would probably be constructed in stages, with sufficient right-of-way to permit expanding the roadway from six to eight lanes and from four to six lanes where applicable. In addition to Alternative 1A and the No-Build Alternative, the following alternatives are also under consideration: (1) the Freeway Alignment alternatives (1B/1C), which would follow the same alignment as Alternative 1A to Fowler Avenue, where they would continue eastward toward Temperance Avenue before turning southeast to Kings Canyon Road; and (2) the Transportation Systems Management Alternative, which would eliminate on-street parking, improve signaling, and make similar improvements without requiring any major construction. POSITIVE IMPACTS: Because Fresno currently has no major east-west thoroughfare, the proposed project would facilitate east-west traffic movement; in addition, it would provide for expansion to accommodate future traffic growth. NEGATIVE IMPACTS: The preferred alternative would displace 124 acres of agricultural lands, 5 farms, and 234 residences. The proposed roadway would cross a stream, a floodplain, and a known hazardous waste site. A proposed sound barrier would mitigate traffic noise in most urban areas near the project, but four residences would not be protected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920288, 223 pages and maps, July 17, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-92-02-D KW - Creeks KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Traffic Control KW - Transportation 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/36404502?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+NEW+FREEWAY+AND+EXPRESSWAY%2C+STATE+HIGHWAY+ROUTE+180%2C+BETWEEN+CHESTNUT+AND+HIGHLAND+AVENUES%2C+FRESNO%2C+CALIFORNIA.&rft.title=CONSTRUCTION+OF+NEW+FREEWAY+AND+EXPRESSWAY%2C+STATE+HIGHWAY+ROUTE+180%2C+BETWEEN+CHESTNUT+AND+HIGHLAND+AVENUES%2C+FRESNO%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 17, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF ENGLAND AIR FORCE BASE, RAPIDES PARISH, LOUISIANA. AN - 36404179; 3657 AB - PURPOSE: The disposal and reuse of England Air Force Base (AFB) in Rapides Parish, Louisiana, is proposed. The base is located in the central section of the state, approximately five miles west of the cities of Alexandria and Pineville, and one mile south of the Red River, which flows between Alexandria and Pineville. The base occupies 2,282 acres. As a result of recommendations made by the Defense Base Closure and Realignment Commission, England AFB is scheduled to close in December 1992. Air Force policy is to encourage timely community reuse planning by offering to use the community's plan for facility reuse or development as the proposed action of the Air Force. Under the plan initially proposed by the England Economic and Industrial Development District, England AFB would be reused as an industrial airpark with various aviation potential reuses, including commercial passenger, general aviation, air cargo, aircraft maintenance, and military, that would be supported by various industrial and commercial operations. The nine-hole golf course located on the base would be expanded to 18 holes. In addition, the England Authority proposed that the Army consider using England AFB as the intermediate staging base for operations in support of training exercises at the Joint Readiness Training Center (JRTC), which will be relocated in 1993 to Fort Polk, approximately 50 miles west of England AFB. The JRTC conducts ten rotational exercises per year involving about 4,000 troops per rotation. Air operations support would include the airlift of troops and equipment to and from the staging area using C-5, C-141, and Boeing 747 aircraft, and the deployment of troops to the JRTC using C-130 aircraft and helicopters. The land use parcelization under this scheme would include 882 acres for the airfield, 584 acres for aviation support, 181 acres for industrial uses, 28 acres for medical and educational services, 84 acres for commercial uses, 210 acres for residential uses, 197 acres for public/recreational uses, and 116 acres of vacant land. In addition to the No Action Alternative, three alternatives to the proposed action are also under consideration. These would involve redevelopment of the base as a general aviation airport with mixed nonaviation uses; a business/technology center; and a multiuse recreational and tourist site. POSITIVE IMPACTS: The conversion of the base from military to civilian uses and the retention and reuse of most existing facilities would result in long-term cost savings for the local community. Redevelopment activities would generate approximately 3,311 jobs in the region by the year 2013, including approximately 1,986 direct and 1,325 secondary jobs. The redevelopment project would provide increased income and earnings and generally improve related economic indicators. NEGATIVE IMPACTS: Proposed redevelopment activities would displace a maximum of 70 acres of native vegetation and 90 to 160 acres of already disturbed vegetation, and would expose about 865 acres to day/night average sound levels of 65 decibels or greater by 1998, with a decrease to 631 acres by 2013. Ten residences would be exposed to these sound levels. Local ambient pollutant concentrations would not exceed federal and state standards, although carbon monoxide levels would increase by 8 percent while volatile organic compounds would increase by 5 percent by 2013. Due to an expected population increase of 1,411 by the year 2013, additional stress would be placed on local service infrastructures, with increased demand for potable water, solid waste disposal, wastewater treatment, electricity, and natural gas. By increasing average daily trips to and from the site from 2,916 to 7,944 by 2013, the proposed development would decrease traffic service levels in the area significantly. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510) and Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.). JF - EPA number: 920290, 414 pages, July 17, 1992 PY - 1992 KW - Defense Programs KW - Air Quality KW - Aircraft Noise KW - Airports KW - Electric Power KW - Employment KW - Industrial Parks KW - Land Use KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Military Operations (Army) KW - Natural Gas KW - Noise Standards Violations KW - Open Space KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation KW - Wastewater Treatment KW - Water Quality KW - Water Supply KW - Louisiana KW - England Air Force Base, Louisiana KW - Defense Base Closure and Realignment Act of 1990, Project Authorization KW - Federal Property and Administrative Services Act of 1949, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404179?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+ENGLAND+AIR+FORCE+BASE%2C+RAPIDES+PARISH%2C+LOUISIANA.&rft.title=DISPOSAL+AND+REUSE+OF+ENGLAND+AIR+FORCE+BASE%2C+RAPIDES+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 17, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SH 82: RED OAK TO LEQUIRE, LATIMER AND HASKELL COUNTIES, OKLAHOMA. AN - 36387987; 3727 AB - PURPOSE: The construction of a two-lane highway in Oklahoma connecting the communities of Red Oak in Latimer County and Lequire in Haskell County is proposed. The proposed highway would begin at the existing SH 82 facility approximately 3.5 miles north and 1.5 miles east of Red Oak and would extend northward approximately 9.5 miles to SH 31 just west of Lequire. There is currently no highway or all-weather facility linking the two communities; the only link is provided by a trail-type road through the Rock Creek valley, but it is not suitable for passenger car travel. Although the two communities are only 13 miles apart, the shortest highway distance between them is 48 miles. Under the preferred alternative, the West Alignment Alternative, the proposed highway would follow the valley along Rock Creek north and west across the San Bois Mountains. The highway would consist of two twelve-foot travel lanes with eight-foot paved shoulders. Climbing lanes would be provided where grades justified their use (i.e., where trucks would be slowed an estimated ten miles per hour ascending a grade). Projected average daily traffic by the year 2012 is estimated to be 700 vehicles; 19 percent of these would be trucks. The only other build alternative under consideration, the East Alignment Alternative, would follow an easterly route through Bear Creek and Eaton Creek valleys. The preliminary construction costs for the preferred alternative are estimated to be $11.6 million, in contrast to $12.4 million for the East Alignment Alternative. POSITIVE IMPACTS: A direct highway link between the two communities would reduce travel times and fuel consumption, benefiting area residents, tourists, commuters, agricultural producers, and the lumber, coal, and gas industries. NEGATIVE IMPACTS: The preferred alternative would probably result in one residential relocation. Construction would displace approximately 230 acres, including some riparian vegetation and critical wildlife habitat adjacent to Rock Creek. The American burying beetle, an endangered species, is currently found in and around the project area. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920284, 159 pages and maps, July 15, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-92-01-D KW - Creeks KW - Endangered Species (Animals) KW - Highways KW - Insects KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation KW - Wildlife Habitat KW - Oklahoma KW - Endangered Species Act of 1973, Compliance 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/36387987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SH+82%3A+RED+OAK+TO+LEQUIRE%2C+LATIMER+AND+HASKELL+COUNTIES%2C+OKLAHOMA.&rft.title=SH+82%3A+RED+OAK+TO+LEQUIRE%2C+LATIMER+AND+HASKELL+COUNTIES%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: July 15, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 23/I-26 CORRIDOR STUDY, FROM NC 197 15 MILES TO THE NORTH CAROLINA-TENNESSEE STATE LINE, BUNCOMBE AND MADISON COUNTIES, NORTH CAROLINA. AN - 36411462; 3723 AB - PURPOSE: The construction of a new four-lane, north-south freeway in Buncombe and Madison counties in western North Carolina is proposed. The proposed roadway, to be known as I-26, would extend for approximately 15 miles from the existing interchange at US 23 and North Carolina (NC) 197 to the North Carolina-Tennessee state line at Sams Gap. US 23 is currently the major north-south arterial in the area, and the proposed project would upgrade the roadway to interstate standards. Truck traffic represents a large percentage of the daily trips on US 23, which provides an important connection between I-40 in Asheville, North Carolina, and I-81 in Kingsport, Tennessee. The steep grades and difficult horizontal alignment of US 23 contribute to hazardous driving conditions and frequent accidents. The preferred alternative, designated the Eastern Alternative, would follow the existing US 23 alignment past the four-lane section to north of Jarvis Road and south of Sprinkle Creek Road. The proposed route would then turn slightly west and follow south of Sprinkle Creek Road, turning back north to tie into Bear Creek Road just west of the existing US 23. From Little Creek, the proposed route would parallel the existing US 23 to the west, and continue north to Sams Gap. Interchanges would be built at four locations: Adkins Branch Road, NC 213, US 19, and Laurel Creek Road. Two other build alternatives are under consideration: the Western Alternative would curve to the northwest near the eastern city limits of Mars Hill, and then follow a northwesterly route until it rejoined the Eastern Alternative alignment just south of Laurel Creek; the Combined Alternative would follow the alignment of the Eastern Alternative throughout most of its 17-mile length, but would also follow the Western alignment for several miles. The total construction and right-of-way costs of the preferred alternative would be $222.6 million, and the benefit-cost ratio would be 1.33. POSITIVE IMPACTS: The proposed project would establish a major new north-south route through the region; provide a safer, interstate-quality road north from Asheville; and complete the interstate highway corridor link between Charleston, South Carolina, and Cincinnati, Ohio. NEGATIVE IMPACTS: The preferred alternative would displace 40 residences, 8 commercial establishments, 2 farms, 1 cemetery, and 3.8 acres of wetlands. In addition, this alternative would involve 11 hydrologic crossings, which would require 6 box culverts and 4 bridge structures. Approximately 30 residences would experience an increase in noise levels from traffic. The Buckner-Ponder ""Rock House'' and Farm, potentially eligible for listing in the National Register of Historic Places, could be affected by the proposal. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920279, 401 pages and maps, July 13, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-09-D KW - Bridges KW - Cemeteries KW - Cost Assessments KW - Creeks KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina KW - Tennessee 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/36411462?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-01&rft.volume=24&rft.issue=4&rft.spage=449&rft.isbn=&rft.btitle=&rft.title=Archives+of+Environmental+Contamination+and+Toxicology&rft.issn=00904341&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 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SIXTY-THIRD STREET LINE CONNECTION TO THE QUEENS BOULEVARD LINE, BOROUGH OF QUEENS, NEW YORK, NEW YORK. AN - 36404821; 3722 AB - PURPOSE: Improvement and expansion of transit service in the borough of Queens, New York, is proposed. The general orientation of the Queens subway lines is east-west, with the lines making commuter trips to and from Manhattan. The E and F trains of the Queens Boulevard line in particular are severely crowded and slow. Both traverse the 53rd Street tunnel beneath the East River that cuts through the center of midtown Manhattan; the E train then travels down 8th Avenue to the World Trade Center, while the F train runs along 6th Avenue, a major office corridor. The draft EIS of May 1984 considered five options for dealing with the problems affecting these two subway lines. A supplemental draft EIS of May 1990 considered two build alternatives for connecting the Queens Boulevard line with the 63rd Street tunnel, which offered greater degrees of operational flexibility than those in the original draft EIS. This final EIS considers the No-Build Alternative and a locally preferred alternative, or Local/Express Alternative, proposed in the supplemental draft EIS. The locally preferred alternative would involve construction of a short, two-track connection between the east end of the 63rd Street line and the existing local and express tracks on the Queens Boulevard line. A new westbound local bypass track would also be constructed. The locally preferred alternative would provide for future service through the Sunnyside Yard with the addition of a two-level bell-mouth structure at the end of the extension of the existing 63rd Street line. Estimated construction costs of the locally preferred alternative are $485.5 million. POSITIVE IMPACTS: Expansion of subway service would improve accessibility to rail transit services in Queens, reduce travel times, increase capacity, and relieve overcrowding on the E and F lines. Some $24.6 million would be injected into the New York City economy. An additional 473 local jobs would be created. NEGATIVE IMPACTS: The locally preferred alternative would require the acquisition of 15 properties, in addition to the Kinney System parking lot, along Northern Boulevard. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the supplemental draft EIS, see 90-0186D, Volume 14, Number 3. For the abstract of the draft EIS, see 84-0291D, Volume 8, Number 6. JF - EPA number: 920269, 138 pages and maps, July 7, 1992 PY - 1992 KW - Roads and Railroads KW - Highway Structures KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Underground Structures KW - New York KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SIXTY-THIRD+STREET+LINE+CONNECTION+TO+THE+QUEENS+BOULEVARD+LINE%2C+BOROUGH+OF+QUEENS%2C+NEW+YORK%2C+NEW+YORK.&rft.title=SIXTY-THIRD+STREET+LINE+CONNECTION+TO+THE+QUEENS+BOULEVARD+LINE%2C+BOROUGH+OF+QUEENS%2C+NEW+YORK%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: July 7, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SH 99/SH 3E/US 377 RECONSTRUCTION NORTH OF ADA, PONTOTOC AND SEMINOLE COUNTIES, OKLAHOMA. AN - 36413901; 3726 AB - PURPOSE: Improvement of a portion of State Highway (SH) 99/SH 3E/US 377 (the SH 99 facility) in Pontotoc and Seminole counties, Oklahoma, is proposed to provide for the existing and projected traffic demand and to enhance safety in the Ada and Byng areas. The proposed project area is a 1.5-mile- to 2-mile-wide corridor beginning at the end of the existing SH 99 four-lane facility, approximately 1.5 miles north of the SH 1/Richardson Loop intersection in Ada, Pontotoc County, and extending northward approximately 9 miles to the intersection with SH 39 and SH 56 at the Canadian River in Seminole County. Four alternatives, including the No-Build Alternative, are considered in this draft EIS. An Existing Alignment Alternative would involve construction of two lanes parallel to the existing two-lane facility to create a four-lane divided highway. A New Alignment Alternative would involve construction of a new four-lane divided highway west of the existing SH 99 facility. An alternative combining the existing and new alignments would involve the addition of parallel lanes on the east side of the existing alignment from the end of the existing four-lane facility at the north Ada city limits northward 2.5 miles, and construction of a new four-lane divided highway west of the existing facility from the Byng area northward to the existing bridge structures at the Canadian River. Preliminary costs for the project range from $13,742,047 to $16,485,176. POSITIVE IMPACTS: Presently, the SH 99 segment just north of the Ada city limits is experiencing traffic volumes exceeding capacity, and accident rates in the project area are above the state average. By the year 2010, all portions of the existing two-lane SH 99 facility are expected to experience level-of-service problems that will increase accident rates, travel times, and interruptions to traffic flow. Improvement of the SH 99 facility would alleviate these conditions, and right-of-way relocations would reduce the number of residences exposed to traffic noise. NEGATIVE IMPACTS: Depending on the alternative selected, 12 to 64 single-family residences and 17 to 32 commercial properties would be relocated. Although there is sufficient housing stock in Ada and Byng to accommodate the residential relocations, the community impacts of the potential residential and commercial relocations, such as sales tax losses, are unknown. Under the New Alignment alternatives, 5 to 11 archaeological sites would be affected by construction. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.), Department of Transportation Act of 1966 (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: 920267, 105 pages, July 6, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-91-02-D KW - Archaeological Sites KW - Commercial Zones KW - Highways KW - Highway Structures KW - Housing KW - Noise KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Traffic Analyses KW - Oklahoma KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, 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/36413901?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SH+99%2FSH+3E%2FUS+377+RECONSTRUCTION+NORTH+OF+ADA%2C+PONTOTOC+AND+SEMINOLE+COUNTIES%2C+OKLAHOMA.&rft.title=SH+99%2FSH+3E%2FUS+377+RECONSTRUCTION+NORTH+OF+ADA%2C+PONTOTOC+AND+SEMINOLE+COUNTIES%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: July 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAND ACQUISITION AND REPLACEMENT TERMINAL PROJECT, BURBANK-GLENDALE-PASADENA AIRPORT, BURBANK, CALIFORNIA. AN - 36413410; 3649 AB - PURPOSE: Replacement of the existing passenger terminal at Burbank-Glendale-Pasadena Airport in Burbank, California, is proposed. The project would involve the acquisition of 141 acres adjacent to the airport's northeastern boundary and the development of a new terminal complex on this property that would ultimately accommodate up to five million enplaned passengers annually. The land is currently owned and used by the Lockheed Corporation and 11 other commercial and industrial enterprises. The proposed complex would be constructed in two phases. The initial phase would involve construction of a terminal building of approximately 465,000 square feet, a terminal apron capable of handling up to 19 narrow-body aircraft (B-757s, B-737-300s, and MD-80s) at one time, and on-site parking facilities for approximately 6,700 cars. Initial-phase facilities would be designed to accommodate the 2.7 million enplaned passengers forecast for 1998. The second phase of development, scheduled for completion in 2010, would provide primary ground access via an improved Winona Avenue and Hollywood Way in the city of Burbank; parking positions for up to 27 aircraft on the apron adjacent to the terminal building; approximately 670,000 square feet of terminal building space; and structured and surface parking accommodations for approximately 12,300 vehicles. This draft supplement to the draft EIS of October 1987 presents a revised proposed plan and alternatives in response to Lockheed's announcement that all of its various landholdings in the Burbank area would be available for purchase. In addition to the proposal already described (Alternative 1), four build alternatives and a No Action Alternative are under consideration. POSITIVE IMPACTS: The new terminal would replace a facility that does not meet Federal Aviation Administration safety standards due to its proximity to runway areas. As a result, the safety of airline employees, passengers, and visitors to the airport facility would be enhanced significantly. Furthermore, the proposed replacement terminal would meet expected local demands for air travel. Road access to the terminal and parking conditions for passengers and visitors would be improved. Aircraft noise exposure would not be likely to change as a result of the relocation and replacement of the terminal. NEGATIVE IMPACTS: Under the proposed plan, 7 of the 36 key intersections in the study area would experience significant increases in traffic volume by 1998, and 11 intersections would by the year 2010. Development activities would displace 11 businesses, resulting in a loss of $741,000 in property tax income for the city of Los Angeles and $2.02 million for the city of Burbank based on 1990-91 revenue estimates. The project would require extensive removal of soil contaminated with hazardous chemicals and the demolition of several structures containing asbestos; health and environmental risks are associated with both types of remediation. A fully operational terminal would result in increased energy consumption. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Airport and Airway Safety Expansion Act of 1987. PRIOR REFERENCES: For the abstract of the draft EIS, see 87-0355D, Volume 11, Number 9. JF - EPA number: 920265, 693 pages and maps, July 2, 1992 PY - 1992 KW - Air Transportation KW - Air Quality Standards Violations KW - Aircraft Noise KW - Airports KW - Demolition KW - Hazardous Wastes KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Control KW - California KW - Airport and Airway Improvements Act of 1982, Compliance KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAND+ACQUISITION+AND+REPLACEMENT+TERMINAL+PROJECT%2C+BURBANK-GLENDALE-PASADENA+AIRPORT%2C+BURBANK%2C+CALIFORNIA.&rft.title=LAND+ACQUISITION+AND+REPLACEMENT+TERMINAL+PROJECT%2C+BURBANK-GLENDALE-PASADENA+AIRPORT%2C+BURBANK%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: July 2, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TASMAN CORRIDOR PROJECT, SANTA CLARA COUNTY, CALIFORNIA. AN - 36408139; 3712 AB - PURPOSE: Alternative transit improvements within the Tasman Corridor in Santa Clara County, California, are being considered. The Tasman Corridor covers approximately 15 miles across northeastern Santa Clara County, extending east to northeast San Jose and west to the city of Mountain View. The proposed action would involve an improvement to the transit system between the Milpitas and northern San Jose communities on the east and Mountain View and Sunnyvale on the west. In addition to the No-Build Alternative, proposals under consideration include (1) the Transportation Systems Management (TSM) Alternative, which involves expanding transit services to meet future demand by increasing express bus service, and adding high-occupancy-vehicle (HOV) facilities; and (2) the Light Rail Transit (LRT) Alternative, the locally preferred alternative, which involves expanding transit service to meet demand by operating light-rail transit facilities from Capital/Hostetter in San Jose to downtown Mountain View. Major components of the locally preferred alternative include construction of approximately 12 miles of new double-track, construction of 19 new transit stations, and expansion of the existing maintenance facility currently serving the Guadalupe Corridor. A fleet of 743 buses would provide connecting services to the transit stations and newly constructed park-and-ride lots. Eight traction power substations would be located along the alignment in order to provide electric power to the LRT. Some roadway improvements at crossings would be required, including the proposed upgrading of Capital Avenue to six lanes in San Jose. This draft supplement to the draft EIS of May 1991 presents additional analysis of the locally preferred alternative, which was selected from among five LRT alternatives discussed in the draft EIS. POSITIVE IMPACTS: The locally preferred alternative would decrease travel times and transportation-related energy consumption within the Tasman Corridor. When compared with the TSM Alternative, the locally preferred alternative would reduce vehicle miles traveled on area highways by 3,000 to 3,600 for peak hours in the year 2005. Construction and operation of system improvements would provide significant employment opportunities in the metropolitan area. The locally preferred alternative would help to conserve nonrenewable resources such as energy and land, and would result in improved air quality in the corridor compared with the No Build Alternative. NEGATIVE IMPACTS: LRT implementation would require rezoning of some areas, while the expansion of Capital Avenue to six lanes would result in the displacement of 11 residences, 9 businesses, and an orchard. Station and trackway construction would result in substantial tree loss and conversion of undeveloped areas to urban uses, including the removal of approximately 24 acres of prime farmland. Implementation of the LRT system would result in substantial noise and vibration impacts. The LRT system would traverse a floodplain for Coyote Creek, and would cross five creeks and channels. Two historic sites that are eligible for listing in the National Register of Historic Places would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 91-0173D, Volume 15, Number 3. JF - EPA number: 920266, 3 volumes, July 2, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Employment KW - Energy Consumption KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Hydrologic Assessments KW - Motor Vehicles KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TASMAN+CORRIDOR+PROJECT%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=TASMAN+CORRIDOR+PROJECT%2C+SANTA+CLARA+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 2, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAYS 131 AND 33, ROCKTON TO ONTARIO, VERNON COUNTY, WISCONSIN. AN - 36413549; 3734 AB - PURPOSE: Relocation or reconstruction of a portion of State Trunk Highway (STH) 131 and a smaller segment of STH 33 in Vernon County, Wisconsin, is proposed. Both routes are important links in the state highway network. STH 131 is one of the few north-south routes serving the region, extending from Tomah in the northern part of the state to the Wisconsin River in the southern part. STH 33 extends across the width of Wisconsin from Port Washington and Lake Michigan in the eastern part of the state to LaCrosse and the Mississippi River in the western part. The two highways meet near the town of Ontario. The highways provide the basic links to the Ontario area and to the Wildcat Mountain State Park; STH 33 currently runs directly through the park. Under the proposed plan, 5.9 miles of STH 131 would be relocated and/or reconstructed between Rockton and Ontario, as would 2.5 miles of STH 33 southeast of Ontario. The build alternatives would provide two 12-foot lanes with six-foot shoulders and would generally have grades and curves designed to current arterial highway standards. Six structurally deficient bridges and one temporary bridge would be replaced. Because portions of STH 131 lie within the floodplain of the Kickapoo River and segments of the highway are frequently closed as a result of flooding, the three build alternatives under serious consideration (Alternatives 2F, 3B, and 4) propose reconstructing STH 131 at an elevation above the river's 100-year-flood level. Alternative 2F would reconstruct STH 131 generally along its present route; under the other two alternatives, the highway would follow a more easterly route while bypassing all or most of the state park. Alternative 2F would relocate STH 33 so as to carry through traffic south of most of the park. Alternative 4 would relocate both highways entirely outside the park. All three alternatives would provide for the intersection of the two highways near the park's southwestern boundary. Estimated project costs range from $7.7 million to $14.9 million. POSITIVE IMPACTS: The proposed plan would resolve bridge and roadway safety problems, improve capacity and structural deficiencies, and provide a vital north-south commercial link in the Ontario area. Access to recreational areas, local communities, and businesses would be improved. Reductions would be expected in travel time and costs, accidents, flood damage delays and repairs, and highway maintenance costs. NEGATIVE IMPACTS: The proposed project would result in the loss of 3.8 to 7 acres of wetlands, 24 to 161 acres of woodlands, and 89 to 205 acres of farmland. The most serious impact would occur in the Bridge 8 Cliffs and Woods Natural Area, where Alternatives 3B and 4 would bisect one of the largest and highest-quality blocks of contiguous woods remaining in the Kickapoo Valley. Alternatives 2F and 3B would remove 13 and 88 acres, respectively, from the Wildcat Mountain State Park. LEGAL MANDATES: Department of Transportation Act of 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: 920261, 236 pages and maps, July 1, 1992 PY - 1992 KW - Roads and Railroads KW - Bridges KW - Flood Control KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Parks KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Wetlands KW - Wilderness KW - Wisconsin 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/36413549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAYS+131+AND+33%2C+ROCKTON+TO+ONTARIO%2C+VERNON+COUNTY%2C+WISCONSIN.&rft.title=STATE+TRUNK+HIGHWAYS+131+AND+33%2C+ROCKTON+TO+ONTARIO%2C+VERNON+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 1, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 522, SR 2 TO SR 9, SNOHOMISH COUNTY, WASHINGTON. AN - 36408880; 3732 AB - PURPOSE: Upgrading of State Route 522 (SR 522) to a four-lane, divided, full-access-control freeway between SR 9 near Woodinville and SR 2 in Monroe, Snohomish County, Washington, is proposed. Improvement of this section of SR 522 is needed primarily because of a high incidence of accidents, which is attributed to high traffic volumes, a separate directional split, and limited sight distance for passing. Continued residential and business growth along SR 522 in this still predominantly rural area, and the use of SR 522 as a primary access road from the Seattle area to SR 2, is lowering the level of service on the roadway, while the frequency and severity of accidents are increasing. Five build alternatives and the No Action Alternative are considered in this draft EIS. All build alternatives would include expanding the capacity of SR 522 by widening approximately 10.6 miles of the highway to four 12-foot-wide travel lanes, with two 10-foot-wide outside shoulders and two four-foot-wide inside shoulders, plus a 40-foot-wide grass median. Between SR 9 and Paradise Lake Road, a 14-foot-wide paved shoulder is proposed in the eastbound direction; this shoulder would accommodate slow-moving vehicles. Existing overcrossings at High Bridge Road (Cathcart Road), 164th Street S.E., Valley View Road, and SR 2 would be widened. A two-lane southbound on-ramp would be added west of the junction of SR 522 and the existing SR 2. Under the Snohomish River Bridge options, a second two-lane bridge would be constructed adjacent to the existing SR 522 bridge over the Snohomish River. Under one bridge design option, the new bridge would be constructed on the north side of the existing bridge, would carry westbound traffic, and would require realignment of the existing SR 522 main line. Under the other design option (the preferred option), the new bridge would be constructed on the south side of the existing bridge and would carry eastbound traffic. The build alternatives also include three interchange options at Paradise Lake Road and two interchange options at Fales Road, each replacing existing signalized intersections. The build alternatives analyzed for the Paradise Lake Road interchange are the following: a full-diamond interchange, a modified full-diamond interchange (the preferred alternative), and a single-point interchange. Under each of these alternatives, Paradise Lake Road would cross over SR 522 and the Burlington Northern rail line to the west on bridges and be realigned to connect with Maltby Road and the recently designated SR 524 from the west. Modifications to secondary roads would be made on both the east and west sides of SR 522 to accommodate the new interchange and SR 522 ramp connections. The build alternatives analyzed for the Fales Road interchange are a diamond interchange (the preferred alternative) and a single-point interchange. Under these alternatives, Fales Road would cross over SR 522 on a bridge and be realigned to the east of SR 522 to accommodate the interchange and ramp connections. Secondary roads would be realigned. POSITIVE IMPACTS: The build alternatives would remediate existing hazardous conditions and improve traffic flow. Commuting times, accidents, and driver stress would be significantly reduced, and air quality would improve from current levels over the long term. NEGATIVE IMPACTS: Construction and storm runoff from the new roadway would cause degradation of water quality in nearby creeks and wetlands. Some existing wetland and wildlife habitat areas would be lost as a result of cut-and-fill activities during construction. While some degradation could occur whether or not improvement is implemented, a slower rate of development would allow more time for changes in policies and technology concerned with controlling water quality and the loss of wetlands and habitat. During construction, there would be short-term impacts on bald eagle wintering sites, anadromous fish spawning areas, and the nesting areas of birds and aquatic mammals. Noise during construction and operation of the new roadway would increase significantly over current levels, and would approach or exceed federal noise abatement criteria in some areas. Rights-of-way acquisition under the build alternatives would require relocation of up to 12 residences and two businesses, and acquisition of up to 66 additional acres. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.), Department of Transportation Act of 1966 (49 U.S.C. 1651 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: 920250, 307 pages and maps, June 24, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-92-2-D KW - Air Quality KW - Commercial Zones KW - Birds KW - Creeks KW - Fish KW - Highways KW - Highway Structures KW - Housing KW - Noise KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Traffic Analyses KW - Urban Development KW - Water Quality KW - Wetlands KW - Washington KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, Wetlands 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/36408880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+522%2C+SR+2+TO+SR+9%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&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 24, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELLIOT BRIDGE NO. 3166 REPLACEMENT, KING COUNTY, WASHINGTON. AN - 36406848; 3733 AB - PURPOSE: Replacement of Elliot Bridge and its northern and southern approaches in King County, Washington, is proposed. A new 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. 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. In this draft EIS, three realignment alternatives plus the No Action Alternative are evaluated. Realignment of the approaches under all build alternatives would extend from State Route 169 (SR 169), the Renton-Maple Valley Highway, to approximately 0.25 miles north of the intersection of 154th Place S.E. and Jones Road. All build alternatives would include the construction of approximately 0.5 miles of roadway with curbs, gutters, and sidewalks; the addition of bicycle and pedestrian facilities, drainage systems, landscaping, and illumination; and the reconstruction of approximately 0.25 miles of streets intersecting with the new road and bridge alignment. The new bridge would be of sufficient length to span the normal flow of Cedar River without the use of piers or other supports in the floodway. The first alternative would follow the existing 149th Avenue S.E. and cross Cedar River on a 300-foot bridge immediately west of the existing Elliot Bridge. It would then parallel the existing Jones Road curve, traverse the base of the bluff near the Flora Springs Nursery, and intersect with 154th Place S.E. approximately 0.25 miles north of the existing 154th Place S.E./Jones Road intersection. Bridge construction under the first alternative would cost $5.939 million. The second alternative is similar to the first, except that after following the existing 149th Avenue S.E., it would cross Cedar River immediately east of the existing bridge. Bridge construction under the second alternative would cost $5.903 million. The third alternative would extend 154th Place S.E. in a straight alignment so that it intersected with SR 169 near 152nd Avenue S.E. It would cross Cedar River to the east of the existing bridge. The northern approach would be improved for a distance of approximately 0.25 miles north of the existing 154th Place S.E./Jones Road intersection. Under the third alternative, the new bridge would consist of two spans with a pier on the south bank of the normal low-water channel. This alternative would require the removal of an abandoned railroad embankment at the intersection of 154th Place S.E. and SR 169. Bridge and approach-road construction under the third alternative would cost $4.168 million. POSITIVE IMPACTS: 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. 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: Noise levels from increased traffic would increase over current levels. Rights-of-way acquisition under the build alternatives would require the relocation of one to four residences and possibly a portion of the nearby nursery. Driveways would be steepened at several residences where the approach road was raised four to six feet above the existing roadway elevation. Filling, grading, and road construction would eliminate 4.7 to 8.2 acres of vegetation and 0.2 to 2.5 acres of parkland within the corridor. Water quality in the Cedar River would be negatively affected. The third alternative would (1) affect an area that provides a high quality of wildlife habitat; (2) eliminate about 0.2 acres of riparian habitat; and (3) reduce the number of perch trees available to bald eagles. Some views in the area would be obstructed by the increased size of the new bridge. Some nearby residences could experience traffic-related light and glare as a result of realignment of the approach roads. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.), Department of Transportation Act of 1966 (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: 920252, 187 pages and maps, June 24, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-92-4-D KW - Air Quality KW - Birds KW - Bridges KW - Creeks KW - Drainage KW - Endangered Species (Animals) KW - Highway Structures KW - Housing KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, Recreation Resources KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-24&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: June 24, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 93RD AVENUE-VALLEY VIEW TERRACE, SUNNYSIDE/I-205 INTERCHANGE AND SUNNYBROOK EXTENSION, PORTLAND, CLACKAMAS COUNTY, OREGON. AN - 36395734; 3728 AB - PURPOSE: The construction of a split-diamond interchange on Interstate 205 (I-205) at Sunnybrook Road and an extension of Sunnybrook Road eastward near Portland in unincorporated Clackamas County, Oregon, is proposed. The Sunnybrook Road extension would proceed 3,608 feet from the interchange to the intersection of Sunnyside Road near 108th Avenue. Its right-of-way width would be 110 to 185 feet. Sunnybrook would be a limited-access road with access points (and a center left-turn lane) only at 97th Avenue and Sunnyside Road, and two accesses for the Sunnyside Kaiser Hospital. Otherwise, the Sunnybrook extension would be four lanes wide; it would also include bike lanes and sidewalks. The split-diamond interchange would be created out of an existing interchange configuration. The structure for the Sunnybrook overpass would be approximately 97 feet wide by 260 feet long. Frontage roads would tie it to the existing Sunnyside Road overpass to make a combined interchange. The existing 97th Avenue would be converted to one-way southbound, forming a couplet with the eastside frontage road. Ninety-seventh Avenue in the vicinity of Sunnybrook would be relocated 100 feet to the east. One off-ramp in each direction would permit exiting from the freeway. Two on-ramps in each direction, combined with auxiliary lanes, would permit safe entrances onto the freeway. The auxiliary lanes would run the length of the project along I-205. Noise walls would be built inside the edge of the right-of-way in three locations along I-205. As a safety feature, shoulder widths on the freeway would be ten feet. The project would tie into the Johnson Creek Boulevard interchange to the north and planned improvements at the 82nd Avenue/Highway 224 interchange to the south. The project would be landscaped both along the freeway and along the Sunnybrook extension to complement the natural character of the Mount Scott Creek riparian zone and wetlands near the project. The bicycle path west of I-205 would be reconstructed outside the new auxiliary lane to maintain continuity. Project costs are estimated at $18.67 million. This final environmental impact statement (EIS) consists primarily of corrections to the draft EIS of May 1990. POSITIVE IMPACTS: Interchange modification and road extension as proposed would improve freeway operations and safety by reducing congestion at the interchange site. Projected traffic levels through the year 2015 would be accommodated by the proposed improvements. East-west accessibility in the region would also be improved. Planned urbanization of the area would be supported. The preferred alternative would avoid impacts to area wetlands. NEGATIVE IMPACTS: Six households would require relocation. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 90-0189D, Volume 14, Number 3. JF - EPA number: 920245, 56 pages and maps, June 22, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-03-F KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=David&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=586&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&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 - Final. Preparation date: June 22, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 421 FROM EAST OF SECONDARY ROAD 2433 TO WEST OF INTERSTATE 77, WILKES AND YADKIN COUNTIES, NORTH CAROLINA. AN - 36408509; 3624 AB - PURPOSE: Improvements to a 10.9-mile segment of US 421 from east of State Route 2433 (SR 2433) in Wilkes County, North Carolina, to west of Interstate 77 in Yadkin County are proposed. US 421 is an important link in the North Carolina highway network and is included in the 1992-98 Transportation Improvement Program; it is also classified as a principal arterial route and is included in the Federal Aid Primary System. The entire highway extends from the Tennessee state line to Forsyth County, North Carolina; all segments within the corridor are scheduled to be upgraded to a multilane facility. The proposed action would involve replacing the existing two-lane roadway with a four-lane divided highway with either fully controlled or partially controlled access. In addition to the No-Build Alternative and a Transportation Improvement Plan, four build alternatives are under consideration. Two alternatives would follow the existing alignment of US 421; one would provide full control of access, while the other would provide partial control. The other two alternatives would both provide full control of access; one would lie to the north of the existing alignment, while the other would lie to the south. Three interchanges would be developed along the proposed highway: (1) in the area of SR 2325 near the western end of the project; (2) in the area of SR 2309 and /or SR 2400 near the center of the project; and (3) at SR 1112 near the eastern end of the project. The estimated costs of the build alternatives range from $34.2 million to $64.2 million. POSITIVE IMPACTS: The proposed upgrading of US 421 would promote economic development and tourism within the project area, relieve traffic congestion, and provide a safer transportation corridor. NEGATIVE IMPACTS: Construction along the existing alignment would displace 20 families and 12 businesses. The other two alternatives would each displace four businesses, but the northern alternative would displace 19 families, while the southern alternative would displace nine families. The project would result in impacts to approximately 66 to 165 acres of prime farmland, depending on the alternative selected. Stream crossings would occur at 9 to 14 locations, and floodplain encroachments would range from approximately 5.8 to 31.9 acres. From 363 to 508 acres of woodland and undeveloped land would be required for the project, with a subsequent loss of vegetation and wildlife habitat. From 8.5 to 22.6 acres of nontidal wetlands would be affected. From 16 to 21 noise receptors would experience a substantial increase in noise levels. Three historic structures might be affected by proximity to 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: 920242, 247 pages and maps, June 19, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-04-D KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Vegetation 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/36408509?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+421+FROM+EAST+OF+SECONDARY+ROAD+2433+TO+WEST+OF+INTERSTATE+77%2C+WILKES+AND+YADKIN+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+421+FROM+EAST+OF+SECONDARY+ROAD+2433+TO+WEST+OF+INTERSTATE+77%2C+WILKES+AND+YADKIN+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 19, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHILOH ROAD INTERCHANGE PROJECT, IR 90-8(114)443, YELLOWSTONE COUNTY, MONTANA. AN - 36409702; 3618 AB - PURPOSE: Construction of a new interchange on Interstate 90 (I-90) in Yellowstone County, Montana, is proposed in order to improve access to the western portion of the Billings urban area. The proposed interchange would be located in the vicinity of milepost 443, between Laurel and Billings. Because of the existence of the Shiloh Road overpass at this location and the possibility of connection to Shiloh Road, the project has been identified as the Shiloh Road interchange. Construction of the proposed project would involve relocation and realignment of the existing South Frontage Road for a distance of approximately one mile. Four access ramps to I-90 would be constructed in a diamond configuration, and a crossroad would be constructed over I-90. The existing Shiloh Road overpass would remain to serve local traffic needs. Under the preferred alternative (Alternative D), the interchange would be located approximately 0.5 miles east of the existing Shiloh Road overpass. The total estimated cost of construction, right-of-way acquisition, and utility relocation under the preferred alternative is $11.39 million. POSITIVE IMPACTS: The presence of the interchange would improve access to the western portion of Billings, thereby reducing travel times between I-90 and the west end of Billings and reducing traffic congestion on King Avenue and at the West Billings interchange, approximately three miles east of Shiloh Road. The project would result in energy savings of approximately 348,000 gallons of gasoline annually. Project construction would create jobs and earnings for Billings-area residents. NEGATIVE IMPACTS: Right-of-way requirements would displace 61.5 acres of farmland and one residence. Some $49,000 in annual crop production would be supplanted. Noise levels in the area would increase slightly under the preferred alternative compared with those under the No-Build Alternative. Construction of the proposed interchange would require the relocation of a natural gas pipeline and electrical and communications lines. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920229, 198 pages and maps, June 15, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-92-01-D KW - Electric Power KW - Energy Consumption KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Pipelines KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation 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/36409702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHILOH+ROAD+INTERCHANGE+PROJECT%2C+IR+90-8%28114%29443%2C+YELLOWSTONE+COUNTY%2C+MONTANA.&rft.title=SHILOH+ROAD+INTERCHANGE+PROJECT%2C+IR+90-8%28114%29443%2C+YELLOWSTONE+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: June 15, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SUNCOAST CORRIDOR, ZONES 1 AND 2, HILLSBOROUGH, PASCO, AND HERNANDO COUNTIES, FLORIDA. AN - 36409809; 3613 AB - PURPOSE: Construction of a four- to six-lane, limited-access highway from the proposed Northwest Expressway in Hillsborough County, Florida, to US 98 in Hernando County is proposed. The proposed project would be approximately 43 miles long, and would include 12 interchanges, associated improvements to connecting or intersecting roads, and provisions for future commuter rail transit and/or high-occupancy-vehicle (HOV) lanes within the roadway median. The proposed right-of-way width would be 300 to 400 feet. The project area is divided into two zones: Zone 1 extends 15 miles from the Northwest Freeway near Van Dyke Road to State Route 52 (SR 52) in Pasco County, while Zone 2 extends 28 miles from SR 52 to US 98. Each zone is subdivided into several sections, for which two to four alternative alignments are under consideration. Traffic demand projections indicate a need for a six-lane highway throughout most of the length of the project, except for the northernmost and southernmost portions, where four lanes would be adequate. Within Zone 1, interchanges with the proposed Northwest Hillsborough Expressway, Van Dyke Road, Lutz-Lake Fern Road, SR 54, the proposed Bi-County Expressway, the proposed Ridge Road extension, and SR 52 would be provided. Within Zone 2, interchanges with County Line Road, Spring Hill Drive, SR 50, and Centralia Road would be provided. In addition to various build alternatives, three other alternatives are under consideration: (1) improving the existing regional roadway network, (2) providing rapid transit and other alternative transportation modes, and (3) the No-Build Alternative. The estimated cost of construction is $351 million. Mitigation to wetlands would cost $15.64 million. POSITIVE IMPACTS: The proposed highway would serve an area that is already experiencing rapid residential and industrial development. It would relieve congestion on local roadways, resulting in decreased emissions of hydrocarbons and carbon monoxide. It is estimated that by the year 2010, the proposed highway would reduce traffic on US 19, US 41, and Interstate 75 by 20 to 50 percent. Secondary impacts would include improved access by commuters and other area residents to Tampa and St. Petersburg. NEGATIVE IMPACTS: The amount of land needed for right-of-way would vary from 1,022 to 1,026 acres in Zone 1 and from 1,337 to 1,378 acres in Zone 2. In Zone 1, between 159 and 171 acres of wetlands, primarily cypress strands and domes, would be displaced, and major tracts of land would be divided, interrupting wildlife movements. In Zone 2, between 16 and 30 acres of wetlands would be affected as would up to 810 acres of forested uplands. Residential relocations would range from 4 to 6 in Zone 1 and from 95 to 154 in Zone 2. In addition, up to 7 businesses in Zone 2 would require relocation. Up to 41 streets would require closing in Zone 2, but none would in Zone 1. Up to 162 sensitive sites in Zone 2, and between 3 and 6 sensitive sites in Zone 1, would experience substantial noise. Linear encroachments of 100-year floodplains would occur within a portion of Zone 1 (between 6.20 and 7.14 miles) and a much smaller portion of Zone 2 (approximately 0.45 miles). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920225, 2 volumes and maps, June 11, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-92-01-D KW - Air Quality KW - Biologic Assessments KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Wetlands 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/36409809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SUNCOAST+CORRIDOR%2C+ZONES+1+AND+2%2C+HILLSBOROUGH%2C+PASCO%2C+AND+HERNANDO+COUNTIES%2C+FLORIDA.&rft.title=NORTH+SUNCOAST+CORRIDOR%2C+ZONES+1+AND+2%2C+HILLSBOROUGH%2C+PASCO%2C+AND+HERNANDO+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: June 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 29A/70A (HIGH POINT ROAD) FROM THE US 311 BYPASS TO THE GREENSBORO WESTERN URBAN LOOP NEAR HILLTOP ROAD, GUILFORD COUNTY, NORTH CAROLINA. AN - 36404084; 3622 AB - PURPOSE: Improvement of US 29A/70A between the US 311 Bypass in High Point and Hilltop Road near the Greensboro Western Urban Loop in Greensboro, North Carolina, is proposed. The study area, consisting of the corridor surrounding an approximately 8.5-mile stretch of US 29A /70A, includes the northeastern part of High Point, the town of Jamestown, and the southwestern portion of Greensboro, all in Guilford County. US 29A/70A is the major thoroughfare between Greensboro and High Point. Population in the study area is expected to double by the year 2010, and the existing road network capacity will continue to deteriorate each year due to the traffic- generating development which is occurring. Six alternatives, including the No-Build Alternative, are being considered. A Transportation System Management Alternative would involve the improvement of traffic signals and signal progression, including the installation of a computerized signal system; the addition of turn lanes at intersections; and the installation of high-occupancy-vehicle lanes. A Public Transportation Alternative would involve the introduction or expansion of bus transit, ride sharing, and rail service within the corridor. The three Build Roadway alternatives would involve the widening of existing roadways and the construction of roadways at new locations, including a bypass south of Jamestown. The alignment for Build Alternative 1 would follow the existing US 29A/70A from Deep River Road at the proposed High Point East Belt to Enterprise Drive in High Point, bypass Jamestown to the south at a new location, and rejoin existing US 29A/70A from east of Stanford Road to a proposed Greensboro Western Urban Loop near Hilltop Road in Greensboro. Alternative 1 would be 7.7 miles in length and would involve $28.63 million in construction costs and $23.28 million in right-of-way acquisition costs. Build Alternative 2 would follow the Alternative 1 alignment to east of Mackay Road, bypass the Sedgefield Historic District to the north, running adjacent to the Norfolk-Southern Railroad line, and follow the existing US 29A/70A alignment from east of Roland Road to the proposed Greensboro Western Urban Loop near Hilltop Road. Alternative 2 would be 7.9 miles in length and would involve $29.68 million in construction costs and $21.8 million in right-of-way acquisition costs. The alignment for Build Alternative 3 would follow existing US 29A/70A from Deep River Road at the proposed High Point East Belt to Manor Drive, join the south bypass of Jamestown, cross existing US 29A/70A and the Norfolk-Southern Railroad line in the vicinity of Stanford Road, parallel the rail line to Hilltop Road, and follow Hilltop Road back across the rail line to existing US 29A/70A at the proposed Greensboro Western Urban Loop. Alternative 3 would be 8.5 miles in length and would involve $37.45 million in construction costs and $24.2 million in right-of-way acquisition costs. POSITIVE IMPACTS: Under the Build Roadway alternatives, traffic movement between High Point and Greensboro would be improved as residential areas along the corridor continue to grow. Between 1,800 and 3,200 vehicle hours of travel, representing $9 million to $16 million, could be saved during daily peak hours, and 204 fewer accidents would occur by the year 2010. Guilford County is already classified by the EPA as a nonattainment area for ozone standards; the existing air quality would improve under the Build Roadway alternatives. NEGATIVE IMPACTS: Right-of-way acquisition under the Build Roadway alternatives would require relocation of 19 to 66 residences and 11 to 21 businesses. Although studies indicate that there would be an adequate supply of commercially zoned property in the area for the relocated businesses, and housing units for higher-income households, the lower-income relocatees could require the use of last-resort housing. Depending on the Build Roadway alternative selected, 64.8 to 90.9 acres of maintained biotic communities, 8.3 to 11.5 acres of agricultural land, 61.9 to 87.0 acres of forested land, and 2.4 to 3.6 acres of wetlands would be disturbed. Build Alternative 1 would threaten the Sedgefield Historic District. Noise levels would increase in certain locations. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 920224, 270 pages and maps, June 11, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-07-D KW - Air Quality KW - Commercial Zones KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Housing KW - Noise KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Traffic Analyses KW - Traffic Control KW - Urban Development KW - Wetlands KW - North Carolina 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/36404084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Roy&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=1049&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&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 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LACKAWANNA VALLEY INDUSTRIAL HIGHWAY, LACKAWANNA COUNTY, PENNSYLVANIA. AN - 36413031; 3627 AB - PURPOSE: Construction of a four-lane, limited-access highway in Lackawanna County, Pennsylvania, is proposed in order to improve the transportation link between the cities of Scranton and Carbondale. The 15-mile highway would extend from Interstate 81 (I-81) in Dunmore north to US 6 at Whites Crossing, just northeast of Carbondale. Three alternative corridors for the proposed highway were selected from among 25 corridor options identified in the early stages of the study. Alternatives A, B, and C were selected because of transportation effectiveness, engineering issues, and environmental concerns. For purposes of this study, the project area has been divided into four segments. In Segment 1, from the Central Scranton Expressway in Dunmore to Route 247 in Jessup, the preferred alternative would follow a northeastern route, at one point moving far to the east to avoid interfering with the operations of the Keystone landfill just outside Dunmore. It would then proceed along the eastern edge of the Mid-Valley Industrial Park. Within this segment, the I-81/84/380 interchange would be reconstructed as would additional lanes southward on I-81 to the point of connection with the Central Scranton Expressway. In Segment 2, from Route 247 in Jessup to Salem Road in Archibald, the preferred alternative would shift to the west to avoid affecting an abandoned mining village identified as a major archaeological site. In Segment 3, from Archibald to the Mayfield Borough line, the preferred alternative would move northwest, passing through a portion of the Aylesworth Lake Project and proceeding to an interchange with an extension of Rushbrook Street, just outside of Mayfield. In Segment 4, from the Mayfield Borough line to Whites Crossing on US 6, the preferred alternative would proceed northeast, passing just south of Childs. An interchange would be provided with a new connecting roadway from US 6 in Childs. The proposed highway would then pass to the east of Carbondale and to the west of Brownell Reservoir, and would then would connect directly with US 6 to the north. POSITIVE IMPACTS: The availability of the proposed highway would promote economic development within the Lackawanna Valley, which is underserved by the region's expressway network. The highway would improve traffic operations, reduce congestion, improve safety conditions on US 6, which currently has accident rates that exceed state averages, and improve access for emergency vehicle operations. NEGATIVE IMPACTS: In Segment 1, 35 residences and six commercial operations would be displaced under the preferred alternative; in addition, 1.4 acres within the Dunmore Cemetery, which is eligible for listing in the National Register of Historic Places, would be affected as would 1.24 acres of wetlands. In Segment 3, one residence and two businesses would be displaced, 2.11 acres of wetlands would be destroyed, and property within the Jermyn historic district would be affected, but no structures would be lost. In Segment 4, two businesses would be displaced and 1.57 acres of wetlands would be destroyed. No adverse environmental impacts are identified for Segment 2. LEGAL MANDATES: Department of Transportation Act of 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: 920218, 3 volumes and maps, June 10, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-92-03-D KW - Archaeological Sites KW - Cemeteries KW - Highway Structures KW - Highways KW - Historic Sites KW - Industrial Parks KW - Landfills KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Pennsylvania 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/36413031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LACKAWANNA+VALLEY+INDUSTRIAL+HIGHWAY%2C+LACKAWANNA+COUNTY%2C+PENNSYLVANIA.&rft.title=LACKAWANNA+VALLEY+INDUSTRIAL+HIGHWAY%2C+LACKAWANNA+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 10, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PARK ROAD LOCATION STUDY, SR 3040, BERKS COUNTY, PENNSYLVANIA. AN - 36409739; 3626 AB - PURPOSE: Construction of a four-lane, limited-access highway, to be designated Pennsylvania State Route (SR) 3040, in a location west of the city of Reading in Berks County, Pennsylvania, is proposed. The proposed facility would connect the West Shore Bypass (US 422/222) and the Warren Street Bypass (US 422) to the Outer Bypass (SR 3055), providing an important link between US 30 in Lancaster and Interstate 78 in Allentown for regional traffic. The proposed highway would be approximately 1.5 miles long, and would enable motorists traveling through the area to bypass the Reading downtown area. The eastern project terminus would be at the West Shore Bypass, approximately 1,800 feet east of North Wyomissing Boulevard, in Wyomissing Borough. The western project terminus would be at the Outer Bypass in the vicinity of Tulpehocken Creek, in Spring Township. Five alternatives, including the No-Build Alternative, are considered in this draft EIS. The preferred alternative would provide a new alignment extending northwest from the US 422 interchange, with the West Shore Bypass connecting with the Outer Bypass south of Tulpehocken Creek. Under the preferred alternative, the proposed facility would include a 64-foot median; three grade-separated diamond interchanges to provide access to North Wyomissing Boulevard, Broadcasting Road, and Paper Mill Road; and a partial cloverleaf interchange to connect the new alignment with the Warren Street Bypass and the West Shore Bypass. The existing at-grade intersection between Park Road and the Warren Street Bypass would be eliminated. Under the preferred alternative, 107.2 acres of undeveloped farmland and forest land would be converted to highway use. POSITIVE IMPACTS: The proposed highway would complete a missing link in the regional highway network, reduce the use of local congested roadways, and improve local access to and within a rapidly developing area of Berks County. The preferred alternative would separate local and regional traffic, improving access to local residences and businesses, and would maximize opportunities to increase access for existing and planned development in the corridor. NEGATIVE IMPACTS: Implementation of the preferred alternative would require the acquisition of three residences and one business, plus 14 acres of a 27-acre nursing home facility property. Approximately 95.3 acres of prime farmland soils, 45.8 of which are in active farmland, would be converted to highway use. The preferred alternative would encroach upon 11.8 acres of the 100-year floodplain, result in 180 acres of soil disturbance, and disturb a prehistoric geological site eligible for listing in the National Register of Historic Places. Noise abatement criteria would be exceeded or approached at seven sites, and barriers could be needed at five sites. 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: 920210, 554 pages and maps, June 5, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-92-04-D KW - Archaeological Sites KW - Commercial Zones KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Pennsylvania KW - Department of Transportation 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/36409739?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PARK+ROAD+LOCATION+STUDY%2C+SR+3040%2C+BERKS+COUNTY%2C+PENNSYLVANIA.&rft.title=PARK+ROAD+LOCATION+STUDY%2C+SR+3040%2C+BERKS+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 5, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 21 FREEWAY EXTENSION PROJECT FROM MONROE STREET IN PASSAIC TO ROUTE 46 IN CLIFTON, PASSAIC COUNTY, NEW JERSEY. AN - 36404038; 3620 AB - PURPOSE: Construction of 1.8 miles of new highway from Monroe Street in Passaic, New Jersey, to Route 46 in Clifton is proposed. The project would complete the Route 21 Freeway and relieve congestion on area roads. Route 21 currently consists of a nine-mile highway between Newark and Passaic. In the early 1970s construction was halted before the highway had reached its logical terminus because local municipalities requested that additional studies of alternative alignments be conducted. Because construction was halted, Route 21 currently terminates in Passaic, and traffic is diverted onto local roads that traverse residential and commercial areas. The proposed highway would begin where Route 21 ends in Passaic (near Hope Avenue) and would continue in a northeasterly direction, passing over Monroe Street and Dayton Avenue. Beyond Dayton Avenue, the highway would cross over the Dundee Canal and proceed in a northwesterly direction, passing east of the Botany Mills Complex. The highway would then skirt the canal and pass over Ackerman Avenue. Past Ackerman Avenue, it would run parallel to Dundee Lake and merge with Route 46. The new highway would be constructed along one of four alignments under consideration. These alternative alignments are referred to as Alternative 1, Shift A, Shift B, and Shift AB. Under the latter three alternatives, part of the alignment would be constructed on the peninsula between Dundee Canal and the Passaic River. This would reduce impacts to the canal, which is eligible for inclusion in the National Register of Historic Places and is an aquatic habitat. Alternative 1 has been selected as the preferred alternative because it would have the least overall socioeconomic and environmental impact; however, some portions of the alignment would be located directly over Dundee Canal. The proposed project also includes three schemes for the Route 46/Lexington Avenue interchange in Clifton. Estimated construction costs for the project range from $63.6 million to $91.4 million, depending on the alternative selected, while right-of-way costs range from $7.7 million to $15.5 million. POSITIVE IMPACTS: The proposed project would relieve traffic congestion in the immediate area by 25 to 50 percent and improve regional traffic flow. Extending Route 21 to Route 46 would complete regional linkups among Routes 21, 22, 78, 280, 3, 46, and 80, and the Garden State Parkway. NEGATIVE IMPACTS: Twenty-one to 119 families and 4 to 18 businesses would be relocated, depending on the freeway and interchange alternatives selected. In addition, 2.8 to 10.6 acres of the Passaic River and 0.8 to 8.9 acres of the Dundee Canal would be filled. Approximately 0.5 acres of wetlands would be taken. Noise levels at 104 to 115 sensitive locations would increase; with noise barriers, these impacts could be reduced by 50 to 65 percent. Up to seven historic architectural sites and five archaeological sites eligible for listing in the National Register would be adversely affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Act of 1991 (P.L. 102-240), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920205, 10 volumes and maps, June 2, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Commercial Zones KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Waterways KW - New Jersey KW - Department of Transportation Act of 1966, as amended, Historic Sites 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/36404038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+21+FREEWAY+EXTENSION+PROJECT+FROM+MONROE+STREET+IN+PASSAIC+TO+ROUTE+46+IN+CLIFTON%2C+PASSAIC+COUNTY%2C+NEW+JERSEY.&rft.title=ROUTE+21+FREEWAY+EXTENSION+PROJECT+FROM+MONROE+STREET+IN+PASSAIC+TO+ROUTE+46+IN+CLIFTON%2C+PASSAIC+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, D.C.; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 2, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 CONNECTOR, LAFAYETTE, LOUISIANA. AN - 36406516; 3615 AB - PURPOSE: Construction of a north-south freeway within the city limits of Lafayette, Louisiana, is proposed. The proposed freeway, to be known as the I-49 Connector, would be built in the Evangeline Thruway (US 90/US 167) corridor, and would include numerous interchanges and flanking collector/distributor roadways for local traffic circulation and land access. Traffic on the freeway would flow nonstop, while parallel arterial roadways would serve local traffic needs and operate similarly to the existing Evangeline Thruway. Construction and freeway implementation would begin just south of the Lafayette Regional Airport and continue north to the current southern terminus of I-49, just south of the I-10/I-49 interchange, a length of approximately 4.5 miles. For the fully developed central core part of the project area along the thruway between Pinhook Road and the Southern Pacific Railroad (SPRR) spur crossing, continuously elevated or continuously depressed freeway options would allow free passage on the many crossing streets. The elevated-freeway alternatives would run the freeway on a bridge with cross streets passing below, while the depressed-freeway alternatives would run the freeway below grade with cross streets passing above. Four alignment alternatives have been identified within the study corridor, including the existing thruway alignment and various combinations of the existing alignment and alignment in the area directly adjacent to the SPRR. Estimated costs of the various alternatives range from $147 million to $211 million. POSITIVE IMPACTS: Both the local transportation network and the statewide system would benefit from the proposed construction. Travel times would be reduced for both freeway travelers and users of the local network. Access to outlying areas and the central business district would be improved, thereby stimulating the local economy. Traffic accidents and vehicle operating costs would be reduced. Air quality within the corridor would improve over existing levels. NEGATIVE IMPACTS: Right-of-way acquisitions under the various build alternatives would displace 100 to 216 residences, 43 to 56 businesses, and 1 to 2 nonprofit organizations. Most residential displacements would occur in the central core area between Pinhook Road and the SPRR spur crossing, an area with a predominantly black population. Adequate affordable rental housing for nonowners would not be available in Lafayette within the ranges displaced tenants could afford. Surrounding neighborhoods would be disturbed by the noise, visual presence, and scale of the freeway, particularly the central core area if an elevated-freeway alternative were selected. Freeway noise would impact 119 to 203 residences under federal criteria. Noise and proximity impacts would occur, unless mitigated, at a church and school located within the Sterling Grove Historic District. Two alternatives would traverse an abandoned landfill and other potentially contaminated sites adjacent to the SPRR. Up to seven acres of wetlands at the Gateway Lafayette ponds and at the Vermilion River 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.), 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: 920194, 335 pages and maps, May 22, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-92-01-D KW - Air Quality KW - Bridges KW - Central Business Districts KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Land Use KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Louisiana 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, 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/36406516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+CONNECTOR%2C+LAFAYETTE%2C+LOUISIANA.&rft.title=I-49+CONNECTOR%2C+LAFAYETTE%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 22, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UTAH FOREST HIGHWAY 5 (WOLF CREEK ROAD, UTAH STATE ROUTE 35), NORTH FORK PROVO RIVER BRIDGE TO STOCKMORE, DUCHESNE AND WASATCH COUNTIES, UTAH. AN - 36413277; 3628 AB - PURPOSE: Reconstruction of a segment of Utah Forest Highway 5 (also known as State Route 35 and Wolf Creek Road) in Duchesne and Wasatch counties, Utah, is proposed. The segment begins in the Provo River Valley near the confluence of the north and south forks of the Provo River. It extends from the North Fork Provo River bridge, 10 miles east of Francis, to the beginning of the recently improved section of the highway, about 0.8 miles east of the North Fork Duchesne River bridge in Stockmore. State Route (SR) 35 is paved with an asphalt surface from Francis to the North Fork Provo River bridge. Just east of the bridge, SR 35 becomes a gravel and dirt road that extends 24 miles eastward to the North Fork Duchesne River bridge. The gravel and dirt portion begins at an elevation of 7,160 feet and climbs steadily upward, following the South Fork Provo River drainage to its beginning at Wolf Creek Summit. The road crosses Wolf Creek Summit at an elevation of 9,470 feet and then proceeds to the east along the Wolf Creek and West Fork Duchesne River drainages to the North Fork Duchesne River bridge. It proceeds eastward from the North Fork Duchesne River bridge for 0.8 miles to connect once again with a paved portion of SR 35. Six alternatives, including the No Action Alternative (Alternative A), are under consideration. Under most of the alternatives, the existing one- and two-lane dirt and gravel road would be improved to create a two-lane road. Action alternatives include the following: B--reconstructing and paving SR 35 to minimum design criteria for a major collector highway, with a design speed of 50 miles per hour (mph); C--reconstructing and paving SR 35 to minimum design criteria for a major collector highway, with a design speed of 45 mph on the lower portions and 35 mph on the upper and middle sections; D--reconstructing and paving SR 35 to less than the minimum design criteria for a major collector highway, using the same design speeds as under Alternative C; E--reconstructing SR 35 as in Alternative D, but with a gravel surface; and F--shaping and paving existing SR 35. Alternative D is the preferred alternative. POSITIVE IMPACTS: Improvement of the road would serve the residents of Duchesne, Wasatch, and Summit counties, as well as the population centers along the Wasatch Front, and would benefit the local economy. Recreational users and schoolchildren would be provided with enhanced access to the surrounding areas of the Uinta National Forest. Forest management would be enhanced as well. An unfinished link in the state transportation system would be completed. Pavement of the roadway would reduce dust pollution along the corridor. NEGATIVE IMPACTS: Construction activities would disturb soils and vegetation. Cultural resource sites, including historic and prehistoric artifacts, would lie within the rights-of-way of the improvement project. Project activities would displace 5.1 to 8.2 acres of wetlands and 3.1 to 5.1 acres of riparian land. Some cut-and-fill activity could be required. Alternative B could result in noise levels exceeding federal standards. The project could encounter a hazardous waste disposal 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.), Intermodal Surface Transportation Efficiency Act of 1991, 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 92-0040D, Volume 16, Number 1. JF - EPA number: 920179, 268 pages and maps, May 15, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-FPUT-EIS-92-1-F KW - Air Quality KW - Archaeological Sites KW - Cultural Resources KW - Forests KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Resources KW - Roads KW - Vegetation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites 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, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UTAH+FOREST+HIGHWAY+5+%28WOLF+CREEK+ROAD%2C+UTAH+STATE+ROUTE+35%29%2C+NORTH+FORK+PROVO+RIVER+BRIDGE+TO+STOCKMORE%2C+DUCHESNE+AND+WASATCH+COUNTIES%2C+UTAH.&rft.title=UTAH+FOREST+HIGHWAY+5+%28WOLF+CREEK+ROAD%2C+UTAH+STATE+ROUTE+35%29%2C+NORTH+FORK+PROVO+RIVER+BRIDGE+TO+STOCKMORE%2C+DUCHESNE+AND+WASATCH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 15, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELMIRA NORTH-SOUTH ARTERIAL--SOUTH SECTION, CITY OF ELMIRA AND TOWN OF SOUTHPORT, CHEMUNG COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1974). AN - 36395970; 3621 AB - PURPOSE: Construction of approximately 2.6 miles of four-lane arterial highway in a new location through portions of the town of Southport and the city of Elmira in Chemung County, New York, is proposed. This final supplement to the final EIS of August 1974 on the entire 7.5-mile north-south arterial provides alternative design studies concerned with the southernmost 2.6 miles, from the south termini at State Routes (SR) 14 and 328 to the completed arterial center section at Pennsylvania Avenue. The entire 7.5-mile highway would extend from SR 18 to SR 328 in the town of Southport, and then northward and eastward through the city of Elmira, the village of Elmira Heights, and the towns of Elmira and Horseheads to the Route 17-13 interchange area near Horseheads. The southern two miles of the project would be located on vacant land or along the floodplain of Seeley Creek and would pass through an abandoned Penn Central railyard. The northern 0.6 miles would pass through an area of mixed residential, commercial, and industrial land in Elmira. The project would be built as a two-lane facility with right-of-way and grading for an eventual upgrade to four lanes, and with suitable transitions from the existing four lanes of adjoining highway at either end of the project. Noise control measures would be included. The estimated cost of the project is $20.46 million, including $3.46 million for right-of-way costs. POSITIVE IMPACTS: The overall arterial project would provide for a reasonable, continuous north-south route through the Southport-Elmira- Horseheads Valley. In addition, the project would improve access to existing businesses, local industries, and the Elmira central business district. The project would also enhance development potential in the valley by providing access to underused lands, particularly those with potential for commercial and industrial development. A major portion of north-south traffic, particularly heavy truck traffic, would be shifted from local residential streets to commercial/industrial areas along the project corridor. NEGATIVE IMPACTS: Right-of-way development would displace 20 residential properties, 3 multifamily residences, 4 commercial properties, and 3 abandoned industrial buildings. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final EIS and the draft supplement to the final EIS, see 74-3412F, EIS Cumulative 1970-1976, Volume I, and 89-0280D, Volume 13, Number 5, respectively. JF - EPA number: 920174, 274 pages and maps, May 15, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-73-05F(S) KW - Central Business Districts KW - Cost Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation Surveys KW - Wildlife Surveys KW - New York KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36395970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELMIRA+NORTH-SOUTH+ARTERIAL--SOUTH+SECTION%2C+CITY+OF+ELMIRA+AND+TOWN+OF+SOUTHPORT%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1974%29.&rft.title=ELMIRA+NORTH-SOUTH+ARTERIAL--SOUTH+SECTION%2C+CITY+OF+ELMIRA+AND+TOWN+OF+SOUTHPORT%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1974%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: May 15, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 64, HOULTON TO NEW RICHMOND, SAINT CROIX COUNTY, WISCONSIN. AN - 36410986; 3630 AB - PURPOSE: The improvement of State Trunk Highway (STH) 64 between Houlton and New Richmond in Saint Croix County, Wisconsin, is proposed. The project area is located in northwestern Saint Croix County, about 25 miles northeast of the Minneapolis/Saint Paul metropolitan area. It begins northeast of Houlton and ends just east of New Richmond, and includes approximately 18 miles of existing STH 64. Some sections currently experience traffic volumes that exceed the capacity of the roadway, and forecasters predict that traffic volumes on STH 64 will nearly double between 1990 and 2016. By 2016 the entire length of STH 64 in the project area will operate at an unacceptable level of service, resulting in congestion and traffic backups. STH 64 is among the highways earmarked for improvement under the Wisconsin Department of Transportation's Corridors 2020 Plan, devised to enhance economic development of the region. It has been designated for upgrading to a multilane facility. In addition to the No-Build Alternative, nine build alternatives in the South Corridor and 12 build alternatives in the Central Corridor are considered in this draft EIS. The South Corridor passes south of Somerset and south and east of New Richmond; the Central Corridor follows a northeasterly alignment, passing south of Somerset and north of New Richmond. There is no preferred alternative. The build alternatives propose the construction of an expressway-type facility with controlled access. The typical roadway section would be a four-lane rural facility with two travel lanes in each direction separated by a 60-foot median. The width of right-of-way required generally would be 250 feet, with variations for roadway sections that required cut or fill. Generally, public access would be spaced at approximately one-mile intervals. Interchanges would be provided at major crossroads, with at-grade intersections as needed. Access to private property abutting the proposed highway would be provided directly or indirectly with the objective of minimizing the number of direct accesses. The South and Central corridor routes would include 4.3 to 8.0 miles and 3.8 to 8.5 miles, respectively, of existing transportation routes, and 10.3 to 13.8 miles and 5.8 to 11.1 miles, respectively, of new alignment routes. Total right-of-way acres required for the South and Central corridors would be 478 to 557 acres and 341 to 499 acres, respectively. Project costs for the South and Central corridors would be approximately $45 million to $48 million and $44 million to $48 million, respectively. POSITIVE IMPACTS: Highway improvements would result in improved motorist convenience, safety, and energy use; greater potential for area economic and residential development due to improved transportation; stronger economic and social ties with the Minneapolis/Saint Paul area; improved emergency vehicle service; and the potential for new tax base sources in the project area. NEGATIVE IMPACTS: The build alternatives would result in 50 to 77 property encroachments, including 4 to 9 farm severances. The project would involve 2 to 18 residential relocations, 1 to 10 commercial relocations, and 3 to 7 potential hazardous materials sites. Potential environmental effects would include high degradation and /or loss of wetlands, agricultural land, woodlands, water resources, and visual quality; moderate degradation of floodplains and noise quality; and low degradation of air quality. Socioeconomic consequences of the project would include inconvenience and added cost because of traffic detours and delays during construction; relocation of residences and businesses; and removal of private properties from tax rolls, thereby causing a reduction in the tax base. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11990, and Federal Water Pollution Control Act of 1972 (U.S.C. 1251 et seq.). JF - EPA number: 920161, 269 pages and maps, May 7, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-92-01-D KW - Air Quality KW - Drainage KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Executive Order 11990, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Jeffrey&rft.date=1993-01-01&rft.volume=1993&rft.issue=&rft.spage=2237&rft.isbn=0872629201&rft.btitle=&rft.title=Hydraulic+Engineering%3A+Proceedings+of+the+National+Conference+on+Hydraulic+Engineering&rft.issn=10701559&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 7, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5/88TH STREET NORTHEAST INTERCHANGE, SNOHOMISH COUNTY, WASHINGTON. AN - 36407809; 3629 AB - PURPOSE: Construction of a full diamond interchange and expanded road network where Interstate 5 (I-5) meets 88th Street Northeast near the city of Marysville in Snohomish County, Washington, is proposed. The proposed construction would improve traffic circulation throughout the city of Marysville and the surrounding county and provide direct freeway access to an industrial and commercial park and U.S. Navy support facilities proposed for construction on the Tulalip Tribes Reservation. The project area extends from State Street-Smoky Point Boulevard in the city of Marysville west to I-5. Under the preferred alternative, the portion of 88th Street Northeast under consideration would be widened from two to four lanes with a center two-way left-turn lane. A span bridge, approximately 240 feet long, would be constructed to replace the existing bridge over Quilceda Creek. A new frontage road would be constructed that would extend 36th Avenue Northeast north to 90th Street Northeast. A four-acre, 350-stall park-and-ride lot would be constructed on the northeast corner of 88th Street Northeast and the 36th Avenue Northeast frontage road. West of I-5 on the Tulalip Reservation, a 12-foot-wide unpaved road presently runs east and west along the existing 88th Street Northeast right-of-way. Under the preferred alternative, a 60-foot-wide, four-lane extension of 88th Street Northeast would be constructed from I-5 west to 27th Avenue Northeast (Quilceda Road). The No Action Alternative is the only other alternative under consideration. POSITIVE IMPACTS: The proposed interchange and expanded road network would redistribute traffic and relieve congestion at neighboring interchanges and improve access to the Indian reservation, while the proposed parking facility would encourage use of mass transit. Improved reservation access would stimulate proposed economic development of the area and ensure adequate provision of emergency vehicle and school bus services. NEGATIVE IMPACTS: Construction activities would require approximately 14 acres of land east of I-5 and 8.5 acres to the west. Community character would be affected as neighborhoods changed from residential to commercial use. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 920163, 301 pages and maps, May 7, 1992 PY - 1992 KW - Roads and Railroads KW - Bridges KW - Highway Structures KW - Highways KW - Indian Reservations KW - Industrial Parks KW - Land Acquisitions KW - Military Facilities (Navy) KW - Parking KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5%2F88TH+STREET+NORTHEAST+INTERCHANGE%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=INTERSTATE+5%2F88TH+STREET+NORTHEAST+INTERCHANGE%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Everett, Washington; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 7, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT BRF-239(12), WILLIAM S. KELLER BRIDGE REPLACEMENT ON US HIGHWAY 31, MORGAN AND LIMESTONE COUNTIES, ALABAMA. AN - 36408688; 3608 AB - PURPOSE: Construction of a bridge on US Highway 31 spanning the Tennessee River between Morgan and Limestone counties, at Decatur, Alabama, and removal of the deteriorating historic William S. Keller Bridge, is proposed. The proposed new bridge and its approaches would be approximately 1.5 miles long, starting in the city of Decatur in Morgan County and extending across the Tennessee River into Limestone County. The William S. Keller Bridge presently is used as two southbound lanes, and a more modern bridge carries the two northbound lanes. The Keller Bridge was erected in 1926 and includes a movable bascule draw that provides the only opening on the structure for the passage of river traffic. The newer bridge was constructed at a much greater height and allows river traffic to pass beneath it unhindered. The new structure would be erected at a height sufficient to enable river traffic to move freely without disrupting roadway vehicles. The typical section of the new bridge would consist of two 12-foot travel lanes with a 10-foot outside shoulder and a 6-foot inside shoulder, thus providing a 40-foot curb-to-curb roadway. Four alternatives are considered, including the No Action Alternative. The preferred alternative would place the new bridge east of and adjacent to the existing high-rise bridge. This would allow the present Keller Bridge to maintain traffic flow during construction of the new bridge. Once the proposed project was completed, the Keller Bridge would be removed, the new bridge would carry northbound vehicles, and the existing high-rise bridge would handle southbound traffic. The estimated cost for this alternative is $14.97 million, and construction time is estimated at two years. POSITIVE IMPACTS: Bridge construction would improve transportation and foster economic growth. The project would enhance safety by providing a roadway facility whose vehicles would not be impeded by the movement of river vessels. Emergency vehicles such as ambulances, fire trucks, and police cars would have better access to the surrounding areas. The local economy would be stimulated by the use of materials and labor during construction. The long-term economy of the region would be enhanced by the improved ability of industries to transport input materials to local industries and output products to market areas, thereby increasing the tax base of the city. The U.S. Fish and Wildlife Service and the Wheeler National Wildlife Refuge would acquire a 16-acre area of drained wetlands that could be restored easily to its former wetland status and be added to the Wheeler Wildlife Refuge to offset the loss of wetlands to right-of-way. NEGATIVE IMPACTS: Construction would result in short traffic delays, noise, and air quality degradation. The project would also result in temporary erosion and siltation during construction. There would be a small loss of commercial land to right-of-way and the displacement of one business. Additional right-of-way acquisitions would include approximately six acres of wetlands from the Wheeler Wildlife Refuge. LEGAL MANDATES: Clean Water Act of 1977 (33 U.S.C. 1344 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.). JF - EPA number: 920156, 180 pages and maps, May 5, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-92-01-D KW - Bridges KW - Conservation KW - Erosion Control KW - Highways KW - Historic Sites KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Water Quality KW - Waterways KW - Wetlands KW - Alabama KW - Clean Water Act Section 404 Permits, Compliance KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Tennessee Valley Authority Act of 1933, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+BRF-239%2812%29%2C+WILLIAM+S.+KELLER+BRIDGE+REPLACEMENT+ON+US+HIGHWAY+31%2C+MORGAN+AND+LIMESTONE+COUNTIES%2C+ALABAMA.&rft.title=PROJECT+BRF-239%2812%29%2C+WILLIAM+S.+KELLER+BRIDGE+REPLACEMENT+ON+US+HIGHWAY+31%2C+MORGAN+AND+LIMESTONE+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 5, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHAWANO BYPASS, STATE TRUNK HIGHWAY 29, SHAWANO COUNTY, WISCONSIN. AN - 36407844; 3631 AB - PURPOSE: Construction of a 16.2-mile State Trunk Highway (STH) 29 bypass route around the village of Bonduel and city of Shawano in Shawano County, Wisconsin, is proposed. The 1989 traffic volume on the existing route in Bonduel was 10,300 vehicles per day (vpd), and this figure is projected to increase to 11,900 vpd by 2014. Respective traffic figures in Shawano for these years are 13,900 to 16,800 vpd and 15,250 to 25,250 vpd. The bypass project would consist of a four-lane, controlled-access facility, with two 12-foot driving lanes in each direction, 6-foot inside and 10-foot outside shoulders, ditch sections on either side, and a 60-foot grass median for the rural section. The project would begin on STH 29 approximately 1.5 miles east of Bonduel and would rejoin existing STH 29 approximately 0.5 miles west of Thornton. In addition to the No Action Alternative and the option of improving the existing through route, two southern and two northern bypass alternatives were considered. All build alternatives would require a new crossing of the Wolf River and a new crossing of the west branch of the Shioc River. Under the preferred alternative (the revised Near South Alternative), which would bypass Shawano to the south, interchanges would be constructed at Highways 47 and 55 near Bonduel, and at Highway 22 and near the present Highway 29 railroad overhead west of Shawano. One additional interchange would be constructed at either Pit Road or Highway ""T.'' The costs of the preferred alternative are estimated at $32.3 million, and the benefit-cost ratio is 3.3. POSITIVE IMPACTS: Bypass availability would separate through traffic, including numerous large trucks, from local traffic within Shawano, easing local congestion and reducing long-distance travel times. Projected traffic capacity and safety problems would be forestalled. The bypass would route 80 percent of through traffic around Bonduel and 40 to 64 percent around Shawano in 2014. It would constitute a portion of a multilane route along STH 29 that would ultimately cross the entire state. NEGATIVE IMPACTS: Construction of the southern bypass along the route of the preferred alternative would require the acquisition of 491 acres of land, including 332 acres of farmland within 43 farms and 54 acres of wetland, and the displacement of 16 residences. In addition, construction would result in potential disturbance to 21 archaeological sites; one of these sites has been declared eligible for listing in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 89-0358D, Volume 13, Number 6. JF - EPA number: 920158, 502 pages and maps, May 5, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-89-03-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, Archaeologic Sites 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/36407844?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-05&rft.volume=3&rft.issue=&rft.spage=167&rft.isbn=&rft.btitle=&rft.title=International+Conference+on+Case+Histories+in+Geotechnical+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 5, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 73 EXTENSION, SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR, ORANGE COUNTY, CALIFORNIA. AN - 36404265; 3610 AB - PURPOSE: Construction of a freeway along State Route (SR) 73 from the Interstate 5 (I-5) freeway in the city of San Juan Capistrano to SR 73's existing terminus at Jamboree Road in Orange County, California, is proposed. Portions of the project would be located within the cities of Newport Beach, Irvine, Laguna Beach, Laguna Niguel, Mission Viejo, and San Juan Capistrano, and unincorporated areas of Orange County. The length of the preferred alternative corridor is 17.5 miles, involving 14.5 miles of new location construction, 2.3 miles of widening on I-5, and 0.7 miles of improvements on SR 73 between Jamboree Road and Birch Street. Under the preferred alternative, the proposed project would include three general-purpose lanes in each direction, with auxiliary lanes for weaving and steep grades, as well as an 88- to 116-foot median for additional capacity as warranted. The project would also include the construction of high-occupancy-vehicle (HOV) lanes in the median as early as feasible but no later than 2010. The project would contain ten general-purpose interchanges and seven exclusive HOV lanes. Connections to arterials between Birch Street and Jamboree Road in Newport Beach would be modified, with new on- and off-ramps provided. In addition, two access ramps would be provided for westbound traffic to SR 73. The grading for the corridor would be extensive because of the topographical and geological character of the terrain. The freeway would operate as a toll facility until bonds were repaid, a process estimated to take 30 years. The proposed system for toll collection is a closed-barrier system involving a mainline-barrier toll plaza near the center of the facility and 12 ramp toll plazas. Additional facilities would include a maintenance facility, detention basins, signs, retaining walls, noise walls, and lighting. The estimated total project cost is $702.8 million. POSITIVE IMPACTS: Improvement of transportation facilities within the San Juan Hills Corridor as planned would constitute a central component of a 14-year cooperative planning process incorporating regional land use, transportation, and open space planning concerns. Existing traffic congestion within Orange County, which places pressure on arterial highways located near or parallel to congested interstate freeways, would be lessened significantly. Through traffic would be removed from parallel arterial highways. Access to the University of California at Irvine, John Wayne Airport, and various recreational areas in Orange County would be improved. Air quality within the corridor would improve over existing levels. NEGATIVE IMPACTS: Development of 907 acres of rights-of-way would result in encroachment on 15.3 acres of floodplain, the displacement of 15.1 acres of wetlands and 0.5 acres of nonwetland waters, the loss of coastal sage scrub and chaparral habitat, the restriction of wildlife movements, the relocation of 5 businesses, and the partial loss of 12 business and 9 residential properties. A portion of the Rancho Viejo bicycle trail would be removed, and a sensitive plant species would be affected. Highway structures would result in visual impacts to residential users in several communities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 90-0331D, Volume 14, Number 5. JF - EPA number: 920152, 6 volumes and maps, May 1, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-2-F KW - Airports KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Endangered Species (Plants) KW - Floodplains KW - Highway Structures KW - Highways KW - Land Use KW - Open Space KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+73+EXTENSION%2C+SAN+JOAQUIN+HILLS+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+73+EXTENSION%2C+SAN+JOAQUIN+HILLS+TRANSPORTATION+CORRIDOR%2C+ORANGE+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: May 1, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEMPHIS INTERNATIONAL AIRPORT, MEMPHIS, TENNESSEE. AN - 36411441; 3547 AB - PURPOSE: Implementation of the Memphis-Shelby County Airport Authority's Airport Layout Plan, based on the authority's Master Plan for increasing the capacity of Memphis International Airport in Memphis, Tennessee, is proposed. Projects included in the Layout Plan are the construction of a third parallel north-south runway (18E-36E) 927 feet east of existing runway 18L-36R, with full parallel taxiways, high-speed exits, and connecting taxiways; the installation of a Category III instrument landing system, including an approach lighting system; the extension of runway 18L-36R 2,700 feet to the south, and construction of connecting taxiways; and the relocation of existing navigation aids and installation of associated navigation aids to serve the needs of west Tennessee, northern Mississippi, and eastern Arkansas. The proposed improvements would also require the relocation of portions of Swinnea Road; the lowering of a portion of Winchester Road and extension of the tunnel; and the lowering of a portion of Shelby Drive. A portion of Hurricane Creek would be relocated generally west of its existing channel to allow for construction of the new runway and associated taxiways. The authority has already submitted Section 404 permit requests to the Army Corps of Engineers for relocation of Hurricane Creek and other wetland areas, and has begun acquisitions of property for purposes of right-of-way and noise compatibility. Only the Layout Plan and the No Action Alternative were considered for this statement. POSITIVE IMPACTS: Under the proposed action and related mitigation actions, airport noise impacts would be decreased somewhat by the year 2000, and roadway traffic circulation would be improved past the airport. Improvements would allow for the growth of Federal Express (which currently employs over 18,000 people in the area) and other air service, distribution, warehouse, transportation, and related firms which rely on airport accessibility. Reduction of aircraft delays under the proposed action would result in lower air pollutant emissions than under the No Action Alternative. Implementation of the proposed action would not result in the loss of long-term productivity, nor would there be any irreversible commitment of resources. NEGATIVE IMPACTS: Under the proposed action, 442 residential, commercial, and industrial properties would be relocated, including those in a section of Oakhaven, Tennessee, an established community east of the airport. Use of the relocated Swinnea Road might cause increased traffic noise levels in Oakhaven. Construction of the proposed improvements could cause short-term noise, dust, waste disposal, and soil erosion impacts. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, as amended (P.L. 100-223), Department of Transportation Act of 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: 920146, 2 volumes and maps, April 30, 1992 PY - 1992 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Creeks KW - Land Acquisitions KW - Navigation Aids KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Memphis International Airport KW - Tennessee KW - Airport and Airway Improvements Act of 1982, Compliance KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance 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/36411441?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEMPHIS+INTERNATIONAL+AIRPORT%2C+MEMPHIS%2C+TENNESSEE.&rft.title=MEMPHIS+INTERNATIONAL+AIRPORT%2C+MEMPHIS%2C+TENNESSEE.&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: April 30, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 15, NORTH HELENA VALLEY INTERCHANGE, LEWIS AND CLARK COUNTY, MONTANA (ATTACHMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1991). AN - 36404296; 3617 AB - PURPOSE: Construction of the North Helena Valley interchange along Interstate 15 (I-15) in Lewis and Clark County, Montana, is proposed. In addition to the No Action Alternative, three alternatives were evaluated in terms of the following issues: land use, farmlands, social and economic factors, pedestrians and bicyclists, noise, water quality, floodplains, wetlands, threatened or endangered species, historical and archaeological preservation, visual resources, hazardous wastes, relocations, permits, energy, construction, and air quality. Under the preferred alternative, the project would be located approximately 3.5 miles north of the existing Cedar Street interchange, at an extension to the east (from Montana Avenue to I-15) of existing Forestvale Road, and south of the existing Lincoln Road interchange. It would include construction of a diamond interchange with a crossing structure, connecting ramps to existing I-15, and a connecting street to existing Montana Avenue. A new bridge structure over I-15 would also be constructed. Construction of the proposed interchange would require 38.98 acres of rights-of-way. The estimated cost for rights-of-way acquisitions and construction of the proposed project is $2.8 million. This attachment to the draft environmental impact statement (EIS) of March 1991 contains errata sheets for the draft EIS; further discussion of the reasons for selecting the preferred alternative and proposed mitigation measures; a summary of the location and design public hearing; and copies of written comments received in response to the draft EIS. This attachment, combined with the full text of the draft EIS, constitutes the final EIS. POSITIVE IMPACTS: The new interchange would provide access to I-15 from and to existing roads and streets, and businesses and residences, in the North Helena Valley. The project would provide quicker access and better response times for fire department and other emergency vehicles to and from I-15. Traffic safety and convenience would be improved by providing for more traffic use on I-15, which is currently underutilized. Traffic would be directed away from the congested North Montana Avenue corridor, particularly to the south of Sierra and Forestvale roads. Air quality would be improved through increased use of I-15. NEGATIVE IMPACTS: Rights-of-way acquisitions would displace 4.4 acres of existing wetlands and require the relocation of five residences. Traffic volumes on I-15 would increase substantially, particularly to the south toward the city of Helena. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 91-0108D, Volume 15, Number 2. JF - EPA number: 920147, 36 pages, April 30, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-91-01-F KW - Air Quality KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Montana KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+15%2C+NORTH+HELENA+VALLEY+INTERCHANGE%2C+LEWIS+AND+CLARK+COUNTY%2C+MONTANA+%28ATTACHMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1991%29.&rft.title=INTERSTATE+15%2C+NORTH+HELENA+VALLEY+INTERCHANGE%2C+LEWIS+AND+CLARK+COUNTY%2C+MONTANA+%28ATTACHMENT+TO+THE+DRAFT+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, Helena, Montana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 30, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THIRD STREET WIDENING, FAIRBANKS, ALASKA. AN - 36410955; 3609 AB - PURPOSE: Upgrading and widening the Third Street segment of the Minnie/Third /Farewell corridor in Fairbanks, Alaska, is proposed in order to reduce traffic accidents, eliminate turning conflicts, and increase the street's capacity to accommodate forecast traffic demand to the year 2015. Third Street, a minor arterial highway providing east-west travel on the north side of town, extends from the Old Steese Highway to Hamilton Avenue. The corridor provides access to the Graehl, Island Homes, and Hamilton Acres neighborhoods in the Fairbanks area, and is the only access for Island Homes. The many commercial establishments and residential areas along Third Street generate traffic volumes that contribute to the frequent delays experienced during peak hours. The existing width of Third Street is 44 feet from curb to curb. In addition to the No Action and Transportation System Management alternatives, three build alternatives are under consideration. All of the build alternatives would widen the roadway to accommodate four through-lanes, both left and right turning lanes, pedestrian and bicycle facilities, and shoulders. These alternatives differ only in their horizontal alignment. One would shift the roadway to the north; another would essentially follow the middle line of the roadway; and a third would shift the roadway to the south. Each would require right-of-way acquisitions. Variations in estimated project costs result from the property costs required for each alternative. These estimated project costs are $4.425 million to $11.006 million for the northern route; $4.475 million for the middle alternative; and $4.295 million for the southern route. POSITIVE IMPACTS: The proposed build alternatives would increase capacity, promote efficient movement of traffic, and reduce delays, thereby reducing air pollution. It is estimated that the proposed upgrade would result in a 25 percent reduction in the number of accidents on the roadway throughout the 20-year design life of the proposal. Pedestrian and bicycle pathways would be upgraded in order to encourage alternative modes of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would displace two to ten businesses along the northern route; seven businesses and two residences along the middle route; and eight businesses and two residences along the southern route. All build alternatives would displace some parking places for abutting businesses, although the northern route would have the greatest impact, displacing 72 places from two shopping centers. Construction noise would affect properties adjacent to the corridor, and traffic noise is expected to increase moderately throughout the design life of the project. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920145, 73 pages and maps, April 29, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-92-01-D KW - Commercial Zones KW - Cost Assessments KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Alaska KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THIRD+STREET+WIDENING%2C+FAIRBANKS%2C+ALASKA.&rft.title=THIRD+STREET+WIDENING%2C+FAIRBANKS%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: April 29, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 494 (I-494) FROM I-394 TO THE MINNESOTA RIVER, HENNEPIN COUNTY, MINNESOTA. AN - 36408512; 3616 AB - PURPOSE: Reconstruction of a segment of Interstate 494 (I-494) in Hennepin County, Minnesota, is proposed. The segment under study extends 18.2 miles between I-394 on the west and the Minnesota River on the east, serving the cities of Minnetonka, Eden Prairie, Edina, Bloomington, and Richfield as well as the Twin Cities International Airport. I-494 is a four-lane freeway with a grass median from I-394 to TH 100; east of TH 100, the freeway is six lanes wide with a raised-plate-beam median barrier. Alternatives under consideration include a No Action Alternative, a Transportation System Management (TSM) Alternative, and two build alternatives. The TSM Alternative would involve implementing travel demand strategies, ramp metering and preferential access for high- occupancy vehicles (HOVs), increased transit services, improvements to adjacent arterials, and resurfacing repair, or the replacement, of worn-out pavement and bridges. Build Alternative 1 would add one general traffic lane in each direction throughout the entire length of the corridor, except for the section between TH 212 and TH 100, where two general traffic lanes in each direction would be added. Build Alternative 2 would add two lanes in each direction throughout the entire length of the corridor, except for the section between TH 212 and TH 100, where three lanes would be added in each direction. Optional plans are attached to each alternative which would designate one of the added lanes in each direction as an HOV lane. Cost estimates for the two build alternatives and the associated options range from $541.5 million to $650.1 million. POSITIVE IMPACTS: The travel demand in the corridor is expected to increase by 45 percent by the year 2010. Safety, capacity, and level of service on I-494 would be greatly improved under either build alternative, although only Alternative 2 would serve the forecast 2010 peak hour demand at an acceptable level of service. The build alternatives would reduce carbon monoxide emissions by 43 percent compared with the No Action Alternative and would save 95,000 hours of travel time per day. NEGATIVE IMPACTS: Rights-of-way development would displace 29 to 41 acres of existing wetlands, as well as 9.3 to 14.4 acres of woodlands, 270 to 290 residences, 80 to 158 businesses employing up to 3,200 persons, 6.2 to 9.5 acres of municipal parkland, and five historic structures, some of which may be eligible for listing in the National Register of Historic Places. Construction activities would result in a short-term increase in traffic congestion and noise. The project would result in a loss of $2.2 million to $3.9 million in property tax revenue. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920144, 537 pages and maps, April 29, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-92-02-D KW - Air Quality KW - Employment KW - Forests KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Transportation KW - Wastes KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Federal Water Pollution Control Act 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/36408512?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Harold&rft.date=1993-01-01&rft.volume=29&rft.issue=&rft.spage=14&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 - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 29, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF THE LONG BEACH FREEWAY (STATE ROUTE 410, FORMERLY STATE ROUTE 7) IN LOS ANGELES COUNTY, CALIFORNIA. AN - 36403452; 3516 AB - PURPOSE: Construction of a freeway/transitway, to be known as the Long Beach Freeway (SR 710), between Interstate 10 (I-10) and I-210 in the cities of Alhambra, Los Angeles, South Pasadena, and Pasadena in Los Angeles County, California, is proposed. SR 710 is a north-south route that currently ends at Valley Boulevard in the city of Alhambra, leaving a 6.2-mile gap between the end of the freeway and other north-south freeways in the city of Pasadena. The failure to close the existing gap in the Long Beach Freeway has resulted in serious congestion on the streets along the corridor and regionwide impacts on other north-south routes. The proposed six-lane freeway would incorporate two high-occupancy-vehicle (HOV) lanes within the median; the HOV lanes would be convertible in order to accommodate a rail line at some future date. A freeway-to-freeway interchange would be constructed at SR 110 (Pasadena Freeway), with two Pasadena Freeway connections. Local-service interchanges would be constructed at various locations. The draft environmental impact statement (EIS) for this project was issued in 1975; three draft supplements were later prepared in order to specify an alignment that would minimize impacts on historic properties, most of which are located in South Pasadena. The preferred alternative is the Meridian Variation Alternative described in the third draft supplement, issued in January 1987. In this alignment the freeway would extend due north from its current southern end at Valley Boulevard to Huntington Drive. It would then pass along the eastern edge of the Monterey Hills, to the west of South Pasadena High School. From there it would veer westerly away from historic downtown South Pasadena and run east of Orange Grove Avenue. From Arlington Drive it would extend due north along Pasadena Avenue to the northern end of Route 710 at Del Mar Boulevard. Construction activities for the project would take place over a period of three to six years. POSITIVE IMPACTS: Development of the freeway/transitway project would close the gap in the Long Beach Freeway in order to relieve existing traffic congestion and better serve the existing and future transportation needs of the area. It would improve the area's accessibility and the movement of people, goods, and services; shift commuting and social patterns; reduce local public service requirements; and enhance the opportunity for development of a mass public transit system to serve the area. The project is expected to result in user savings of $5.3 billion for the first 20 years of operation. NEGATIVE IMPACTS: Development of new rights-of-way would result in the removal of approximately 6,700 mature trees, and would displace 1,426 living units housing 3,000 residents, 23 businesses with 423 employees, and 51 historic buildings. Housing removal would impact elderly and minority households in El Sereno and South Pasadena. Noise levels along the corridor would increase from 3 to 28 decibels on the A-weighted scale, resulting in violations of Federal Highway Administration standards at some locations. Approximately 40,600 feet of noise barriers would be constructed along both sides of the freeway rights-of-way, but these would be ineffective in reducing traffic noise at some hillside residential locations. The project would be susceptible to earthquake damage that could result in closure of the freeway. LEGAL MANDATES: Department of Transportation Act of 1966 (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 abstracts of the second and third supplements to the draft EIS, see 83-0243D, Volume 7, Number 5, and 87-0017D, Volume 11, Number 1, respectively. JF - EPA number: 920134, 2 volumes and maps, April 23, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-74-15-F KW - Central Business Districts KW - Highway Structures KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Socioeconomic Assessments KW - Transportation KW - California 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/36403452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+THE+LONG+BEACH+FREEWAY+%28STATE+ROUTE+410%2C+FORMERLY+STATE+ROUTE+7%29+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CONSTRUCTION+OF+THE+LONG+BEACH+FREEWAY+%28STATE+ROUTE+410%2C+FORMERLY+STATE+ROUTE+7%29+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 23, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AMERICAN RIVER BRIDGE CROSSING PROJECT, FOLSOM, CALIFORNIA. AN - 36394829; 3515 AB - PURPOSE: Construction of a new bridge crossing the American River in the city of Folsom, California, is proposed. The proposed project would relieve traffic congestion on the Rainbow Bridge, a two-lane bridge over the American River designed to carry traffic from Folsom and surrounding areas to US Highway 50 and Sacramento. The bridge is currently operating at its design capacity. Folsom is located approximately 25 miles east of Sacramento and 25 miles west of Placerville in the eastern portion of Sacramento County. The project area extends from Lake Natoma on the west to Folsom Dam on the northeast. In addition to the No Action Alternative, four build alternatives are under consideration; each would involve the construction of a bridge with four to six lanes and improvements to access roads and nearby intersections. Alternative 1 would extend across Lake Natoma from Folsom Boulevard near its intersection with Leidesdorff Street to the Folsom-Auburn Road/Greenback Lake intersection. Alternative 2 would extend across the American River from the northern extension of Oak Avenue Parkway to East Natoma Street at Fargo Way. Alternative 3 would cross the American River immediately upstream from the existing Rainbow Bridge, and would include a connector to the Oak Avenue Parkway extension. Under this proposal, the new bridge would serve both directions of traffic while the Rainbow Bridge would serve southwest-bound traffic. Alternative 4 would cross the American River just below Folsom Dam, with access from Folsom-Auburn Road. Estimated project costs range from $32.3 million to $57.9 million, depending on the alternative selected. POSITIVE IMPACTS: All proposed build alternatives would relieve traffic congestion on the bridge approach roadways and near intersections in the vicinity of the existing bridge, improve traffic circulation through Folsom, and stimulate local businesses. Because of the potential for utility conduits to be added to the proposed bridge structure, there would be a decreased need for additional utility corridors across the American River. NEGATIVE IMPACTS: Rights-of-way development would displace up to 6 residential parcels, 2 commercial properties, 15 acres of mixed forest, 1.7 acres of riparian woodland, 3.5 acres of jurisdictional wetlands, and 7.4 acres of oak savanna. Alternatives 2 and 3 would decrease the size of the Folsom State Prison security buffer zone. Alternative 4 would result in the loss of a great blue heron rookery. Alternative 1 would result in the loss of a portion of state park and would disrupt bicycling and other recreational activities. All alternatives could potentially disturb the habitat of the valley elderberry longhorn beetle, a threatened species. Construction activity at all sites would result in significant increases in dust particle emissions and internal combustion engine emissions, violating state ambient carbon monoxide standards at 18 to 21 receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920133, 552 pages and maps, April 21, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Bridges KW - Cultural Resources Surveys KW - Dams KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Insects KW - Parks KW - Prisons KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Analyses KW - Transmission Lines KW - Wetlands KW - California KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Endangered Species Act of 1973, 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/36394829?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AMERICAN+RIVER+BRIDGE+CROSSING+PROJECT%2C+FOLSOM%2C+CALIFORNIA.&rft.title=AMERICAN+RIVER+BRIDGE+CROSSING+PROJECT%2C+FOLSOM%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Reclamation, Sacramento, California; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 21, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 117 CORRIDOR STUDY AND EIS, GOLDSBORO TO WILSON, WAYNE AND WILSON COUNTIES, NORTH CAROLINA. AN - 36410394; 3514 AB - PURPOSE: Improvement of US 117 between US 70 in Goldsboro and US 301 in Wilson, North Carolina, is proposed. The study area, which is approximately 21 miles in length and up to three miles in width, includes a northern portion of the city of Goldsboro and the towns of Belfast, Pikeville, and Fremont, all in Wayne County, plus the town of Black Creek and a southwestern portion of the city of Wilson, in Wilson County. Improvements to US 117 have been planned for over 25 years by the North Carolina Department of Transportation, and the Wayne-Wilson US Highway 117 Association, Inc., a community association, has funded studies of improvements since 1985. The improvements are currently scheduled under the North Carolina Transportation Improvement Program for implementation by the end of fiscal year 1996. Four alternatives, including the No-Build Alternative, are proposed. The first build alternative would involve widening US 117 from Goldsboro to south of Pikeville and from the north part of Fremont to the highway's intersection with US 301 in Wilson. The existing two-lane facility would be widened to a four-lane undivided arterial with left-turn lanes where needed at intersections, and a divided expressway bypassing Pikeville and Fremont, with intersections, would also be constructed. The second and third build alternatives would involve construction of a freeway with interchanges on a new alignment, which would run from a point 0.5 miles southwest of Pikeville northward approximately 13.25 miles and intercept US 301 approximately one mile west of US 117; this alignment would cross State Route 1002 and State Highway 222 approximately one mile west of US 117 in Pikeville and Fremont, respectively, and cross the Wayne/Wilson County line approximately 0.5 miles west of US 117. Under the second build alternative, additional construction from Goldsboro to Pikeville would involve a 6.5-mile section that would start one mile south of US 70, include a new interchange 2,000 feet west of the existing Grantham Street interchange, and run north to the west of State Route 1300 (Salem Church Road). Under the third build alternative, additional construction from Goldsboro to Pikeville would involve widening 2,000 feet of US 117 at its southern end to a five-lane arterial; thereafter, the highway would curve to the west and change to 1,800 feet of expressway along the west side of the CSX railroad before meeting the second build alternative near State Route 1321. The second and third build alternatives would be connected to US 301 at a point located 3,000 feet south of the proposed US 264 bypass. The first build alternative would involve 20.03 miles of roadway, require acquisition of 416 acres for rights-of-way at a cost of $11.4 million, and cost $35.25 million to construct. The second build alternative would involve 21.93 miles of roadway with six interchanges, require acquisition of 943 acres for rights-of-way at a cost of $10.5 million, and cost $64.9 million to construct. The third build alternative would involve 20.2 miles of roadway with four interchanges, require acquisition of 853 acres for rights-of-way at a cost of $14.5 million, and cost $55 million to construct. POSITIVE IMPACTS: The existing roadway is inadequate to carry current and forecast traffic volumes. It is unsafe in its present condition and accident records show many hazardous locations. Accident rates on the roadway exceed statewide statistics for rural roads. The proposed improvements would ameliorate these conditions. In addition, local business owners have indicated that improvements to US 117 would positively impact their operations. NEGATIVE IMPACTS: Rights-of-way acquisition under the build alternatives would require relocation of 46 to 54 residences and 3 to 8 businesses, and would displace 228 to 563 acres of farmland, 119 to 370 acres of natural systems, and 38 to 93 acres of wetlands. The first build alternative would also impact a historic property, an archaeological site, and 20 underground gas/oil tanks. Noise from the improved highway would seriously impact 5 to 49 residences and community facilities, and noise abatement barriers would not prove cost-effective under current guidelines. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 920132, 384 pages and maps, April 20, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-05-D KW - Archaeological Sites KW - Commercial Zones KW - Drainage KW - Farmlands KW - Highways KW - Historic Sites KW - Housing KW - Noise KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Tanks KW - Traffic Analyses KW - Wetlands KW - North Carolina 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/36410394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+117+CORRIDOR+STUDY+AND+EIS%2C+GOLDSBORO+TO+WILSON%2C+WAYNE+AND+WILSON+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+117+CORRIDOR+STUDY+AND+EIS%2C+GOLDSBORO+TO+WILSON%2C+WAYNE+AND+WILSON+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 20, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST CHARLOTTE OUTER LOOP, FROM I-77 SOUTH NEAR WESTINGHOUSE BOULEVARD TO NC 27, MECKLENBURG COUNTY, NORTH CAROLINA (FEDERAL AID PROJECT NO. F-117-1(5); STATE PROJECT NO. 8.U672204). AN - 36408005; 3511 AB - PURPOSE: Construction of the West Charlotte Outer Loop in Mecklenburg County, North Carolina, and in a small portion of the city of Charlotte is proposed. The approximately 13-mile corridor would extend between NC 27 (Mount Holly Road) on the north and Interstate 77 (I-77) on the south. The project would be located in a largely rural portion of Mecklenburg County between the Catawba River and Charlotte /Douglas International Airport. The southern project terminus would be at the interchange planned for the South Charlotte Outer Loop, between the existing Arrowood Road and Westinghouse Boulevard interchanges. The northern terminus would be on NC 27 at a location to be determined, but generally between the Catawba River and Little Rock Road. The project would provide a four-lane freeway through the length of the study area. The draft environmental impact statement (EIS) presented three build alternatives for consideration; the Middle Corridor proposal has been selected from among those alternatives as the preferred alternative. The proposed freeway would have eight interchanges, and the alignment would generally follow the conceptual location shown in the Charlotte-Mecklenburg County Thoroughfare Plan, except for a shift to the west south of Byrum Drive, which is necessary in order to reduce impact on structures within the Shopton Rural Historic District. The proposal includes three associated improvements to roadways approaching the Outer Loop: construction of an Arrowood Road extension from the Outer Loop to Sandy Porter Road; extension of Paul Brown Boulevard from Dixie Road to the Outer Loop; and construction of relocated Moores Chapel Road from a point north of Wildlife Road to Kendall Drive. The estimated construction costs are $128.9 million, and the estimated right-of-way costs are $52.4 million. POSITIVE IMPACTS: Freeway availability would increase safety within the area by redirecting traffic from more congested and hazardous existing highways to the loop. Traffic levels within the city of Charlotte would be reduced, and travel time, fuel consumption, and vehicle operating costs would decline. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in the displacement of 115 residences and 3 businesses, 5 acres of wetlands, 32 acres of floodplains, 109 acres of prime farmlands, 534 acres of woodland habitat, and 115 acres of developed land. A portion of a privately owned golf course would be displaced. Noise levels would increase substantially; in some cases, standards would be violated in the vicinity of six receptors. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 90-0256D, Volume 14, Number 4. JF - EPA number: 920127, 241 pages and maps, April 13, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-90-07-F KW - Biologic Assessments KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wildlife Habitat KW - North Carolina KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408005?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+CHARLOTTE+OUTER+LOOP%2C+FROM+I-77+SOUTH+NEAR+WESTINGHOUSE+BOULEVARD+TO+NC+27%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-117-1%285%29%3B+STATE+PROJECT+NO.+8.U672204%29.&rft.title=WEST+CHARLOTTE+OUTER+LOOP%2C+FROM+I-77+SOUTH+NEAR+WESTINGHOUSE+BOULEVARD+TO+NC+27%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-117-1%285%29%3B+STATE+PROJECT+NO.+8.U672204%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: April 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 17 AT LEXINGTON RESERVOIR INTERCHANGE PROJECT, SANTA CLARA COUNTY, CALIFORNIA. AN - 36406139; 3513 AB - PURPOSE: Construction of an interchange and frontage roads on State Route 17 at Lexington Reservoir, located south of Los Gatos in Santa Clara County, California, is proposed. The interchange and frontage roads would be constructed at or in the vicinity of one or two of the following existing roadways: Alma Bridge Road/Montevina Road, Black Road, Bear Creek Road, and Old Santa Cruz Highway. Seven build alternatives and the No Action Alternative are under consideration. None of the build alternatives would widen or increase the capacity of Route 17 itself. All of the build alternatives are intended to provide improved access between Route 17 and (1) the local side roads and (2) the Alma Fire Station, eliminating the need to make left turns across two lanes of traffic. All would include placement of a concrete barrier in the median of Route 17 for safety purposes. Under the first alternative, the California Department of Transportation would construct an interchange at Bear Creek Road; a second set of northbound Route 17 ramps at Alma Bridge Road; an auxiliary lane to northbound Route 17 between the interchange at Bear Creek Road and Alma Bridge Road; a two-way frontage road on the east side of the interchange overcrossing to connect with Old Santa Cruz Highway and the fire station; and a two-way frontage road on the west side of the overcrossing to connect with Bear Creek, Black, and Montevina roads. Under the second alternative, the interchange would be constructed at Black Road, with two-way frontage roads on either side to connect the local roads and the fire station. Four alternatives involve construction of diamond or loop interchanges near the fire station; they differ in the placement of the frontage roads, connections to Old Santa Cruz Highway, overcrossings, and other facilities. The seventh alternative involves the construction of two diamond interchanges, one at Old Santa Cruz Highway and the other at Alma Bridge Road /Montevina Road; the construction of undercrossings rather than overcrossings at the interchanges; and the construction of a two-way frontage road along the west side of Route 17 between Bear Creek, Black, and Montevina roads. POSITIVE IMPACTS: Any of the build alternatives, in eliminating difficult and time-consuming left turns from Route 17, would result in improved traffic on Route 17 and safer access to the local roads and the Alma Fire Station. Pedestrian and cyclist crossings of Route 17 would be greatly enhanced by the construction of over- or undercrossings with sidewalks. NEGATIVE IMPACTS: The build alternatives would require the placement of some amount of fill below the high-water line of Lexington Reservoir, reducing the reservoir's storage capacity between 17 and 97 acre-feet. There are steep rises and drops on both sides of Route 17, and all construction would involve excavation and placement of embankment fill in areas subject to landslides, rock falls, erosion, and earthquakes. Depending on the alternative selected, 31 to 44 acres of habitat above the high-water line of Lexington Reservoir would be impacted, with a reduction in area, the addition of barriers to wildlife movement, and a reduction of the interface area between plant communities. Acquisition of right-of-way for construction would involve displacement of zero to two residences, including a home-based business, and 0.9 to 7.4 acres of land within Lexington Reservoir County Park, the amount of land needed being dependent upon which alternative was selected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 920129, 360 pages and maps, April 13, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-92-01-D KW - Erosion KW - Geologic Assessments KW - Highways KW - Highway Structures KW - Parks KW - Relocations-Property Acquisitions KW - Reservoirs KW - Safety KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-01&rft.volume=29&rft.issue=&rft.spage=425&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 - 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: April 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROSPECT STREET BYPASS, EAST HARTFORD, CONNECTICUT. AN - 36407142; 3510 AB - PURPOSE: Improvement of the Prospect Street bypass within East Hartford, Connecticut, is proposed. Prospect Street is a two-lane urban street heavily used by commuters; it runs parallel to US 5 within East Hartford and bypasses the business district. Heavy trucks are currently prohibited from using Prospect Street and must travel through the central business district on US 5. Traffic projections indicate that major intersections in the study area will be operating over capacity by the year 2010. The study area begins at the "Mixmaster" exit (exit 55) of Interstate 84 to Governor Street and extends northward approximately two miles to US 5 in the vicinity of Goodwin Brook. The study area is bounded on the west by the Connecticut River and on the east by Main Street/US 5. Alternatives under consideration include the following: a new two-lane bypass of downtown East Hartford that would follow the East Hartford Dike for all or part of its length and would require a new 220-foot-long bridge over the Conrail railroad tracks; a new bypass that would follow an alignment along the eastern perimeter of the wetland area and the Connecticut River floodplain, and would require a 300-foot-long bridge over the railroad; the widening of Prospect Street from two to four lanes and the upgrading of selected intersections; combinations of an upgrade and a bypass; a Transportation System Management (TSM) plan that would improve public transit and parking, make some roadway improvements, and promote ride sharing and high-occupancy-vehicle use; and a No Action Alternative. The estimated costs of widening Prospect Street are $8.1 million; the estimated costs of constructing a new bypass range from $14.9 million to $29.7 million; and the estimated costs of the upgrade-bypass combination range from $7.4 million to $11.2 million. POSITIVE IMPACTS: The proposed bypass improvement would reduce peak-hour congestion, minimize travel times and delays, and upgrade three major intersections with inadequate configurations for the volume of traffic they handle. It is estimated that any of the New Bypass alternatives (including the Combination Alternative) would reduce traffic on Prospect Street up to 59 percent and on US 5 between 20 and 45 percent compared with the No Action Alternative. The TSM plan would reduce traffic volume by approximately 5 percent. Bypass improvement would have a generally positive effect on air quality because of anticipated reductions in traffic delays. NEGATIVE IMPACTS: Approximately 64 percent of the study area consists of regulated wetlands. The New Bypass alternatives would significantly affect these wetlands, with the effects ranging from 8.6 to 18.7 acres of displacement. Some wildlife habitat in wetland areas would be destroyed or temporarily disrupted. Between four and ten acres of farmland soils would be directly converted to nonagricultural uses under the New Bypass and Combination alternatives. Up to 45 dwelling units would be affected by traffic noise, and one structure eligible for the National Register of Historic Places would have to be relocated or demolished under most of the New Bypass alignments. Up to 47 dwelling units and five businesses would be subject to right-of-way acquisition. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11988, Executive Order 11990, 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: 920120, 7 volumes and maps, April 8, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-92-01-D KW - Air Quality KW - Archaeological Sites Surveys KW - Bridges KW - Central Business Districts KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Connecticut KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROSPECT+STREET+BYPASS%2C+EAST+HARTFORD%2C+CONNECTICUT.&rft.title=PROSPECT+STREET+BYPASS%2C+EAST+HARTFORD%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hartford, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 8, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHERN STATE PARKWAY, MEADOWBROOK STATE PARKWAY INTERCHANGE, NORTH HEMPSTEAD, NASSAU COUNTY, NEW YORK. AN - 36403347; 3509 AB - PURPOSE: Improvement of a section of the Northern State Parkway (NSP) in the north-central area of Nassau County, New York, is proposed. The proposed improvement would consist of adding one or more travel lanes in each direction on a 2.5-mile section of the NSP from the Meadowbrook State Parkway interchange to the Wantagh State Parkway (WSP) in the village of Westbury, town of North Hempstead. Two major interchanges within the 2.5-mile section would be reconfigured to accommodate increased traffic flow and improve safety. The existing Post Avenue interchange would be changed from a tight cloverleaf configuration to a full diamond interchange with signalized intersections on Post Avenue. Post Avenue would be widened to five lanes through the interchange to facilitate through and turning traffic. A portion of the existing partial cloverleaf interchange between the WSP and Brush Hollow Road would be reconstructed as part of the work to be done to the direct connector ramp from the NSP eastbound to the WSP southbound. Entrance and exit ramps connecting the WSP southbound with Brush Hollow Road would be reconfigured as a half-diamond interchange. Signing, striping, and other safety work not involving pavement replacement would be performed on northbound connector ramps from the WSP to the NSP. Three alternative alignments for the reconstructed NSP are under consideration. Because of the relatively narrow right-of-way width and heavy development in the area, all proposed alignments closely follow that of the existing roadway. Alignment 1 would widen the NSP to the north; Alignment 2 would widen it to the south; and Alignment 3 would add lanes to both sides of the existing parkway pavement. The estimated construction costs of the proposed project range from $86 million to $106 million, depending on the alternative selected. Construction is expected to begin in 1994 and continue for approximately three years. POSITIVE IMPACTS: The proposed widening of this section of the NSP would ease traffic congestion within the corridor by increasing the parkway's capacity. In addition, the project would improve traffic safety and operations, particularly in regard to the Post Avenue and Brush Hollow Road interchanges. The proposed project would have a generally positive effect on air quality because of anticipated reductions in traffic delays. No property displacements would be required. NEGATIVE IMPACTS: Primary project impacts would be visual, resulting from clearing vegetative buffers through the corridor and replacement or extension of stone-faced bridges. JF - EPA number: 920117, 9 volumes and maps, April 6, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-91-01-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Highway Structures KW - Highways KW - Noise Assessments KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403347?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHERN+STATE+PARKWAY%2C+MEADOWBROOK+STATE+PARKWAY+INTERCHANGE%2C+NORTH+HEMPSTEAD%2C+NASSAU+COUNTY%2C+NEW+YORK.&rft.title=NORTHERN+STATE+PARKWAY%2C+MEADOWBROOK+STATE+PARKWAY+INTERCHANGE%2C+NORTH+HEMPSTEAD%2C+NASSAU+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: April 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 87 UPGRADING PROJECT, SAGUARO LAKE ROAD TO GILA COUNTY LINE, MARICOPA COUNTY, ARIZONA. AN - 36406110; 3508 AB - PURPOSE: Improvement of State Route 87 (SR 87), known as Beeline Highway, in northeastern Maricopa County, Arizona, is proposed. SR 87 serves as the connecting link between the Phoenix metropolitan area, the town of Payson, and recreation areas to the north along the Mogollan Rim. The portion of the highway under consideration is located within the administrative boundaries of the Tonto National Forest. The proposed improvement would involve upgrading approximately 25 miles of the highway from two lanes to four lanes, beginning near milepost 201, north of the Saguaro Lake turnoff, and ending approximately at milepost 226 near the Maricopa-Gila County line. The preferred alternative would involve using the existing highway for one-way traffic and constructing a new roadway within 125 feet of and parallel to it in five of the six highway segments under consideration (segments A to F). Upgrading the existing highway in segment F, along Sycamore Creek from milepost 218 to milepost 223, was rejected because of high construction costs, impacts to riparian areas, disruption to traffic during construction, floodplain impacts, and difficulties in bringing certain sections of this alignment up to design standards. Instead of using the existing highway in this segment, alternative alignments east and west of the highway were considered. The preferred alignment would run to the east of the existing highway along Kitty Joe Canyon and cross the Gila County line south of Iron Dike. This alignment would require the construction of five new bridges. In addition to the No Action Alternative, several other alternatives were given detailed consideration; some would employ alternative alignments within one or more of the six segments. The estimated construction cost of the preferred alternative is $114.7 million. Segments A to E would require 100 acres of right-of-way land while segment F would require 335 acres. The work would be phased over four years, with the segment F portion completed last. POSITIVE IMPACTS: The proposed upgrading of SR 87 would improve safety and traffic flow on this heavily traveled highway, which currently has an accident rate 46 percent higher than that of comparable highways in the U.S. Projections indicate that traffic volume on SR 87 is expected to double by the year 2013. NEGATIVE IMPACTS: Construction of additional lanes in segments A to E would result in a loss of 41 acres of desert scrub vegetation and desert tortoise habitat. Losses would be greater within segment F, where construction activity would displace 168 acres of chaparral, 22 acres of semidesert grassland, 9 acres of cypress woodland, 1 acre of pinyon-juniper, and less than 1 acre of mixed broadleaf riparian forest. The segment F alignment would also displace one dwelling unit, one cattle tank, and a portion of a water pipeline. Although mitigation would improve visual conditions in some locations, the project as a whole would result in some negative visual impacts as a result of the extreme cuts and fills proposed for the upgrading project. The entire new roadway would cross 160 drainages. It is estimated that construction would destroy 35 to 45 archaeological sites within the Tonto National Forest. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 920114, 250 pages and maps, April 3, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AZ-EIS-92-01-D KW - Archaeological Sites KW - Bridges KW - Drainage KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Ranges KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Supply KW - Wildlife Habitat KW - Arizona 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-03&rft.volume=2&rft.issue=23&rft.spage=20&rft.isbn=&rft.btitle=&rft.title=Water+%26+Environment+International&rft.issn=09560157&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Phoenix, Arizona; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 3, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SALT LAKE CITY INTERNATIONAL AIRPORT EXPANSION, SALT LAKE CITY, UTAH. AN - 36409421; 3465 AB - PURPOSE: Construction of a third runway, a taxiway, parking and service aprons, a terminal, and support facilities at the Salt Lake City International Airport by the Salt Lake City Airport Authority (SLCAA) is proposed. The airport is located five miles west of Salt Lake City, lying west of the Wasatch Mountains, southeast of the Great Salt Lake, and northeast of the Oquirrh Mountains. The proposed new runway and associated improvements have been the subject of two major planning efforts undertaken by the SLCAA over the past 12 years. Three alternatives, including the No Action Alternative, are considered in this draft EIS. The preferred alternative would include construction of a 12,000-foot transport category runway and access taxiways parallel to and about 6,155 feet west of existing main runway 16R/34L. The runway and associated facilities would involve construction on up to 1,284 acres of land, with long-term modifications such as drains and paving. A close-in alternative would be similar to the preferred alternative except that the distance between the new runway and the existing runway would be 5,800 feet. POSITIVE IMPACTS: Airfield capacity would be expanded significantly to meet expected demand for services. The preferred alternative would allow simultaneous independent approaches from either direction and would permit Category III instrument landing approaches on at least one runway at all times. Direct access between the runways and terminals without delays associated with crossing an active runway would be provided. During the first ten years of operation, the runway would reduce delays by approximately 30,000 hours per year at a savings of over $31 million per year in operating costs. After that period, the new runway would reduce delays by over 61,000 hours per year at a savings of $61 million per year. Expansion of the airport's capacity would benefit the local economy through increased airport and construction-related employment. NEGATIVE IMPACTS: The proposed runway would eliminate about 1,608 acres of agricultural land currently used for grazing, and about 900 acres of cropland. Relocation of a transmission line would impact nearby duck clubs. Some residences and property would need to be acquired because of easement requirements and noise impacts. Surface and groundwater quality would be impacted. Approximately 275 acres of wetlands would be directly affected by the project, with indirect losses of 63 acres due to construction activity, relocation of transmission lines, and increased human activity in the area. Waterfowl, bald eagle, and peregrine falcon populations would be severely disturbed in some areas, and the potential for bird-aircraft strikes would be increased. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920112, 480 pages and maps, April 1, 1992 PY - 1992 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Birds KW - Cost Assessments KW - Drainage KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Transmission Lines KW - Water Quality KW - Wetlands KW - Utah KW - Salt Lake City International Airport KW - Airport and Airway Improvements Act of 1982, 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/36409421?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SALT+LAKE+CITY+INTERNATIONAL+AIRPORT+EXPANSION%2C+SALT+LAKE+CITY%2C+UTAH.&rft.title=SALT+LAKE+CITY+INTERNATIONAL+AIRPORT+EXPANSION%2C+SALT+LAKE+CITY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 1, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIR TRAFFIC CONTROL NOISE ABATEMENT PROCEDURES, DETROIT METROPOLITAN WAYNE COUNTY AIRPORT, ROMULUS, MICHIGAN. AN - 36386749; 3464 AB - PURPOSE: Implementation of proposed air traffic control noise abatement procedures, requiring a revision to the existing Tower Order, for the Detroit Metropolitan Wayne County Airport in Michigan is proposed. The airport encompasses approximately 5,000 acres of land on a site located within the city of Romulus, 20 miles southwest of downtown Detroit. In November 1989, a series of air traffic control procedures were implemented which moved inbound and outbound routes for all aircraft operating under the jurisdiction of the Detroit Metro Air Traffic Control Tower, as part of the airport's Master Plan and Noise Compatibility Plan. In early 1990, citizens on the north side of the airport registered noise complaints. During a 180-day test of procedures designed to abate air traffic noise north of the airport, conducted from May 26 to December 30, 1991, citizens to the south of the airport complained of increased noise levels. The procedures outlined in this proposal would address noise abatement south of the airport. These proposed procedures include the following: the use of runways 21L/R/C as the primary noise abatement configuration with wind conditions of up to a seven knot tail wind component; opposite-direction nighttime operations from midnight to 6:00 a.m. when feasible; retention of all north-flow departures in an equitable dispersal area on headings between 350 degrees clockwise and 50 degrees; and the fanning of south-flow departures within a corridor of 185 degrees clockwise to 235 degrees. To mitigate adverse noise impacts, Wayne County proposes to implement a noise compatibility plan for the areas most affected by day-night average annual sound level (DNL) increases. This plan, parts of which have already been initiated, includes county acquisition of residential units in areas with DNL 75 and above; residential options for county acquisition, provision of sound insulation, and purchase assurance and transaction assistance in areas with DNL 65 to 75; and provision of sound insulation for affected schools in areas with DNL 65 and above. Other action alternatives were considered, but were found to be infeasible or to produce minimal noise reduction benefits. POSITIVE IMPACTS: The procedures would result in a substantial reduction in the number of people affected by DNL 65 to 75, from an estimated 11,200 to 9,900, using 1992 population figures. Impacts to Dearborn Heights would be eliminated, and decreased impacts to Huron Township, Inkster, and Westland would result. Environmental, cultural, and energy consumption impacts are not anticipated. NEGATIVE IMPACTS: The number of people affected by DNL 75 to 80 would increase from 400 to 530, using 1992 population figures. Increased noise exposure would occur in Romulus and Taylor. Wayne County's acquisition of property in areas with DNL over 75 would displace 150 households. LEGAL MANDATES: Federal Aviation Act of 1958 (49 U.S.C. App. 1301 et seq.), Airport and Airway Safety and Capacity Expansion Act of 1987, as amended (P.L. 100-223), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920111, 226 pages and maps, April 1, 1992 PY - 1992 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Impact Assessment Methodology KW - Land Acquisitions KW - Navigation KW - Noise Control KW - Relocations-Property Acquisitions KW - Detroit Metropolitan Wayne County Airport KW - Michigan KW - Federal Aviation Act of 1958, Noise Regulations KW - Airport and Airway Safety and Capacity Expansion Act of 1987, 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/36386749?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=J&rft.date=1993-01-01&rft.volume=140&rft.issue=9&rft.spage=36&rft.isbn=&rft.btitle=&rft.title=Water%2FEngineering+%26+Management&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: April 1, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTES 9 AND 530, STILLAGUAMISH RIVER BRIDGES 9/132 AND 530/120 REPLACEMENT PROJECT, CITY OF ARLINGTON, SNOHOMISH COUNTY, WASHINGTON. AN - 36409188; 3507 AB - PURPOSE: Reconstruction of approximately three miles of roadway on State Route 9 (SR 9) and State Route 530 (SR 530) within and near the city of Arlington, Washington, is proposed. The purpose of the proposed action would be to (1) replace Stillaguamish River bridges 9/132 and 530/120, which are structurally deficient and functionally obsolete; (2) improve traffic operations and carrying capacity to meet the traffic volume demand in the year 2015; (3) improve the safety of the SR 9 and SR 530 corridors through and near Arlington; and (4) allow for community development within Arlington and unincorporated Snohomish County. In addition to the No Action Alternative, three build alternatives are under consideration. All three alternatives would replace the two bridges and realign SR 9 so that it would go north from its existing westerly intersection with SR 530, cross the Stillaguamish River, and reconnect with the existing SR 9 alignment just north of Schloman Road. Under the Burke Avenue Alternative, SR 530 would be realigned from the curve west of Arlington so that it would go easterly through the city along Burke Avenue. The alignment would cross the South Fork of the Stillaguamish River just west of and adjacent to the existing SR 530 bridge. It would match the existing alignment just to the north of the existing bridge, and improvements would continue north to the SR 530/Arlington Heights Road intersection. Under the Northern Bypass Alternative, SR 530 would connect with the new SR 9 alignment at Division Street and cross the Stillaguamish River on the new SR 9 bridge. On the north side of the river, SR 530 would leave the SR 9 alignment and proceed east across the North Fork of the Stillaguamish River on a new bridge, joining the existing SR 530 alignment in the vicinity of the Arlington Heights Road intersection. Under this alternative, the SR 530 bridge would be replaced with a pedestrian bridge for access to Twin Rivers County Park. Under the Bypass/Throughpass Alternative, a segment of SR 530 would be constructed on an alignment similar to that in the Bypass Alternative. The existing section of SR 530, from its intersection with SR 9 to its intersection with Arlington Heights Road, would be rechannelized and signalized where necessary to improve traffic through the city. Estimated construction costs would range from $34 million to $49 million. POSITIVE IMPACTS: The project would provide roadway improvements that are needed to keep pace with traffic volume, which has increased approximately 5.5 percent annually since 1975, and would reduce the number of accidents on the two bridges and roadways. Construction activities would generate an estimated 913 to 1,353 new jobs, and wages and salaries ranging from $27 million to $41 million. NEGATIVE IMPACTS: Nearly the entire project area would be located within the Stillaguamish River floodplain, which would be affected by new earthfill bridge approaches, concrete bridge piers, and increased storm-water runoff. Depending on the alternative selected, construction would require the displacement of 17 to 21 acres of prime farmland and the demolition of 11 to 23 structures, most of them single-family residences. Two of the build alternatives would require the acquisition of some lands from Twin Rivers County Park, and would limit access to the park. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. JF - EPA number: 920104, 432 pages, March 27, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-92-1-D KW - Bridges KW - Commercial Zones KW - Cost Assessments KW - Employment KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Housing KW - Motor Vehicles KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Washington 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/36409188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTES+9+AND+530%2C+STILLAGUAMISH+RIVER+BRIDGES+9%2F132+AND+530%2F120+REPLACEMENT+PROJECT%2C+CITY+OF+ARLINGTON%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTES+9+AND+530%2C+STILLAGUAMISH+RIVER+BRIDGES+9%2F132+AND+530%2F120+REPLACEMENT+PROJECT%2C+CITY+OF+ARLINGTON%2C+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: March 27, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 35 FROM WASHINGTON AVENUE IN DOWNTOWN MINNEAPOLIS, HENNEPIN COUNTY, MINNESOTA, TO INTERSTATE 35E IN BURNSVILLE, DAKOTA COUNTY, MINNESOTA. AN - 36411358; 3506 AB - PURPOSE: Reconstruction of Interstate 35 West (I-35W) between Washington Avenue South in Minneapolis and Interstate 35 East (I-35E) in Burnsville is proposed. The 18 miles of highway to be improved were built in the 1960s for traffic volumes forecast for 1975 using design standards which are not as safe or effective as those currently in use. The pavement condition is deteriorating and many bridges need extensive repair. In spite of ramp metering, television surveillance, preferential bus ramps, traffic information strategies, and express bus service implemented by the Minnesota Department of Transportation in the mid-1970s, the system is again approaching its operational limits. This draft EIS considers six transit/mainline alternatives, which would be mixed with any of several interchange design alternatives, for the six subareas of the project area, each of which have different travel demand characteristics. Under the No-Build Alternative, no physical improvements would be made other than bridge repair and roadway resurfacing, but transportation system and travel demand strategies, such as installation of ramp meters at all on-ramps, implementation of transit and carpool incentives, and intensification of transit marketing, would be used. If necessary, ramps would be closed or modified in the future if they could not be operated safely. This alternative would cost $235 million for construction, $36 million for transit operation, and $88 million for mitigation of impacts on streets. Lane conversion alternatives would include conversion of an existing traffic lane in each direction north of 46th Street to a high-occupancy-vehicle (HOV) restricted lane, addition of a diamond lane in each direction between 46th Street and County State Aid Highway (CSAH) 42, and feeder and express bus service reorganized into a timed-transfer service concept. These alternatives would cost $654 million for construction, $36 million for acquisition of right-of-way, $41 million for transit operation, and $45 million for mitigation of impacts on local streets. Diamond lane alternatives would include one additional lane of traffic in each direction north of 46th Street, to be designated as HOV lanes, one additional traffic lane and one additional HOV lane between 46th Street and CSAH 42, and the reorganization of feeder and express bus service into a timed-transfer service concept. These alternatives would cost $830 million to $926 million for construction, $74 million to $77 million for acquisition of right-of-way, $41 million for transit operation, and $21 million for mitigation of impacts on local streets. Alternatives to constructing light-rail transit (LRT) in the I-35W median would include train operation in a tunnel from downtown Minneapolis to Lake Street, a two-way LRT line in the I-35W right-of-way between Lake Street and CSAH 42, one additional traffic lane in each direction between 46th Street and CSAH 42, and reorganized feeder bus service routed and scheduled for timed transfers at LRT stations placed an average of one mile apart. These alternatives would cost $991 million to $1.079 billion for construction, $77 million to $83 million for acquisition of right-of-way, $46 million for transit operation, and $39 million for mitigation of impacts on local streets. Alternatives to constructing an LRT line on the existing Soo Line Railroad would include LRT operation in a tunnel from downtown Minneapolis to Lake Street, and a two-way LRT line within the I-35W right-of-way between Lake Street and the Crosstown subarea; LRT operation on the Soo Line Railroad right-of-way between the Crosstown subarea and 96th Street; LRT operation within the I-35W right-of-way between 96th Street and CSAH 42; one additional traffic lane in each direction between 46th Street and CSAH 42; and reorganized feeder bus service routed and scheduled for timed transfers at LRT stations spaced an average of one mile apart. These alternatives would cost $968 million to $1.011 billion for construction, $86 million to $88 million for acquisition of right-of-way, $46 million for transit operation, and $39 million for mitigation of impacts on local streets. Lane conversion plus LRT alternatives would include LRT operation in a tunnel between downtown Minneapolis and Lake Street, a two-way LRT line in the I-35W median between Lake Street and CSAH 42, conversion of an existing traffic lane in each direction north of 46th Street and CSAH 42, and reorganized feeder and express bus service to allow transfers with LRT on a timed basis. These alternatives would cost $975 million for construction, $63 million for acquisition of right-of-way, $46 million for transit operation, and $50 million for mitigation of impacts on local streets. POSITIVE IMPACTS: Proposed reconstruction of I-35W would increase the number of people served by the freeway, provide preferential travel time for high-occupancy vehicles over single-occupancy vehicles, provide reasonable access to and from the freeway and give preference to regional trips over local trips, maintain or improve the traffic level of service, decrease the accident rate, and support development without encouraging excessive growth in and outside of the Metropolitan Service Area. All build alternatives would result in high long-term net energy savings over the life of the project, improved water quality as a result of improved drainage systems, and remediation of contaminated sites within the right-of-way acquisition areas. NEGATIVE IMPACTS: Although each build alternative would accommodate more people than I-35W currently carries, none would fully satisfy the projected travel demand. Vehicles diverted to other roadways because of congestion on the main line would cause up to 2,830 accidents per year, and traffic on the other roadways would still have some degree of congestion. Rights-of-way requirements could result in the relocation of 720 to 1,335 dwelling units, most of which are in apartment buildings in low- and moderate-income neighborhoods in which comparable dwelling units would not be available for relocation; the acquisition and relocation of 3 to 7 community service facilities, such as resident-based treatment centers; and the acquisition and relocation of 10 to 34 businesses, affecting 405 to 1,125 employees. Property tax losses associated with property targeted for rights-of-way acquisition would range from $1.2 million to $3 million. The project would encroach on wetlands and floodplain areas. Nearby residences would be exposed to increased noise levels from construction and freeway use. Construction would also result in disruption of traffic and increased air pollution. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Land and Water Conservation Fund Act of 1965, as amended (16 U.S.C. 4602-8), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. JF - EPA number: 920103, 532 pages and maps, March 23, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-92-01-D KW - Air Quality KW - Commercial Zones KW - Drainage KW - Energy Consumption Assessments KW - Health Hazards KW - Highway Structures KW - Highways KW - Housing KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Compliance KW - Land and Water Conservation Fund Act of 1965, 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/36411358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+35+FROM+WASHINGTON+AVENUE+IN+DOWNTOWN+MINNEAPOLIS%2C+HENNEPIN+COUNTY%2C+MINNESOTA%2C+TO+INTERSTATE+35E+IN+BURNSVILLE%2C+DAKOTA+COUNTY%2C+MINNESOTA.&rft.title=INTERSTATE+35+FROM+WASHINGTON+AVENUE+IN+DOWNTOWN+MINNEAPOLIS%2C+HENNEPIN+COUNTY%2C+MINNESOTA%2C+TO+INTERSTATE+35E+IN+BURNSVILLE%2C+DAKOTA+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 23, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENTS OF US 23 FROM M-13 TO M-65, ARENAC COUNTY, MICHIGAN. AN - 36394884; 3504 AB - PURPOSE: Improvements are proposed for US 23 from the intersection at Michigan 13 (M-13) eastward to the intersection at Michigan 65 (M-65) in Arenac County, Michigan. The 12 miles of highway to be improved consist of a four- and five-lane roadway from M-13 north to Standish, and a two-lane roadway from Standish northeast through Omer and east to M-65. Five alternative courses of action, including the No Action Alternative, are considered in this draft environmental impact statement (EIS). A low-cost capital improvement appears to be infeasible. Under one alternative, major improvements on the existing alignment would begin in Standish south of the old Michigan 76 intersection and end at the M-65 intersection. This alternative would include the widening of roadways on existing rights-of-way in Standish and the purchase of 20 to 30 feet of new right-of-way width in Omer. In addition, it would include the reconstruction of existing roadway in two other segments to accommodate one direction of traffic and the construction of new roadways on 120 to 140 feet of new right-of-way width in these segments to accommodate the opposite direction, with 84-foot valley-type medians between the roadways. Combinations of open-ditch and curb-and-gutter drainage would be used. This alternative would involve nine miles of roadway and cost $22.8 million. A proposal for construction of a Standish bypass and improvements on the existing alignment would involve relocating US 23 to the east side of Standish (it would extend from the existing US 23/Interstate 75 (I-75) connector interchange to a point northeast of Standish) while retaining the existing US 23 within Standish as a business loop, and making improvements to the rest of the segment similar to those in the proposal outlined above. This alternative would involve 12.3 miles of roadway, require 300 feet of right-of-way width for the bypass, and cost $35 million. A proposal for construction of a southern bypass would involve the total relocation of US 23 between the US 23/I-75 connector and the US 23/M-65 intersection. This bypass would consist of four-lane divided roadways with open-ditch drainage. The bypass would involve 10.6 miles of roadway, require approximately 300 feet of right-of-way width, and cost $37.7 million. POSITIVE IMPACTS: Proposed improvements to US 23 would reduce existing traffic conflicts between through and local traffic in Standish with the adoption of the bypass alternatives, and reduce travel time, fuel use, and accident risk with the adoption of the construction alternatives. All alternatives would reduce traffic delays due to heavy recreational traffic and limited passing opportunities on the existing US 23. Economic development in a predominantly low-income area would also be improved. NEGATIVE IMPACTS: Rights-of-way requirements could result in the relocation of up to 49 residences and five commercial establishments. There would be a short-term reduction in the local tax base due to rights-of-way acquisition. Farmlands and wetlands would be converted to transportation use. The existing aesthetic and social characteristics, topographic features, and established drainage patterns would be altered, with possible degradation of ground and surface water quality. Noise, litter, and air pollution might be increased, and uncontrolled urbanization and strip development could result. Construction activities would cause soil erosion. 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). JF - EPA number: 920089, 120 pages and maps, March 18, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-92-01-D KW - Air Quality KW - Commercial Zones KW - Drainage KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Water Quality KW - Michigan 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/36394884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=T&rft.date=1993-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report.+Volume+1.+Final+rept.+24+Mar+89-10+Jun+92&rft.title=T%2FV+Exxon+Valdez+oil+spill%3A+Federal+on+scene+coordinator%27s+report.+Volume+1.+Final+rept.+24+Mar+89-10+Jun+92&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 18, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HONOLULU RAPID TRANSIT DEVELOPMENT PROJECT, HONOLULU, HAWAII (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1990). AN - 36407069; 3502 AB - PURPOSE: Construction and operation of a fixed-guideway rapid transit system within the Honolulu metropolitan area of Oahu, Hawaii, is proposed. The purpose of this supplement to the draft environmental impact statement (EIS) of March 1990 is to assess the social, environmental, and economic impacts of one of the 11 alternatives considered in the draft EIS. This preferred alternative, as selected by the Honolulu City Council, is substantially similar to Alternative 8 (Kamehameha/Nimitz) in the draft EIS, except that the proposed alignment has been shortened by 1.3 miles to 16.0 total miles in length because the Waikiki segment has been eliminated. The proposed system would consist of a rubber-dampened, steel-wheel articulated vehicle that would operate on a continuously welded steel rail. The vehicle would be 95 feet in length and be propelled by AC-drive technology. The proposed system would consist of dual tracks operating in both directions; it would have 22 stations, four park-and-ride lots, and one maintenance yard. The alignment would serve the central business district (CBD) from the Ewa direction via Kamahameha Highway, past the Honolulu International Airport along the "makai" side of the H-1 viaduct, and follow Dillingham Boulevard into the CBD. The CBD segment would be a standard aerial structure along Nimitz Highway, and would then follow Pohukaina Street, Ward Avenue, Waimanu Street, and Kona Street to the Ala Moana Center. The alignment would continue on Kona Street, Atkinson Drive, and Kapiolani Boulevard to University Avenue, and terminate at the University/Quarry station at the University of Hawaii. The estimated capital costs for the project are approximately $1.977 billion in 1991 dollars; approximately $213 million of these costs would be related to bus service. POSITIVE IMPACTS: The proposed system would provide for the mass transit needs of the areas served, including low-income areas. The system would increase daily transit trips by 70,100 over the No-Build Alternative. Annual rider savings are estimated at $23.8 million. Time and mileage savings for both automobile commuters and transit system commuters would be substantial as well. Reduced automobile use would result in improvements in air quality. Access to the CBD, government buildings, the University of Hawaii, Pearl Harbor, area community colleges, and other community facilities would be improved. NEGATIVE IMPACTS: Rights-of-way development for the proposed guideway transit system would result in the displacement of 52 businesses and would disturb two sites of historic interest. Some 25 acres of vegetation at one site could be lost as a result of construction of the maintenance facility, which could also disturb the aquifer that underlies it. LEGAL MANDATES: Department of Transportation Act of 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 90-0117D, Volume 14, Number 2. JF - EPA number: 920081, 2 volumes and maps, March 13, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Cost Assessments KW - Historic Sites KW - Motor Vehicles KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Visual Resources KW - Water Supply KW - Hawaii KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, 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/36407069?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOLULU+RAPID+TRANSIT+DEVELOPMENT+PROJECT%2C+HONOLULU%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1990%29.&rft.title=HONOLULU+RAPID+TRANSIT+DEVELOPMENT+PROJECT%2C+HONOLULU%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1990%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 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-SAN FRANCISCO INTERNATIONAL AIRPORT EXTENSION, NORTHERN SAN MATEO COUNTY, CALIFORNIA. AN - 36386555; 3503 AB - PURPOSE: Alternative transit improvements within the Northern Peninsula Corridor in San Mateo County, California, are being considered. The corridor is bounded by San Francisco Bay on the east, the Pacific Ocean on the west, the San Francisco/San Mateo County border on the north, and San Francisco International Airport (SFO) on the south. Three bus and rail transportation systems currently provide service to the area: Bay Area Rapid Transit (BART), SamTrans, and CalTrain. SFO, the corridor's largest single generator of traffic, is currently served by SamTrans and private bus lines, but lacks an effective connection with either of the region's two major rail systems, BART and CalTrain. Proposals under consideration include the No-Build Alternative (Alternative 1) and five additional alternatives. The Transportation System Management Alternative (Alternative 2) would provide shuttle bus service to SFO from a new Colma BART station and would extend CalTrain to a new SFO station with automated people mover (APM) connection to the terminals. The BART-SFO External Station Alternative (Alternative 3) would provide a BART extension from the Colma station, generally following the Southern Pacific Railroad's San Bruno Branch right-of-way to an external SFO station located west of Highway 101. The SFO station would be a joint BART/CalTrain station to allow transfer between the two systems and would connect to the terminals via an APM system. In addition, this alternative would provide three new intermediate stations. The BART-SFO Internal Station Alternative (Alternative 4) would follow an alignment similar to that of Alternative 3, although the BART line would connect with CalTrain at the existing San Bruno station. From there it would descend underground, pass under Highway 101, and continue to an internal SFO station underneath the SFO garage. The BART-SFO External Station via I-380 Alternative (Alternative 5) is also similar to Alternative 3 but would descend into subway beyond the Tanforan BART station, run parallel to the north side of the I-380 corridor, pass under I-380, and continue as subway along the easterly limit of the city of San Bruno; it would then terminate at an external SFO station, as in Alternative 3. The BART-SFO Internal Station Alternative (Alternative 6) is similar to Alternative 5 but would continue under I-380 and Highway 101 to the United Airlines BART station located under the SFO long-term parking lot and terminate at an underground station at the same location as in Alternative 4. All of these alternatives assume that the CalTrain terminal would remain at Fourth and Townsend streets in San Francisco. A set of "B" subalternatives, each of which assumes that CalTrain would be extended 1.5 miles in subway to a new terminal at Second and Market streets, is also being considered. Depending on the alternative chosen (aside from the No-Build Alternative), the project would generate 21,645 to 74,305 construction jobs and, once it became operational, would employ 933 to 1,361 workers. Its estimated capital costs would range from $628 million to $1.190 billion. POSITIVE IMPACTS: Traffic congestion in and around SFO would be relieved, resulting in air quality improvements. Generally, transit service would improve due to minimization of travel time and maximization of reliability. Projected transit-person trips for the year 2000 would increase by 7,100 trips per day. Alternative 2, which represents the minimum set of transit improvements over the No-Build Alternative, would increase transit usage by 15,900 trips per day in the year 2010; of this increase, about 3,400 trips per day would come from SFO passengers. The four BART extension alternatives would increase transit use by approximately 26,000 trips per day compared with the No-Build Alternative; of this increase, 7,300 trips per day would come from SFO passengers. Daily CalTrain usage would increase by 11,200 to 28,800 trips per day, depending on the alternative selected. NEGATIVE IMPACTS: Construction would displace up to 31 residences, 16 businesses, and 15 acres of wetlands, depending on the alternative selected. Alternatives 2, 3, and 5 would have a significant impact on three endangered species. Above-ground tracks, fences, and station areas would have visual impacts, particularly in some San Bruno neighborhoods. Alternatives 3 through 6 would result in significant noise increases, and mitigation measures would be needed. Construction of tracks and stations would increase the amount of impermeable surfaces and could increase runoff into Colma Creek, the principal flood control channel within the corridor. All build alternatives would remove a historical culvert in South San Francisco, and other unrecorded archaeological resources might be disturbed. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 920082, 2 volumes and maps, March 13, 1992 PY - 1992 KW - Roads and Railroads KW - Air Quality KW - Airports KW - Archaeological Sites KW - Buildings KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Flood Control KW - Insects KW - Land Use KW - Noise KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Urban Structures KW - Visual Resources KW - Wetlands KW - California KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-SAN+FRANCISCO+INTERNATIONAL+AIRPORT+EXTENSION%2C+NORTHERN+SAN+MATEO+COUNTY%2C+CALIFORNIA.&rft.title=BART-SAN+FRANCISCO+INTERNATIONAL+AIRPORT+EXTENSION%2C+NORTHERN+SAN+MATEO+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, and Metropolitan Transportation Commission, Oakland, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEATTLE-TACOMA INTERNATIONAL AIRPORT, SOUTH AVIATION SUPPORT AREA, KING COUNTY, WASHINGTON. AN - 36407321; 3463 AB - PURPOSE: Construction of an aviation maintenance support area consisting of hangars and related facilities at the Seattle-Tacoma International Airport is proposed. The facilities would be constructed on approximately 247 acres adjacent to the airport on the northwest, South 188th Street on the north, 28th Avenue South on the east, South 200th Street on the south, and 18th Avenue South on the west. Three build alternatives are analyzed in this EIS. All three proposals would involve relocating three existing line maintenance facilities now located south of the passenger terminal to the new site. Each proposal would also involve extensive earthwork because of the deep ravine separating the airport from the proposed site, and the relocation of portions of Des Moines Creek, which runs through the ravine. Alternative 1 would include three hardstands for Delta 757s, one for a Northwest 747, and one for an Alaska Airlines MD-80; it would have a paved area of 193,600 square yards (sy) and require the excavation of 2.2 million cubic yards (cy) of material. Alternative 2 is similar to Alternative 1 but would include construction of a base maintenance facility and a "hush facility" for noise attenuation during engine runups; it would have a paved area of 246,700 sy and require the excavation of 2.46 million cy of material. Alternative 3 is also similar to Alternative 1 but would include a base maintenance facility for Alaska Airlines, with nine hardstands for MD-80s and a hush facility; it would have a paved area of 324,700 sy and require the excavation of 2.5 million cy of material. Construction employment for Alternatives 1, 2, and 3 would be 3,632, 8,152, and 9,196 workers, respectively; operational employment would be 9,442, 7,984, and 4,429 workers, respectively; and construction costs would be $72.5 million, $110.9 million, and $110.1 million, respectively. POSITIVE IMPACTS: The proposed relocation and expansion of maintenance support services would help the airport meet increases in passenger demand by enabling the terminal to be extended to the south, toward the area now occupied by the maintenance facilities. By 2000 it is expected that the airport will serve 25.4 million passengers and 410,000 aircraft operations. NEGATIVE IMPACTS: Site grading and preparation would significantly alter the existing topography. Wetlands would be filled under each of the three build alternatives; area affected ranges from 1.3 to 1.5 acres. Des Moines Creek would be moved from its existing, man-made channel and placed in a new channel; all existing wildlife habitat along the creek would be destroyed. Views of the site would be significantly different. Temporary truck and equipment noise would occur during construction; aircraft engine noise during taxiing and testing would be significant, but mitigated under Alternatives 2 and 3. Construction activities would also have a degrading effect on local air quality. Significant sections of a golf course now operating on the proposed site would be eliminated. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 920072, 2 volumes, March 5, 1992 PY - 1992 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Buildings KW - Cost Assessments KW - Creeks KW - Employment KW - Forests KW - Hazardous Wastes KW - Noise Assessments KW - Noise Control KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Urban Development KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Seattle-Tacoma International Airport KW - Airport and Airway Improvements Act of 1982, 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/36407321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1991%29.&rft.title=EASTERN+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1991%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Renton, Washington; Port of Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 5, 1992 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Pathway to history; the cultural geology of the U.S. 11/15 corridor in central Pennsylvania from prehistoric occupation to the 21st century AN - 50299458; 1993-047856 JF - Abstracts with Programs - Geological Society of America AU - Suciu, Deborah L AU - Bachman, David C AU - Owens, Robert W AU - Ashley, Gail M Y1 - 1992/03// PY - 1992 DA - March 1992 SP - 79 PB - Geological Society of America (GSA), Boulder, CO VL - 24 IS - 3 SN - 0016-7592, 0016-7592 KW - United States KW - North America KW - archaeology KW - Appalachians KW - transportation KW - terraces KW - Selinsgrove Pennsylvania KW - history KW - Amity Hall Pennsylvania KW - fluvial features KW - geomorphology KW - Pennsylvania KW - Susquehanna River KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50299458?accountid=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=Pathway+to+history%3B+the+cultural+geology+of+the+U.S.+11%2F15+corridor+in+central+Pennsylvania+from+prehistoric+occupation+to+the+21st+century&rft.au=Suciu%2C+Deborah+L%3BBachman%2C+David+C%3BOwens%2C+Robert+W%3BAshley%2C+Gail+M&rft.aulast=Suciu&rft.aufirst=Deborah&rft.date=1992-03-01&rft.volume=24&rft.issue=3&rft.spage=79&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 27th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Amity Hall Pennsylvania; Appalachians; archaeology; fluvial features; geomorphology; history; North America; Pennsylvania; Selinsgrove Pennsylvania; Susquehanna River; terraces; transportation; United States ER - TY - RPRT T1 - N.E. 181ST AVENUE TO SANDY RIVER SECTION, COLUMBIA RIVER HIGHWAY (I-84), MULTNOMAH COUNTY, OREGON. AN - 36403222; 3500 AB - PURPOSE: Widening of Interstate 84 (I-84) from four to six lanes between the N.E. 181st Avenue interchange and the Troutdale interchange in Multnomah County, Oregon, is proposed. The project would extend 4.7 miles through the city limits of Fairview, Wood Village, Gresham, and Troutdale. All interchanges within the project termini would be modified. The partial interchange connecting I-84 with Sandy Boulevard west of N.E. 223rd Avenue would be replaced by a full interchange at a proposed new roadway, N.E. 207th Avenue, with access to Sandy Boulevard. The new roadway would be constructed from the interchange ramps to Sandy Boulevard on the north and Halsey Street on the south. The interchange at N.E. 238th Avenue would be rebuilt as a standard diamond interchange, thereby eliminating the at-grade railroad crossing. In order to mitigate wetlands impacts, 1.5 acres of palustrine wetlands would be created from existing uplands, and an additional 4.5 acres of wetlands would be created in the area of the N.E. Sandy Boulevard interchange. Due to the existence of a public water well field northwest of the project corridor, special features would be added to the project design to contain hazardous waste spills. The estimated cost of the project is $56 million for construction and $12.6 million for rights-of-way acquisition. POSITIVE IMPACTS: Expansion of the freeway's capacity would improve traffic flow and decrease accident potential and operating costs. Federal Interstate and Defense Highway standards would be met. The N.E. 207th Avenue interchange would serve traffic from all directions, unlike the existing interchange, which only serves traffic to and from the east. An at-grade railroad crossing on N.E. 238th Avenue would be replaced by a grade separation. Significant noise impacts would be reduced for numerous residences and one motel. NEGATIVE IMPACTS: Rights-of-way development for construction of the portion of N.E. 207th Avenue under consideration and the interchange at N.E. 207th Avenue would result in the displacement of 7 businesses and 18 residences and the filling of 2.2 acres of wetlands, although the wetlands loss would be offset by the creation of new wetlands sites. There would be the potential for hazardous waste material spills from vehicles using the freeway. Secondary impacts to water quality could occur as a result of increased development. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 and a supplement to the draft EIS, see 89-0281D, Volume 13, Number 5, and 90-0336D, Volume 14, Number 5, respectively. JF - EPA number: 920061, 145 pages and maps, February 27, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-02-F KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Hotels KW - Noise Standards Violations KW - Regulations KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wastes KW - Water Quality KW - Wells KW - Wetlands KW - Oregon KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403222?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-02-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=N.E.+181ST+AVENUE+TO+SANDY+RIVER+SECTION%2C+COLUMBIA+RIVER+HIGHWAY+%28I-84%29%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=N.E.+181ST+AVENUE+TO+SANDY+RIVER+SECTION%2C+COLUMBIA+RIVER+HIGHWAY+%28I-84%29%2C+MULTNOMAH+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 - Final. Preparation date: February 27, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-85 GREENSBORO BYPASS, FROM I-85 SOUTH OF GREENSBORO TO I-40/85 EAST OF GREENSBORO, GUILFORD COUNTY, NORTH CAROLINA. AN - 36394699; 3499 AB - PURPOSE: Construction of a 14-mile Interstate 85 (I-85) bypass around the city of Greensboro in Guilford County, North Carolina, is proposed. The segment is part of a proposed urban loop encircling the city of Greensboro, as specified in the North Carolina Department's 1991-97 Transportation Improvement Program. Right-of-way acquisition is scheduled to begin in fiscal year (FY) 1994; construction is scheduled to begin in FY 1997. The western terminus of the bypass would be the proposed interchange with the Greensboro Western Urban Loop, located at existing I-85 midway between Groometown Road and Holden Road. The eastern terminus would be located at existing I-85 either east of Youngs Mill Road or midway between McConnell Road and Mount Hope Church Road. The eastern terminus would be the proposed interchange for the Greensboro Eastern/Northern Urban Loop. Various alternatives are being considered, including the Transportation Systems Management alternatives, the Multi-Modal System Alternative, the Construction alternatives, and the No-Build (No Action) Alternative. There are three Construction alternatives. The Northern Alternative would be 11 miles long, and would extend from the I-85 and Campground Road interchange to Youngs Mill Road, crossing US 220 north of Holden Road; Randleman Road at Old Randleman Road; South Elm-Eugene Street; and US 421 south of Wiley-Lewis Road. The Southern Alternative would be 13.7 miles long; it would follow the same alignment as the Northern Alternative from Campground Road to just west of Randleman Road, but would then turn southeast to cross Randleman Road and South Elm-Eugene Street and would cross US 421 south of Ritters Lake Road. It would terminate at I-85 between McConnell Road and Mount Hope Church Road. The GRAND/85 Alternative, proposed by a citizen group, would be 10.9 miles long and would follow roughly the same alignment as the Northern Alternative, although one segment would follow a more northerly route. The estimated costs of the Northern, Southern, and GRAND/85 alternatives are $125.9 million, $128.8 million, and $118.6 million, respectively. POSITIVE IMPACTS: Bypass construction would improve access to Piedmont Triad International Airport, reduce traffic currently traveling within the City of Greensboro along existing I-85, reduce accidents by 130 per year (saving over $600,000 per year), and reduce total traffic in the region by over 13,000 vehicle-hours daily, thus contributing to air quality goals while lowering user costs and fuel consumption by 2.6 million gallons annually. The bypass would also improve accessibility for residential, commercial, and industrial development. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 39 to 72 residences and 5 to 9 businesses, depending on the construction alternative selected. An increase in noise levels would occur in some areas next to the freeway project. An estimated 1 to 6 acres of wetlands, 200 to 300 acres of prime farmland, and 900 to 1,100 feet of floodplain crossings would also be affected. In addition, 22 structures in the project study area have been identified as potentially eligible for the National Register of Historic Places. Although none of the alternatives would take any property from the historic sites, some sites might be affected indirectly by visual changes or increased noise. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 920060, 262 pages and maps, February 26, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-01-D KW - Airports KW - Biologic Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Regulations KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Control KW - Transportation 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/36394699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HICKORY+EAST+SIDE+THOROUGHFARE+FROM+NC+127+TO+STARTOWN+ROAD%2C+HICKORY%2C+CATAWBA+COUNTY%2C+NORTH+CAROLINA.&rft.title=HICKORY+EAST+SIDE+THOROUGHFARE+FROM+NC+127+TO+STARTOWN+ROAD%2C+HICKORY%2C+CATAWBA+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: February 26, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KALAUPAPA AIRPORT, ROADWAYS, AND WHARF IMPROVEMENTS, KALAUPAPA, MOLOKAI, HAWAII. AN - 36410530; 3462 AB - PURPOSE: Improvement of airport facilities on the northwestern tip of the Kalaupapa peninsula of the island of Molokai in Kalawao County, Hawaii, is proposed. The project area is located within the Kalaupapa National Historic Park and Historical Landmark. The existing airport features a 2,760-foot-long paved runway but no paved taxiway or apron. The airport includes three buildings: a 1,017-square-foot terminal, a 1,229-square-foot maintenance/office building, and a storage shed. Actions that would be taken from mid-1991 through 1992 to improve the airport facilities include (1) widening, lengthening, and rotating (nominally five degrees to the east) the existing Kalaupapa Airport runway and adding extended runway safety areas, blast pads, and larger aircraft turnarounds; (2) constructing a paved taxiway between the runway and existing terminal area and a paved aircraft parking apron adjacent to the passenger terminal building; (3) providing airfield lighting for nighttime medical evacuation; (4) improving the airport access road on its present alignment and within its present width between the terminal and the Kalaupapa Settlement; (5) improving the utility systems to serve other airport developments; and (6) acquiring easements for additional airport land. In addition, secondary roads would be graded and paved to the extent that funds are available. Harbor improvements to be included in the project consist of strengthening the wharf, repairing the existing seawall, and removing rocks from the barge basin; all harbor actions would be considered maintenance and repair actions. The estimated cost of the project is $9.8 million. POSITIVE IMPACTS: Project facilities would provide greater margins of safety for the small aircraft that serve the airport, reduce operation and maintenance costs, provide the Hansen's disease patients and the residents of Kalaupapa with roadways that would be easily traversable by wheelchairs, and provide the settlement with a harbor facility capable of servicing the needs of patients and residents. Dependable air service is essential to maintaining the quality of life at Kalaupapa; air service is presently restricted during periods of severe weather. NEGATIVE IMPACTS: Construction activities could disturb sites of historic and archaeological significance, including some possible prehistoric or historic shrines. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Airport and Airways Safety Expansion Act of 1987, and Public Law 96-565. PRIOR REFERENCES: For the abstract of the draft EIS, see 90-0283D, Volume 14, Number 5. JF - EPA number: 920058, 2 volumes and maps, February 25, 1992 PY - 1992 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Channels KW - Harbor Improvements KW - Harbor Structures KW - Historic Sites KW - Impact Assessment Methodology KW - Islands KW - Noise Assessments KW - Roads KW - Safety KW - Terminal Facilities KW - Waterways KW - Wildlife Surveys KW - Hawaii KW - Kalaupapa Airport KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Airport and Airways Safety Expansion Act of 1987, Funding KW - Public Law 96-565, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-02-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KALAUPAPA+AIRPORT%2C+ROADWAYS%2C+AND+WHARF+IMPROVEMENTS%2C+KALAUPAPA%2C+MOLOKAI%2C+HAWAII.&rft.title=KALAUPAPA+AIRPORT%2C+ROADWAYS%2C+AND+WHARF+IMPROVEMENTS%2C+KALAUPAPA%2C+MOLOKAI%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Honolulu, Hawaii; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 25, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MASTER PLAN DEVELOPMENT, INDIANAPOLIS INTERNATIONAL AIRPORT, MARION COUNTY, INDIANA. AN - 36406297; 3405 AB - PURPOSE: The implementation of an improved airport layout plan for the Indianapolis International Airport in Marion County, Indiana, is proposed. The airport covers 5,522 acres of land and provides service to virtually all major cities in the country. The 1990 Master Plan Update, addressed here, covers two issues: rehabilitation of Runway 5L/23R, which is characterized by an advanced state of pavement deterioration; and inadequate capability of existing facilities and constraints on expansion of facilities. Implementation of the proposed plan would involve: construction of a new 11,200-foot replacement Runway 5L/23R with associated taxiway improvements; development of a western taxiway parallel to existing Runway 14/32; construction of an additional crossfield taxiway to connect Runways 5R/23L and 5L/23R; development of an additional high-speed taxiway exit for Runway 14/32; relocation of the Indiana Power & Light Company power lines west of the airport; relocation of Bridgeport Road; construction of a new midfield terminal complex; and construction of a new interchange to connect Interstate 70 and Bridgeport Road. Proposed developments would require the acquisition of 400 acres for natural resource mitigation measures. This EIS considers federal requirements regarding the installation of navigational aids, airspace use, and approach and departure procedures associated with the proposed development. In addition, the plan outlines several airport support facility improvements, including expansion of the south cargo apron and, most notably, aviation-related developments in the northwest quadrant of the airport. Issues associated with the future development of a United Airlines maintenance facility, a U.S. Postal Service Eagle Hub facility, and a National Weather Service facility also are considered. POSITIVE IMPACTS: Plan implementation would upgrade superannuated runway facilities, enhancing safety and operational efficiency at the airport. Vehicular access to the airport would be improved significantly due to relocation of Bridgeport Road and improvement of the interstate interchange connection. Improved terminal facilities would ease passenger and cargo access to aircraft servicing the airport. Areas affected by aircraft-related noise would decline for a number of noise contour zones. The plan would increase employment associated with the airport and boost the local economy. NEGATIVE IMPACTS: Land acquisition requirements and land use compatibility issues would result in the purchase and displacement of 638 homes. Development associated with the project would impact a variety of habitat types, including cropland, urban land, old fields and pastureland, wooded uplands, wooded and emergent wetlands, and small streams. Forested habitat to be affected would include potential habitat for the Indiana bat, an endangered species. Construction activities would encroach on floodplain land. Significant numbers of residents would continue to be affected by aircraft-related noise. Total annual pollutant emissions generated in the vicinity of the airport would be expected to increase, and development of the airport would result in increased water consumption and wastewater generation. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Orders 11988 and 11990, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920047, 678 pages and maps, February 14, 1992 PY - 1992 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Navigation Aids KW - Postal Service KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Terminal Facilities KW - Wetlands KW - Wildlife Habitat KW - Indiana KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Endangered Species Act of 1973, Animals KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406297?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MASTER+PLAN+DEVELOPMENT%2C+INDIANAPOLIS+INTERNATIONAL+AIRPORT%2C+MARION+COUNTY%2C+INDIANA.&rft.title=MASTER+PLAN+DEVELOPMENT%2C+INDIANAPOLIS+INTERNATIONAL+AIRPORT%2C+MARION+COUNTY%2C+INDIANA.&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: February 14, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOWER CUMBERLAND AND TENNESSEE RIVERS NAVIGATION FEASIBILITY REPORT, KENTUCKY LOCK ADDITION, LIVINGSTON AND MARSHALL COUNTIES, KENTUCKY. AN - 15231046; 3457 AB - PURPOSE: Implementation of a plan to improve navigation conditions along the lower Cumberland and Tennessee rivers is proposed via structural changes on the waterway system in Livingston and Marshall counties, Kentucky. Three construction plans and a No Action Alternative were evaluated. Under the preferred plan, one lock would be constructed at Kentucky Lock and Dam on the Tennessee River. The existing 110-foot by 600-foot lock at this site would operate as an auxiliary facility. The new lock would be 110 feet by 1,200 feet. The bridge carrying the Paducah and Louisville Railroad across the river near the existing lock would be relocated, and a new vehicular access road would link the right bank and a nearby switchyard. The existing lock operations building would be demolished, along with numerous other existing features, such as parking lots and landscaped areas. A new operations building would be constructed adjacent to the new lock, downstream of US 62/641. A visitor center would be constructed landward of the new lock on a hill upstream of Kentucky Dam, now occupied by a visitor overlook. Taylor Park Campground would be relocated. A 45-acre borrow /disposal site and 23-acre wooded buffer zone have been identified approximately one mile north of Kentucky Dam adjacent to Kentucky Highway 453 on lands owned by Reed Crushed Stone Company. Borrow material would be taken from this site primarily to construct the railroad fill. Some widening along the right margin of the existing navigation channel would be required between the existing lock approach and the I-24 bridge crossing. A stone training dike with a top elevation of 304 feet above mean sea level would be constructed from the downstream end of the switchyard island to lower along the left channel margin for a distance of approximately 3,200 feet. The estimated cost of the project is $468 million at October 1991 prices. POSITIVE IMPACTS: Lock delays would be reduced for projected traffic demand levels. Project traffic demand would be reasonably accommodated during lock closures in the Kentucky-Barkley navigation system. In general, the capacity of the waterway system would be increased and its efficiency would be enhanced. NEGATIVE IMPACTS: Approximately 67 acres would be affected by construction and excavation activities and realignment of the railroad rights-of-way. Temporary, localized degradation of water quality would result from construction activities. Portions of the area to be dredged support dense populations of mussels; relocating the mussels to other habitats is planned. Terrestrial flora and associated wildlife habitat also would be removed. The right bank boat ramp at the mouth of Russell Creek would be removed during bank excavation, and construction activities would preclude bank fishing. A number of prehistoric and historic sites, including the Kentucky Lock and Dam, could be impacted by project implementation. Asbestos has been found in the existing lock operations building, which would be demolished, requiring that special measures be taken to ensure that this hazardous material is not released. Placement of the training dike would necessitate removal of two existing mooring cells. 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 Public Works Appropriations (P.L. 94-355). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 91-0189D, Volume 15, Number 3. JF - EPA number: 920044, 522 pages and maps, February 12, 1992 PY - 1992 KW - Water KW - Borrow Pits KW - Bridges KW - Buildings KW - Demolition KW - Dikes KW - Disposal KW - Endangered Species (Animals) KW - Health Hazards KW - Historic Sites KW - Navigation KW - Railroad Structures KW - Recreation Facilities KW - Recreation Resources KW - Rivers KW - Roads KW - Vegetation KW - Water Quality KW - Waterways KW - Wildlife Habitat KW - Kentucky KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Public Works Appropriations, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15231046?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOWER+CUMBERLAND+AND+TENNESSEE+RIVERS+NAVIGATION+FEASIBILITY+REPORT%2C+KENTUCKY+LOCK+ADDITION%2C+LIVINGSTON+AND+MARSHALL+COUNTIES%2C+KENTUCKY.&rft.title=LOWER+CUMBERLAND+AND+TENNESSEE+RIVERS+NAVIGATION+FEASIBILITY+REPORT%2C+KENTUCKY+LOCK+ADDITION%2C+LIVINGSTON+AND+MARSHALL+COUNTIES%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Nashville, Tennessee; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 12, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HICKORY EAST SIDE THOROUGHFARE FROM US 127 TO STARTOWN ROAD, HICKORY, CATAWBA COUNTY, NORTH CAROLINA. AN - 36411600; 3442 AB - PURPOSE: Construction of an arterial highway link in east Hickory, North Carolina is proposed. The highway, to be called the Hickory East Side Throughfare, would extend approximately seven miles, beginning at North Carolina (NC) 127 north of Hickory, connecting to Interstate 40 (I-40) east of Hickory, and continuing to US 70 in the vicinity of Startown Road. Eight alternative alignments are being considered. Each alternative comprises various combinations of six distinct corridor segments. The project would consist of a multilane highway, a grade separation structure at Highland Avenue and the Southern Railway tracks, and an interchange at I-40. Lane configurations would include both a five-lane roadway with a continuous left-turn lane and a four-lane divided roadway with a grass median. During this corridor location stage of the highway planning process, the corridors under consideration are 400 feet wide. Initially, six interconnecting corridor segments were identified as potential locations for the proposed roadway improvements. These segments were combined to form eight build alternatives. One additional corridor segment providing two additional build alternatives was identified in response to public concerns indicating that an alternative crossing along Springs Road should be considered. Two alternatives were dismissed as infeasible. Rights-of-way acquisition would begin in Fiscal Year (FY) 1994 and construction in FY 1995. Estimated costs range from $30.3 million to $45.6 million, depending on the alternative selected. POSITIVE IMPACTS: Construction of the thoroughfare would meet transportation demands through the year 2010, relieving congestion on existing roads and improving highway safety; advance the objectives of the planned loop system identified in the Hickory-Newton-Conover Urban Area Thoroughfare Plan; maintain air quality within state and federal standards; and improve access to and between residential neighborhoods, industrial areas, and commercial centers. In addition, development would be encouraged in accordance with the local land development plan, and the tax base would be improved. Substantial monetary user benefits would result. NEGATIVE IMPACTS: Development of 106 to 188 acres of rights-of-way would require the relocation of 26 to 68 residences and 1 to 8 businesses, as well as utility lines. No more than two neighborhoods would be affected. One archaeological site could be affected. From 1.7 to 6.0 acres of ponds, 34.0 to 99.0 acres of forests, 21.0 to 67.0 acres of prime farmlands, and less than 1.0 acre of wetlands would be lost. Traffic-generated noise in excess of federal standards would affect 54 to 110 residences within the corridor. The project would encounter one to four underground storage tanks containing potentially hazardous substances. Up to 2,420 feet of stream location could be required. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920042, 412 pages and maps, February 11, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-92-02-D KW - Air Quality KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina 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, 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/36411600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HICKORY+EAST+SIDE+THOROUGHFARE+FROM+US+127+TO+STARTOWN+ROAD%2C+HICKORY%2C+CATAWBA+COUNTY%2C+NORTH+CAROLINA.&rft.title=HICKORY+EAST+SIDE+THOROUGHFARE+FROM+US+127+TO+STARTOWN+ROAD%2C+HICKORY%2C+CATAWBA+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: February 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS ISLAND PARKWAY, HILTON HEAD ISLAND, SOUTH CAROLINA. AN - 36407386; 3443 AB - PURPOSE: Construction of a cross-island roadway facility on Hilton Head Island, South Carolina is proposed to connect US 278 near Spanish Wells Road in the northern portion of the island and Palmetto Bay Road north of Sea Pines Circle. The project also would include widening Palmetto Bay Road from Broad Creek to Sea Pines Circle. The Cross Island Parkway would be approximately 5.9 miles long and would consist of a four-lane divided highway with a 48-foot-wide median. A 3,600-foot-long, fixed-span bridge would carry the facility across Broad Creek; the bridge would provide four 12-foot lanes, 10-foot outside shoulders, and a 12-foot median with barrier rails. The bridge would have a vertical clearance of 65 feet above mean high tide and provide a 90-foot-wide navigable channel for Broad Creek. Palmetto Bay Road ultimately would be widened to provide a six-lane divided or seven-lane curb-and-gutter section. The proposal would constitute a refinement of one of six roadway alternatives evaluated. The selected alternative was modified so as to avoid disruption of the Jonesville and Muddy Creek communities and the new Post Office on the north side of US 278 opposite Honey Horn Plantation. The alignment would bisect Honey Horn Plantation but avoid the new Post Office on the north side of US 278 opposite Honey Horn Plantation. POSITIVE IMPACTS: Diversion of traffic from US 278 via the expressway would prevent otherwise excessive traffic buildups on US 278, the island's principal route for intra-island travel. Planned development of the island would be supported. Replacement of US 278 with a fully controlled-access expressway would increase travel speeds and safety. The expressway would be less susceptible to storm damage than US 278. Use of the parkway would provide energy savings by reducing vehicle fuel consumption. NEGATIVE IMPACTS: Development of rights-of-way would result in the displacement of one business and four mobile homes. Approximately 4,010 feet of wetlands would be crossed. A total of 24 archaeological and historic sites would lie within the project area; 3 of the sites could be eligible for inclusion on the National Register of Historic Places. Noise levels within the expressway corridor would increase; traffic noise from the project would exceed noise abatement criteria for 29 residences 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.), 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 environmental impact statement, see 88-0036D, Volume 12, Number 1. JF - EPA number: 920041, 118 pages and maps, February 11, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-87-01-F KW - Archaeological Sites KW - Bridges KW - Channels KW - Creeks KW - Highway Structures KW - Highways KW - Historic Sites KW - Islands KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Department of Transportation Act of 1966, as amended, 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/36407386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+CARSWELL+AIR+FORCE+BASE%2C+TEXAS.&rft.title=DISPOSAL+AND+REUSE+OF+CARSWELL+AIR+FORCE+BASE%2C+TEXAS.&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 11, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILOAM SPRINGS, HIGHWAY 71 (US 412), TO SPRINGDALE, BENTON AND WASHINGTON COUNTIES, ARKANSAS. AN - 36409467; 3438 AB - PURPOSE: Construction of a four-lane divided highway with partial control of access in Benton and Washington counties, Arkansas is proposed to connect Siloam Springs and Springdale. The 16.3-mile highway, to be known as Highway 71 (US 412), would be constructed on a combination of new and existing rights-of-way, extending 45 to 150 feet in each direction from the center line. The project would begin at State Highway (SH) 112 in Tontitown. The alignment would improve US 412 to five lanes for approximately four miles before turning slightly southwest. From this point, the alignment would be on new location with a four-lane cross-section and would continue across County Road (CR) 855, entering the Ozark National Forest's eastern boundary. From CR 855, the alignment would proceed west, roughly paralleling US 412 and connecting with the five-lane section of US 412 at Siloam Springs. Along the sections on new location, the project would consist of two 12-foot travel lanes with a 10-foot outside and 6-foot inside shoulder in each direction separated by a 60-foot minimum median. The typical cross-section along the sections of the project following existing US 412 would be a five-lane curb-and-gutter section; the center lane would be designated for left turns. The project would have an average rights-of-way width of 300 feet for the section on new location and 90 feet for the sections following the existing alignment of US 412. There would be partial control of access at intersections and selected public roads. POSITIVE IMPACTS: By providing an improved east-west route between Siloam Springs and US 71 in Springdale, the project would enhance economic development in northwest Arkansas. Congestion would be reduced and safety improved on US 412 between project termini. The urbanized areas of northwest Arkansas would be connected to the Cherokee Turnpike leading to the urbanized area of Tulsa, Oklahoma. NEGATIVE IMPACTS: Rights-of-way requirements would displace 488 acres of land, including wildlife habitat, 56 acres of forest, and 0.3 acre of wetlands. Conversion of land to highway uses also would displace nine households and one business. Visual encroachments would include major cuts and fills. Some minor floodplain encroachment would be expected. LEGAL MANDATES: Executive Order 11990, 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 environmental impact statement, see 90-0427D, Volume 14, Number 6. JF - EPA number: 920039, 349 pages and maps, February 7, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-90-01-F KW - Floodplains KW - Forests KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36409467?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILOAM+SPRINGS%2C+HIGHWAY+71+%28US+412%29%2C+TO+SPRINGDALE%2C+BENTON+AND+WASHINGTON+COUNTIES%2C+ARKANSAS.&rft.title=SILOAM+SPRINGS%2C+HIGHWAY+71+%28US+412%29%2C+TO+SPRINGDALE%2C+BENTON+AND+WASHINGTON+COUNTIES%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 7, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES RAIL RAPID TRANSIT PROJECT - METRO RAIL, LOS ANGELES, CALIFORNIA (REEVALUATION REPORT OF THE NOVEMBER 1987 DRAFT AND DRAFT SUPPLEMENTAL IMPACT REPORT). AN - 36407356; 3439 AB - PURPOSE: Implementation of a rapid rail transit Metro Rail Project to provide access within the regional core of Los Angeles, California is proposed. This reevaluation report supplements the November 1987 draft environmental impact statement (EIS) that proposed a 2.3-mile, two-station underground Metro Rail segment, identified as the locally preferred alternative (LPA). The LPA, adopted by the Southern California Rapid Transit District in July of 1988, currently terminates at the Wilshire/Western Station on the west side of Western Avenue. A double crossover is located just east of the station and a 75-foot-long ""tail track'' is located immediately west of the station. The proposed action would extend the LPA from its current terminus approximately 2.3 miles along Wilshire Boulevard, Crenshaw Boulevard, and Pico Boulevard to the Mid-City area at Pico and San Vicente boulevards. More specifically, the 2.3-mile alignment would proceed west under Wilshire Boulevard from the Wilshire/Western Station. Just west of Norton Avenue, the alignment would begin turning south and align directly under Crenshaw Boulevard north of 8th Street. The line would proceed under Crenshaw Boulevard, with a station at Olympic /Crenshaw, to a point south of Country Club Drive, where the alignment would begin turning west. The line would become oriented directly under Pico Boulevard east of Plymouth Boulevard and continue west to the interim terminal at the Pico/San Vicente Station, where Rimpau intersects Pico Boulevard. The alignment profile would be 20 to 30 feet lower in some areas than was indicated in the 1987 draft EIS. The Olympic/Crenshaw Station would be a center platform facility located beneath Crenshaw Boulevard just south of Olympic Boulevard; the 600-foot station would be constructed via cut-and-cover methods and would have a 450-foot platform. The Pico/San Vicente Station would also be a center platform facility, with a 450-foot platform and constructed via cut-and-cover methods. POSITIVE IMPACTS: The overall rail system, including the initial segment, would attract thousands of riders for daily boardings which, along with the supporting bus network, would substantially increase transit use. Land use policies of local and regional plans would be supported. Daily automobile mileage within the area would decline significantly, resulting in substantial energy savings. Traffic conditions on more than half of southern California's most intensely developed section, the regional core, would improve, and the project would create a significant amount of commercial development within the core. Employment near Metro Rail stations would increase significantly, and per-passenger transit costs would decrease. NEGATIVE IMPACTS: Additional traffic would affect local arterial and collector streets near metro stations, and parking in nearby residential areas could become a problem. Displacement of a gas station and two building supply retail outlets would occur. Ground-borne noise from subway train operations could result in impacts that for economic or technical reasons, cannot be mitigated at some locations. Subsurface gas and groundwater could be encountered along the entire 2.3-mile section, and the alignment would traverse the 100-year floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), 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 abstracts of the draft and final EISs, two draft supplemental EISs, and a final supplemental EIS, see 83-0355D, Volume 7, Number 7; 84-0077F, Volume 8, Number 2; 87-0444D, Volume 11, Number 11; 88-0171D, Volume 12, Number 5-6; and 89-0211F, Volume 13, Number 4, respectively. JF - EPA number: 920030, 238 pages, January 24, 1992 PY - 1992 KW - Roads and Railroads KW - Commercial Zones KW - Employment KW - Floodplains KW - Natural Gas KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT+-+METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28REEVALUATION+REPORT+OF+THE+NOVEMBER+1987+DRAFT+AND+DRAFT+SUPPLEMENTAL+IMPACT+REPORT%29.&rft.title=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT+-+METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28REEVALUATION+REPORT+OF+THE+NOVEMBER+1987+DRAFT+AND+DRAFT+SUPPLEMENTAL+IMPACT+REPORT%29.&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: January 24, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UTAH PUBLIC LANDS HIGHWAY 5, WOLF CREEK ROAD, UTAH STATE ROUTE 35, NORTH FORK PROVO RIVER BRIDGE TO STOCKMORE, DUCHESNE AND AND WASATCH COUNTIES, UTAH. AN - 36395364; 3444 AB - PURPOSE: The reconstruction of a segment of Utah Forest Highway 5, State Route (SR) 35, Wolf Creek Road, in Duchesne and Wasatch counties, Utah, is proposed. The study segment extends from the North Fork Provo River bridge to Stockmore. More specifically, the existing segment begins in the Provo River Valley near the confluence of the north and south forks of the Provo River. SR 35 is paved with an asphalt surface from the town of Francis to the North Fork Provo River bridge. Just east of the bridge, SR 35 becomes a gravel and dirt road that extends 24 miles eastward to the North Fork Duchesne River bridge. The gravel and dirt portion begins at an elevation of 7,160 feet and climbs steadily upward following the South Fork Provo River drainage to its beginning at Wolf Creek Summit. The route crosses Wolf Creek Summit at an elevation of 9,470 feet, then proceeds to the east along the Wolf Creek and West Fork Duchesne River drainages to the North Fork Duchesne River bridge. It proceeds eastward from the North Fork Duchesne River bridge for 0.8 mile to connect once again with a paved portion of SR 35. Six alternatives, including the No Action Alternative (Alternative A), are considered in this draft EIS. Under most of the alternatives, the existing one-lane and two-lane dirt and gravel road would be improved to create a two-lane road. Alternative B would reconstruct and pave SR 35 to minimum design criteria for a major collector highway, with a design speed of 50 miles per hour (mph). Alternative C would reconstruct and pave SR 35 to minimum design criteria for a major collector highway, with a design speed of 45 mph on the lower portions and 35 mph on the upper and middle sections. Alternative D would reconstruct and pave SR 35 to less than the minimum design criteria for a major collector highway, using the same design speeds as under Alternative C. Alternative E would reconstruct SR 35 as in Alternative D with a gravel surface. Alternative F would shape and pave existing SR 35. POSITIVE IMPACTS: Improvement of the road would serve the residents of Duchesne, Wasatch, and Summit counties, as well as the population centers along the Wasatch Front. Recreational users and school children would be provided with enhanced access to the surrounding areas of the Uinta National Forest. Forest management would be enhanced as well. An unfinished link in the state transportation system would be completed. Pavement of the roadway would reduce dust pollution along the corridor. NEGATIVE IMPACTS: Construction activities would disturb soils and vegetation. Cultural resource sites, including historic and prehistoric artifacts, would lie within the rights-of-way of the improvement project. Project activities would displace up to 8.2 acres of wetlands and 5.1 acres of riparian land. Some cut-and-fill activity could be required. Alternative B could result in noise levels exceeding federal standards. The project could encounter hazardous waste disposal 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 National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 920028, 146 pages and maps, January 24, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-FPUT-EIS-92-1-D KW - Air Quality KW - Archaeological Sites KW - Cultural Resources KW - Forests KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Resources KW - Roads KW - Vegetation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites 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, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UTAH+PUBLIC+LANDS+HIGHWAY+5%2C+WOLF+CREEK+ROAD%2C+UTAH+STATE+ROUTE+35%2C+NORTH+FORK+PROVO+RIVER+BRIDGE+TO+STOCKMORE%2C+DUCHESNE+AND+AND+WASATCH+COUNTIES%2C+UTAH.&rft.title=UTAH+PUBLIC+LANDS+HIGHWAY+5%2C+WOLF+CREEK+ROAD%2C+UTAH+STATE+ROUTE+35%2C+NORTH+FORK+PROVO+RIVER+BRIDGE+TO+STOCKMORE%2C+DUCHESNE+AND+AND+WASATCH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 24, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COMMERCIAL REENTRY VEHICLES. AN - 36410635; 3437 AB - PURPOSE: Promulgation of regulations for the licensing of commercial reentry vehicles (RVs) used in space transportation is proposed. The regulations would extend to the licensing of commercial RVs launched from space to Earth. RVs are vehicles that can transport payloads, such as microgravity experiments, from orbit back to Earth. The vehicles are launched into and from space by expendable launch vehicles (ELVs). The RVs under consideration are generally capable of being launched by a variety of launch vehicles and reentering the atmosphere and softly landing at predesignated water or land sites in the United States, thereby allowing rapid access to payloads. A major focus of commercial space reentry activity is expected to be microgravity materials research and processing. Subject to federal licensing, an average of seven commercial microgravity missions are currently projected to be launched and returned from space by RVs annually between 1993 and 1999. Between the years 2000 and 2005, this demand is expected to increase to an average of 10 commercial payloads per year, but the maximum commercial RV activity could increase to 20 to 30 missions annually. This programmatic environmental impact statement specifically addresses potential impacts resulting from the reentry of these spacecraft in four general areas, namely, effects on the upper and lower atmosphere, noise effects near the Earth's surface, landing effects, and site-specific effects. POSITIVE IMPACTS: Experiments expected to be conducted under the commercial space programs would enhance the ability of the United States to compete in the newly opening economic and scientific spheres. Microgravity materials processing advances would be possible in the areas of crystal growth; solidification of metals, alloys, and composites; ultrahigh vacuum and containerless processing; and fluid, transport, and chemical processes. Potential commercial applications are expected to be mainly in finely dispersed alloys, ceramic materials, single crystals of semiconductor materials, and pharmaceuticals. Regulations under consideration would ensure that launch services provided by private enterprises are consistent with national security and foreign policy interests of the United States and are not undertaken in such a way as to jeopardize public safety and property. NEGATIVE IMPACTS: At the expected levels of activity through the year 2005, no significant long-term environmental impacts are expected to occur as a direct result of reentry vehicle launches. Potential impacts to the upper atmosphere would include changes in electron concentrations in the ionosphere and the depletion of ozone in the stratosphere. The primary environmental concerns in the lower atmosphere are related to greenhouse gases and acid rain. Noise generation by commercial reentry vehicles during reentry include reentry sonic booms and noise generated during tracking and recovery operations. Landing effects would be associated with water quality, heat dissipation, and accidental releases of fuels and other hazardous materials. Due to the level of activity expected, the above-mentioned impacts should be insignificant. LEGAL MANDATES: Commercial Space Launch Act of 1984, as amended (P.L. 98-575). JF - EPA number: 920020, 67 pages, January 17, 1992 PY - 1992 KW - Research and Development KW - Aerospace KW - Aircraft Noise KW - Hazardous Wastes KW - Noise KW - Regulations KW - Research KW - Safety KW - Sonic Booms KW - Spacecraft KW - Water Quality KW - Commercial Space Launch Act of 1984, Regulations UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COMMERCIAL+REENTRY+VEHICLES.&rft.title=COMMERCIAL+REENTRY+VEHICLES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Office of Commercial Space Transportation, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 17, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 53, IH 94 TO USH 53/STH 124 INTERCHANGE, EAU CLAIRE AND CHIPPEWA COUNTIES, WISCONSIN. AN - 36395056; 3446 AB - PURPOSE: Replacement or relocation of US Highway (USH) 53 (Hastings Way) in Eau Claire and Chippewa counties, Wisconsin is proposed. The study corridor extends between Interstate Highway 94 (I-94) on the south and the USH 53/State Trunk Highway (STH) 124 interchange on the north. The corridor traverses the city limits of Eau Claire and Altoona, as well as the towns of Washington, Seymour, and Hallie. Average daily traffic on the existing highway has grown to more than 46,400 vehicles per day (vpd), exceeding the roadway's design capacity of 35,000 vpd. In addition to the No Build Alternative, a Traffic System Management (TSM) Alternative, and a Mass Transit Alternative, six alternatives involving reconstruction of the highway were considered. Three highway reconstruction alternatives, involving different corridors varying in length from 7.5 miles to 11.0 miles, continue to be under consideration. Alternative 2A, extending 9.5 miles, would be located almost entirely on existing Hastings Way and involve the addition of lanes and frontage roads, depression of one section, and realignment in the vicinity of Halifax Street. Alternative 3 would involve relocation of USH 53 along a 7.5-mile segment between Hastings Way and Lake Altoona; the highway cross-section would consist of two lanes in each direction separated by a grass median. The highway would be depressed along some sections. Alternative 4, which would be located east of Lake Altoona, would extend 11 miles and provide a rural freeway section consisting of two lanes in each direction separated by a grass median. Regardless of the alternative chosen, all major cross roads would be provided with interchanges; all other roads would be terminated at the right-of-way or cross the highway on separation structures. Depending on the alternative chosen, project costs range from $68 million to $110 million. POSITIVE IMPACTS: Missing freeway linkage would be provided, and traffic congestion and associated safety problems on Hastings Way would be alleviated. Alternatives 3 and 4 would remove traffic from populous areas and generally separate local and through traffic. Air quality within the corridor would improve due to smoother traffic flows. NEGATIVE IMPACTS: Rights-of-way requirements would displace 1 to 148 acres of woodlands, 38 to 246 acres of farmlands, 9 to 43 residences, and 2 to 60 businesses. Under Alternative 2A, less than one acre of parkland would be lost. One to two substantial surface flows would be crossed. Alternative 4 could disrupt the habitat of three endangered insect species. Alternatives 3 and 4 would affect two and seven archaeological sites, respectively. From 4 to 93 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). JF - EPA number: 920015, 243 pages and maps, January 15, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-91-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Insects KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - Wisconsin 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/36395056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+101+IMPROVEMENT+ALTERNATIVES--PRUNEDALE+STUDY%2C+MONTEREY+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+101+IMPROVEMENT+ALTERNATIVES--PRUNEDALE+STUDY%2C+MONTEREY+COUNTY%2C+CALIFORNIA.&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: January 15, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 95, NEW HAVEN HARBOR CROSSING, NEW HAVEN/WEST HAVEN /EAST HAVEN, CONNECTICUT. AN - 36408090; 3440 AB - PURPOSE: Construction of a bridge to carry Interstate 95 (I-95) across the New Haven Harbor is proposed to connect New Haven, West Haven, and East Haven, Connecticut. The existing six-lane Quinnipiac River Bridge crossing the harbor is inadequate to serve traffic demands. Seven alternatives are under consideration: the Do Nothing Alternative, the Transit/TSM Alternative, and five Build Alternatives. The first would leave the existing harbor facilities intact; the second would emphasize significant investments in transit improvements and improved managment of the existing transportation infrastructure. The first Build Alternative would involve expansion of the existing bridge, to the extent practicable, to meet the functional requirements of the interstate corridor. The other two involve new crossing alignments, including one to the immediate south of the existing bridge and north of a relocated Tomlinson Bridge and one immediately north of the existing bridge. With the exception of the harbor crossings and the immediate approach roads to the crossings, a total distance of approximately 1.5 miles, the candidate alternatives share a common alignment with existing I-95. The overall length of the project, regardless of the alternative chosen, would be approximately 5.5 miles. Lengths of the bridge structure would range from 810 feet to 1,450 feet, with main spans ranging from 387 feet to 700 feet. The Quinnipiac Bridge would be retained and rehabilitated as an integral part of the project regardless of the alternative chosen. Depending on the alternative chosen, the cost of the project ranges from $591 million to $670 million in 1991 dollars and includes costs associated with rehabilitation of the existing bridge, which range from $36 million to $42 million. POSITIVE IMPACTS: The capacity of the I-95 harbor crossing, which is currently substandard, would be increased significantly and brought up to interstate highway standards. Easing traffic movements within the corridor would reduce emissions of air pollutants. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 23 to 27 residential structures, 42 to 49 housing units, 19 to 25 commercial establishments, and 6 to 9 industrial establishments. From 323 to 393 employees would be affected by business relocations. Property acquisitions would result in an annual tax base loss of $258,000 to $320,000. Utility relocation requirements would include electrical transmission towers, jet fuel lines, sanitary sewers, and/or force mains. Benthic habitat, including leased shellfish beds, would be displaced. From 20 to 24 architecturally significant resource sites would be affected, and extensive impacts could occur to archaeological resources. Noise levels would exceed federal standards at 20 to 24 sites. Bridge structures would impact visual aesthetics in the area. Coastal floodplain encroachment would occur. LEGAL MANDATES: Department of Transportation Act of 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920013, 14 volumes and maps, January 13, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-CONN-EIS-91-01-D KW - Air Quality KW - Bridges KW - Coastal Zones KW - Cultural Resources Surveys KW - Employment KW - Floodplains KW - Harbors KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Connecticut 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 - 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/36408090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+95%2C+NEW+HAVEN+HARBOR+CROSSING%2C+NEW+HAVEN%2FWEST+HAVEN+%2FEAST+HAVEN%2C+CONNECTICUT.&rft.title=INTERSTATE+HIGHWAY+95%2C+NEW+HAVEN+HARBOR+CROSSING%2C+NEW+HAVEN%2FWEST+HAVEN+%2FEAST+HAVEN%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Wethersfield, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 13, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF NORTON AIR FORCE BASE, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 36403692; 3408 AB - PURPOSE: Disposal and reuse of Norton Air Force Base (AFB), San Bernardino County, California are proposed. The 1,959-acre base is located approximately 55 miles east of Los Angeles and 60 miles west of Palm Springs. The base controls two noncontiguous annexes, including a small 3-acre parcel southwest of the base, used for a navigational marker, and a 30-acre parcel northeast of the base, previously used as a transmitter site and now classified as excess property. Base tenants include those that support the airlift mission, others provide support to larger tenants, and several are independent of other missions at Norton AFB. The base is scheduled for closure in March 1994. The Air Force will retain three parcels of the base, encompassing a total of 146 acres, for continued use by the Ballistic Missile Organization and as military family housing for Air Force officers and noncommissioned personnel. For the purposes of evaluating possible impacts from reuse of the base, the Air Force's proposed action is reuse of the primary portion of the installation as a civilian airport and office industrial park. The plan, developed by the Inland Valley Development Agency, would focus on the establishment of a commercial aviation, general aviation, and aviation maintenance airport in the area of the existing base airfield. Most facilities currently housing the Air Force's nonaviation support functions would be removed and replaced with office, industrial, and airport-related commercial development. The golf course and Santa Ana Wash area would be retained as recreational land and open space. The noncontiguous 30-acre parcel in Highland would become a municipal park, and the 3-acre noncontiguous parcel would continue to be used for siting of airfield-related equipment. A number of roadway modifications would be required to maintain an acceptable level of service for vehicular traffic. POSITIVE IMPACTS: Redevelopment activities would result in the creation of 30,300 direct jobs and 23,000 indirect jobs in San Bernardino and Riverside counties by the year 2015. In general, the redevelopment would provide for aviation, commercial, and residential services and amenities and largely cohere with general development trends in the area and with regional policies that emphasize a better balance between jobs and housing. NEGATIVE IMPACTS: The population of the two-county area would increase by 34,300 following base redevelopment. These increases could place some stress on service infrastructures. Airspace conflicts could affect the relationship of the new facility with Ontario International Airport. Types and quantities of hazardous wastes and dangerous chemicals generated by redevelopment and operational activities associated with the aviation-related direction of the plan would increase over base closure conditions. Moreover, the shift in management of hazardous substances from a single user to multiple, smaller, independent users could result in a potential reduction in safety. Water consumption would increase by 5.0 million gallons per day. Air pollutant emissions associated with the proposed action could interfere with the South Coast Air Basin's ability to bring air quality into line with federal and state standards for ozone, particulate matter, and carbon monoxide. Approximately 780 acres would be exposed to day-night noise levels of 65 decibels or higher by the year 2005; six existing residences would lie within the affected area. Future developments by private interests could affect historic and archaeologic resources within the base perimeter, as well as habitat for the endangered Santa Ana River woolly-star and the Los Angeles pocket mouse, which is a candidate for listing as endangered. State-listed species, namely, the Swainson's hawk and burrowing owl, would also be affected. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526), Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920009, 614 pages, January 10, 1992 PY - 1992 KW - Defense Programs KW - Air Quality Standards Violations KW - Aircraft Noise KW - Airports KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Historic Sites KW - Housing KW - Impact Assessment Methodology KW - Industrial Parks KW - Military Facilities (Air Force) KW - Noise Standards Violations KW - Open Space KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Traffic Analyses KW - Norton Air Force Base, California KW - California KW - Base Closure and Realignment Act of 1988, Compliance KW - Federal Property and Administrative Services Act of 1949, 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/36403692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+NORTON+AIR+FORCE+BASE%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=DISPOSAL+AND+REUSE+OF+NORTON+AIR+FORCE+BASE%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Programs and Environmental Division, Norton Air Force Base, California; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 10, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN SEGMENT OF THE LAS VEGAS BELTWAY, CLARK COUNTY, NEVADA. AN - 36386829; 3441 AB - PURPOSE: Construction of the Southern Segment of the Las Vegas Beltway is proposed in Clark County, Nevada. The project would consist of a multilane controlled-access freeway extending approximately 20 miles from the intersection of Tropicana Avenue and Durango Drive on the west to US 93 (Boulder Highway) on the east. The project would extend through south Las Vegas and north Henderson, continue to the south of McCarran International Airport, and terminate at or near Boulder Highway in Henderson between Sunset Avenue and Lake Mead Drive. Three design alternatives (Alternatives C, E, and G) are under consideration. Regardless of the alternative selected, and depending on the segment of the corridor under consideration, the freeway would provide four, six, or eight lanes. System-to-system interchanges would be provided at I-15 and US 95. Interchanges would also be provided at major north/south arterials, including Buffalo Drive (Alternative C only), Rainbow Boulevard, Decatur Boulevard, Las Vegas Boulevard (Alternatives E and G only), Bermuda Road, Eastern Avenue, Pecos Road, Green Valley Parkway, Valle Verde Drive (Alternative E only), and Stephanie Street. All alternatives would include an Airport Connector linking the facility and Interstate 15 (I-15) directly to the airport. Alternatives E and G would provide this linkage via a tunnel extension, while Alternative C would provide interchange connections along I-15 that would link the freeway to the airport via the Airport Connector and tunnel. Alternative E has been designated as the preferred alternative. POSITIVE IMPACTS: Freeway availability within the Southern Segment corridor would provide the vehicular capacity necessary for current and projected traffic needs. Efficient east-west travel in the vicinity of Las Vegas and to and from McCarran International Airport would be allowed. Existing congestion would be alleviated and future congestion forestalled. Emerging residential, commercial, and industrial areas within the corridor would be enhanced, and regional air quality would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 83 to 116 dwellings, affecting 217 to 296 residents and 1 to 4 businesses. Alternatives C and G would sever a gravel quarry at the juncture of the Union Pacific Railroad rights-of-way and Stephanie Street. Vertical cuts during construction could intercept shallow aquifers, and four alluvial floodplains would be traversed. An estimated 288 acres would be placed under pavement. Habitat for the threatened Desert Tortoise and California Bear Claw Poppy, which is a candidate species for special concern, would be displaced. From 9 to 14 prehistoric sites would be affected. Air quality in the immediate area, which is designated as a nonattainment area under federal standards, would be degraded slightly. Federal noise standards would be violated. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 920006, 421 pages and maps, January 10, 1992 PY - 1992 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-91-01D KW - Airports KW - Air Quality Standards Violations KW - Archaeological Sites KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Gravel KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Quarries KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Water Quality KW - Wildlife Habitat KW - Nevada KW - Endangered Species Act of 1973, Animals KW - Endangered Species Act of 1973, Plants KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386829?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALEXICO+EAST+BORDER+STATION%2C+AND+SR+7+BETWEEN+THE+NEW+PORT+OF+ENTRY+AND+SR+98%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.title=CALEXICO+EAST+BORDER+STATION%2C+AND+SR+7+BETWEEN+THE+NEW+PORT+OF+ENTRY+AND+SR+98%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, Carson City, Nevada; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 10, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DALLAS/FORT WORTH INTERNATIONAL AIRPORT, RUNWAY 16/34 EAST AND RUNWAY 16/34 WEST, TEXAS. AN - 36411693; 3406 AB - PURPOSE: Construction of two new runways at the Dallas/Fort Worth International Airport in Texas is proposed. The airport is located approximately halfway between the cities of Dallas and Fort Worth on approximately 18,000 acres of land; it currently has six air carrier length runways. Four of the existing runways are parallel to each other in a north-south alignment and all are 11,388 feet long. Diagonal runways on the east and west sides of the airport are 9,000 and 9,300 feet long, respectively. The new runways would be developed in the east airfield area, which is currently undeveloped and consists largely of agricultural land and some upland habitat and small isolated wetlands. Several small drainage ditches traverse the area. The runways, to be designated 16/34 East and 16/34 West, would be supported by the usual navigational aids and aircraft parking facilities. Runway 16/34 East would extend 8,500 feet and lie 5,000 feet east of parallel Runway 17L/35R; the runway would be operational in 1992. Runway 16/34 West would extend 9,760 feet and lie 5,800 feet west of parallel runway 18R/36L; the runway would be operational in 1997 or when aviation demand requires its availability. Numerous other improvements were recommended for implementation at the airport in a recently developed airport development plan. Recommended airside improvements would include modification of the airspace system, extension of Runways 18L/36R and 17R/35L, and construction of new and improved taxiways and aprons. Proposed landside improvements would include phased replacement of the existing terminals and concourses with a system more effective for airline hubbing. Ground transportation improvements would include an improved roadway network, expanded parking facilities, and connection of the airport with a proposed regional rail system. The estimated cost of the runway project assessed in full in this document in 1989 dollars is $203.2 million. POSITIVE IMPACTS: The new runways would ensure that the airport provides sufficient capacity to meet projected aviation demand, which will increase from 23.9 million passenger enplanements in 1990 to 36.5 million enplanements in the year 2000 to 52.2 million enplanements in 2010. Without the new runways, future operations would be characterized by excessive delays and costs. The lengths of the new runways would accommodate most of the aircraft using the airport, while the distance separating runways would allow for simultaneous instrument flight rule approaches. Airport-related earnings in the area would increase substantially. NEGATIVE IMPACTS: Noise associated with airport operations would increase significantly due to runway construction. The 65-Ldn (Day-Night Average Sound Level) contour area would increase from 43.9 square miles to 49.6 square miles, increasing the number of dwelling units and other incompatible structures in the area affected by aircraft noise. Relocation of 674 dwelling units, 4 businesses, and 3 churches would be necessary. The runways would affect 24.8 acres of wetlands, portions of a small creek, and 25 acres of base floodplains. A total of 131.6 acres of prime farmlands would be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 90-0363D, Volume 14, Number 6. JF - EPA number: 920002, 2 volumes and maps, January 6, 1992 PY - 1992 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Creeks KW - Farmlands KW - Floodplains KW - Navigation Aids KW - Noise KW - Noise Assessments KW - Parking KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Wetlands KW - Dallas/Fort Worth International Airport, Texas KW - Texas KW - Airport and Airway Improvements Act of 1982, 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/36411693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DALLAS%2FFORT+WORTH+INTERNATIONAL+AIRPORT%2C+RUNWAY+16%2F34+EAST+AND+RUNWAY+16%2F34+WEST%2C+TEXAS.&rft.title=DALLAS%2FFORT+WORTH+INTERNATIONAL+AIRPORT%2C+RUNWAY+16%2F34+EAST+AND+RUNWAY+16%2F34+WEST%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 6, 1992 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Landslides and other geologic features in the Santa Cruz Mountains, California, resulting from the Loma Prieta earthquake of October 17, 1989 AN - 50904995; 2000-037680 AB - This set of maps depicts nearly 500 numbered localities where earthquake-induced landslides, or other surface effects of the October 17, 1989 Loma Prieta earthquake were observed by geologists, building inspectors, and other contributors. The text consists of annotations for each locality that describe earthquake-triggered geologic features such as: rock falls, rock slides, soil slides, slumps or block slides (in natural or fill materials): liquefaction effects (lateral spreading, settlement, sand boils); ground cracks or fissures; and other notes on broken trees, damaged bridges, etc. The purpose of the maps is to document the ephemeral geomorphic features produced by the earthquake rather than to be a rigorous scientific study of the earthquake's effects. These maps are consistent with the tradition, which began following the great 1906 San Francisco earthquake, of recording as completely as possible the effects of such a major event. OFR 91-5 makes possible comparisons with effects generated by other earthquakes. It is important to know if specific areas are subject to damaging surface effects more than once. Many of the localities are described by two or more people who were on different "missions" when they made their observations. Immediately following the earthquake, Santa Cruz County volunteers were trying to determine the regional extent of the damage. As additional geologists became available, they were able to spend more time at each site gathering more-detailed information. Included among the 55 contributors are 14 geologists from the California Department of Conservation, Division of Mines and Geology, 13 geologists from the U.S. Geological Survey, 10 geologists and inspectors from the County of Santa Cruz, and 15 geologist-volunteers from consulting firms. OFR 91-5 also includes, as an appendix, a bibliography of 196 selected references on geologic, seismologic, and Loma Prieta earthquake-related topics that pertain to San Mateo, Santa Cruz, and Santa Clara counties. JF - Open File Report - California Geological Survey AU - Manson, Michael W AU - Keefer, David K AU - McKittrick, Mary Anne AU - Barrows, A G AU - Bedrossian, T L AU - Boyle, K AU - Brumbaugh, R AU - Bryant, W A AU - Bussman, J AU - Campbell, R H AU - Carey, M C AU - Carson, S AU - Custis, K H AU - Dunfield, George AU - Gibson, R AU - Giovannoni, C AU - Goddard, T AU - Griggs, G B AU - Guiney, S AU - Hayes, J AU - Haltenhoff, R AU - Harp, E L AU - Hope, D AU - Howard, J K AU - Irvine, P AU - Jibson, R W AU - Johnston, D AU - Jordan, M AU - Levine, P AU - Majmundar, H H AU - Murray, D AU - Nolan, J M AU - Peterson, D M AU - Plant, N G AU - Powers, R AU - Rigby, J AU - Schlosser, J P AU - Schmidt, K M AU - Schuster, R L AU - Slosson, J E AU - Smith-Evernden, R AU - Sowma, J A AU - Spittler, T E AU - Staude, J G AU - Stevens, L R AU - Sydnor, R H AU - Tan, S AU - Thornberg, J AU - Tinsley, J C, III AU - Van Velsor, J AU - Vassil, B V AU - Wagner, D L AU - Weber, G E AU - Wieczorek, G F AU - Wills, C J AU - Wilson, R C Y1 - 1992 PY - 1992 DA - 1992 SP - 45 EP - 45, 16 sheets PB - California Division of Mines and Geology, Sacramento, CA SN - 0732-5754, 0732-5754 KW - Type: geologic hazards maps KW - United States KW - rockfalls KW - petrology KW - geologic hazards KW - damage KW - geologic hazards maps KW - liquefaction KW - California KW - spatial distribution KW - landslides KW - maps KW - mass movements KW - Santa Cruz Mountains KW - rockslides KW - earthquakes KW - Santa Cruz County California KW - Loma Prieta earthquake 1989 KW - 19:Seismology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50904995?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=Manson%2C+Michael+W%3BKeefer%2C+David+K%3BMcKittrick%2C+Mary+Anne%3BBarrows%2C+A+G%3BBedrossian%2C+T+L%3BBoyle%2C+K%3BBrumbaugh%2C+R%3BBryant%2C+W+A%3BBussman%2C+J%3BCampbell%2C+R+H%3BCarey%2C+M+C%3BCarson%2C+S%3BCustis%2C+K+H%3BDunfield%2C+George%3BGibson%2C+R%3BGiovannoni%2C+C%3BGoddard%2C+T%3BGriggs%2C+G+B%3BGuiney%2C+S%3BHayes%2C+J%3BHaltenhoff%2C+R%3BHarp%2C+E+L%3BHope%2C+D%3BHoward%2C+J+K%3BIrvine%2C+P%3BJibson%2C+R+W%3BJohnston%2C+D%3BJordan%2C+M%3BLevine%2C+P%3BMajmundar%2C+H+H%3BMurray%2C+D%3BNolan%2C+J+M%3BPeterson%2C+D+M%3BPlant%2C+N+G%3BPowers%2C+R%3BRigby%2C+J%3BSchlosser%2C+J+P%3BSchmidt%2C+K+M%3BSchuster%2C+R+L%3BSlosson%2C+J+E%3BSmith-Evernden%2C+R%3BSowma%2C+J+A%3BSpittler%2C+T+E%3BStaude%2C+J+G%3BStevens%2C+L+R%3BSydnor%2C+R+H%3BTan%2C+S%3BThornberg%2C+J%3BTinsley%2C+J+C%2C+III%3BVan+Velsor%2C+J%3BVassil%2C+B+V%3BWagner%2C+D+L%3BWeber%2C+G+E%3BWieczorek%2C+G+F%3BWills%2C+C+J%3BWilson%2C+R+C&rft.aulast=Manson&rft.aufirst=Michael&rft.date=1992-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Landslides+and+other+geologic+features+in+the+Santa+Cruz+Mountains%2C+California%2C+resulting+from+the+Loma+Prieta+earthquake+of+October+17%2C+1989&rft.title=Landslides+and+other+geologic+features+in+the+Santa+Cruz+Mountains%2C+California%2C+resulting+from+the+Loma+Prieta+earthquake+of+October+17%2C+1989&rft.issn=07325754&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2000-01-01 N1 - Number of references - 201 N1 - PubXState - CA N1 - Document feature - illus. N1 - SuppNotes - Map sheets are bound separately as a supplement N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - California; damage; earthquakes; geologic hazards; geologic hazards maps; landslides; liquefaction; Loma Prieta earthquake 1989; maps; mass movements; petrology; rockfalls; rockslides; Santa Cruz County California; Santa Cruz Mountains; spatial distribution; United States ER - TY - JOUR T1 - Stabilized active clay by sand admixtures AN - 50313756; 2000-037576 JF - Geotechnical Special Publication AU - Leelani, Pat T AU - Shaar, Maen M AU - Compton, Phil V A2 - Borden, Roy H. A2 - Holtz, Robert D. A2 - Juran, Ilan Y1 - 1992 PY - 1992 DA - 1992 SP - 1042 EP - 1053 PB - American Society of Civil Engineers, New York, NY VL - 30 SN - 0895-0563, 0895-0563 KW - clay KW - stabilization KW - soil mechanics KW - sand KW - embankments KW - clastic sediments KW - strength KW - stability KW - earthworks KW - sediments KW - plasticity KW - construction KW - roads KW - construction materials KW - compressibility KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50313756?accountid=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=Stabilized+active+clay+by+sand+admixtures&rft.au=Leelani%2C+Pat+T%3BShaar%2C+Maen+M%3BCompton%2C+Phil+V&rft.aulast=Leelani&rft.aufirst=Pat&rft.date=1992-01-01&rft.volume=30&rft.issue=&rft.spage=1042&rft.isbn=0872628655&rft.btitle=&rft.title=Geotechnical+Special+Publication&rft.issn=08950563&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - ASCE specialty conference on Grouting, soil improvement and geosynthetics N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2000-01-01 N1 - Number of references - 4 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - clastic sediments; clay; compressibility; construction; construction materials; earthworks; embankments; plasticity; roads; sand; sediments; soil mechanics; stability; stabilization; strength ER - TY - JOUR T1 - Effects and mitigation of ground fissuring along State Highway 58, Hinckley Valley, San Bernardino County, California AN - 50131987; 1995-042615 JF - Annual Meeting - Association of Engineering Geologists AU - Knott, Jeffrey R A2 - Stout, Martin L. Y1 - 1992 PY - 1992 DA - 1992 SP - 134 EP - 142 PB - Association of Engineering Geologists, [location varies] VL - 35 SN - 0375-572X, 0375-572X KW - wells KW - United States KW - fissures KW - drainage KW - playas KW - land subsidence KW - Highway 58 KW - California KW - cracks KW - Barstow Quadrangle KW - Hinkley Valley KW - aerial photography KW - water wells KW - San Bernardino County California KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50131987?accountid=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=Effects+and+mitigation+of+ground+fissuring+along+State+Highway+58%2C+Hinckley+Valley%2C+San+Bernardino+County%2C+California&rft.au=Knott%2C+Jeffrey+R&rft.aulast=Knott&rft.aufirst=Jeffrey&rft.date=1992-01-01&rft.volume=35&rft.issue=&rft.spage=134&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 - 35th annual meeting of the Association of Engineering Geologists N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1995-01-01 N1 - Number of references - 7 N1 - Document feature - illus. incl. 1 table, geol. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - aerial photography; Barstow Quadrangle; California; cracks; drainage; fissures; Highway 58; Hinkley Valley; land subsidence; playas; San Bernardino County California; United States; water wells; wells ER - TY - RPRT T1 - BRIDGE OVER LAKE OAHE, SIOUX AND EMMONS COUNTIES, NORTH DAKOTA. AN - 36407558; 3394 AB - PURPOSE: Construction of a bridge across Lake Oahe on the Missouri River is proposed to connect Sioux and Emmons counties, North Dakota. The bridge would be located approximately midway between Bismarck, North Dakota and Mobridge, South Dakota. Construction of the Lake Oahe project in 1958 created a transportatiaon barrrier to traffic in south-central North Dakota. No bridge crossings exist along the 100-mile stretch of the river between Bismarck and Mobridge. Three alternative alignment corridors are under consideration. The preferred alignment (D-3) was developed to avoid a significant archaeological site on the east side of the lake, as well as sacred Native American sites on the west side of the lake. The alignment would extend approximately 6.13 miles. The bridge and associated causeways would be constructed entirely within a geologic slump area, reducing the amount of future stability problems that would be expected to occur in association with bridges within the other corridors. Bridge length would be 3,020 feet, while the east and west causeways would extend 2,000 feet and 650 feet, respectively. The estimated cost of the project is $38.15 million. POSITIVE IMPACTS: East-west travel within the corridor between Bismarck and Mobridge would be enhanced significantly. The bridge would reduce the effects of Lake Oahe on the infrastructure of south-central North Dakota. Economic development and cultural interaction within the region would be fostered. The Standing Rock Sioux Tribe would benefit from tax income, employment opportunities, cultural advantages, land use access, and opportunities for additional economic development. NEGATIVE IMPACTS: Construction on the preferred alignment would increase the potential for soil erosion and sedimentation significantly. Approximately 288 acres of native prairie would be affected in the short term, and long-term impacts would occur on 19 acres. Regionally significant impacts would include the loss of 7 acres of woodlands, 23 acres of palustrine/riverine/lacustrine wetlands, and 10 acres of prime farmlands. A total of 17 landowners would be affected. Landowner opposition could be a factor affecting development within the selected corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor and Flood Control Act of 1970 (P.L. 91-611), Water Resources Development Act of 1986 (P.L. 99-662), and Water Resources Development Act of 1988 (P.L. 100-676). JF - EPA number: 910455, 244 pages, December 30, 1991 PY - 1991 KW - Water KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Cultural Resources KW - Employment KW - Erosion KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Indian Reservations KW - Lakes KW - Minorities KW - Section 404(b) Statements KW - Sediment Analyses KW - Socioeconomic Assessments KW - Wetlands KW - North Dakota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor and Flood Control Act of 1970, Project Authorization KW - Water Resources Development Act of 1986, Project Authorization KW - Water Resources Development Act of 1988, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407558?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-12-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BRIDGE+OVER+LAKE+OAHE%2C+SIOUX+AND+EMMONS+COUNTIES%2C+NORTH+DAKOTA.&rft.title=BRIDGE+OVER+LAKE+OAHE%2C+SIOUX+AND+EMMONS+COUNTIES%2C+NORTH+DAKOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Omaha, Nebraska; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 30, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STINSON MUNICIPAL AIRPORT, SAN ANTONIO, BEXAR COUNTY, TEXAS. AN - 36408954; 3305 AB - PURPOSE: Construction, lighting, and marking of a new southeast/northwest runway at Stinson Municipal Airport in the San Antonio area of Bexar County, Texas are proposed. The proposed runway, designated 15/33, would be 5,300 feet long and 100 feet wide and would be located approximately 2,500 feet west of existing Runway 14/32. Associated facilities would include the installation of precision instrument approach equipment and taxiways and development of various landside facilities, including hangars and a tie-down apron. A microwave landing system and approach lighting system also would be installed. Since construction of the proposed runway would require closure of a few streets north and south of the airport, a new service road would be constructed along Interstate 410 to provide through access from Roosevelt Avenue to Espada Road and improve highway access to the San Antonio Missions National Historical Park. Realignment of 99th Street also would be part of the project. Sixmile Creek would have to be depressed below the runway grade via a system of culverts east of Roosevelt Avenue to control flooding. A high-voltage transmission line along Southwest Loop 410 would be relocated. POSITIVE IMPACTS: Runway construction would allow the airport to accommodate approximately 130,000 aircraft operations annually by the year 2000. An anticipated change in the composition of air traffic using the airport would be accommodated, and the airport's ability to handle traffic during adverse weather conditions would be improved. New hangars, aprons, and associated facilities would allow the airport to accommodate 216 based aircraft by the year 2000. By meeting these goals, the airport would be able to properly fulfill its role as a reliever airport facility in the San Antonio aviation system. Noise impacts associated with current take-off and landing operations over historically significant missions and park property adjacent to the airport would be reduced. Airspace conflicts currently affecting the airport would be lessened. More business aviation would be attracted to the airport, improving the commercial viability of the area. NEGATIVE IMPACTS: Acquisition of 268.2 acres of land adjacent to the airport's north and south property lines would require the displacement of 7 businesses and 16 households. In addition, property owned and used by the Harlandale Independent School District would be acquired, and a stadium would have to be demolished. Approximately 20 acres of prime arable soil would be disturbed. Closure of a few streets north and south of the airport would be required. Sediment entering Sixmile Creek could flow into the San Antonio River. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 90-0364D, Volume 14, Number 6. JF - EPA number: 910449, 465 pages and maps, December 23, 1991 PY - 1991 KW - Air Transportation KW - Airports KW - Archaeological Sites Surveys KW - Creeks KW - Demolition KW - Farmlands KW - Highways KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Parks KW - Pipelines KW - Relocations-Property Acquisitions KW - Roads KW - Schools KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transmission Lines KW - Water Quality KW - Stinson Municipal Airport, Texas KW - Texas KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, 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/36408954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STINSON+MUNICIPAL+AIRPORT%2C+SAN+ANTONIO%2C+BEXAR+COUNTY%2C+TEXAS.&rft.title=STINSON+MUNICIPAL+AIRPORT%2C+SAN+ANTONIO%2C+BEXAR+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 23, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HOLLISTER BYPASS: STATE ROUTE 156 FROM UNION/MITCHELL ROAD TO 0.4 MILE EAST OF SANTA ANA CREEK BRIDGE IN AND NEAR HOLLISTER, SAN BENITO COUNTY, CALIFORNIA. AN - 36411130; 3365 AB - PURPOSE: Construction of a bypass in and near the city of Hollister is proposed in San Benito County, California. The project would begin approximately 3.5 miles west of downtown Hollister, at the Union /Mitchell Road/Route 156 intersection, and end some 4.5 miles north of downtown near the San Felipe Road/Route 156 intersection, bypassing approximately 8.0 miles of the existing state route. The new facility would be a two-lane, limited-access expressway on new alignment, essentially bypassing Hollister to the north and west of town. It would consist of a paved section 40 feet wide with two 8-foot shoulders. A 175-foot rights-of-way would be purchased for eventual construction of a four-lane facility. Signalized intersections would be provided where the alignment departs from and rejoins existing State Route (SR) 156 at SR 25. The project would include a multiple-span concrete overhead bridge across the San Benito River and a concrete overhead bridge across the Southern Pacific Railroad. The preferred alignment would depart from the existing highway at the city sewage treatment plant and rejoin it north of the airport. Noise control features could be provided to mitigate noise levels for five residences. The estimated cost of the project is $20.0 million. POSITIVE IMPACTS: The bypass would provide a means for through traffic and large trucks to circumvent the downtown area of Hollister, relieving congestion in the downtown area and enhancing long-distance travel in the region. Noise, air pollutants, and other nuisances and safety hazards associated with traffic congestion in the downtown area would be alleviated. Transportation needs of the community would be met within the SR 156 corridor over the next 20 years. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 163 acres of land, including 116 acres of farmlands and 2 residences; 300 square feet of wetlands associated with Santa Ana Creek would lie within project rights-of-way. A strip of riparian vegetation along the San Benito River would also be impacted. Without mitigation, six residences would be exposed to excessive noise levels due to traffic on the new bypass. Visual impacts would result from the proximity of the facility to a sewage treatment plant and noise control barriers. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 90-0429D, Volume 14, Number 6. JF - EPA number: 910441, 157 pages and maps, December 17, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-03-F KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Wetlands KW - California KW - Executive Order 11990, 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/36411130?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HOLLISTER+BYPASS%3A+STATE+ROUTE+156+FROM+UNION%2FMITCHELL+ROAD+TO+0.4+MILE+EAST+OF+SANTA+ANA+CREEK+BRIDGE+IN+AND+NEAR+HOLLISTER%2C+SAN+BENITO+COUNTY%2C+CALIFORNIA.&rft.title=HOLLISTER+BYPASS%3A+STATE+ROUTE+156+FROM+UNION%2FMITCHELL+ROAD+TO+0.4+MILE+EAST+OF+SANTA+ANA+CREEK+BRIDGE+IN+AND+NEAR+HOLLISTER%2C+SAN+BENITO+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: December 17, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF MATHER AIR FORCE BASE, SACRAMENTO COUNTY, CALIFORNIA. AN - 36407383; 3306 AB - PURPOSE: Disposal and reuse of Mather Air Force Base (AFB), California are proposed. The 5,716-acre base is located in the Sacramento area of central California. The development area would also include 1,117 acres within a predevelopment aggregate mining area. Under the proposed action, the base would be disposed for reuse as a civilian airport (general aviation and air cargo) along with industrial, recreational/park, commercial, and residential uses. The reuse plan would incorporate concepts from the Land Use Element of the Sacramento County General Plan, in which areas of mixed land use are linked to the regional transit system. The general approach would be to develop a number of commercial activity centers, each of which would provide a range of services for the surrounding residential areas. The activity centers would be transit-oriented developments (TODs) and would vary in size and density. Each center would be characterized by a mix of residential, commercial, and office land uses oriented around a central open space that would provide a pedestrian-scale community with efficient linkages to the regional transit systems. Two types of TOD would be used for the proposed action. An urban TOD is proposed for the main base area, which would have a residential density of 15 dwelling units per acre (garden apartments) with correspondingly higher intensities of service, recreation, and employment opportunities. To the south of the airfield, several neighborhood centers are proposed, each with a density of 12 dwelling units per acre (townhouses) and associated service, recreation, and commercial land uses. Residential areas surrounding the TODs would be developed as more traditional, low-density single-family areas, with six dwellings per acre, that would be referred to as ""secondary areas.'' Beyond the areas occupied by commercial centers and secondary areas of residences would be areas devoted to single land uses including airfield, industrial, commercial, institutional, recreational, and natural habitat. Land use allocations for the proposed development would include 1,396 acres for the airfield, 659 acres for aviation support facilities, 23 acres for a military hospital, 13 acres for an educational complex, 122 acres for commercial space, 88 acres for office space, 1,083 acres for single-family residences, 60 acres for townhouses, 147 acres for garden apartments, 12 acres for suburban commercial development, 80 acres for schools, 1,260 acres for park and other recreational lands, and 773 acres for natural habitat. POSITIVE IMPACTS: Redevelopment activities would create 3,710 direct jobs and 2,840 indirect jobs by the year 2014. In general, the redevelopment would provide for aviation, medical care, commercial, and residential services and amenities in an area in need of an economic boost, partly due to closure of the base as a military facility. Noise levels associated with aircraft activities would decrease. NEGATIVE IMPACTS: Potential impacts to biological resources could include a maximum loss of vegetation and associated habitat on 1,887 acres. Approximately 47 acres of wetlands could be affected. Unless transportation improvements are undertaken, traffic increases generated by the developments would result in significant decreases in service levels on Mather Field Drive, Excelsior Road, and Sunrise Boulevard. Regional utility demands would increase over those projected following the closure of the base; the existing regional utility infrastructure would be inadequate to meet the additional demand. Wastewater and solid wastes, including hazardous wastes, generated from the site would also increase. Topographic and geologic changes would result from development activities. Increased air pollutant emissions could interfere with the attainment and maintenance of air quality standards for nitrogen oxides, reactive organic gases, and particulate matter. Less than 30 residences would lie within the area affected by aircraft noise levels of 65 decibels or more, and 19 residences would be exposed to noise levels in excess of 65 decibels generated by vehicular traffic. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526) and Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.). JF - EPA number: 910436, 448 pages, December 13, 1991 PY - 1991 KW - Defense Programs KW - Air Quality KW - Aircraft Noise KW - Airports KW - Employment KW - Hazardous Wastes KW - Hospitals KW - Housing KW - Industrial Parks KW - Land Use KW - Military Facilities (Air Force) KW - Parks KW - Recreation Facilities KW - Schools KW - Socioeconomic Assessments KW - Traffic Analyses KW - Urban Development KW - Wastewater KW - Wildlife Habitat KW - California KW - Mather Air Force Base, California KW - Base Closure and Realignment Act of 1988, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407383?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+MATHER+AIR+FORCE+BASE%2C+SACRAMENTO+COUNTY%2C+CALIFORNIA.&rft.title=DISPOSAL+AND+REUSE+OF+MATHER+AIR+FORCE+BASE%2C+SACRAMENTO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Programs and Environmental Division, Norton Air Force Base, California; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 87 FREEWAY UPGRADING PROJECT BETWEEN JULIAN STREET AND US 101 IN THE CITY OF SAN JOSE, SANTA CLARA COUNTY, CALIFORNIA. AN - 36403056; 3367 AB - PURPOSE: Improvement of State Route (SR) 87 between Julian Street and US 101 in the city of San Jose, Santa Clara County, California is proposed. The 3.1-mile segment of SR 87, known as the Guadalupe Parkway, is currently a four-lane expressway with at-grade signalized intersections at Airport Parkway, West Hedding Street, Mission Street, and Taylor Street. The project would involve widening this segment of the expressway to six lanes. Existing at-grade intersections would be replaced with grade separation structures and/or interchanges, which would upgrade the expressway to freeway status. The project would also include replacing the existing SR 87 bridge over I-880 and widening the existing SR 87 bridges over Coleman Avenue so as to accommodate the upgraded facility. The project would extend Skyport Drive to Airport Boulevard under one of the design options and construct a frontage/local circulation road along the east side of the freeway to connect West Hedding Street with Market Street. Finally, the project would include minor widening and realignment of North San Pedro Street between West Taylor and West Hedding streets to improve traffic circulation in the Civic Center area. Two of the proposed six lanes would be operated as high-occupancy vehicle lanes during peak commuting hours. Interchange on-ramps would be designed to provide for ramp metering, including a bypass of metering lights for carpools and buses as well as sufficient room for metering enforcement by police. South of I-880, two design variations are under consideration. These two design variations involve different vertical profiles of the proposed freeway. One alternative would construct the freeway at essentially the existing ground level (i.e., at-grade), while the other would elevate the freeway through this area. The elevated profile would involve placement of the freeway on fill or structures or a combination of both. For the access to and from San Jose International Airport, two options are under consideration. One design, known as the Skyport Urban Interchange, would provide for airport-related traffic at the Skyport Drive urban interchange. Traffic flowing between the airport and SR 87 would cross the Guadalupe River on the proposed Skyport Drive bridge, tying into Airport Boulevard on the west side of the river. Under this option, there would be no access between SR 87 and Airport Parkway, which would be grade separated. The other design related to airport access would use a looped roadway system to access the airport from SR 87. Travelers would exit SR 87 at Skyport Drive to enter the airport and would enter SR 87 via Airport Parkway when departing the airport; Skyport Drive, an existing cul de sac located east of the Guadalupe Parkway, would not be extended to connect with upgraded SR 87. Depending on the alternative chosen, the estimated cost of the project, in 1990 dollars, ranges from $120.6 million to $145.0 million. POSITIVE IMPACTS: The project would complete the only missing freeway segment of the SR 87 corridor, which extends from US 101 on the north to SR 85 on the south. Existing congestion within the study segment would be relieved, and anticipated increases in traffic would be accommodated. Travelers moving between the large residential areas in southern San Jose and the commercial and industrial employment areas in northern Santa Clara County would be served more effectively. The redevelopment of downtown San Jose and expansion of the airport would be supported. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of riparian habitat and displacement of 79 households and the Women's Residential Center, as well as 7.0 to 7.8 acres of riparian habitat. From 0.08 to 0.27 acre of parkland and 279 to 397 parking spaces would be displaced. A high-voltage transmission line would have to be replaced. Traffic-generated noise within the corridor would increase substantially, and the separation structures would impinge on visual aesthetics. The project could involve moderate encroachment into the Guadalupe River floodplain if the project is completed prior to completion of the Guadalupe River Flood Control 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). JF - EPA number: 910422, 233 pages and maps, November 22, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-91-02-D KW - Airports KW - Bridges KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parking KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transmission Lines KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California 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/36403056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+87+FREEWAY+UPGRADING+PROJECT+BETWEEN+JULIAN+STREET+AND+US+101+IN+THE+CITY+OF+SAN+JOSE%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+87+FREEWAY+UPGRADING+PROJECT+BETWEEN+JULIAN+STREET+AND+US+101+IN+THE+CITY+OF+SAN+JOSE%2C+SANTA+CLARA+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: November 22, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BENICIA-MARTINEZ BRIDGE SYSTEM PROJECT, CONTRA COSTA AND SOLANO COUNTIES, CALIFORNIA. AN - 36394712; 3363 AB - PURPOSE: Construction of a new five-lane bridge across Carquinez Strait and associated improvements on Interstate 680 (I-680), I-80, and I-780 are proposed to increase the capacity of the connection between Benica and Vallejo, California. The project would involve portions of northern Contra Costa and southern Solano counties. The new bridge would parallel the existing Benicia-Martinez Bridge. Approximately 30 miles of freeways and interchanges associated with the bridges also would be widened and improved to provide for 8 lanes on I-680 from Route 4 to I-80, 10 lanes on I-80 from Red Top Road and Route 12 East, and 6 lanes from the bridge to its terminus at Lemon Street in Vallejo. A new 20-booth toll plaza also would be provided, either north or south of the new and existing bridges. The project would incorporate transportation systems management techniques and provide options for incorporating a bicycle /pedestrian lane and future mass transit facilities on the bridge. Eight alternative combinations of the bridge and toll plaza facilities are under consideration, including a bridge located east or west of the existing structure, a north or south toll plaza, and optional construction of a new Birch Road Interchange on I-780 in Benicia. Other design alternatives are also under consideration at the Pacheco Boulevard-Arthur Road Interchange in Martinez and at the Industrial Way-Bayshore Boulevard Interchange in Benicia. In addition, a high-occupancy vehicle (HOV) alternative that would be physically identical to the above-mentioned project is under consideration; however, it would operate with the inside lane in each direction reserved for HOVs during peak commuter hours. Project improvements would be phased over a 20-year period. POSITIVE IMPACTS: Severe existing and anticipated congestion along I-680, I-780, and I-80 would be alleviated. This would reduce operational problems along 30 miles of interstate highway on which congestion currently occurs for up to five hours per day. Delays at the bridge crossing of up to 25 minutes would be eliminated. New bridge construction would implement one provision of a regional planning initiative passed by Bay Area voters in 1988, and other project elements would improve local and regional access to existing and planned commercial, industrial, and residential development from freeway facilities. Air quality within the affected corridors, which are located in a nonattainment area under federal standards, would improve significantly. Noise levels associated with operations on the freeways would also decline. NEGATIVE IMPACTS: Rights-of-way requirements would convert small strips of urban land and some larger industrially zoned land to highway uses. Some commercial and residential displacements also would occur. Approximately 6.5 acres of prime farmlands and 27 acres of grazing land would also be displaced. The new bridge would add to the navigational complexity for river vessel traffic at the crossing point, presenting a safety hazard, and placement of a toll plaza to the north would impact the Exxon marine terminal. Placement of the bridge west of the existing crossing would impact the Tosco Amorco wharves. A west bridge with a north toll plaza would displace an existing Toyota Motor Company yard in Benicia. Some floodplain land would be displaced, and flooding risk would be somewhat higher in some areas due to project structures. Small areas of salt, brackish, and freshwater marshes, as well as riparian corridors and oak woodland habitat, would be displaced. Project structures would be affected by settlement, liquefaction, and expansion of soils as well as seismic activity. A number of hazardous waste sites would be encountered during project implementation. The north toll plaza alternative would require displacement of one historic structure within the Benicia Arsenal Historic District, while the east bridge alternative would have adverse impacts on the nearby railroad bridge, which is also an historically significant structure. 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: 910417, 543 pages and maps, November 20, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-91-03-D KW - Air Quality Standards Violations KW - Bridges KW - Farmlands KW - Flood Hazards KW - Forests KW - Grazing KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Navigation KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Terminal Facilities KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BENICIA-MARTINEZ+BRIDGE+SYSTEM+PROJECT%2C+CONTRA+COSTA+AND+SOLANO+COUNTIES%2C+CALIFORNIA.&rft.title=BENICIA-MARTINEZ+BRIDGE+SYSTEM+PROJECT%2C+CONTRA+COSTA+AND+SOLANO+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 - Draft. Preparation date: November 20, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST ROANOKE CIRCUMFERENTIAL CORRIDOR STUDY, VIRGINIA. AN - 36407287; 3374 AB - PURPOSE: Construction of an eastern circumferential route around Roanoke, connecting Interstate 81 (I-81) on the northeast to US 220 on the southeast, is proposed in Virginia. The approximate length of the study corridor is 16 miles. The study area encompasses 70 square miles within the Roanoke Valley area of southwestern Virginia. The corridor extends from south to northeast and is divided by the Roanoke River, so that approximately 60 percent lies north of the river and 40 percent lies south of the river. The study area includes portions of Roanoke City, the town of Vinton, and Roanoke, Botetourt, Bedford, and Franklin counties. The major terrain features that affect the corridor selection for the highway include Read Mountain, Stewart Knob, Coyner Mountain, the Blue Ridge, Mill Mountain, Roanoke Mountain, Chestnut Ridge, the Roanoke River, Tinker Creek, Glade Creek, Wolf Creek, and Back Creek. The new highway would feature full control of access, using interchanges as access points and grade separations at other major crossroads. The facility would have a design speed of 60 miles per hour, except in a few mountainous sections where the design speed would be 50 miles per hour. The highway would meet all rural principle arterial standards for line, grade, and geometric features traversing a rolling terrain. Four alternative build alignments, ranging in length from 16.2 to 20.5 miles, are under consideration. Depending on the alternative chosen, the highway would include 7 to 14 structures to control access at the intersections of major crossroads. Total cost estimates range from $145.8 million to $233.2 million. Estimated cost ranges for highway construction, noise barrier construction, utility relocations, and rights-of-way acquisitions are $123.8 million to $179.5 million, up to $3.3 million, $1.0 million to $2.3 million, and $14.3 million to $57.3 million, respectively. POSITIVE IMPACTS: By providing a circumferential route around Roanoke, the highway would separate through and local traffic, relieving congestion in Roanoke and easing long-distance travel. In general, the highway would contribute to the economic revitalization of the region. NEGATIVE IMPACTS: Rights-of-way requirements would displace 48 to 194 residences and 2 to 25 businesses. The use of 600 to 1,039 acres within the rights-of-way would displace 122 to 389 acres of farmland, 412 to 430 acres of forestland, 401 to 640 acres of residential land, 10 to 90 acres of commercial land, and, possibly, 43 acres of industrial land. Noise generated by traffic using the new facility would affect 44 to 289 residential units. The highway would traverse streams at 24 to 32 locations and encroach on 5 to 7 wetlands, impacting 1.11 to 2.73 acres of wetland habitat. Archaeological sites and architecturally significant structures would be affected by highway construction. Impacted recreational facilities would include the Appalachian Trail, Blue Ridge Parkway, Explore Project, Roanoke River Parkway, and Stonebridge Park. All but one alternative would disrupt some existing school bus routes and pedestrian and bicycle circulation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 910414, 331 pages, November 18, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-91-02-D KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, as amended, 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 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+ROANOKE+CIRCUMFERENTIAL+CORRIDOR+STUDY%2C+VIRGINIA.&rft.title=EAST+ROANOKE+CIRCUMFERENTIAL+CORRIDOR+STUDY%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 18, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-94 - GREEN BAY (RINGLE) AND STH 29 (THORNTON), MARATHON AND SHAWANO COUNTIES, WISCONSIN (PROJECT I.D. 1059-16-00; F20( )). AN - 36403515; 3377 AB - PURPOSE: Improvement of State Trunk Highway (STH) 29 is proposed in Marathon and Shawano counties, Wisconsin. The 37-mile study corridor extends from the east end of the recently completed freeway section near Ringle in eastern Marathon County to a point approximately 0.5 mile west of Thornton in central Shawano County. STH 29 is the principal route across north-central Wisconsin, linking Interstate 94 (I-94) and Minneapolis/St. Paul to the west with Green Bay/Fox River Valley to the east. High truck volumes, recreational peaks, poor roadway geometrics, and traffic operational characteristics result in a low level of service for portions of STH 29 between Ringle and Shawano. As traffic volumes increase to those forecasted for the design year (2015), deficiencies will become more critical in obstructing smooth and safe traffic flow, and the level of service for the entire project corridor will become unsatisfactory. The proposed action would upgrade the existing two-lane highway section within the study corridor between Ringle and Thornton to a four-lane divided highway, with a 55-mile-per-hour design speed. For the most part, the project would involve adding two driving lanes and a median adjacent to the existing roadway, which would serve as two lanes of the completed four-lane facility. Project alternatives would include widening to the north or south of the existing highway, possible relocation of the facility along a one-mile section at Hatley, and three alternative bypasses of Wittenberg. In general, except for the sections on new location, existing access, including local roads and driveways, would remain as direct at-grade connections to STH 29. Where possible, the number of individual access points would be reduced through consolidation or new connections to an adjacent local road. The bypass alternatives include local road grade separations and interchanges with US 45. Some bridge work would be necessary to provide for the Wittenberg Bypass. Individual driveway connections to the bypass routes would not be allowed. POSITIVE IMPACTS: Traffic conditions on STH 29 would improve substantially due to increased capacity and improved highway design. Projected traffic volumes through the year 2015 would be accommodated. Conflicts between cars and trucks and slow-moving farm equipment would be alleviated. Linkage of nearly one-third of the state's population would be improved. Improved accessibility would increase employment by 3 to 18 percent, depending on the sector considered. A 20-percent increase in tourists using STH 29 between the Wausau and Green Bay areas is anticipated due to the improved highway. The bypass section would separate through and local traffic in the Wittenberg area. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of farmlands, wetlands, upland hardwood habitat, residences, businesses, and a day school. Displacement of archaeological and historical resource sites could also be necessary. The project would encounter hazardous materials sites. Noise levels at some receptor sites would exceed standards. Recreational trails and the Shawano County Forest Demonstration Area, a resource designed to illustrate different methods of timber harvest, could be affected by construction activities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 910410, 138 pages and maps, November 14, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-91-D-2 KW - Archaeological Sites KW - Bridges KW - Employment KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Schools KW - Traffic Analyses KW - Trails KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Recreation Resources 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/36403515?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-94+-+GREEN+BAY+%28RINGLE%29+AND+STH+29+%28THORNTON%29%2C+MARATHON+AND+SHAWANO+COUNTIES%2C+WISCONSIN+%28PROJECT+I.D.+1059-16-00%3B+F20%28+%29%29.&rft.title=I-94+-+GREEN+BAY+%28RINGLE%29+AND+STH+29+%28THORNTON%29%2C+MARATHON+AND+SHAWANO+COUNTIES%2C+WISCONSIN+%28PROJECT+I.D.+1059-16-00%3B+F20%28+%29%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: November 14, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 67 - I-40 WEST, PULASKI COUNTY, ARKANSAS. AN - 36409031; 3362 AB - PURPOSE: Construction of a four-lane, divided highway, built to interstate standards, is proposed between the Interstate 40 (I-40)/I-430 interchange and a new interchange at US 67/167 in Pulaski County, Arkansas. Pulaski County is located in the center of the state at the junctions of I-40 and I-30 and US Highways 65 and 67/167. The county contains the largest metropolitan area in the state. The proposed highway, which would extend between 12.6 and 14.5 miles, would be constructed on a new alignment with an average rights-of-way width of 300 feet. The facility would have two 12-foot travel lanes in each direction, separated by a variable-width median. Access would be fully controlled, with interchanges and grade separation structures utilized at selected locations. Under the preferred alternative, the alignment would begin at the I-40/I-430 interchange, proceed to the northeast across Camp Joseph T. Robinson, loop around the North Little Rock metropolitan area, and end with an interchange at US 67/167, approximately 1.5 miles north of the Kiehl Avenue interchange. The eastern terminus would provide a direct connection with the previously approved North Belt Freeway connecting US 67/167 and I-440 at I-40. Interchanges would be provided at I-40/I-430, State Highway (SH) 365, Batesville Pike, SH 107, Brockington Road, and US 67/167. Grade separations would be provided at the Union Pacific Railroad crossing and Oneida, as well as at five locations within Camp Robinson, to allow for uninterrupted operations at that military facility. The estimated cost of the project is $68.6 million, and the cost-benefit ratio is estimated at 1.36. POSITIVE IMPACTS: The highway would provide a direct east-west facility connecting the developing northeastern and northwestern portions of the county. Congestion would be decreased on existing streets and highways paralleling the corridor, particularly SH 107 and US 67/167, improving safety on these arterials. The highway would be consistent with the longstanding Pulaski Area Transportation and Land Use Plans by providing an east-west bypass of the metropolitan area, providing access to high-growth areas in the northern portion of the county, and serving as the northern link in the metro area's circumferential freeway. Provision of the highway would result in annual savings of $1.01 million and the prevention of 380 accidents. NEGATIVE IMPACTS: Rights-of-way requirements would displace 5 businesses and 24 residences, 243 acres of prime farmlands, 25 acres of forested wetlands, and 3 acres of cultivated wetlands. The highway would encroach on 11,900 linear feet of floodplains and 2,700 linear feet of floodway. Numerous sensitive receptors along the new alignment would be exposed to noise levels in excess of federal standards. Hazardous waste sites could be encountered during construction. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 910403, 331 pages and maps, November 7, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-91-01-D KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+67+-+I-40+WEST%2C+PULASKI+COUNTY%2C+ARKANSAS.&rft.title=US+HIGHWAY+67+-+I-40+WEST%2C+PULASKI+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 7, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 99, FIRST AVENUE SOUTH BRIDGE, CITY OF SEATTLE, KING COUNTY, WASHINGTON. AN - 36408008; 3376 AB - PURPOSE: Construction of a new First Avenue South Bridge over the Duwamish Waterway in south Seattle, King County, Washington is proposed. The existing state-owned bridge, which opened in 1956, was intended to be the first phase of a dual-bridge project. Currently, the bridge serves approximately 77,000 vehicles each weekday, about twice as many as it was originally intended to carry. The transportation corridor connects East Marginal Way (State Route (SR) 99), First Avenue South, and South Michigan Street on the north side of the river with West Marginal Way (SR 99) and SR 509 on the south side of the river. In addition to the No Build Alternative, two alternatives are under consideration. Alternative 1 would involve construction of a one-way bascule bridge. The existing bridge would be retained and a second bascule bridge would be constructed immediately downstream to the west of the existing structure. The existing bridge would carry northbound traffic only, while the new bridge would carry southbound traffic only. Four optional configurations are under consideration for connections at the south and north ends of the bridge. Construction would take place in two phases, with the second phase limited to construction of a high occupancy vehicle connection between the north side of the two bridges and Fourth Avenue South. Rehabilitation of the existing bridge, including new one-way connections, would be required. Alternative 2 would involve construction of a new, two-way fixed-span structure. Once again, the existing bridge would be retained and a second fixed-span structure would be constructed immediately to the west of the existing structure. Each bridge would carry two-way traffic. The existing bridge would primarily carry traffic using South Michigan Street and West Marginal Way, while the new bridge would carry traffic using East Marginal Way South to SR 509 and SR 99. Once again, construction would take place in two phases, with the second phase limited to construction of a high occupancy vehicle connection and direct ramps between the new bridge and West Marginal Way Southwest. POSITIVE IMPACTS: Delays resulting from openings of the existing drawbridge would be eliminated, providing uninterrupted traffic flows. Congestion problems during peak-hour traffic periods caused by the inadequate capacity of the existing structure would be alleviated. Use of the dual, one-way system proposed under Alternative 1 would eliminate the possibility of head-on collisions, and either alternative would reduce the excessive accident rate characterizing the crossing. NEGATIVE IMPACTS: Excavation would occur in and around the river during construction, resulting in a temporary disturbance of potentially contaminated sediments. The additional structure would displace fisheries habitat. Traffic increases within the project corridor would produce emissions of particulates, carbon monoxide, and ozone. Under the worst-case scenario, 6 to 7 businesses would be displaced, 5 to 6 businesses would lose some portion of their properties, and 6 to 24 businesses would be affected by impaired accessibility. Under Alternative 1, the new bridge could increase river navigational hazards due to the structure's location close to a downstream turning point, while location of the Alternative 2 structure would affect one to five barge/construction operators. 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: 910404, 212 pages, November 7, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-91-02-D KW - Air Quality KW - Barges KW - Bridges KW - Dredging KW - Emissions KW - Fisheries KW - Highway Structures KW - Highways KW - Navigation KW - Particulates KW - Relocations-Property Acquisitions KW - Safety KW - Sediment KW - Traffic Analyses KW - Transportation KW - Waterways KW - Washington 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/36408008?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+99%2C+FIRST+AVENUE+SOUTH+BRIDGE%2C+CITY+OF+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SR+99%2C+FIRST+AVENUE+SOUTH+BRIDGE%2C+CITY+OF+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 7, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED EXTENSION OF RUNWAY 4-22 AT THE MINNEAPOLIS-ST. PAUL INTERNATIONAL AIRPORT, WOLD-CHAMBERLAIN FIELD, MINNESOTA. AN - 36402977; 3304 AB - PURPOSE: Extension of Runway 4-22 at the Minneapolis-St. Paul International Airport, Wold-Chamberlain Field, Minnesota is proposed. The 3,000-acre airport is located in the south-central portion of the Twin Cities metropolitan region, approximately 6 miles from the Minneapolis downtown area and 10 miles from downtown St. Paul. Major airport facilities include three runways and associated taxiways, a domestic air carrier terminal, an international terminal, airline maintenance facilities, an air freight forwarding area, two general aviation areas, and an airport maintenance area. Growth in airport operations and facility developments have continued at the airport since it was created in 1943. Operations have been steadily increasing since the late 1970s to the 1989 level of 914 operations per day and 364,030 annual operations. The proposed project, which would be built entirely on existing airport property, would involve extending the crosswind runway by 2,750 feet to the southwest, making it just over 11,000 feet long, along with associated operational and navigational changes. Supporting structural measures would include constructing a queuing taxiway adjacent to Runway 22 and connecting taxiways from taxiways C and D to the end of Runway 4, and extending the High Intensity Runway Lighting System for Runway 4-22 to the new runway end. Operational changes that would accompany these structural modifications would displace the Runway 22 landing threshold 1,750 feet to the southwest, displace the Runway 4 threshold 2,750 feet northeast from the new end of the pavement, and establish new flight headings for Runway 22 departures. Navigational modifications would include replacing the existing Runway 4 end lighting system and relocating the glide slope and associated lights and navigational aids. POSITIVE IMPACTS: Runway extension would allow for increased use of the runway. This would shift some aircraft flights away from what are currently some of the most heavily impacted residential areas to the northwest of the airport. Extension also would facilitate Runway 22 departures south of its intersection with Runway 11-29. The additional runway length would allow most aircraft departing from Runway 22 to begin their takeoff southwest of the intersection with Runway 11-29, making operations on Runway 11-29 independent of takeoffs on Runway 22. Operating in this mode, the Runway Use System capacity would be increased from less than 60 operations to 70 to 90 operations per hour. At present traffic levels, this would permit the crosswind runway to be used up to eight or nine hours per day. The proposed project would allow for some redistribution of flights from South Minneapolis and North Richfield to Bloomington and South Richfield. The new runway would provide capacity for long-haul intercontinental flights. NEGATIVE IMPACTS: The overall level of sound generated by aircraft would not increase, but changes would occur in the number and pattern of aircraft flight noise, resulting in an overall increase of nearly 2,800 decibels within the 65-decibel noise contour by 1992. Nevertheless, a more even distribution of noise impacts would be achieved. Approximately 27.6 acres of impervious surface would be added to the Minnesota South Drainage Area; this would represent a seven percent increase over current conditions. Raising the impervious surface would increase the stormwater discharge to North Retention Basin No. 3 and South Retention Basin No 3, possibly diminishing the function of these structures. Runoff and pollutants entering the Minnesota River would increase as well. A bald eagle nest would lie 13,450 feet from the end of the extended runway, but no adverse impacts to nesting eagles are expected. Runway extension would result in the filling of a 0.5-acre shallow wetland basin. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 910401, 197 pages and maps, November 7, 1991 PY - 1991 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Endangered Species (Animals) KW - Navigation Aids KW - Water Quality KW - Wetlands KW - Minneapolis-St. Paul International Airport KW - Minnesota KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+EXTENSION+OF+RUNWAY+4-22+AT+THE+MINNEAPOLIS-ST.+PAUL+INTERNATIONAL+AIRPORT%2C+WOLD-CHAMBERLAIN+FIELD%2C+MINNESOTA.&rft.title=PROPOSED+EXTENSION+OF+RUNWAY+4-22+AT+THE+MINNEAPOLIS-ST.+PAUL+INTERNATIONAL+AIRPORT%2C+WOLD-CHAMBERLAIN+FIELD%2C+MINNESOTA.&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: November 7, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US TRUNK HIGHWAY 14 FROM OWATONNA TO KASSON (STATE PROJECT 2001-14; 2002-23), DODGE AND STEELE COUNTIES, MINNESOTA. AN - 36411560; 3370 AB - PURPOSE: Reconstruction of a segment of US Trunk Highway 14 (US 14), located in Dodge and Steel counties, Minnesota, is proposed. The project would be located in the southeastern portion of the state. It would extend approximately 23 miles eastward from the existing four-lane section south of the city of Owatonna (1.3 miles west of the junction of Trunk Highway (TH) 218) to the existing four-lane section west of the city of Kasson. Communities directly affected by the proposed action would include Owatonna, Claremont, and Dodge Center. This segment of US 14 is currently a 10-ton, two-lane roadway classified as a principal arterial. The project would provide a four-lane divided highway that would meet state design standards for a rural, controlled-access expressway. A seven-mile segment of the project, extending from the existing four-lane section west of Kasson to the west junction of TH 56, would begin construction in 1994. The 16-mile segment extending from the west junction of TH 56 to the four-lane section of US 14, 1.3 miles west of TH 218, has no current construction schedule but is considered to be a priority project in the state's long-range improvement program. Four alternatives, including a No Action Alternative, are under consideration. Alternative 1A would involve construction on a new alignment through most of the project study area from Owatonna to Kasson, including a southern bypass of the city of Dodge Center. New twin bridges would be placed across Dodge Center Creek, and a grade-separated diamond interchange would be provided at the intersection of the facility with TH 56. Alternative 3 would involve widening of existing US 14 from the western terminus near TH 218 to the eastern terminus west of Kasson. This alternative would require construction of two grade-separated railroad crossings and an additional bridge crossing for Dodge Center Creek, as well as a four-lane urban section extending approximately 1.5 miles through Dodge Center. A frontage road system would be developed along the north side of the highway. Alternative 3A would follow the existing US 14 alignment for much of the project length between Owatonna and Kasson but would provide a northern bypass of Dodge Center. Grade separation structures and stream crossings would be similar to those under Alternative 3, and a grade-separated diamond interchange would be provided at TH 56. POSITIVE IMPACTS: Safety, capacity, and level of service on US 14 would be greatly improved. Local and regional accessibility (travel time) would also improve significantly. NEGATIVE IMPACTS: Rights-of-way development would displace 9 to 29 acres of existing wetlands, most of which is bottomland hardwood and shallow marsh, as well as 356 to 642 acres of farmlands, 9 to 21 residences, and up to 11 businesses. The project would encroach on 1.4 to 9.5 acres of floodplains, however, no increased flood hazard would result. Seven to 30 receptors would be exposed to noise level increases of 10 decibels or greater under alternatives 1A and 3A. Alternative 1A could impact an archaeological site, and several structures in the path of alternatives 3 and 3A could be of historic significance. Crossing of Dodge Center Creek under any alternative would impact habitat of the state-listed threatened Wood Turtle, and Alternative 1A could impact native prairie plants along the railroad corridor. Any alternative could be affected by the presence of potentially hazardous waste sites or spills and/or leaks of hazardous substances. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 910399, 181 pages and maps, November 5, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS/4(f)-91-01-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Railroad Structures KW - Transportation KW - Wastes KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411560?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+TRUNK+HIGHWAY+14+FROM+OWATONNA+TO+KASSON+%28STATE+PROJECT+2001-14%3B+2002-23%29%2C+DODGE+AND+STEELE+COUNTIES%2C+MINNESOTA.&rft.title=US+TRUNK+HIGHWAY+14+FROM+OWATONNA+TO+KASSON+%28STATE+PROJECT+2001-14%3B+2002-23%29%2C+DODGE+AND+STEELE+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 5, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EASTERN TRANSPORTATION CORRIDOR, ORANGE COUNTY, CALIFORNIA. AN - 36407743; 3364 AB - PURPOSE: Alternative transportation actions proposed to meet the need for a north-south highway linkage in east Orange County, California are analyzed. The study corridor, to be known as State Route (SR) 231, extends from SR 91 in the north to Interstate 5 (I-5) to the south. Alternatives under consideration include three build alternatives, a Transportation Systems Management (TSM) Alternative, and a No Action Alternative. The build alternatives would all include a North Leg with an ultimate 190- to 234-foot typical roadway cross-section, providing six general purpose lanes and either one concurrent flow high-occupancy vehicle (HOV) lane in each direction or two reversible HOV lanes. Climbing and auxiliary lanes would also be provided on the North Leg. All build alternatives would also include an East Leg, with an ultimate 166- to 196-foot roadway section, including six general purpose lanes, two concurrent flow HOV lanes, and climbing and auxiliary lanes. The alternatives vary in the West Leg design, including one alternative that would not incorporate a West Leg. If constructed, the West Leg would have a 152- to 174-foot roadway section or a 152- to 190-foot roadway section, with four to six general purpose lanes and either one concurrent flow HOV lane in each direction or two reversible HOV lanes. All build alternatives would operate as toll facilities. The TSM Alternative would consist of actions to increase the efficiency and effectiveness of existing transportation facilities. TSM measures would include public and private transit improvements, including park-and-ride and express bus services; carpool, vanpool, and paratransit programs; and improvements to enhance the movement of bicycles and pedestrians. Estimated costs of the build alternatives range from $905.7 million to $1.03 billion. POSITIVE IMPACTS: Traffic congestion on SR 91, SR 55, and I-5 would be reduced significantly, as would traffic congestion on arterials in northeastern Orange County. Direct connections between residential and employment areas would be created in the northern and southern portions of the county. Regional Mobility Plan goals of reducing transportation-related emissions would be forwarded. Planned community development would be assisted. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the loss of 169 to 416 acres of farmlands, 23 to 25 acres of oak woodlands, 636 to 704 acres of mixed habitat, 255 to 273 acres of coastal sage scrub, 4,400 many-stemmed dudleya plants, and 2.2 acres of wetlands. The project would impact Irvine and Featherly parks and could impact Harvard Park. Some residences and one church would be displaced. Construction activities could encounter 14 to 16 underground gasoline tanks. One historic site could and four archaeologic sites would be impacted, as would fossil 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910396, 547 pages and maps, November 1, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-91-04-D KW - Archaeological Sites KW - Coastal Zones KW - Cost Assessments KW - Farmlands KW - Forests KW - Geologic Assessments KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Paleontological Sites KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, as amended, Parks 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407743?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=EASTERN+TRANSPORTATION+CORRIDOR%2C+ORANGE+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: November 1, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WONDERWOOD CONNECTOR, ARLINGTON TO MAYPORT, CITY OF JACKSONVILLE, DUVAL COUNTY, FLORIDA (STATE PROJECT NO. 72000-1576). AN - 15230344; 3369 AB - PURPOSE: Construction of a four- or six-lane, divided, controlled- or partially controlled-access highway, to be known as the Wonderwood Connector, is proposed in Duval County, Florida. The 7.2- to 9.5-mile project would begin near State Road (SR) 9A in Arlington and proceed eastward toward the Beaches area to Mayport Road (SR 101). Four build alternatives are under consideration, with varying specific terminus points. Design features would include 12-foot-wide travel lanes, safety shoulders, graded or curbed medians, and rights-of-way widths extending 200 to 300 feet for limited-access sections and approximately 120 to 170 feet for partially controlled-access sections. All alternatives would include the construction of a bridge across the Intracoastal Waterway. Bridges also would be provided over major stream crossings, at major crossroads for the limited-access sections, and at other locations where necessary to accommodate wetlands, soil, and hydraulic conditions. Depending on the alternative chosen, the estimated cost of the project ranges from $147.7 million to $322.8 million. POSITIVE IMPACTS: The expressway would connect the Arlington District and the Beaches of Jacksonville and provide a fourth Jacksonville crossing of the Intracoastal Waterway in Duval County. In addition, the connector would link the newly completed sections of SR 9A, including the Napoleon Bonaparte Broward Bridge and Mayport Road near the Mayport Naval Complex. Access to the commercial district of downtown Jacksonville would be improved. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of approximately 200 acres of land and, depending on the alternative selected, 209 to 343 residences, 8 to 65 businesses, and 37 to 126 acres of wetlands. From 137 to 496 sensitive receptors would be affected by noise levels in excess of standards unless mitigation measure are undertaken. Up to seven archaeological sites potentially eligible for inclusion on the National Register of Historic Places could be affected. Construction activities would impede vessel and vehicular traffic. 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: 910378, 213 pages and maps, October 18, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-91-02-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Ships KW - Traffic Analyses KW - Waterways KW - Wetlands KW - Florida KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites 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/15230344?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WONDERWOOD+CONNECTOR%2C+ARLINGTON+TO+MAYPORT%2C+CITY+OF+JACKSONVILLE%2C+DUVAL+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NO.+72000-1576%29.&rft.title=WONDERWOOD+CONNECTOR%2C+ARLINGTON+TO+MAYPORT%2C+CITY+OF+JACKSONVILLE%2C+DUVAL+COUNTY%2C+FLORIDA+%28STATE+PROJECT+NO.+72000-1576%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: October 18, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSALS FOR THE AIR FORCE IN IDAHO. AN - 15229642; 3308 AB - PURPOSE: Realignments and other modifications are proposed for Air Force facilities in Idaho. One proposed action would involve establishing a Composite Wing at Mountain Home Air Force Base (AFB). A related action would vertically expand the airspace boundaries designated for military operation and also allow supersonic flights above 10,000 feet above ground level. A third proposal would establish a new air-to-ground training range. Currently, Air Force wings are typically composed of only one type of aircraft. The newly designated Composite Wing would include both bombers and fighters, which usually train separately in strategic and tactical wings, respectively. The Composite Wing would be an air intervention wing, designed to deploy to an area of conflict and respond quickly to enemy threats. The wing would use the Saylor Creek Range as its primary training range. The numbers of aircraft associated with the wing would depend on the option selected. Option A would include 64 aircraft, while option B would involve 76 aircraft and require more personnel. Modification of the airspace boundaries would involve expanding the currently designated airspace and acquiring permission for supersonic flights above 10,000 feet above the ground in the Owyhee and Jarbidge Military Operations Areas (MOAs) of southwestern Idaho. MOAs are areas where military maneuvers are allowed but civilian access is not prohibited. The governor of Idaho has proposed to aggregate state lands so as to acquire a parcel or parcels of land large enough to allow the construction and operation of a new range. The range would improve training capabilities in the vicinity of Mountain Home AFB and Gowen field. Used in conjunction with the Saylor Creek Range, the new range would make simulation of a wide variety of battlefield environments possible. To provide for further training sophistication and flexibility, the state's range proposal includes an offer to allow the Air Force to use state lands to locate up to 35 emitter sites. Located between and adjacent to the state's proposed range and the Saylor Creek Range, these small (approximately one acre) sites would provide locations for basing mobile threat emitters and an opportunity for realistic training against electronic threats that simulate the complexity and variability found in modern combat. A bighorn sheep reserve would be created at the southern end of the new range. The governor has placed several conditions on the proposed range. These include retaining state control of the range property, completing a resource management plan, prohibiting supersonic flight below 10,000 feet above ground level, prohibiting live ordnance, and a one-mile setback of targets from sensitive areas such as canyons. POSITIVE IMPACTS: The Composite Wing would provide an opportunity for training under more realistic conditions than are presently possible. Integration of bomber and fighter wings would replicate actual wartime conditions under which both types of aircraft operate in combined, cohesive units. In addition to improving Air Force efficiency, the combined wing would reduce operational costs. Designation of the new range would improve training capabilities in the vicinity of Mountain Home AFB and Gowen Field, enable more realistic training, and increase safety for air crews that currently use the Saylor Creek Range. The influx of personnel associated with the establishment of the Composite Wing would restore the economy of Elmore County to the levels it experienced in 1989 prior to the removal of F-111 aircraft from Mountain Home AFB. NEGATIVE IMPACTS: The state's range proposal could reduce airspace available for air-to-air training by creating restricted airspace for operation of the range. Restrictions placed on the airspace could adversely impact general aviation aircraft traversing the areas. Land use plans for some areas within the state's proposed range would be altered. The Composite Wing would increase noise levels in the vicinity of Mountain Home AFB, and developments at the base could have minor impacts on wetlands. The intensified use of airspace could adversely affect traditional activities of Native Americans in the vicinity of the Duck Valley Reservation and primitive recreational experiences due to sonic booms. The influx of personnel and their families would place some stress on School District 193 of Elmore County. State Highways 67 and 30 would become more congested due to increased population and activity. The potential for fires and hazardous material spills would increase as a result of operational requirements. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526). JF - EPA number: 910381, 431 pages, October 18, 1991 PY - 1991 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Endangered Species (Animals) KW - Fires KW - Impact Assessment Methodology KW - Indian Reservations KW - Land Use KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Minorities KW - Noise Assessments KW - Preserves KW - Recreation Resources KW - Socioeconomic Assessments KW - Sonic Booms KW - Wetlands KW - Idaho KW - Mountain Home Air Force Base, Idaho KW - Base Closure and Realignment Act of 1988, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15229642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSALS+FOR+THE+AIR+FORCE+IN+IDAHO.&rft.title=PROPOSALS+FOR+THE+AIR+FORCE+IN+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Programs and Environmental Division, Norton Air Force Base, California; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 18, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOJAVE VALLEY RESORT, FORT MOJAVE INDIAN RESERVATION, CLARK COUNTY, NEVADA, MOHAVE COUNTY, ARIZONA, AND SAN BERNARDINO COUNTY, CALIFORNIA. AN - 36406955; 3381 AB - PURPOSE: The Fort Mojave Indian Tribe has prepared a development strategy and coordinated the preparation of an overall master land use plan for approximately 4,000 acres in Clark County, Nevada and San Bernardino County, California for a new community that would become a destination resort. This new community would be located approximately 11.5 miles south of Laughlin, Nevada, 2 miles southwest of Bullhead City, Arizona, and 8 miles north of Needles, California. The acreage across the Colorado River in Arizona is included in the tribe's overall development strategy; however, an overall master land use plan has not been prepared for the Arizona lands. Developments in Arizona would include a planned residential community to support and enhance the destination resort. The tribe would lease two sites, one within the destination resort and one across the river on the Arizona lands, to one developer who would finance and construct the appropriate facilities. The lessee would also assist the tribe in specific planning, marketing, and management of these sites. Mojave Valley Resort, Inc. proposes to lease approximately 529 acres of Indian trust land (approximately 526 acres in Nevada and 2 acres in California) for a period of 65 years and approximately 800 acres of Indian trust land in Arizona for a period of 75 years, with a 20-year renewal option on both leases, under the terms and conditions of the lease agreements. Site 1 developments would include five 1,000-room hotels, 460,000 square feet of commercial space, 650 condominiums, and an 18-hole golf course with associated facilities. Site 2 developments would include 110,000 square feet of commercial space, 2,240 condominiums, 2,880 apartments, 500 mobile home spaces, and 750 recreational vehicle spaces. POSITIVE IMPACTS: In addition to providing needed recreational opportunities for residents of southern California, Arizona, and Nevada, the resort would boost the economy of the tribe and local residents in general. NEGATIVE IMPACTS: The existing topography of the site would be altered extensively by grading, cut-and-fill operations, and other earthwork activities. Approximately 568 acres of natural vegetation would be affected, and agricultural land would be displaced. On-site water flows and discharge points would be modified significantly. Sculpted drainage courses would be created east and west of the Colorado River. The proposed action would use a maximum of 1,748 acre-feet of water annually at buildout. Withdrawal of water would decrease the amount of water available for other tribal activities and downstream uses and could impact water quality in near-surface aquifers. Automobile emissions would degrade local air quality. Population increases in the area would place stress on social services and infrastructure. JF - EPA number: 910375, 523 pages, October 17, 1991 PY - 1991 KW - Urban and Social Programs KW - Agency number: DES 91-26 KW - Air Quality KW - Commercial Zones KW - Demography KW - Farmlands KW - Hotels KW - Housing KW - Indian Reservations KW - Land Use KW - Minorities KW - Mobile Homes KW - Parking KW - Recreation Facilities KW - Resorts KW - Socioeconomic Assessments KW - Vegetation KW - Water Quality KW - Water Supply KW - Arizona KW - California KW - Nevada UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOJAVE+VALLEY+RESORT%2C+FORT+MOJAVE+INDIAN+RESERVATION%2C+CLARK+COUNTY%2C+NEVADA%2C+MOHAVE+COUNTY%2C+ARIZONA%2C+AND+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=MOJAVE+VALLEY+RESORT%2C+FORT+MOJAVE+INDIAN+RESERVATION%2C+CLARK+COUNTY%2C+NEVADA%2C+MOHAVE+COUNTY%2C+ARIZONA%2C+AND+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Phoenix, Arizona; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 17, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 54, WOOD AND PORTAGE COUNTIES, WISCONSIN. AN - 36405997; 3378 AB - PURPOSE: Improvement of State Trunk Highway (STH) 54 in eastern Wood and western Portage counties, Wisconsin is proposed. Communities through which STH 54 passes include the city of Wisconsin Rapids, the town of Grand Rapids, the town of Grant, the town of Plover, and the village of Plover. The eastern and western termini are the US 51 interchange southeast of Plover and the Riverview Expressway west of the Wisconsin River in Wisconsin Rapids, respectively. Alternatives in the Wisconsin Rapids area would include the No Build Alternative and a range of Build alternatives, which include reconstruction of the existing alignment to a divided multilane facility; rerouting across the Wisconsin River in Wisconsin Rapids; and construction of a new bypass route east of the city at Wisconsin Rapids and Plover. All alternatives in the Wisconsin Rapids area would begin in Wisconsin Rapids and end approximately one mile east of the city at 54th Street, a distance of approximately four miles. From Wisconsin Rapids to Plover, the project would involve reconstruction of approximately nine miles of existing roadway. A modified rural cross-section consisting of two driving lanes in each direction, separated by a 34-foot median, would be provided past the Restlawn Memorial Cemetery and could be provided past the Forest Lake residential subdivision at Love Creek. The remainder of the route to Plover would feature a full rural cross-section consisting of two driving lanes in each direction, separated by a 60-foot median. Within the Plover area, alternatives would include reconstruction of the existing roadway, a southern bypass, and rerouting STH 54 along County Trunk Highway B and US 51 east of Plover. Plover alternatives would begin at Coolidge Avenue and terminate at existing STH 54 southeast of Plover, a distance of four miles. POSITIVE IMPACTS: The project would improve an essential portion of an east-west principal arterial route serving central Wisconsin, replacing a substandard, overcrowded roadway with a modern, efficient highway. Regionally, STH 54 serves as a major commercial, industrial, and recreational route along with US 10 to the north and STH 21 to the south. Locally, STH 54 serves as a commuter and commercial link connecting the Nekoosa, Port Edwards, Wisconsin Rapids, Stevens Point, and Plover metropolitan areas. The facility serves local and regional trade centers, handles high truck volumes, and provides a vital link between residential, commercial, and recreational centers. NEGATIVE IMPACTS: Primary impacts associated with the various improvement options would include residential and business relocations, proximity effects to rural residences and other conflicting land uses, agricultural land acquisition and farm severances, woodland severances, minor wetland encroachment, and parkland and historic site involvement. Removal from tax rolls of private properties incorporated into rights-of-way would reduce county and municipal tax revenues. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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 environmental impact statement, see 90-0340D, Volume 14, Number 5. JF - EPA number: 910370, 2 volumes and maps, October 9, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-90-F-1 KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Wetlands KW - Wisconsin 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405997?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+54%2C+WOOD+AND+PORTAGE+COUNTIES%2C+WISCONSIN.&rft.title=STATE+TRUNK+HIGHWAY+54%2C+WOOD+AND+PORTAGE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 9, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 1 FROM SECONDARY ROAD (SR) 1853 AT LAKEVIEW, TO SR 1180 SOUTH OF SANFORD, LEE AND MOORE COUNTIES, NORTH CAROLINA (STATE PROJECT NO. 6.569001T). AN - 36412687; 3371 AB - PURPOSE: Improvement of US Route 1 in southern Lee County and eastern Moore County, North Carolina is proposed. The project, which lies within the Sandhills region of the state, would extend 12 miles from Secondary Road (SR) 1853 at Lakeview to SR 1180 south of Sanford. The towns of Cameron, Vass, and Lakeview also are within the study area. The alignment of existing US 1 in the study area is substandard, with restrictive roadway geometrics and poor passing sight distances. The existing two-lane roadway consists primarily of a 22-foot-wide paved section with limited shoulder width within a 100-foot rights-of-way. The project initially would involve construction of a four-lane expressway with future development of a four-lane freeway throughout the length of the study area. Corridors under consideration for the project include the existing US 1 corridor along with frontage roads, a new corridor, and a combination of the existing corridor and a new alignment. Five build alternatives are under consideration. Alternative A would use three miles of the existing US 1 corridor and nine miles of a new corridor to the east. Alternative B would consist of a new corridor west of existing US 1 for a distance of 12 miles. Alternative C would use approximately eight miles of the existing US 1 corridor and a new corridor to bypass Vass to the west, for a total length of 12 miles. Alternative D would follow the existing corridor over 9 miles, and a new corridor to bypass Vass to the east, for a total length of 12 miles. Alternative E would utilize approximately 3 miles of the existing corridor and new corridors to the east and west, for a total length of approximately 13 miles. All alternatives would cross the Little River, Crane Creek, and their tributaries, and alternatives C, D, and E would cross Little Crane Creek. One crossing of the Seaboard Coastline Railroad (CSX) would be required under alternatives A through D, and Alternative E would involve three crossings of the railroad. Alternatives A and B would include three interchanges, while the other alternatives would include two interchanges. The estimated costs of alternatives A, B, C, D, and E are $46.2 million, $45.0 million, $52.8 million, $52.0 million, and $54.2 million, respectively. Respective benefit-cost ratios are 2.11, 2.94, 2.31, 2.43, and 2.18. POSITIVE IMPACTS: By improving a substandard section of US 1, the project would enhance local as well as through traffic. US Route 1 is a major north-south route extending the entire length of the eastern seaboard. By removing traffic from Vass, alternatives involving a bypass of this community would remove through traffic from local streets. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 40 to 105 residents, 366 to 427 acres of wildlife habitat, 75 to 124 acres of wetlands, and 158 to 226 acres of prime farmlands. Habitat for several state and federally listed endangered species could be impacted. The project would traverse 14 to 19 hyrdologic resources, possibly resulting in one channel relocation, and 1 to 5 sites containing potentially hazardous wastes. From 14 to 20 sensitive receptors would be exposed to noise levels in excess of standards. Up to two archaeologic sites potentially eligible for inclusion on the National Register of Historic Places, as well as one school, one water intake, and one waste treatment facility could be affected. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Order 11990, 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: 910366, 327 pages and maps, October 7, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-91-01-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Health Hazards KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Schools KW - Transportation KW - Waste Disposal KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Endangered Species Act of 1973, Compliance KW - Executive Order 11990, Wetlands 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 Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+1+FROM+SECONDARY+ROAD+%28SR%29+1853+AT+LAKEVIEW%2C+TO+SR+1180+SOUTH+OF+SANFORD%2C+LEE+AND+MOORE+COUNTIES%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+6.569001T%29.&rft.title=US+1+FROM+SECONDARY+ROAD+%28SR%29+1853+AT+LAKEVIEW%2C+TO+SR+1180+SOUTH+OF+SANFORD%2C+LEE+AND+MOORE+COUNTIES%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+6.569001T%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: October 7, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HIGHWAY IMPROVEMENT PROJECT FOR STATE ROUTE 1, NEAR CARMEL, FROM 0.3 MILE SOUTH OF THE CARMEL RIVER TO THE PACIFIC GROVE INTERCHANGE (ROUTE 68), POST MILE 72.0 TO 75.1, MONTEREY COUNTY, CALIFORNIA. AN - 36412649; 3368 AB - PURPOSE: Improvement of California Highway 1 from within Carmel and Monterey counties, California is proposed. The project would extend from 0.1 mile south of the Carmel River Bridge to 0.28 mile south of the existing Route 68 (West)/Highway 1 interchange, a distance of 3.1 miles. Under the preferred alternative, Highway 1 would be placed on a new alignment, east of the existing highway, through Hatton Canyon. From the interchange with Route 68, the highway would extend the existing four-lane freeway south through Hatton Canyon to Carmel Valley Road, where it would begin the transition back to a two-lane conventional highway on the new alignment. The two-lane highway would cross the Carmel River on the new alignment and tie into the existing highway alignment south of the Carmel River. A new 57-foot-wide bridge would be constructed over the Carmel River. The existing Carmel River bridge and the roadway between Oliver Road and the southern limits of the new alignment would be removed. A new connection between the existing highway at Oliver Road and the new alignment would be constructed, with an at-grade intersection on the new alignment between Rio Road and the Carmel River Bridge. Interchanges would be provided at Carpenter Street and Carmel Valley Road, and a separated crossing would be provided at Rio Road. The estimated cost of the project is $33.4 million. POSITIVE IMPACTS: The improvements would provide additional capacity on Highway 1 and would reduce crossing and turning conflicts associated with the existing highway and several local streets and private driveways. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 21 acres of native Monterey pine forest, 160 acres of wildlife habitat, 11.95 acres of wetlands, and 0.25 acres of farmland. Hickman's onion, a plant species of environmental concern, would also be impacted. Noise standards would be violated in the vicinity of residences. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0413D, Volume 10, Number 10. JF - EPA number: 910364, 647 pages and maps, October 3, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-05-F KW - Bridges KW - Demolition KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - California KW - Endangered Species Act of 1973, Plants KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+IMPROVEMENT+PROJECT+FOR+STATE+ROUTE+1%2C+NEAR+CARMEL%2C+FROM+0.3+MILE+SOUTH+OF+THE+CARMEL+RIVER+TO+THE+PACIFIC+GROVE+INTERCHANGE+%28ROUTE+68%29%2C+POST+MILE+72.0+TO+75.1%2C+MONTEREY+COUNTY%2C+CALIFORNIA.&rft.title=HIGHWAY+IMPROVEMENT+PROJECT+FOR+STATE+ROUTE+1%2C+NEAR+CARMEL%2C+FROM+0.3+MILE+SOUTH+OF+THE+CARMEL+RIVER+TO+THE+PACIFIC+GROVE+INTERCHANGE+%28ROUTE+68%29%2C+POST+MILE+72.0+TO+75.1%2C+MONTEREY+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 3, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED ROUTE I-880 REPLACEMENT PROJECT FROM I-980 INTERCHANGE TO I-80/I-580/I-880 DISTRIBUTION STRUCTURE IN THE CITIES OF OAKLAND AND EMERYVILLE, ALAMEDA COUNTY, CALIFORNIA. AN - 36411163; 3366 AB - PURPOSE: Construction of a section of Interstate 880 (I-880) through Oakland, Alameda County, California is proposed. This section of freeway, known as the ""Cypress Structure,'' collapsed or was damaged during the October 17, 1989 Loma Prieta earthquake. Two build alternatives and a transportation systems management alternative were considered during the development of the preferred alternative. The preferred Railroad Corridor build alternative would consist of an eight-lane freeway, with two HOV lanes extending 2.1 miles from the I-880 /I-980 interchange to a point near West Grand Avenue where the alignment would split into two connectors. One connector would extend 1.4 miles to the Bay Bridge, while the other would extend 1.6 miles through the Distribution Structure to I-80 near Powell Street. Each of the connectors would consist of two lanes and one high-occupancy-vehicle (HOV) lane in each direction. A section of the westbound I-80 HOV lanes through the West Grand Avenue/I-80 interchange would also be constructed. This alternative would traverse a portion of the Southern Pacific Oakland Yard. The alignment would be at-grade between Cypress and 7th streets and cross under the Bay Area Rapid Transit System and over 7th Street, which would be depressed. A design option would provide for an elevated structure from the I-880/I-980 interchange to north of 7th Street. Beyond 7th Street, the profile would be elevated to the Distribution Structure and the Toll Plaza. Interchanges would be provided at Adeline Street/Middle Harbor Road, Union Street, 7th Street, West Grand Avenue, and MacArthur Boulevard. In addition, the project would include transportation system management improvements incorporated in the base network, supplemented by a limited freeway construction component consisting of six lanes complemented by two HOV lanes to accommodate basic corridor highway needs while encouraging transit mode shifts. The freeway improvements would be constructed within the Railroad Corridor alignment. POSITIVE IMPACTS: A link in the freeway system, eliminated during the earthquake, would be reestablished, connecting the East Bay with the San Francisco-Oakland Bay Bridge, I-80 to the north, and other interregional destinations. Access to the Port of Oakland, U.S. Army and Navy installations, the U.S. Postal Service Distribution Facility, and adjacent industries would improve. Severe congestion at the I-580/I-980 and I-80/I-580/I-880 (Distribution Structure) interchanges would be alleviated, and circulation problems on adjacent local streets would be eased. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of residences and businesses as well as three to four historic properties. Tidal wetlands associated with the San Francisco Bay would be affected. Soil types in the project area would be susceptible to liquefaction during seismic activity, which would also cause substantial ground shaking. Both rights-of-way would contain hazardous waste sites. Although the project would improve ambient air quality, federal standards would continue to be violated in the area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11990, 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 environmental impact statement, see 90-0430D, Volume 14, Number 6. JF - EPA number: 910362, 2 volumes and maps, October 3, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-05-F KW - Air Quality Standards Violations KW - Bridges KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Seismic Surveys KW - Traffic Analyses KW - Transportation KW - Wetlands KW - California KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36411163?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+ROUTE+I-880+REPLACEMENT+PROJECT+FROM+I-980+INTERCHANGE+TO+I-80%2FI-580%2FI-880+DISTRIBUTION+STRUCTURE+IN+THE+CITIES+OF+OAKLAND+AND+EMERYVILLE%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+ROUTE+I-880+REPLACEMENT+PROJECT+FROM+I-980+INTERCHANGE+TO+I-80%2FI-580%2FI-880+DISTRIBUTION+STRUCTURE+IN+THE+CITIES+OF+OAKLAND+AND+EMERYVILLE%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: October 3, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIVERSIDE PARKWAY/BOTHELL BYPASS, CITY OF BOTHELL, KING COUNTY, WASHINGTON. AN - 36410490; 3375 AB - PURPOSE: Improvement of State Route (SR) 522 within its existing rights-of-way between Interstate 405 (I-405) and Wayne Curve is proposed in Bothell, King County, Washington. The project would involve provision of curbs, sidewalks, and landscaping along the roadway and in the median areas where turning lanes are not necessary. The project would also involve enlargement of the SR 522/SR 527/Main Street intersection, widening of SR 527 north to N.E. 190th Street and modification of the east end of the project corridor by the realignment of lanes and adding a traffic signal to allow transition to I-405. POSITIVE IMPACTS: Traffic congestion in the central business district (CBD) of Bothell would be reduced significantly. As a result, the number of accidents in the district would be reduced, pedestrian activity would be encouraged, and the visual quality of the area would be improved. The economic revitalization of the CBD would be supported. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of one business (AA Rentals). The project would require parking areas from, and/or affect access to, six businesses, one of which is vacant, one school, and one vacant lot. Traffic congestion on SR 522 would have a negative impact on the Park at Bothell Landing due to the potential traffic diversion to N.E. 180th Street by motorists attempting to avoid congestion at the SR 522/SR 527/Main Street intersection. Visual and noise impacts would affect one historically significant site. 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 environmental impact statement, see 88-0182D, Volume 12, Number 5-6. JF - EPA number: 910360, 2 volumes and maps, October 3, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-1988-1-F KW - Central Business Districts KW - Energy Consumption Assessments KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Washington KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVERSIDE+PARKWAY%2FBOTHELL+BYPASS%2C+CITY+OF+BOTHELL%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=RIVERSIDE+PARKWAY%2FBOTHELL+BYPASS%2C+CITY+OF+BOTHELL%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: October 3, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 17 NEW BERN BYPASS FROM JONES-CRAVEN COUNTY LINE TO SR 1438 NEAR VANCEBORO, CRAVEN COUNTY, NORTH CAROLINA (STATE PROJECT NO. 6.179001T (R-2301)). AN - 36395318; 3372 AB - PURPOSE: Construction of a four-lane controlled-access freeway is proposed to provide a bypass around the western city limits of the city of New Bern in Craven County, North Carolina. The adjacent municipalities of River Bend, Trent Woods, and Bridgeton would also be bypassed. The proposed New Bern Bypass, which would extend 12 to 16 miles, would be designated as a portion of US 17, while the bypassed section of US 17 would be designated as US 17 Business. Each of the nine build alternatives would consist of a four-lane, divided freeway with interchanges at critical crossroads. Alternatives 1, 2, 4, and 5 would begin at the westernmost point on existing US 17 within the study area, southwest of New Bern, and proceed in a northeasterly direction forming the westernmost alternatives. Interchanges for these alternatives would be located at both termini with existing US 17, US 70, North Carolina (NC) 55, NC 43 (Alternatives 2 and 5 only), and State Route (SR) 1400. Alternatives 3 and 6 would begin at the same point as alternatives 1, 2, 4, and 5, but would take a more easterly course after crossing US 70. Interchanges would be provided at the US 17 termini, NC 55, and NC 43. Alternatives 7 and 8 would begin at the easternmost point on existing US 17, southwest of New Bern, proceed in a northeasterly direction to US 70, and turn northward, following a route similar to those of alternatives 1, 2, 4, and 5. Interchanges would be provided at US 17 termini, US 70, NC 55, NC 43, and SR 1400. Alternative 9 would begin near the initial termini of alternatives 7 and 8, but would take a more easterly route similar to the northern sections of alternatives 3 and 6. Interchanges would be provided at US 17 termini, US 70, US 55, and NC 43. POSITIVE IMPACTS: Regardless of the alternative chosen, the traffic capacity provided would meet the needs of projected traffic levels through the year 2010. Through traffic would be removed from local traffic in New Bern, River Bend, Trent Woods, and Bridgeton, enhancing long-distance travel and easing congestion on municipal streets. The bypass would implement a portion of the thoroughfare plan for the New Bern-Bridgeton-Trent Woods Area. NEGATIVE IMPACTS: A number of residential structures, including those housing minority families, would be displaced, and a church, cemetery, and one business could be displaced. The Tuscarora Game Land south of US 17 would be impacted by all alternatives, although impacts would have no effect on available deer hunting sites. One access site associated with the Neuse River would be removed by alternatives 1, 4, or 7. Access to bypassed communities would be restricted somewhat. A total of 28 archaeological sites are located within the corridors under consideration for construction, and 10 historic sites lie in close proximity to alternative corridors. Farmland would be impacted, and two permitted mining operations and at least one hazardous materials site could be encountered. Several alternatives would require relocation of 1,100 feet of Bear Branch, and three alternatives would encroach on a regulatory floodplain associated with Rocky Run Creek. A variety of wetland and upland habitats would be impacted. 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: 910359, 247 pages and maps, October 2, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-91-05-D KW - Archaeological Sites KW - Cemeteries KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Minorities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - North Carolina 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/36395318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+17+NEW+BERN+BYPASS+FROM+JONES-CRAVEN+COUNTY+LINE+TO+SR+1438+NEAR+VANCEBORO%2C+CRAVEN+COUNTY%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+6.179001T+%28R-2301%29%29.&rft.title=US+17+NEW+BERN+BYPASS+FROM+JONES-CRAVEN+COUNTY+LINE+TO+SR+1438+NEAR+VANCEBORO%2C+CRAVEN+COUNTY%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+6.179001T+%28R-2301%29%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: October 2, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TROTWOOD CONNECTOR/TURNER ROAD EXTENSION, MONTGOMERY COUNTY, OHIO. AN - 36394950; 3373 AB - PURPOSE: Construction of a new four-lane, limited-access, divided highway, to be known as the Trotwood Connector, and extension of Turner Road on the northwestern side of Dayton in Montgomery County, Ohio are proposed. The 5.29-mile facility would extend southward from State Route (SR) 49, at a point north of its intersection with Shiloh Springs Road, to a point on Third Street, approximately 1,000 feet east of Olive Road, where it would connect to the realignment of US 35. More specifically, the alignment would diverge from SR 49 to the south between Shiloh Springs Road and Olive Road, curve southeastward to avoid a residential subdivision and most of the Dry Run Stream corridor south of Shiloh Springs Road, continue directly south to pass between Devonshire and Norfolk avenues, and intersect with US 35. A structure would carry the roadway over the Penn Central Railroad, and intersections would be created at Free Pike, Wolf Creek Pike, Little Richmond Road, Hoover Avenue, and US 35. The facility would be at-grade, except for the structure over the railroad. The project would also include construction of a 1.7-mile extension of Turner Road from the existing Turner Road /Wolf Road intersection, across Salem Avenue and Denlinger Road, to an intersection with the Trotwood Connector. The estimated costs of the Trotwood Connector and the extension of Turner Road are $33.77 million and $5.4 million, respectively. POSITIVE IMPACTS: Construction of the new roadways would correct deficiencies in the existing regional transportation system. Congestion at peak hours on US 35 and SR 49 would be relieved. An additional north-south link between the most rapidly growing part of Trotwood and US 35 /West Third Street would be provided. Extension of Turner Road to SR 49 and the proposed Trotwood Connector would extend an area beltway into the west Dayton area, greatly facilitating crosstown traffic flow. NEGATIVE IMPACTS: Traffic on the new roadways would increase noise levels in residential areas, and federal noise standards would be violated at some receptors. Construction of the facilities would displace 24.6 acres of prime farmland and 10.1 acres of woodland, encroach on three streams a total of eight times and the shorelines of one small lake, and displace 16 businesses and 36 residences. Approximately 1,800 feet of the highway would traverse a floodplain, and the project would cross a federally designated sole-source aquifer. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 87-0320D, Volume 11, Number 8. JF - EPA number: 910358, 355 pages and maps, October 1, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-87-01-F KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Lakes KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife KW - Ohio KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394950?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TROTWOOD+CONNECTOR%2FTURNER+ROAD+EXTENSION%2C+MONTGOMERY+COUNTY%2C+OHIO.&rft.title=TROTWOOD+CONNECTOR%2FTURNER+ROAD+EXTENSION%2C+MONTGOMERY+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: October 1, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-695: BALTIMORE BELTWAY FROM I-70 TO MARYLAND ROUTE 170; MARYLAND 295: BALTIMORE-WASHINGTON EXPRESSWAY FROM MARYLAND ROUTE 46/I-95 TO THE BALTIMORE CITY LINE, ANNE ARUNDEL AND BALTIMORE COUNTIES, MARYLAND. AN - 36402809; 3266 AB - PURPOSE: Widening 9.0 miles of the Baltimore Beltway (Interstate 695 (I-695)) and 4.1 miles of the Baltimore-Washington Expressway (Maryland (MD) Route 295) in Anne Arundel and Baltimore counties, Maryland is proposed. The project would also involve modification of three existing interchanges along the affected corridors. Study area roadways include portions of I-695, MD Route 295, I-95, and I-895 (the Harbor Tunnel Thruway). The Baltimore Beltway provides a circumferential route around the city of Baltimore and a connection to major radial routes such as MD Routes 2 and 3. Existing I-695 consists of three lanes northbound and three lanes southbound, with a fourth northbound lane between I-95 and US 40. MD Route 295 provides two lanes in each direction; the study portion links the Baltimore-Washington International Airport with the city of Baltimore. The construction alternative would involve the addition of one travel lane and a shoulder in each direction to the outside of existing I-695 and in the median of MD Route 295. Bridge widening and/or reconstruction and the provision of retaining walls to minimize rights-of-way acquisitions would be required. Ramp adjustments would be required at each interchange along I-695 to tie into the additional mainline lane. Major reconfiguration of the existing interchanges would not be undertaken. The interchange alterations would include modification of ramps within the I-695 interchanges at I-70, Hollins Ferry Road, and MD Route 295. Noise control structures would be installed in several areas along the widened routes. The base cost of the project, not including any additional costs for interchange expansion options, is estimated at $256.2 million. POSITIVE IMPACTS: Significant predicted increases in traffic volumes along I-695 and MD Route 295 would be accommodated, and traffic operations and safety within these transportation corridors would be enhanced significantly. Accident rates and costs associated with accidents along the corridors would decline. NEGATIVE IMPACTS: Rights-of-way requirements would result in the acquisition of property from at least 10 private owners and would require displacement of one home. Traffic-generated noise would violate federal noise standards at 25 receptors along the corridors even though noise barriers are constructed. A very small portion of tidal wetland (0.065 acre), would be impacted, and 0.13 acre of recreational land associated with the Maiden Choice Center School 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, 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). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0173D, Volume 12, Number 5-6. JF - EPA number: 910345, 511 pages and maps, September 23, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-88-03-F KW - Bridges KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-695%3A+BALTIMORE+BELTWAY+FROM+I-70+TO+MARYLAND+ROUTE+170%3B+MARYLAND+295%3A+BALTIMORE-WASHINGTON+EXPRESSWAY+FROM+MARYLAND+ROUTE+46%2FI-95+TO+THE+BALTIMORE+CITY+LINE%2C+ANNE+ARUNDEL+AND+BALTIMORE+COUNTIES%2C+MARYLAND.&rft.title=I-695%3A+BALTIMORE+BELTWAY+FROM+I-70+TO+MARYLAND+ROUTE+170%3B+MARYLAND+295%3A+BALTIMORE-WASHINGTON+EXPRESSWAY+FROM+MARYLAND+ROUTE+46%2FI-95+TO+THE+BALTIMORE+CITY+LINE%2C+ANNE+ARUNDEL+AND+BALTIMORE+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 - Final. Preparation date: September 23, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF GEORGE AIR FORCE BASE, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 36407357; 3218 AB - PURPOSE: Disposal and reuse of George Air Force Base (AFB) in San Bernardino County, California are proposed. George AFB is situated in the Mojave Desert in the southwestern portion of the county. The base is bordered by the cities of Adelanto to the west and southwest and Victorville to the southeast. On January 5, 1989, the Secretary of Defense announced the closure of George AFB. Previous environmental documentation culminated in the filing of a final environmental impact statement on the closure in May 1990. Under the proposed reuse plan, George AFB would be redeveloped as a civilian commercial and general aviation airport. The proposal would require the acquisition of 2,352 acres of off-base property, 2,217 acres of which would be added to the existing airfield for incorporation into the airport development area. Nonaviation land uses proposed for the property within the existing base boundary would include commercial, industrial, and recreation/vacant land. The airfield would encompass 1,575 acres on the base and include runways, taxiways, runway protection zones, terminal facilities, a control tower, fire station, and terminal parking. Approximately 746 acres within the base boundaries would be designated for reuse as support areas for the airport and government agency support areas. A total of 612 acres would be designated for development of an office /business park, and 1,766 acres of on-base property would be designated for use as an industrial/business park. The recreation /vacant land use zone would cover a total of 297 acres; the existing 77-acre golf course would be a subset of this land use category. Ground transportation facilities would be modified in accordance with redevelopment needs. POSITIVE IMPACTS: Redevelopment activities would generate approximately 51,100 jobs in the region, including approximately 25,400 direct and 25,700 indirect jobs, by the year 2013. The redevelopment project would provide increased income and earnings and generally improve related economic indicators. NEGATIVE IMPACTS: Due to an expected population increase of 26,600 by the year 2013, additional stress would be placed on local service infrastructures and raise the demand for potable water, solid waste disposal, wastewater treatment, electricity, and natural gas. Acquisition of 2,352 acres of primarily private land would be required, displacing one residence. Redevelopment land use plans could result in minor conflicts with local zoning ordinances. Incompatibilities between existing residential and proposed commercial and industrial land uses west of the airfield would also result. Contaminants at the existing AFB site could impede development, and types and quantities of hazardous materials and wastes generated would increase following redevelopment of the site. Organization of the management of wastes would be decentralized, reducing the efficiency with which wastes are handled. Groundwater overdrafts would increase by four to five percent. Air pollutant emissions could result in further violations of air quality standards pertinent to nitrogen dioxides, reactive organic gases, and particulates. Noise levels, particularly those associated with aircraft operations, would increase. Surface traffic noise levels would expose 39 residences to levels of 68 decibels or greater. Developments would result in the loss of 2,641 acres of habitat, including 1.32 acres of wetlands and 1,333 acres of known or suitable desert tortoise habitat. By significantly increasing trips originating from the site, the proposed developments would decrease traffic service levels in the area significantly. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526), Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.), and Surplus Property Act of 1944. JF - EPA number: 910340, 571 pages, September 20, 1991 PY - 1991 KW - Defense Programs KW - Air Quality Standards Violations KW - Aircraft Noise KW - Airports KW - Employment KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Impact Assessment Methodology KW - Industrial Parks KW - Military Facilities (Air Force) KW - Noise Assessments KW - Recreation Facilities KW - Terminal Facilities KW - Transportation KW - Waste Disposal KW - Water (Potable) KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - George Air Force Base, California KW - Base Closure and Realignment Act of 1988, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance KW - Surplus Property Act of 1944, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+GEORGE+AIR+FORCE+BASE%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=DISPOSAL+AND+REUSE+OF+GEORGE+AIR+FORCE+BASE%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Programs and Environmental Division, Norton Air Force Base, California; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 20, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 264 BYPASS OF WILSON, WILSON COUNTY, NORTH CAROLINA. AN - 36394221; 3271 AB - PURPOSE: Construction of a bypass of Wilson, North Carolina is proposed. The project, which would be located entirely in Wilson County, would form a link between the US 264 freeway west of Wilson and the US 264 freeway east of Wilson at Greenville. The 13.05-mile facility would feature four travel lanes, providing two 24-foot pavements in each direction separated by a 60-foot median. Outside shoulders would be 12 feet wide, with 2 feet being paved. The highway would require a 300-foot rights-of-way. The recommended alignment would leave the existing US 264 Freeway near State Route (SR) 1001, cross Interstate 95 (I-95) and North Carolina (NC) 42, pass to the south of the Wiggins Mill Reservoir, cross US 301 and US 117, and tie into the proposed Wilson-to-Greenville freeway at NC 58. Interchanges would be provided at the western terminus of the project, I-95, NC 42, SR 1163 (Downing Street), US 301, SR 1606 (Old Black Creek Road), and NC 58. Grade separation structures would be provided at SR 1136 (Old Raleigh Road), SR 1162 (Hornes Bridge Road), SR 1103 (Old Smithfield Road), and SR 1602 (Old Stantonsburg Road). Three CSX and one Carolina & Northwestern railroad crossings would be provided. The design speed for the freeway would be 70 miles per hour (mph), but the posted speed limit would be 55 mph. Average daily traffic on the bypass would range from 8,000 to 10,800 vehicles per day in 1990 and from 14,500 to 19,300 vehicles per day in the year 2010. The estimated cost of the project is $98.3 million, including $20.6 million for rights-of-way acquisition. POSITIVE IMPACTS: Provision of the bypass would relieve traffic congestion on existing US 264 through Wilson and allow for rapid long-distance travel. A missing link in the transportation system would be remedied with the creation of a connection between Zebulon and Greenville. Once the project is completed, US 264 would be a continuous freeway from the east coast to the central portion of the state. Planned growth along the corridor would be accommodated, and an inadequate stretch of highway would be replaced with a safer, more efficient facility. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 18 residences and 5 businesses. The alignment would cross the floodplain of Sheppards Branch-Contentnea Creek and the Contentnea Creek-Hominy Swamp. Floodplain crossings at Sheppards Branch and Contentnea Creek would be at angles near 90 degrees, resulting in minimal involvement, but floodplain involvement associated with the Contentnea Creek-Hominy Swamp crossing would be more extensive. The project would displace 166.2 acres of wetlands and 325 acres of prime farmlands. Noise levels would increase within the project corridor. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 81-0520D, Volume 5, Number 7. JF - EPA number: 910332, 197 pages and maps, September 16, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-81-03-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - North Carolina KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394221?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+264+BYPASS+OF+WILSON%2C+WILSON+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+264+BYPASS+OF+WILSON%2C+WILSON+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: September 16, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WASHINGTON REGIONAL RAPID RAIL TRANSIT SYSTEM, GREEN LINE E ROUTE MID-CITY SEGMENT (SECTIONS E-2C, E-3, E-4), WASHINGTON, D.C. (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1975). AN - 36411840; 3261 AB - PURPOSE: Construction and operation of the Mid-City portion of the Green Line as a portion of the Metropolitan Washington Regional Rapid Rail Transit System (Metrorail) in the District of Columbia is proposed. This document supplements the final environmental impact statement (EIS) of August 1975 on construction and operation of the entire Metrorail system. The overall Metrorail system was originally designed to have 11 routes (lines), ranging in length from 3.2 miles to 15.5 miles, and was to include lines in Northern Virginia and Maryland as well as the District of Columbia. The system, as originally designed, was to have extended a total of 97.2 miles. Since its inception, system design has expanded to 103 miles, of which 89.5 miles are either operational, under construction, or funded for construction. The Mid-City portion of the Green Line would extend from approximately 100 feet south of V Street, NW (north of the U Street/Cardozo Station) to Fort Totten Drive, NE (west of Fort Totten Station and Fort Totten Park). The line segment would be a double-tube subway constructed primarily in earth tunnel at various depths below grade. The alignment would proceed beneath 14th Street, NW, from the study limit south of V Street, north to a Columbia Heights Station located in the vicinity of Harvard Street and Columbia Road. Outbound from the Columbia Heights Station, the alignment would split into separate outbound and inbound tunnels, which would curve northeast to line up with Park Road and Monroe Street, respectively. The two tunnels would converge to line up beneath New Hampshire Avenue, which alignment would follow northeast to Buchanan Street. At Buchanan Street, the alignment would curve eastward beneath the Rock Creek Church Yard and Cemetery and continue to the study limit at Fort Totten Road. Stations, cross-overs, and most auxiliary facilities would be constructed using cut-and-cover. Two underground stations would be provided, one at Columbia Heights under 14th Street and one under Georgia Avenue in Petworth. Parking and other surface facilities would also be constructed. The Mid-City section of the Green Line is currently under construction and scheduled to begin operation in late 1993. It is estimated that construction of the remainder of the Green Line would take place in the late 1990s, with the first year of operation beyond the U Street-to-Fort Totten Station segment scheduled for late 1998. POSITIVE IMPACTS: The Mid-City Green Line would constitute a key component of the Metrorail system. It would connect the Green Line segment in Prince Georges County, Maryland (scheduled to go into operation in late 1993) with the downtown segment of the Green Line. This connection would provide residents of north-central Washington with better access to employment and cultural centers both in downtown Washington and in Prince Georges County. Moreover, residents of Prince Georges County would be able to use the Green Line to travel to downtown Washington. Operation of the Mid-City segment would also result in secondary social and economic benefits for residents of north-central Washington; these benefits would include increased potential for the economic revitalization of the older urban commercial areas surrounding the proposed Metrorail stations. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 93 residences, 25 businesses, and 3 public and 4 private institutions. Some utility relocations would be required. The Petworth Station facilities would constitute a visual encroachment into the cityscape. Four historic structures would be demolished. Operations could result in noise and vibrational impacts that would slightly exceed accepted criteria at a group of six residences adjacent to the cross-over south of the Petworth Station. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Capital Transportation Act Amendments (P.L. 101-551), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 75-5304F, EIS Cumulative 1970-1976, Volume I. JF - EPA number: 910330, 286 pages and maps, September 13, 1991 PY - 1991 KW - Roads and Railroads KW - Demolition KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Transportation KW - Visual Resources KW - District of Columbia KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites KW - National Capital Transportation Act Amendments, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411840?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WASHINGTON+REGIONAL+RAPID+RAIL+TRANSIT+SYSTEM%2C+GREEN+LINE+E+ROUTE+MID-CITY+SEGMENT+%28SECTIONS+E-2C%2C+E-3%2C+E-4%29%2C+WASHINGTON%2C+D.C.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1975%29.&rft.title=WASHINGTON+REGIONAL+RAPID+RAIL+TRANSIT+SYSTEM%2C+GREEN+LINE+E+ROUTE+MID-CITY+SEGMENT+%28SECTIONS+E-2C%2C+E-3%2C+E-4%29%2C+WASHINGTON%2C+D.C.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1975%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 322 (US ROUTE 51) FROM SOUTH OF PANA TO ELWIN, SOUTH OF DECATUR, CHRISTIAN, SHELBY, AND MACON COUNTIES, ILLINOIS. AN - 36405419; 3265 AB - PURPOSE: Construction of a four-lane, partially access-controlled, divided highway within the US 51 corridor in Christian, Shelby, and Macon counties, Illinois is proposed. The 32-mile highway would extend from US 51 south of Pana to Federal Aid Primary (FAP) Route 322 near Elwin and would include the communities of Pana, Assumption, Moweaqua, Macon, and Elwin. The project would consist of upgrading the existing two-lane highway to a four-lane facility. In addition to the No Action Alternative, thru-town, eastern, and western alignments were considered; however, only alignments that skirt closely the eastern boundaries of the communities involved have been retained for detailed evaluation. The exception would be in the vicinity of Macon, where a far eastern alignment continues to receive detailed consideration. The estimated cost of the project is approximately $195.5 million. POSITIVE IMPACTS: The availability of the highway would promote economic development along the US 51 corridor south of Decatur, correct operational deficiencies in the existing US 51 facility, provide a safer transportation corridor, and provide better system continuity with existing regional interstates. Using alignments that would closely skirt the boundaries of the communities involved would enhance economic stimulation of affected communities, require less rights-of-way than other alternative alignments, and minimize disruption to farming operations. NEGATIVE IMPACTS: Rights-of-way requirements of 739 to 754 acres would result in the displacement of 12 residences, 9 businesses, and 3 farmhouses and 30 to 31 other farm structures. In addition, the project would displace 11 to 12 acres of wetlands, 3 acres of upland forests, 1 acre of pastures/hayfields, 2 acres of native grasslands, 1 acre of shrublands, and 5 acres of urban lands. From 710 to 724 acres of farmlands, associated with 126 farms, would be affected. The highway would traverse three floodplains and sever land associated with 64 to 66 farms. From 21 to 25 agricultural parcels, containing 97 to 114 acres, would be landlocked. Land losses would reduce annual farm production values and property tax revenues by $175,000 to $178,000 and $20,100 to $20,500, respectively. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 910327, 2 volumes and maps, September 12, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-91-02-D KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Wetlands KW - Illinois KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36405419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+322+%28US+ROUTE+51%29+FROM+SOUTH+OF+PANA+TO+ELWIN%2C+SOUTH+OF+DECATUR%2C+CHRISTIAN%2C+SHELBY%2C+AND+MACON+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+322+%28US+ROUTE+51%29+FROM+SOUTH+OF+PANA+TO+ELWIN%2C+SOUTH+OF+DECATUR%2C+CHRISTIAN%2C+SHELBY%2C+AND+MACON+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: September 12, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW RIVER PARKWAY, HINTON TO INTERSTATE 64, RALEIGH AND SUMMERS COUNTIES, WEST VIRGINIA. AN - 36402865; 3282 AB - PURPOSE: Construction of the New River Parkway from Hinton to Interstate 64 (I-64) in Raleigh and Summers counties, West Virginia is proposed. The parkway would be a two-lane facility extending north from the intersection of Raleigh County Route 26 and West Virginia (WV) 20 near Hinton to I-64 where it crosses the New River at the Raleigh-Summers County line. The parkway would parallel the New River for approximately 10 miles. Alternative alignments are located within the boundaries of the New River Gorge National River corridor. The design of the parkway would provide a park-like driving experience through scenic natural landscapes. The facility would be a combination of new alignment and grade and salvage of existing road where appropriate. Some 80 alterative segments have been examined to some extent. Along with the establishment of the New River Gorge National River, the National Park Service has produced four plans to guide the management and development of the river corridor over the next 10 to 15 years. The highway would constitute a part of the development design. POSITIVE IMPACTS: Access to the New River would increase, enhancing visitation for fishing, hunting, and sightseeing. Long-term planning for management and development of the corridor would be eased, and economic indicators associated with recreational resources would improve substantially in contiguous areas. NEGATIVE IMPACTS: Rights-of-way development would result in some residential relocations; loss of farmlands, recreational facilities and lands, and some historic and archaeologic sites would also be affected. Small portions of wetlands would be impacted, and unstable soils could 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910328, 339 pages and maps, September 12, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-91-01-D KW - Archaeological Sites KW - Erosion KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Wetlands KW - West Virginia 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, 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/36402865?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+RIVER+PARKWAY%2C+HINTON+TO+INTERSTATE+64%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA.&rft.title=NEW+RIVER+PARKWAY%2C+HINTON+TO+INTERSTATE+64%2C+RALEIGH+AND+SUMMERS+COUNTIES%2C+WEST+VIRGINIA.&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: September 12, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED SMITH CREEK PARKWAY AND DOWNTOWN SPUR, WILMINGTON, NEW HANOVER COUNTY, NORTH CAROLINA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1980). AN - 36394163; 3269 AB - PURPOSE: This final supplemental environmental impact statement (EIS) updates and supplements the final EIS of September 1980 for the construction of the Smith Creek Parkway and Downtown Spur within the city of Wilmington and adjacent unincorporated areas of New Hanover County, North Carolina. The 1980 final EIS called for construction of a six-mile, four-lane parkway east of Wilmington that would extend from NC 133 at the Northeast Cape Fear River to US 74 east of the city and a two-mile Downtown Spur that would extend from US 117 (Castle Hayne Road) at Smith Creek to 3rd Street in downtown Wilmington. The parkway would cross two sets of railroad tracks on grade separation structures and Burnt Mill Creek on a bridge structure. Access to the parkway would be provided at two interchanges. The parkway would have a design speed of 60 miles per hour (mph), while the spur would have a design speed of 45 mph. This supplemental EIS considers the preferred alignment identified in the final EIS and several locally divergent alternative alignments at selected locations. These alternative alignments were developed in response to adjacent developments occurring after 1980 and newly discovered existing conditions. The preferred alternative includes alignment sections for segments extending from the beginning of the project at the Cape Fear River to McRae Street, from Kornegay Avenue to NC 132, and from US 17 to US 74. An alternative alignment would be used from McRae Street to King Street and from 3rd Street to NC 133 north of Smith Creek to minimize conflicts with a local landfill. Two other alignment alternatives would be used for the segments between King Street and Kornegay Avenue and between NC 132 and US 17. Issues considered in this EIS include the effects of local completion of Interstate 40 (I-40); discovery of two abandoned landfills on the 1980 preferred alignment between McRae Street and Burnt Mill Creek; discovery of hazardous materials on the site of the abandoned Caro-Knit Textile Plant in the northwest quadrant of the intersection of 23rd Street and Smith Creek Boulevard; additional wetland involvement; alteration of the alignment in the north terminus of the Downtown Spur to include a new bridge crossing of Smith Creek; development of DEG Studios (now Carolco Studios) in the southwest quadrant of the intersection of 23rd Street and Smith Creek Boulevard; construction of the Dorothy B. Johnson Elementary School east of McRae Street; expansion of the Corning Glassworks Plant east of College Road (NC 132) to include the production of fiber optics cable; expansion of residential development east of Kerr Avenue, particularly within the Crestview Estates Subdivision east of College Road; and growth of Port Wilmington and the increasing importance of transportation access to the port facility. The estimated cost of the project under the preferred alternative is $84.68 million. POSITIVE IMPACTS: Parkway and spur construction would implement a portion of the Wilmington Thoroughfare Plan under consideration since 1972. East-west access between downtown Wilmington and the rapidly developing eastern suburbs and coastal resort areas in adjacent New Hanover County would be improved substantially. The segment of I-40 extending to the Wilmington area would be complemented. NEGATIVE IMPACTS: Rights-of-way requirements would displace acres of land not committed to other uses and 44 residences. The project would detract from community cohesion in the Brooklyn neighborhood and would result in noise and vibration impacts. The highway facility would displace upland and wetland habitat, as well as floodplain storage capacity. Certain aesthetic, cultural, and social values within the corridor would be affected. The facility could encroach on land affected by a hazardous waste facility. Substantial quantities of structural steel, asphalt, concrete, fill, and other construction materials would be committed to 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). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements (EISs) and the draft supplement to the final EIS, see 77-0597D, Volume 1, Number 6; 80-1041F, Volume 4, Number 12; and 90-0188D, Volume 14, Number 3, respectively. JF - EPA number: 910322, 337 pages and maps, September 9, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-77-03-FS KW - Biologic Assessments KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Floodplains KW - Harbors KW - Hazardous Wastes KW - Health Hazards KW - Highways KW - Landfills KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Schools KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394163?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+SMITH+CREEK+PARKWAY+AND+DOWNTOWN+SPUR%2C+WILMINGTON%2C+NEW+HANOVER+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1980%29.&rft.title=PROPOSED+SMITH+CREEK+PARKWAY+AND+DOWNTOWN+SPUR%2C+WILMINGTON%2C+NEW+HANOVER+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1980%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: September 9, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH OAK CLIFF CORRIDOR, DALLAS COUNTY, TEXAS. AN - 36394265; 3275 AB - PURPOSE: Implementation of the second of five stages of a rapid rail transit project in the South Oak Cliff corridor of Dallas County, Texas is proposed. The project would involve improvements to the transit system in the Dallas Texas Urbanized Area between South Oak Cliff communities and the Dallas Central Business District (CBD). The locally preferred alternative is a 9.6-mile light rail transit (LRT) line between the above-mentioned termini. More specifically, the line would extend from Ledbetter Drive through the CBD. The LRT would include a median running operation on Lancaster Road, a new bridge over the Trinity River, and a transitway mall along Pacific Avenue and Bryan Street in the CBD. The bus operating plan for the preferred alternative would be based on a preexisting Bus /Transportation Systems Management Alternative, with restructuring to feed the LRT line. Associated traffic improvement projects, an extensive feeder bus network, and a series of LRT stations would be included in the overall scheme. The estimated cost of the preferred alternative, in 1989 dollars, is $2.0 billion. Annual operation and maintenance costs are estimated at $133.0 million, in 1989 dollars. POSITIVE IMPACTS: The rapid transit system would provide a dependable, fast, and convenient transit system with direct access to employment opportunities in the Dallas area. The low- to moderate-income residents of the South Oak Cliff Corridor would be provided with an economical means of reaching work opportunities in the metropolitan area. Congestion on the primary roadways leading across the Trinity River from the corridor to the Dallas central business district would be significantly reduced. NEGATIVE IMPACTS: LRT rights-of-way development would require residential displacements so extensive as to be incompatible with the character of adjacent communities. The project would require 123 residential and commercial displacements. A total of 12 preexisting hazardous waste sites would have to be acquired and addressed. Eight noise-sensitive and six vibration-sensitive receptors would experience increases in noise and vibration. The Trinity Park (City of Dallas Greenbelt) and Trinity River State Park, would be directly affected by the LRT system. Three historic structures and the Harwood Street and West End Historic districts could be affected, and a number of archaeological sites could be damaged. LRT alternatives would also involve construction of piers for a new structure across the Trinity River floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 90-0337D, Volume 14, Number 5. JF - EPA number: 910321, 2 volumes and maps, September 6, 1991 PY - 1991 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Floodplains KW - Harbor Structures KW - Hazardous Wastes KW - Historic Sites KW - Motor Vehicles KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks 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 KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+OAK+CLIFF+CORRIDOR%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTH+OAK+CLIFF+CORRIDOR%2C+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 6, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREENSBORO WESTERN URBAN LOOP, FROM LAWNDALE DRIVE NEAR COTTAGE PLACE TO I-85 SOUTH NEAR HOLDEN ROAD, APPROXIMATELY 14 MILES, IN GUILFORD COUNTY, NORTH CAROLINA (STATE PROJECT NO. 6.498001T). AN - 36411869; 3267 AB - PURPOSE: Construction of a freeway on new location is proposed in Guilford County, North Carolina to provide a bypass of Greensboro. The new four- to eight-lane facility, to be known as the Greensboro Western Urban Loop, would extend, within a minimum right-of-way of 300 feet, from Interstate 85 (I-85) to Lawndale Drive (State Route (SR) 2303), a distance of approximately 14 miles. Lawndale Drive is the northern terminus of the proposed Greensboro Eastern/Northern Urban Loop. Access to the facility would be controlled via interchanges and grade separation structures. Three freeway construction alternatives have been analyzed in detail. The 11.4-mile Eastern Alternative would follow the 1989 Greensboro Urban Area Thoroughfare Plan alignment, crossing I-40 between Wendover Avenue (SR 1541) and NC 6 (Patterson Street) and extending northward to West Market Street (US 421) and Friendly Avenue (SR 2147). From Friendly Avenue, the Eastern Alternative would generally parallel Jefferson Road and New Garden Road. The Eastern Alternative would join the Western and Middle alternatives west of US 220 (Battleground Avenue) and extend to Lawndale Drive. The 13.6-mile Middle Alternative would begin at Campground Road, cross I-40 near Guilford College Road, cross West market Street near Swing Road, cross Friendly Avenue near Meadowcreek Lane, and join the Western Alternative just south of Fleming Road. The Western and Middle alternatives would be coterminus from Fleming Road to Lawndale Drive. The 14.5-mile Western Alternative would begin at Campground Road and I-85, extend northwest to cross I-40 near Chimney Rock Road, cross West Market Street and Friendly Avenue near Stagecoach Trail, continue north to Fleming Road, and turn east to cross Lawndale Drive just north of Cottage Place. Three crossovers that shift between the alternative alignments at key locations have also been studied. These crossovers would enable portions of different alternative alignments to be combined. Estimated costs of the Eastern, Middle, and Western alternatives are $195.5 million, $191.3 million, and $178.7 million, respectively. POSITIVE IMPACTS: Traffic needs in the Greensboro area would be met and the goals of the 1989 Greensboro Urban Area Thoroughfare Plan would be fulfilled so far as the affected corridors are concerned. Existing and planned thoroughfares would be connected, and the project would constitute a portion of a full urban loop, helping to remove long-distance traffic from local facilities. NEGATIVE IMPACTS: Rights-of-way developments would result in the displacement of hundreds of residences, including minority residences. In addition, rights-of-way developments would result in the loss of significant areas of field, forest, and urban land as well as some open water. Up to 81.3 acres of floodplains would be affected, and some 23 streams would be crossed. Numerous sensitive receptors would be exposed to noise levels in excess of federal standards. Two sites eligible for inclusion on the National Register of Historic Places would be affected, and the highway could traverse a number of 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: 910318, 324 pages and maps, September 5, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-91-01-D KW - Biologic Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - North Carolina 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREENSBORO+WESTERN+URBAN+LOOP%2C+FROM+LAWNDALE+DRIVE+NEAR+COTTAGE+PLACE+TO+I-85+SOUTH+NEAR+HOLDEN+ROAD%2C+APPROXIMATELY+14+MILES%2C+IN+GUILFORD+COUNTY%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+6.498001T%29.&rft.title=GREENSBORO+WESTERN+URBAN+LOOP%2C+FROM+LAWNDALE+DRIVE+NEAR+COTTAGE+PLACE+TO+I-85+SOUTH+NEAR+HOLDEN+ROAD%2C+APPROXIMATELY+14+MILES%2C+IN+GUILFORD+COUNTY%2C+NORTH+CAROLINA+%28STATE+PROJECT+NO.+6.498001T%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: September 5, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED CONSTRUCTION OF US 220 TO A FOUR-LANE DIVIDED FACILITY ON NEW LOCATION THAT EXTENDS APPROXIMATELY 15.3 MILES FROM EMERY TO SOUTH OF ELLERBE IN MONTGOMERY AND RICHMOND COUNTIES, NORTH CAROLINA (FEDERAL AID PROJECT F-45-1(42)). AN - 36407271; 3270 AB - PURPOSE: Construction of a US 220 bypass is proposed in Montgomery and Richmond counties, North Carolina. The study corridor extends from a point approximately 15.3 miles from Emery to south of Ellerbe. US 220 is located approximately 60 miles east of and generally parallel to Interstate 77 (I-77) and provides connections to I-40/I-85, US 64, and US 74, which are all east-west routes through the Piedmont and Coastal Plain regions of North Carolina. The new highway would be a four-lane divided roadway, with full control of access within a minimum right-of-way of 350 feet. Extra right-of-way width would be necessary in areas where deep cuts or fill are required, as well as in interchange zones. The design speed would be 70 miles per hour. The highway would bypass the towns of Ellerbe and Norman. Under consideration are two eastern, one western, and one middle alignments. Five to six interchanges would control access to the facility. The estimated cost of the project ranges from $56.6 million to $67.7 million, depending on the alignment chosen. Benefit-cost ratio estimates range from 1.07 to 1.1. POSITIVE IMPACTS: Highway construction would improve a major traffic route connecting the Greensboro, Winston-Salem, High Point Triad urban areas with the coastal areas of North and South Carolina. The facility directly serves a corridor that extends from Roanoke, Virginia and traverses North Carolina to its border with South Carolina. It provides a vital transportation link between the communities in and along the corridor, as well as access to other routes serving the entire southeastern seaboard. Through traffic would be removed from local roads within Ellerbe and Norman. NEGATIVE IMPACTS: Depending on the alignment chosen, 737 to 792 acres of rights-of-way would be developed, resulting in the dislocation of 10 to 31 residences, 1 to 2 businesses, and perhaps 1 cemetery. Other land use displacements would affect 202 to 354 acres of managed timberland, 155 to 255 acres of other forested land, 165 to 395 acres of farmlands, 7 to 24 acres of currently disturbed lands, and up to 2 acres of open water. Three to four archaeological sites would be affected. From 31 to 36 drainageways would be crossed, impacting 21.3 to 24.2 acres of wetlands. Noise standards would be violated at 7 to 17 residences. Two alternatives would cross potentially hazardous waste sites. The bypass would decrease business related to through traffic on existing US 220 through Norman and Ellerbe. 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: 910317, 243 pages and maps, September 5, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-91-02-D KW - Archaeological Sites KW - Farmlands KW - Fisheries Surveys KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Socioeconomic Assessments KW - Wetlands KW - Wildlife KW - North Carolina KW - Federal Water Pollution Control Act 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/36407271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+CONSTRUCTION+OF+US+220+TO+A+FOUR-LANE+DIVIDED+FACILITY+ON+NEW+LOCATION+THAT+EXTENDS+APPROXIMATELY+15.3+MILES+FROM+EMERY+TO+SOUTH+OF+ELLERBE+IN+MONTGOMERY+AND+RICHMOND+COUNTIES%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+F-45-1%2842%29%29.&rft.title=PROPOSED+CONSTRUCTION+OF+US+220+TO+A+FOUR-LANE+DIVIDED+FACILITY+ON+NEW+LOCATION+THAT+EXTENDS+APPROXIMATELY+15.3+MILES+FROM+EMERY+TO+SOUTH+OF+ELLERBE+IN+MONTGOMERY+AND+RICHMOND+COUNTIES%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+F-45-1%2842%29%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: September 5, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TAMPA SOUTH CROSSTOWN EXPRESSWAY EXTENSION, HILLSBOROUGH COUNTY, FLORIDA. AN - 36407252; 3263 AB - PURPOSE: Improvements to the Tampa South Crosstown Expressway (State Road (SR) 618, consisting of a four-lane, limited-access facility, are proposed in the Brandon unincorporated area of Hillsborough County, Florida. The eight-mile facility, which would be constructed on new and/or existing roadway alignment, would extend from the current terminus at Interstate 75 to SR 60 east of Brandon. Construction alternatives under consideration include at-grade, grade-separated, elevated, and depressed expressway sections. The seven alignments retained for detailed study all lie in the northern portion of the study corridor. All alternatives would provide a flexible pavement and base with asphalt-wearing surface. Bridges would have concrete substructures, superstructures, and decks. Concrete retaining walls would be provided at approaches to grade separation structures and for all depressed section retaining walls. Access would be controlled via three to four interchanges and 13 to 14 grade separation structures. Rights-of-way provisions would be made for future expansion of the highway to six lanes. Estimated construction and rights-of-way acquisition costs range from $151.0 million to $227.0 million and from $113.0 million to $195.0 million, respectively. POSITIVE IMPACTS: Expressway development would provide a limited-access route to serve as an alternative to arterial roadways in eastern Hillsborough County, separating local and through traffic and easing congestion on local routes. Regional air quality would be improved by the more efficient use of automobiles. Evacuation efforts during emergencies would be expedited. The expressway was identified as a needed improvement on the Tampa Urban Area Metropolitan Planning Organization 2010 Long Range Transportation Plan. NEGATIVE IMPACTS: Depending on the alternative chosen, rights-of-way developments affecting 265 to 400 acres would result in the displacement of 4 to 91 businesses, 7 to 68 residences, and up to 6 public or institutional facilities. Noise impacts would affect numerous sensitive receptors. Wetlands and floodplain areas would be traversed by each alternative alignment. Wetlands to be encountered, which total 14.5 to 32.5 acres depending on the alternative considered, would range from roadside ditches and drainage ponds to isolated cypress heads. Some archaeological and historic impacts could be expected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 910319, 203 pages and maps, September 5, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-91-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands 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/36407252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAMPA+SOUTH+CROSSTOWN+EXPRESSWAY+EXTENSION%2C+HILLSBOROUGH+COUNTY%2C+FLORIDA.&rft.title=TAMPA+SOUTH+CROSSTOWN+EXPRESSWAY+EXTENSION%2C+HILLSBOROUGH+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 5, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WOODROW WILSON BRIDGE IMPROVEMENT STUDY, INTERSTATE 95 FROM TELEGRAPH ROAD TO MARYLAND ROUTE 210, CITY OF ALEXANDRIA AND FAIRFAX COUNTY, VIRGINIA, PRINCE GEORGES COUNTY, MARYLAND, AND THE DISTRICT OF COLUMBIA. AN - 36411951; 3279 AB - PURPOSE: Improvement of the Woodrow Wilson bridge crossing the Potomac River is proposed, a project that would affect the District of Columbia, Virginia, and Maryland. In addition to being the major north-south corridor from Florida to Maine, in the Washington, D.C. area, the Interstate 95 (I-95) corridor serves as the eastern half of the Capital Beltway. The existing bridge is 90 feet wide and approximately 5,900 feet long. It has a 222-foot drawspan, with a 50-foot vertical clearance over the river's navigation channel in the closed portion. Maryland maintains the bridge, Virginia furnishes all the electric power and water service, and the District of Columbia operates the drawspan and maintains the machinery. The bridge was designed to carry 75,000 vehicles per day. The intense land development and increased travel demand in the Washington metropolitan area since the bridge opened has resulted in current daily traffic counts averaging 160,000 vehicles. The study corridor for the currently proposed project extends from Telegraph Road in Virginia to Route 210 (Indian Head Highway) in Maryland. Six build alternatives are under consideration. Two Existing Alignment Bridge alternatives would use the existing bridge alignment along with a new alignment crossing the river 70 feet south of the existing bridge. Under one of these alternatives the existing bridge would continue to be used, while the other alternative would involve replacement of the existing bridge with a new bridge at the same location. The Southern Alignment Bridge Alternative would involve construction of two new parallel bridges spanning the Potomac River approximately 1,800 feet downriver from the existing bridge. The Split Alignment Bridge Alternative would retain the existing bridge and provide a new bridge 1,800 feet to the south. The Existing Alignment Tunnel Alternative would involve construction of an 11,000-foot, six-lane tunnel immediately south of the existing alignment, which would replace the existing bridge. The Split Alignment Tunnel Alternative would involve construction of a 4,000-foot, eight-lane tunnel, which would be used in combination with the existing bridge. Estimated costs of the bridge alternatives range from $810.0 million to $1.41 billion, while costs for the tunnel alternatives are $898.0 million and $1.41 billion. POSITIVE IMPACTS: Bridge or tunnel improvements would alleviate problems caused by one of the weakest links in the I-95 system, which constitutes the major north-south transportation facility for the East Coast. Current and future inadequacies in traffic capacity at the crossing would be eliminated. Air quality would improve due to easing of traffic movements. NEGATIVE IMPACTS: Rights-of-way requirements would result in the acquisition of 50 to more than 71 acres of land. Selection of the existing bridge alignment in combination with a new bridge or the tunnel alternatives would result in the displacement of significant numbers of residences and could result in the displacement of commercial uses. All build alternatives, except the Existing Alignment Tunnel Alternative, would result in the taking of parklands. Acquisition of one potentially hazardous waste site would be necessary under the Existing Alignment Bridge and Tunnel alternatives. Wetlands and floodplains associated with the Potomac River would be affected by all alternatives. Numerous sensitive receptors would be subject to noise levels in excess of federal standards. Each candidate build alternative could have an adverse effect on one or more of six properties listed on the National Register of Historic Places, and 10 submerged archaeological 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.), 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: 910313, 476 pages and maps, September 3, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MD-VA-DC-EIS-91-01-D KW - Archaeological Sites KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Health Hazards KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - District of Columbia KW - Maryland KW - Virginia KW - Department of Transportation Act of 1966, as amended, Parks 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/36411951?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-09-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WOODROW+WILSON+BRIDGE+IMPROVEMENT+STUDY%2C+INTERSTATE+95+FROM+TELEGRAPH+ROAD+TO+MARYLAND+ROUTE+210%2C+CITY+OF+ALEXANDRIA+AND+FAIRFAX+COUNTY%2C+VIRGINIA%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND%2C+AND+THE+DISTRICT+OF+COLUMBIA.&rft.title=WOODROW+WILSON+BRIDGE+IMPROVEMENT+STUDY%2C+INTERSTATE+95+FROM+TELEGRAPH+ROAD+TO+MARYLAND+ROUTE+210%2C+CITY+OF+ALEXANDRIA+AND+FAIRFAX+COUNTY%2C+VIRGINIA%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND%2C+AND+THE+DISTRICT+OF+COLUMBIA.&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: September 3, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTSIDE CORRIDOR PROJECT, PORTLAND, OREGON. AN - 36385973; 3272 AB - PURPOSE: Improvement of the existing urban transportation system in the Westside Corridor of the Portland metropolitan area of Oregon is proposed. The locally preferred alternative involves construction of an 11.5-mile Light Rail Transit (LRT) line to Southwest (SW) 185th Avenue. The alignment would begin at SW 11th Avenue where the existing LRT alignment ends. The LRT extension along SW Morrison Street and SW Yamhill Street to SW 18th Avenue would consist of one track on both SW Morrison Street and SW Yamhill Street and a single traffic lane on the right side of each street. At SW Morrison Street, between SW 17th Avenue and SW 18th Avenue, the westbound light rail tracks would turn diagonally through the block bounded by SW 18th Avenue, SW 17th Avenue, SW Morrison Street, and SW Yamhill Street to join the eastbound light rail tracks at SW Yamhill Street and SW 18th Avenue. The eastbound and westbound light rail tracks would occupy the center of SW 18th Avenue from SW Yamhill Street to just north of Collins Circle, where the tracks would turn west onto the south side of SW Jefferson Street. The line would run west from Collins Circle on the south side of SW Jefferson Street. The rail would enter a tunnel portal just east of SW Canyon Road, travelling within a twin-tube tunnel under the West Hills and bypassing the Sunset Highway Canyon. The LRT would cross underneath Sunset Highway in a box structure, parallel the existing southbound on-ramp to Highway 217 and continue along the west side of Highway 217 until it turns west south of and parallel to Center Street. The alignment would pass through the LynMarie Apartments, skirt the north side of the Canyon Place Shopping Center, proceed southwest through the existing Beaverton Transit Center, cross SW Hall Boulevard and SW Watson Avenue, continue along the BN Railroad right-of-way to a point just east of 153rd Avenue. From there to SW Baseline Road, the rail would occupy a new right-of-way north of the existing BN Railroad mainline tracks. From SW Baseline Road to the existing Willow Creek trestle, the rail would occupy the existing BN Railroad right-of-way, with the BN tracks reconstructed on a new right-of-way to the south. From the trestle to the end of the line just west of SW 185th Avenue, the rail would parallel the existing BN track on new rights-of-way to the north. The line would be supported by 12 stations and 5 park-and-ride lots containing 3,050 spaces. Approximately 29 light rail vehicles would be required for operation of the new line. The technology and design concepts used on the existing Eastside line would generally be used for the Westside line, and the two lines would be through-routed to the maximum extent possible. Nearly all of the rights-of-way would be either physically separated from other traffic or reserved for transit use only, with intersections protected by gates or a traffic signal preemption system. Along high-speed sections, operation of the rail would be guarded by a train signal system, permitting an overall average speed of approximately 24 miles per hour, including dwell times at stations. POSITIVE IMPACTS: The LRT system would provide significantly higher levels of service than would otherwise be anticipated. Ridership would increase, while commuter travel time would decrease. NEGATIVE IMPACTS: The LRT system would require more transfers for transit users than the current system. Rights-of-way developments would result in the displacement of 44 single- and 66 multifamily residential units and 33 businesses. Project structures would substantially alter the visual environment within the corridor. Air quality within the corridor would improve somewhat. Unless control measures are successfully implemented, as many as 125 receptors would be exposed to noise levels in excess of federal standards. Approximately 12.2 acres of trees would be removed, and 6.5 acres of wetlands would be affected. The project would encounter 33 hazardous waste sites. One historically significant site and two archaeologically significant sites would be impacted. Two acres of land within three parks would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement (EIS) and a supplement to the draft EIS, see 82-0316D, Volume 6, Number 5, and 91-0047D, Volume 15, Number 1, respectively. JF - EPA number: 910308, 2 volumes, August 30, 1991 PY - 1991 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Forests KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Trails KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, as amended, Parks KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36385973?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTSIDE+CORRIDOR+PROJECT%2C+PORTLAND%2C+OREGON.&rft.title=WESTSIDE+CORRIDOR+PROJECT%2C+PORTLAND%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 30, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 90 SEATTLE ADDED ACCESS, SEATTLE, KING COUNTY, WASHINGTON. AN - 36402833; 3280 AB - PURPOSE: Construction of ramps to provide access to and from Interstate 90 (I-90) in Seattle, King County, Washington is proposed. The ramps would provide additional access to I-90 for communities in the Seattle central area along the 1.6-mile segment between I-5 and Lake Washington. Five alternatives, including a No Build Alternative, are presented. The No Build Alternative (Alternative 14), which would simply involve completion of the current I-90 program, would require removal of the I-5 northbound off-ramp to South Dearborn Street. Alternative 2 would involve construction of a westbound off-ramp to 23rd Avenue South. The ramp would begin diverging from the westbound freeway at the west portal of the I-90 lid structure, use a portion of the existing off-ramp to northbound Rainier Avenue South, and continue through a 180-degree curve to the right to the existing signalized intersection at 23rd Avenue South and South Judkins Street. Left and right turns, as well as through movement on South Judkins Street, would be permitted at this intersection. Alternative 5 would involve construction of an on-ramp to provide access to westbound I-90, northbound I-5, and southbound I-5 from Rainier Avenue South. The ramp would begin at Rainier Avenue South at approximately South Bush Street and traverse through a curve to the right to merge with the westbound lanes of I-90 along a substandard acceleration taper. This alternative has two ramp design options. Alternative 6 would provide an eastbound off-ramp to Rainier Avenue South from eastbound I-90. The ramp would be constructed on the south side of the new southbound Rainier Avenue South to the eastbound I-90 ramp and connect to Rainier Avenue South immediately south of the freeway. This alternative also has two ramp design options. Alternative 10 would provide a northbound I-5 off-ramp to South Dearborn Street. The temporary existing off-ramp allows an exit from the northbound I-5 collector-distributor roadway to South Dearborn Street for access to Rainier Valley, the downtown waterfront, the International District, and Pioneer Square from northbound I-5. The ramp would remain as currently constructed, with shoulder widening and minor intersection improvements at South Dearborn Street. The estimated costs of alternatives 2, 5, 6, 10, and 14 are $1.9 million, $2.9 million, $5.3 million to $6.8 million, $120,000, and $35,000, respectively. POSITIVE IMPACTS: New ramps would provide direct access to areas currently accessible only via circuitous routes from I-90. Commuting to and from these areas would be facilitated. NEGATIVE IMPACTS: Depending on the alternative chosen, the project could result in excavation near existing walls, affecting their stability; substantial increases in noise levels due to increased traffic; elimination of recreational facilities, including a bicycle trail; displacement of commercial and industrial uses; and increased traffic in neighborhoods to which access is provided. 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: 910303, 334 pages, August 29, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-1991-1-D KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Washington KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402833?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+90+SEATTLE+ADDED+ACCESS%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=INTERSTATE+90+SEATTLE+ADDED+ACCESS%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 29, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 7 AND VERMONT ROUTE 9 IN BENNINGTON, VERMONT AND NEW YORK ROUTE 7 IN HOOSICK, NEW YORK: BENNINGTON F019-1(4), F019-1(5), F110-1(5), AND RS110(1). AN - 36405448; 3276 AB - PURPOSE: Improvements to US Route 7 (US 7) and Vermont Route 9 (VT 9) in the town of Bennington, Vermont and New York Route 7 (NY 7) in the town of Hoosick, New York are proposed. The 5.1 miles of US 7 improvements would involve construction of a highway on new alignment extending northward from a point one mile north of the Pownal/Bennington town line, bypassing the Bennington Urban Compact on the east side, and terminating at the Systems Interchange north of the village. On the east side of Bennington, the US 7 project would include a diamond interchange and spur road to connect existing VT 9 with the US 7 Bypass. The VT 9/NY 7 improvements, which would extend 7.5 miles, would involve construction of a highway on new alignment extending northeasterly from NY 7 in Hoosick, New York to the 67A interchange north of the Bennington Urban Compact. The highway linkage between the 67A interchange has already been constructed. The VT 9 Bypass would then continue to the east, through the Systems Interchange, and south for another three miles to join the VT 9 East Interchange. Three miles of the US 7 Bypass and the VT 9/NY 7 Bypass, from the Systems Interchange to the VT 9 East Interchange, would be coincident. The projects would include 15 culverts and three bridges. Ultimately, the projects would provide a four-lane limited-access highway system with full control; however, initial construction would provide a two-lane system, with climbing lanes where necessary. In all, 8.1 miles of roadway would be constructed in Vermont and 1.5 miles in New York. POSITIVE IMPACTS: Proposed road improvements would separate through traffic on US 7 and VT 9 from local traffic in the Bennington Urban Compact area, improving long-distance travel and reducing congestion through the urban area, which is a rural commercial center for southern Bennington County as well as adjacent parts of Rensselaer County, New York and Berkshire County, Massachusetts. NEGATIVE IMPACTS: Rights-of-way developments would result in the elimination of 13.3 acres within 11 wetlands in Vermont, 10 acres of farmland in Vermont, and 30 acres of farmland in New York. The selected alternative would require the relocation of 20 residences in Vermont and 2 residences in New York, 1 office building, 1 storage facility, and 3.3-acres within an 8-acre playground on the east side of Bennington. The remainder of the affected playground would no longer be able to support recreational uses and would also be purchased. A total of 18 stream crossings, 17 of which are located in Vermont, would be involved in the proposed action. LEGAL MANDATES: Department of Transportation Act of 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 (16 U.S.C. 4601 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0365D, Volume 11, Number 9. JF - EPA number: 910302, 347 pages and maps, August 28, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-87-01F KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Creeks KW - Farmlands KW - Forests KW - Grazing KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - New York KW - Vermont KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, 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/36405448?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+7+AND+VERMONT+ROUTE+9+IN+BENNINGTON%2C+VERMONT+AND+NEW+YORK+ROUTE+7+IN+HOOSICK%2C+NEW+YORK%3A+BENNINGTON+F019-1%284%29%2C+F019-1%285%29%2C+F110-1%285%29%2C+AND+RS110%281%29.&rft.title=US+ROUTE+7+AND+VERMONT+ROUTE+9+IN+BENNINGTON%2C+VERMONT+AND+NEW+YORK+ROUTE+7+IN+HOOSICK%2C+NEW+YORK%3A+BENNINGTON+F019-1%284%29%2C+F019-1%285%29%2C+F110-1%285%29%2C+AND+RS110%281%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 28, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BLACKSBURG/ROANOKE CONNECTOR, MONTGOMERY COUNTY, VIRGINIA. AN - 36411909; 3277 AB - PURPOSE: Construction of a new roadway in Montgomery County, Virginia is proposed to provide a direct link between Blacksburg and Roanoke and to relieve traffic congestion along Route 460 between Blacksburg and Interstate 81 (I-81). The four-lane facility to be constructed would follow a new alignment from the new Route 460 Bypass to I-81. The highway, which would be constructed within a 180-foot right-of-way, would provide four 12-foot travel lanes, a 40-foot graded median, and 12- to 15-foot shoulders with appropriately sized drainage ditches. Three build alternatives, 6, 7, and 10, remain under consideration. Alternative 6, which would extend 5.0 miles, would begin 0.32 mile southeast of South Main Street at the new Route 460 Bypass and continue to I-81, 2.3 miles northeast of the intersection of Routes 11/460 and I-81. It would then span the Ellett Valley, interchange with Route 723, enter the mountainous region adjacent to and generally paralleling Route 641, and connect to I-81 north of the Route 641 underpass. Alternative 7, which would extend 7.8 miles, would begin 0.32 mile southeast of South Main Street at the new Route 460 Bypass and continue to I-81, 2.42 miles southwest of the Route 603 interchange. It would span Route 723, follow the Route 603 corridor toward the Roanoke Valley, curve to the south to cross Route 603 and the North Fork Roanoke River, run through Pedlar Hills, and intersect I-81 southwest of the Route 603 interchange. An interchange would connect Alternative 7 with Route 723 in the Ellett Valley. Alternative 10, which would extend 9.9 miles, would begin at the same point as alternatives 6 and 7 and continue to the I-81 interchange with Route 603. It would follow the same alignment as Alternative 7, except that it would continue to follow the Route 603 corridor along the North Fork Roanoke River, connecting to I-81 at the existing interchange with Route 603. Interchanges would connect Alternative 10 with Route 723 in Ellett Valley, Route 647 near Ironto, and Route 603 west of I-81. The estimated costs of alternatives 6, 7, and 10 are $80.0 million, $116.0 million, and $138.8 million, respectively. POSITIVE IMPACTS: In addition to providing a direct link between Blacksburg and Roanoke and relieving traffic congestion between Blacksburg and I-81, the roadway would serve as a test facility for ""smart highway'' technology. The Montgomery County area offers unique qualities insofar as its varying terrain and extremes of weather present an opportunity to test developing technology under adverse conditions. Truck traffic would be removed from the congested commercial area along Route 460, and access control on the new route would prevent commercial development that would again result in congestion. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 70 families and 5 businesses. The North Fork Roanoke River and its tributaries would be traversed, impacting a Category 2 candidate endangered species of fish. From 0.03 to 2.28 acres of wetlands would be displaced. Noise levels would be increased at various locations along the new highway. Alternatives 7 and 10 would result in impacts to one historic site that could be eligible for inclusion on the National Register of Historic Places and would traverse, respectively, two and eight floodplains. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910300, 213 pages, August 27, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-91-01-D KW - Bridges KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Virginia 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLACKSBURG%2FROANOKE+CONNECTOR%2C+MONTGOMERY+COUNTY%2C+VIRGINIA.&rft.title=BLACKSBURG%2FROANOKE+CONNECTOR%2C+MONTGOMERY+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 - Draft. Preparation date: August 27, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHELYAN BRIDGE REPLACEMENT, WVA 61, KANAWHA COUNTY, WEST VIRGINIA (STATE PROJECT NUMBER S220-P61-0.00). AN - 36386048; 3281 AB - PURPOSE: Replacement of the existing two-lane Chelyan Bridge and approaches with a four-lane bridge and approaches is proposed. The present bridge, which connects US 60 in the Quincy area of Kanawha County in West Virginia, on the northeastern edge of the Kanawha River, with WVA 61 in Chelyan to the southwest, was built in 1929. The bridge is a cantilever Pennsylvania through truss, approximately 1,600 feet long, including approaches, and 24 feet wide, providing a 20-foot-wide roadway with a 4-foot-wide sidewalk. The existing bridge has become structurally deficient and functionally obsolete. Currently posted for a 12-ton limit, the bridge is heavily used by coal trucks and commercial vehicles for the mining industry and serves as the main connector for the communities in the upper Kanawha Valley. US 60, a national east-west highway, located for the most part in West Virginia, is a two-lane highway extending from near Covington, Virginia at the West Virginia state line to near Asland, Kentucky. WVA 61 is a north-south two-lane highway with its southern terminus in Beckley, West Virginia and its northern terminus at South Charleston, West Virginia. An interchange with I-77 (West Virginia Turnpike) is located at Chelyan, providing access to and from US 60/WVA 61 via Kanawha Co. 72. Six build alternatives and a No Build Alternative were considered. Under the preferred alternative (2B), a 2,700-foot-long bridge would be constructed approximately 1,400 feet downstream of the existing bridge and approximately 300 feet above the mouth of Slaughter Creek. A ""T'' intersection connection would be provided with US 60 and an eastward ramp would be provided to connect the facility to another ""T'' intersection with WV 61. A separate US 60 eastbound lane under the new bridge would be provided, and a portion of US 60 would be upgraded to four lanes. The construction cost is estimated at $26.7 million. POSITIVE IMPACTS: Improved speed, safety, and efficiency would be the facility's major benefits. Less energy consumption would also result. The number and variety of terrestrial biota affected by construction would be minimal. All sections of approach roadway fill areas would be properly landscaped and provided with vegetative cover to prevent erosion and provide for a pleasant visual appearance. NEGATIVE IMPACTS: Rights-of-way requirements would displace 16 residences and 4 businesses. Unless abatement measures are taken, a number of sites will be exposed to noise standards in excess of federal standards. Fill material would be placed in the 100-year floodplain, and the project would displace wetlands and associated wildlife habitat. Historic and archaeologic resources, including the existing bridge, would be impacted as well. LEGAL MANDATES: Executive Orders 11988 and 11990, 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 environmental impact statement, see 86-0157D, Volume 10, Number 4. JF - EPA number: 910292, 171 pages and maps, August 19, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-91-01-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Dredging KW - Energy Consumption KW - Erosion KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Particulates KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Sediment KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - West Virginia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36386048?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHELYAN+BRIDGE+REPLACEMENT%2C+WVA+61%2C+KANAWHA+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+NUMBER+S220-P61-0.00%29.&rft.title=CHELYAN+BRIDGE+REPLACEMENT%2C+WVA+61%2C+KANAWHA+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+NUMBER+S220-P61-0.00%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: August 19, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICAGO CENTRAL AREA CIRCULATOR PROJECT, ILLINOIS. AN - 36402761; 3264 AB - PURPOSE: Development of a transportation circulation system, to be known as the Circulator, is proposed for the Central Area of Chicago, Illinois. The Circulator would serve travel demand within the Central Area via connection to regional commuter rail and rapid transit systems. The Circulator would serve high-priority corridors within the Central Area and would extend a total of eight miles. The corridors represent areas of concentrated trip-making that could be served by a specific line or route of several blocks in width. Alternatives under consideration include the Null or No Build Alternative, a Bus /Transportation Systems Management (TSM) Alternative reliant largely on buses, Full Build Light Rail Transit (LRT) Alternative, the Monroe-Riverbank LRT Alternative, and the Monroe Alternative. The last two alternatives would include a combination of light rail and bus modes. Focal issues under consideration include transportation service, transit ridership, traffic, accessibility, neighborhood integrity, land use, economic factors, natural resources, energy, air quality, noise, vibration, parklands, historic sites, financial feasibility, and cost-effectiveness. The TSM Alternative emphasizes operational upgrading of the transit service, as currently planned under the Null Alternative, regardless of alternative selection, but would also include modest physical improvements and other features to improve shuttle bus service in the Loop, Riverbank, Streeterville, and South Lakefront areas. LRT alternatives would provide a fixed guideway transit system that would operate on rails, with power provided via overhead wires. While LRT tracks could be at-grade, below grade, or elevated, the alignments considered for the Circulator would largely be at-grade, along streets or other rights-of-way. Corridors under consideration for the Full Build LRT Alternative would include: (1) the Monroe Street corridor from a point west of the Chicago River at Clinton Street, across the Loop, to Columbus Drive; (2) the North Michigan /Streeterville corridor along Columbus Drive and Fairbanks Court from Monroe Street north to Chicago Avenue, then along Chicago Avenue (westbound) and Pearson Street (eastbound) to a terminal at Chicago Avenue and State Street; (3) the Riverbank corridor, extending northbound along Canal Street and southbound along Clinton Street from the Eisenhower Expressway to Lake Street, extending from Lake Street to the north branch of the Chicago River via an above-grade alignment using structures or an embankment, crossing the north bank of the river via a bridge, and extending to the Navy Pier via a railroad right-of-way along the north bank of the Chicago River Main Branch; and (4) the South Lakefront corridor, using Michigan Avenue from Monroe Street to 13th Street, 13th Street to Indiana Avenue, Indiana Avenue south to Cermak Road, and Cermak Road east to McCormick Place. Two LRT subalternatives are under consideration. The first would involve only the Riverbank, Monroe, and North Michigan/Streeterville corridors, while the second would involve only the Monroe and North Michigan Avenue/Streeterville corridors. The estimated costs of the TSM and Full Build alternatives are $97.5 million and $590.2 million, respectively. The costs of the first and second LRT subalternatives are estimated at $494.43 million and $354.85 million, respectively. POSITIVE IMPACTS: In addition to serving travel demand within the Central Area, the Circulator would provide an improved service for trips between land uses in the Central Area. In general, any alternative would boost local ridership and economic indicators, but the LRT alternatives would provide the greatest ridership and economic boosts. NEGATIVE IMPACTS: Rights-of-way requirements for the LRT alternatives would displace a number of parking facilities, including private enterprises, and could displace one other commercial establishment. The TSM Alternative would result in some visual impacts and the introduction of additional buses, which would also create increases in hydrocarbon pollutants. The LRT alternatives would result in significant changes in the cityscape. LRT-generated noise would exceed federal standards on a regular basis at numerous locations, including parks, and some vibrational impacts would be expected from LRT operations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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.). JF - EPA number: 910280, 435 pages, August 16, 1991 PY - 1991 KW - Roads and Railroads KW - Air Quality KW - Cost Assessments KW - Cultural Resources KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Urban Renewal KW - Illinois KW - Department of Transportation Act of 1966, as amended, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402761?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+CENTRAL+AREA+CIRCULATOR+PROJECT%2C+ILLINOIS.&rft.title=CHICAGO+CENTRAL+AREA+CIRCULATOR+PROJECT%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Chicago, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 16, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATED US 20, HARDIN AND GRUNDY COUNTIES, IOWA. AN - 36408552; 3196 AB - PURPOSE: Relocation of approximately 40 miles of US 20 through Hardin and Grundy counties in north-central Iowa is proposed. The highway would extend east from US 65 south of Iowa Falls to existing relocated US 20 at the Grundy/Black Hawk County line. The project would involve new construction of a two-lane highway within rights-of-way sufficient enough to accommodate a four-lane facility. One common alignment, with four variations through a greenbelt area in Hardin County, is being considered for this improvement. In Hardin County, the alignment extends from the beginning of the project at US 65, east approximately 1.5 miles, to near the center of Section 7 in Jackson Township. In Grundy County, the alignment would generally traverse a corridor 0.5 mile south of existing US 20 to a point near Iowa 14, a distance of approximately 12 miles. From there, it would proceed approximately 6.5 miles south of the present US 20 alignment for approximately 11 miles to near the Hardin/Grundy County line, where the greenbelt alternatives begin. Alternatives in the vicinity of the greenbelt would include using existing local corridors, paralleling existing local corridors, using former railroad alignments, and locating alignments on section or half-section lines to minimize disruptions to farm operations. In some cases, alignments were designed to avoid high-quality natural areas and habitat. Grade separations and interchanges would be used to control access to the facility. Two options are under consideration for the necessary bridge crossing of the Iowa River, one incorporating a high bridge design and the second following existing terrain resulting in a structure with a lower elevation. POSITIVE IMPACTS: The existing, substandard highway, which includes segments that are more than 60 years old, would be replaced by a modern, safe facility that would provide for expansion of its capacity when necessary. The new highway would improve linkage of all points between Sioux City in the west to Dubuque in the east. The highway segment would comprise an important facet of Iowa's Commercial and Industrial Network of Highways. Local and through traffic would be separated. NEGATIVE IMPACTS: Highway construction would require the conversion of 1,532 to 1,609 acres of agricultural land and 10 to 31 acres of woodlands to transportation uses and would involve bridge work within the Iowa River and the associated Hardin County greenbelt. From 1,055.6 to 1,081.0 acres of prime farmlands and four farmsteads would be displaced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 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: 910255, 195 pages and maps, July 25, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-91-01-D KW - Bridges KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Open Space KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATED+US+20%2C+HARDIN+AND+GRUNDY+COUNTIES%2C+IOWA.&rft.title=RELOCATED+US+20%2C+HARDIN+AND+GRUNDY+COUNTIES%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: July 25, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 27 AND US 68, FROM ROGERS ROAD IN LEXINGTON TO PARKWAY DRIVE IN PARIS, FAYETTE AND BOURBON COUNTIES, KENTUCKY: FEDERAL PROJECT NO. 000CF 00296 015 (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1972). AN - 36407040; 3198 AB - PURPOSE: Widening of a 12.1-mile segment of existing US 27 and US 68 from Rogers Road in Lexington to Parkway Drive in Paris, in Fayette and Bourbon counties, Kentucky is proposed. Most of the proposed project (approximately 10.8 miles) would be improved as a rural facility; an approximately 0.6-mile segment leading into Lexington and a 0.7-mile segment leading into Paris would be improved as urban facilities. The existing facility, known locally as the Lexington-Paris Road or Paris Pike, is a two-lane rural arterial with left-turn lanes at major intersections. Lanes are generally 11 feet wide and shoulders are not paved. The proposed improvements would involve widening the existing two-lane facility to function primarily as a four-lane divided rural principal arterial, with short terminal sections leading into Paris and Lexington. As part of the proposed actions, bridges at Elkhorn Creek and Houston Creek would be reconstructed as four-lane facilities. Five build alternatives are under consideration. Alternative A would provide a high-type rural arterial facility with partial control of access; a 40-foot depressed grass median would be included except at the project terminals. Some driveways would be relocated, and frontage roads would be used in several locations. Alternative B would use a minimum-width arterial cross-section, which would maintain a 14-foot flush median for the entire length of the project. The profile grade for Alternative B, as well as for alternatives C, D, and E, would follow the existing terrain more closely than Alternative A, thus reducing earthwork and rights-of-way requirements. Alternative C would use a 22-foot raised-grass median, which represents the minimum width grassed median concept, except in urban areas, where an urban cross-section would be used to minimize impacts on several properties. Alternative D would represent the minimum desirable width rural cross-section, with a 40-foot grassed median. In urban areas at project termini, urban cross-sections would be used. Alternative D is similar to Alternative A with regard to cross-section dimensions, but differs primarily in its more rolling profile, omission of frontage roads, and other access control features, resulting in reduced rights-of-way acquisitions. Alternative E would minimize impacts on visible cultural features in the corridor by minimizing the project rights-of-way width. Alternative D is the selected alternative. This document is a final supplement to the final environmental impact statement of September 1972. POSITIVE IMPACTS: The importance of Paris Pike in the area's regional transportation system would be maintained and supported. Current capacity shortcomings would be alleviated, and inadequate road geometrics and design features would be corrected. NEGATIVE IMPACTS: Rights-of-way requirements under Alternative D would result in the displacement of seven residences. Properties within the Paris Pike Historic District would be affected; less than 0.1 acre of wetlands would be lost. Floodplains associated with the Elkhorn Creek and Houston Creek drainages would be crossed, but no significant risk of increased flood hazards would occur. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the final environmental impact statement (FEIS) and the draft supplement to the FEIS, see 73-5174F, EIS Cumulative 1970-1976, Volume II, and 90-0045D, Volume 14, Number 1, respectively. JF - EPA number: 910247, 421 pages, July 24, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-KY-SEIS-72-12-FS KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Surveys KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Kentucky 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/36407040?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+27+AND+US+68%2C+FROM+ROGERS+ROAD+IN+LEXINGTON+TO+PARKWAY+DRIVE+IN+PARIS%2C+FAYETTE+AND+BOURBON+COUNTIES%2C+KENTUCKY%3A+FEDERAL+PROJECT+NO.+000CF+00296+015+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1972%29.&rft.title=US+27+AND+US+68%2C+FROM+ROGERS+ROAD+IN+LEXINGTON+TO+PARKWAY+DRIVE+IN+PARIS%2C+FAYETTE+AND+BOURBON+COUNTIES%2C+KENTUCKY%3A+FEDERAL+PROJECT+NO.+000CF+00296+015+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1972%29.&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: July 24, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - USH 53, TREGO TO KENT ROAD, WASHBURN AND DOUGLAS COUNTIES, WISCONSIN. AN - 36409869; 3205 AB - PURPOSE: Improvement of a segment of US Highway (USH) 53 in Washburn and Douglas counties, Wisconsin is proposed. The project would upgrade USH 53 from its present two-lane configuration to a four-lane expressway from a point approximately 0.5 mile north of the intersection of USH 63 at Trego, extending northward for a distance of 43.9 miles to a point approximately 0.1 mile south of the intersection with Kent Road in the town of Hawthorne. The expressway would be similar to the existing contiguous expressway segments between Rice Lake and Trego and between Hawthorne and Superior. The existing two-lane highway would generally be used to serve as one of two dual roadways, with the new second roadway being constructed alongside the existing roadway. Approximately 6.63 miles of the expressway would follow a relocated alignment. Intersections with cross roads would generally be constructed at grade. Bridge structures would be provided as necessary to meet expressway standards. The rights-of-way width would most likely be 250 feet. The estimated construction cost is $32.5 million. POSITIVE IMPACTS: A gap between two four-lane expressway segments of USH 53 would be closed. The resulting facility would be consistent with existing and future regional and interstate transportation system goals. Additional continuity in a multilane highway system between Interstate 94 (I-94) at Eau Claire and I-35 in Duluth would be provided, and a more efficient connection between the two major population centers would be available. Forest, mineral, and recreational resources of northwestern Wisconsin would be more accessible. NEGATIVE IMPACTS: Development of 884 acres of rights-of-way would result in the displacement of 652 acres of woodlands, 116 acres of wetlands, 62.9 acres of farmlands, 18 residences, and 3 businesses. The expressway would encroach upon 35.3 acres of 100-year floodplain. Four archaeologically significant sites would be disturbed. Widening of the facility could hinder movements of an endangered species, the timber wolf. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 90-0055D, Volume 14, Number 1. JF - EPA number: 910242, 422 pages and maps, July 22, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-89-05-F KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Wisconsin KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=USH+53%2C+TREGO+TO+KENT+ROAD%2C+WASHBURN+AND+DOUGLAS+COUNTIES%2C+WISCONSIN.&rft.title=USH+53%2C+TREGO+TO+KENT+ROAD%2C+WASHBURN+AND+DOUGLAS+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 22, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 30 IMPROVEMENTS, ROUTE 210 TO ROUTE 215, LOS ANGELES AND SAN FRANCISCO COUNTIES, CALIFORNIA. AN - 36402135; 3193 AB - PURPOSE: The construction of a 28-mile highway within the Route 30 corridor in Los Angeles and San Bernardino counties, California, is proposed. The facility would extend from the Route 66 (Foothill Boulevard) interchange in eastern Los Angeles County to Interstate 215 (I-215) in western San Bernardino County. The corridor traverses the communities of La Verne, Claremont, Upland, Rancho Cucamonga, Fontana, Rialto, and San Bernardino. In addition to the No Action Alternative, Full Freeway and Freeway/Expressway alternatives are under consideration. The Full Freeway Alternative would involve development of a grade-separated freeway along the entire length of the Route 30 corridor. The freeway would consist of three general purpose lanes and one high occupancy vehicle lane in each direction. The freeway would connect the present Route 30 freeway from its existing terminus at Foothill Boulevard in La Verne to I-215 in San Bernardino. Under the Freeway/Expressway Alternative, the western portion of Route 30 (between Route 66 and I-15) would be developed as under the Full Freeway Alternative. The eastern portion of Route 30 (between I-15 and I-215) would consist of an at-grade, six-lane expressway with controlled access at signalized intersections. Access to the expressway portion of the facility would be at intersections only; access would not be available from private driveways. Estimated costs of the Full Freeway and Freeway /Expressway alternatives are $719.0 million and $600.0 million, respectively. POSITIVE IMPACTS: The proposed highway construction would improve transportation service to some of the fastest growing communities in Southern California. Traffic congestion problems, already beginning to affect La Verne, Claremont, and Upland, would be alleviated or forestalled. East-west travel along routes 30 and 66 as well as I-10 would be eased. The connection between I-215 and I-210 would be enhanced significantly, providing more direct access between San Bernardino and Los Angeles. NEGATIVE IMPACTS: Rights-of-way acquisition under the Full Freeway Alternative would displace 229 dwelling units housing 685 persons and 23 nonresidential structures. The Freeway/Expressway Alternative would displace somewhat fewer structures. Either alternative would affect 13 historic sites, displace 69 acres of farmlands, and traverse 15 drainage areas. Numerous sites would be affected by noise levels in excess of federal standards unless abatement measures are implemented, and some sites would be affected even if mitigation measures are undertaken. Noise impacts under the Freeway/Expressway Alternative would be slightly lower than under the Full Freeway Alternative. Construction of a grade-separated freeway would necessitate more extensive landform and other visual changes than construction of the expressway. A population of Santa Anna River woolly star found in the Lytle Creek area, which would be affected by the project, may be protected as a federally listed endangered plant. 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910243, 343 pages and maps, July 22, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-91-1-D KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Endangered Species Act of 1973, Plants KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402135?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+30+IMPROVEMENTS%2C+ROUTE+210+TO+ROUTE+215%2C+LOS+ANGELES+AND+SAN+FRANCISCO+COUNTIES%2C+CALIFORNIA.&rft.title=ROUTE+30+IMPROVEMENTS%2C+ROUTE+210+TO+ROUTE+215%2C+LOS+ANGELES+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 - Draft. Preparation date: July 22, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 407 (ILLINOIS RTE. 336) FROM US ROUTE 24 AT THE NORTHERN TERMINUS OF ILLINOIS ROUTE 336 TO SOUTHEAST OF CARTHAGE, ADAMS AND HANCOCK COUNTIES, ILLINOIS. AN - 36393802; 3194 AB - PURPOSE: Construction of a four-lane, partially access-controlled, divided highway is proposed in Adams and Hancock counties in midwestern Illinois. The highway would begin at US 24 in Adams County at the northern terminus of Illinois Route 336 and extend in northerly and northeasterly directions to a point southeast of Carthage near US 136 in Hancock County. The new 32-mile highway section, originally designated as Federal Aid Primary (FAP) 407 but redesignated as FAP 302 and marked as Illinois Route 336, would be an arterial facility. Traffic would be separated by a 50-foot-wide median. Access to single-family residences and farms would generally be maintained either by direct access to the highway or by frontage roads and service drives. Of the seven build alternatives originally developed for study, six have been eliminated. Alternative E-1 has been identified as the preferred alternative. Interchanges would be provided at US 24, Illinois Route 61, and Illinois Route 94. Stream crossing structures would carry the alignment across Rock Creek, South Fork of Bear Creek, and Slater Creek. Road closures would be implemented at TR 138 and TR 270. Project construction would be phased to provide usable sections over the course of several construction seasons. The estimated cost of the proposed alternative is $91.6 million. POSITIVE IMPACTS: The project would provide fast, safe, efficient travel within and through the study area via a continuous north-south route. The new highway would facilitate economic development in western Illinois, improve traffic circulation among western Illinois communities, provide a safe divided facility to accommodate high-speed traffic, and provide system continuity from Quincy to US 136. NEGATIVE IMPACTS: Respective rights-of-way requirements for the preferred alternative would result in the displacement of 2.1 acres of wetlands, 746 acres of farmlands, 61.5 acres of pasturelands, 14.5 acres of hayfields, 24.7 acres of developed land, 7.4 acres of upland forests, 9.4 acres of nonnative grasslands, 8.4 acres of floodplain forests, and 14.1 acres of shrublands. Lesser amounts of forbland, ponds, native grasslands, and barren ground would be displaced. The project would cross three streams, but there would be no floodplain encroachment. Habitat of the Indiana bat, an endangered species, would be affected, and some increases in wildlife mortality associated with highway operations in the area would be expected. Annual property tax losses due to land displacement would amount to $55,000. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 90-0437D, Volume 14, Number 6. JF - EPA number: 910233, 298 pages and maps, July 15, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-90-01-F KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Grazing KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Illinois 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/36393802?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+407+%28ILLINOIS+RTE.+336%29+FROM+US+ROUTE+24+AT+THE+NORTHERN+TERMINUS+OF+ILLINOIS+ROUTE+336+TO+SOUTHEAST+OF+CARTHAGE%2C+ADAMS+AND+HANCOCK+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+407+%28ILLINOIS+RTE.+336%29+FROM+US+ROUTE+24+AT+THE+NORTHERN+TERMINUS+OF+ILLINOIS+ROUTE+336+TO+SOUTHEAST+OF+CARTHAGE%2C+ADAMS+AND+HANCOCK+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 15, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNIVERSITY AVENUE REHABILITATION AND WIDENING, COLLEGE ROAD TO MITCHELL EXPRESSWAY, FAIRBANKS, ALASKA. AN - 36410445; 3192 AB - PURPOSE: Improvement and widening of 2.2 miles of University Avenue from College Road to the Mitchell Expressway on the west side of Fairbanks, Alaska are proposed. The existing four-lane section would be upgraded to create a five-lane cross-section with shoulders. The additional lane would provide a continuous center lane for left-turn movements. Spot improvements at various access points and intersections would also be implemented. Pedestrian /bicycle paths would be upgraded and extended south of Airport Way. The typical section would consist of four 12-foot-wide through lanes, a 16-foot continuous center left-turn lane, 8-foot shoulders, a 5-foot pedestrian sidewalk on the east side, and a 10-foot pedestrian/bicycle path on the west side. A railroad overpass would be constructed to carry the facility over the Alaska Railroad tracks that traverse the alignment. The expanded highway would be designed for an average daily traffic (ADT) flow of 24,800 vehicles; the design hourly flow would represent 11 percent of the ADT flow. The design speed of the highway would be 40 to 45 miles per hour. All parcels targeted for rights-of-way acquisition and all adjacent properties were reviewed for this evaluation. POSITIVE IMPACTS: Project improvements would ease traffic flow on the principal north-south route on the west side of Fairbanks. Expected traffic flows to the year 2010 would be accommodated. The enlarged highway would generally increase the safety and efficiency of traffic movements, reduce delays, provide for greater traffic-carrying capacity and less congestion, allow for upgraded and extended pedestrian and bicycle facilities, and further the goals of the Fairbanks North Star Borough Comprehensive Plan for the ongoing development and improvement of the Fairbanks road system. Access and egress from the Chena River State Park would be eased. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of four rental residences and acquisition of two businesses, one being the apartment building. Minor changes in existing access to some individual properties and travel patterns would inconvenience some travelers for a short period. The culvert that channels Deadman Slough would be lengthened. Clean-up of hazardous wastes would be required at two sites within the project rights-of-way, and an underground storage tank could require relocation. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and a draft supplement to the DEIS, see 88-0321D, Volume 12, Number 9-10, and 90-0250D, Volume 14, Number 4, respectively. JF - EPA number: 910226, 106 pages and maps, July 8, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-04-F KW - Air Quality Assessments KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Assessments KW - Parks KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNIVERSITY+AVENUE+REHABILITATION+AND+WIDENING%2C+COLLEGE+ROAD+TO+MITCHELL+EXPRESSWAY%2C+FAIRBANKS%2C+ALASKA.&rft.title=UNIVERSITY+AVENUE+REHABILITATION+AND+WIDENING%2C+COLLEGE+ROAD+TO+MITCHELL+EXPRESSWAY%2C+FAIRBANKS%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Fairbanks, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 8, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HOUSTON WEST SIDE AIRPORT, HOUSTON, TEXAS. AN - 36402285; 3145 AB - PURPOSE: Development of a new airport to serve the west side of the Houston metropolitan area of Texas is proposed. This part of metropolitan Houston is the fastest growing sector of the city. In addition to the No Action Alternative, two new airport alternatives (Sites A and B) and five alternatives involving the expansion of existing airports are under consideration. Expansion alternatives would involve Lakeside Airport, Andrau Airpark, Hull Airport, Hooks Airport, and both Hooks and Hull airports. The proposed facilities for the new airport alternatives would include a 6,000-foot-long, 100-foot-wide 16R/34L runway; an 8,000-foot-long, 150-foot-wide 16L /34R runway; dual parallel taxiways for each runway; dual east-west connectors; a 440,000-square-foot apron; 64,000 square feet of conventional hangar space, including 1,200 square feet of passenger service building space; 64 T-hangars; 20,000 square feet of automobile parking space; appropriate navigational aids and airfield lighting; and a 14,300-foot access road. Two sites for the new airport alternatives are under consideration. Site A is located on a farm on the Katy-Hockley Prairie approximately 6.5 miles west of the city of Katy, 1.5 miles east of the city of Brookshire, and 3 miles north of Interstate 10 (I-10) in Waller County. Site B is also an agricultural area, planted to pasture and rice, located 3 miles southwest of Katy, south of I-10 in Fort Bend County on the Katy-Hockley Prairie. The estimated costs for expanding Lakeside Airport, Andrau Airpark, Hull Airport, Hooks Airport, and both Hooks and Hull airports are $200.0 million, $560.0 million, $131.0 million, $86.0 million, and $217.0 million, respectively. The estimated cost for constructing a new airport at either site A or site B is $72.0 million. POSITIVE IMPACTS: Any action alternative would result in increased air traffic capacity for residents and visitors to the Houston area, particularly the western portion of the area. Exceedances of Houston airport capacity during the early part of the next century would be prevented. From 220 to 2,410 new jobs would be generated. NEGATIVE IMPACTS: Implementation of either of the new airport alternatives would affect hunting opportunities and displace 11 to 21 residences, 1,232 to 1,432 acres of farmlands, and 50 to 80 acres of wetlands and associated migratory bird habitat. Development of a new airport at site B could affect cultural resources and would encroach on floodplains. Expansion of one of the other regional airports could displace up to 2,692 residences, 393 to 1,708 acres of farmlands and 22 to 195 acres of wetlands, encroach on floodplains, and degrade cultural resources. Developments at the Lakeside Airport could result in the loss of endangered plants and 731 acres of parklands. 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.), Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910218, 524 pages, June 27, 1991 PY - 1991 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Birds KW - Cultural Resources KW - Employment KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hunting Management KW - Navigation Aids KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Houston West Side Airport, Texas KW - Texas KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites KW - Endangered Species Act of 1973, Plants KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402285?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HOUSTON+WEST+SIDE+AIRPORT%2C+HOUSTON%2C+TEXAS.&rft.title=HOUSTON+WEST+SIDE+AIRPORT%2C+HOUSTON%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 27, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 18/151, VERONA, DANE COUNTY, WISCONSIN. AN - 36410712; 3204 AB - PURPOSE: Construction of a bypass to direct through traffic using US Highway 18 /151 around the city of Verona in Dane County, Wisconsin is proposed. The section to be bypassed extends four miles from County Trunk Highway (CTH) G west of Verona to CTH PD east of Verona. Average daily traffic (ADT) on US 18/151 within central Verona was approximately 13,000 to 14,000 vehicles per day in 1987. By the design year 2012, the ADT is expected to increase to more than 20,000 vehicles per day, a 40 percent increase. The 5.7-mile bypass would be a four-lane divided highway consisting of two 12-foot lanes in each direction, separated by a 50-foot-wide grassed median and flanked by 10-foot outside shoulders. Bypass construction would require a minimum rights-of-way of 228 feet. The bypass would have interchanges at either end of the highway. Additional interchanges would be provided at State Trunk Highway 69 and CTH PB. All local roads crossing the bypass route would be maintained via grade separations. A southern bypass alignment has been selected as preferred. The estimated cost of the project is $25.7 million. POSITIVE IMPACTS: Upgrading this principal arterial would improve transport for long-distance travelers crossing the state. Access to and from Wisconsin would be enhanced, and economic development within the region surrounding the corridor would be promoted. Bypass construction would reduce the accident rate along this section of the highway by 12 percent and relieve congestion within Verona that is caused by mixing through and local traffic. NEGATIVE IMPACTS: Rights-of-way requirements for the bypass would result in the displacement of 114 acres of farmlands, severance of 15 farms, and encroachment into Badger Prairie County Park and Military Ridge Recreation Trail. One residence and one business would be displaced. Approximately 9.4 acres of upland forest and 14.9 acres of wetlands would be lost, and the highway would traverse floodplain land. Terrestrial and aquatic wildlife habitat associated with these land uses would be displaced according to the amount of land displaced. Traffic using the bypass would generate moderate to severe noise levels, some of which would violate federal standards, although implementation of a through-town alternative would impact far more 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 89-0159D, Volume 13, Number 3. JF - EPA number: 910209, 576 pages and maps, June 20, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-89-02-F KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - Wisconsin 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-06-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151%2C+VERONA%2C+DANE+COUNTY%2C+WISCONSIN.&rft.title=US+HIGHWAY+18%2F151%2C+VERONA%2C+DANE+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 - Final. Preparation date: June 20, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HAGGERTY ROAD CONNECTOR, OAKLAND COUNTY, MICHIGAN. AN - 36402236; 3199 AB - PURPOSE: Implementation of a plan for improvements along the Interstate 696 (I-696) corridor in the vicinity of Haggerty Road in Oakland County, Michigan is proposed. The preferred alternative (4A) would provide access to Haggerty Road at Pontiac Trail from the I-96 /I-696/I-275 interchange. The project would involve construction of a new roadway on an alignment west of Haggerty Road. Improvements to Haggerty Road would provide a 6- to 8-lane controlled-access boulevard with 12-foot lanes and an 84-foot median within a minimum rights-of-way of 410 feet. The boulevard design would not provide for access to adjoining property and would not require service drives and complicated intersections. Crossroads at 13, 14, and 15 Mile roads would be widened to five or six lanes at their intersections with the new roadway to allow proper functioning of the connections. At the northern terminus of the project, Pontiac Trail would be widened to five lanes. Mitigation measures would include development of 29 acres of new wetlands and management and overall landscaping to blend project facilities into the surrounding countryside. A recreational bike trail would be developed as a joint effort with local government agencies. The estimated cost of the project is $79.0 million. POSITIVE IMPACTS: Congestion along the I-696 corridor between I-96 and US 24 would be relieved, particularly in the Haggerty Road area. The quality of life for residents in the vicinity of Haggerty Road would improve significantly, and the environs would be safer. A new route through western Oakland County would be provided for travelers connecting with I-96, I-696, I-275, and Michigan 102. Response time for emergency vehicles would decline significantly. Carbon monoxide levels in the area would be reduced slightly. Safety would be improved by providing U-turn crossovers to reduce potential left-turn, rear-end, and angle accidents. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 24 acres of wetlands and require relocation of 28 single-family residences and 4 businesses. Wetland losses would reduce wildlife habitat, flood protection, and water quality in the area. Construction requirements would result in the alteration of local topography. Surface and groundwater quality would be degraded due to surface runoff and potential soil erosion, sedimentation, and siltation. The project would require relocation of a population of Redside Dace, a state-listed threatened fish species, to a stream near Ann Arbor. Traffic noise would be introduced into a rural area. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 89-0148D, Volume 13, Number 3. JF - EPA number: 910208, 2 volumes and maps, June 19, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-89-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Flood Protection KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Michigan KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36402236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HAGGERTY+ROAD+CONNECTOR%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.title=HAGGERTY+ROAD+CONNECTOR%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 19, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SKY HARBOR INTERNATIONAL AIRPORT MASTER PLAN UPDATE IMPROVEMENTS, PHOENIX, ARIZONA. AN - 36411456; 3144 AB - PURPOSE: Runway improvements and related actions are proposed at the Sky Harbor International Airport in Phoenix, Arizona. Airport improvements would include construction of a third parallel runway, extension of the North Runway (8L/26R), expansion of terminal facilities, relocation of the Arizona Air National Guard, and acquisition of property necessary for the proposed improvements. The new parallel runway would extend 7,800 to 9,500 feet and would be supported by the installation of landing and navigational aids, including medium-intensity approach lighting with alignment indicators, an instrument landing system, visual approach slope indicators, and runway end identifier lights. Existing navigational aids, including the airport surveillance radar and runway visual range transmitter, would be relocated. Parallel and connecting taxiways and drainage facilities would be provided in association with the new runway. Air traffic control procedures would be revised. The North Runway would be extended from 11,000 to 12,000 feet; the extension would be complemented via installation and relocation of landing and navigational aids, construction of drainage facilities and parallel and connecting taxiways, and implementation of new air traffic control procedures. The Air National Guard facility would be relocated to a site on the airport property southwest of the existing site; the relocation would require construction of hangar and building facilities, new fueling facilities, apron areas, new utilities, connecting taxiways, drainage facilities, and access roads. Terminal development would involve construction of additional concourses, structural and surface parking areas, internal access road improvements, and expanded airline maintenance areas. Terminal T-2 and the DynAir Tech Hangar would be demolished. Acquisition of 122 acres would be required for all proposed airport developments. POSITIVE IMPACTS: The new runway would enable the airport to accommodate the projected increase in aircraft operations through the year 2007 within an acceptable level of delay. The existing airport, with a capacity of 475,000 operations per year, could not accommodate the projected activity in 2007 of 567,934 operations per year without substantial delays. The annual savings from eliminating delays would reduce delay costs from $199.9 million to $35.7 million. Delay reductions would also reduce the emission of air pollutants from aircraft. Extension of the North Runway would allow the airport to accommodate more effectively some of the aircraft types that frequently operate at the airport; these aircraft include the Boeing 727-200, which would be able to take off with heavier loads on hotter days once the runway was extended. The longer runway would also improve the airport's capability to serve markets in both Europe and the Orient. Expansion of the terminal facilities would help the airport deal with the increased capacity. NEGATIVE IMPACTS: New runway construction would require relocation of Old Tower Road, while extension of the North Runway would require relocation of 24th Street. Runway improvements would create a shift in noise levels over sensitive areas; these shifts would result in a minimal increase in noise-impacted areas. Property acquisition would result in the relocation of several businesses. Airport improvements would encounter a site containing hazardous petroleum-related wastes and could encounter sites of cultural importance. The new runway would traverse a small portion of the Salt River floodplain. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910201, 424 pages and maps, June 13, 1991 PY - 1991 KW - Air Transportation KW - Air Quality KW - Air Quality Assessments KW - Aircraft Noise KW - Airports KW - Demolition KW - Drainage KW - Floodplains KW - Hazardous Wastes KW - Health Hazards KW - Impact Assessment Methodology KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Navigation Aids KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Arizona KW - Sky Harbor International Airport, Arizona KW - Airport and Airway Improvements Act of 1982, 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/36411456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-06-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SKY+HARBOR+INTERNATIONAL+AIRPORT+MASTER+PLAN+UPDATE+IMPROVEMENTS%2C+PHOENIX%2C+ARIZONA.&rft.title=SKY+HARBOR+INTERNATIONAL+AIRPORT+MASTER+PLAN+UPDATE+IMPROVEMENTS%2C+PHOENIX%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NH ROUTE 101/51 IMPROVEMENTS, ROCKINGHAM COUNTY, NEW HAMPSHIRE (EPPING-HAMPTON PROJECT NO. 11324, F-018-2(72)). AN - 36402471; 3201 AB - PURPOSE: Improvement of 17.6 miles of New Hampshire (NH) Route 101/51 in Rockingham County, New Hampshire is proposed. The highway segment to be improved would extend from a point in Epping approximately 1.5 miles east of NH 102 (Exit 5) and continue easterly through the towns of Brentwood, Exeter, Stratham, and Hampton to a point approximately 1.3 miles east of Interstate 95 (I-95). Approximately 13 miles of the existing highway along this segment consist of a two-lane improved roadway within a four-lane, fully controlled-access right-of-way. The remainder of the segment is an uncontrolled, unimproved roadway with unacceptable alignment, travelway widths, and shoulders. The proposed project would provide a four-lane highway along the entire 17.6-mile section. Improvements would be made to nine interchanges along the route. Within the improved sections, at the western and eastern ends of the segment under consideration, proposed improvements would consist of construction of a two-lane facility parallel to the existing two-lane facility. Within the unimproved, middle section, a four-lane facility following several alternative alignments on new location would be constructed. POSITIVE IMPACTS: The project would increase safety and relieve existing traffic congestion during peak periods, greatly improving service on the only east-west principal arterial highway in the southern portion of the state. A four-lane facility would be completed from I-93 in Manchester to I-95 in Hampton. Traffic volumes within the corridor, which have grown rapidly over the past decade, would be accommodated by the enlarged facility. Unacceptable levels of service currently affecting eight sections of NH 101/51 would be ameliorated, and unacceptably high accident rates would be decreased significantly. NEGATIVE IMPACTS: Along the western section, rights-of-way requirements would displace approximately 800 feet of streambeds at four stream crossings, 4.1 acres of 100-year floodplains, 20 acres of farmlands, 66.6 acres of upland and 33.4 acres of wetland habitat, 3 residences, 5 mobile homes, 1 business, and 1 church. Improvements along the western section would encounter two archaeological sites and six sites containing known or suspected hazardous materials. Along the middle section, rights-of-way acquisitions would result in the loss of 11 acres of floodplains, 1,575 feet of streambeds, 21.5 acres of farmlands, 43.8 acres of wetlands and 95.2 acres of upland wildlife habitat, 7 residences, 1 residence/business combination, and 1 mobile home. Three water wells would be affected. Improvements along the middle section would encounter two historically significant properties, one archaeological site, and nine sites containing known or suspected hazardous materials. An estimated six receptors along the middle section would experience severe noise impacts, and negative visual impacts would be associated with the North Road interchange and houses within sight of the highway near Old Town Farm Road and Watson Road. Along the eastern section, rights-of-way development would result in impacts to an aquifer and displacement of 14.7 acres of floodplains, 36.3 acres of farmlands, 136.7 acres of upland and 28.3 acres of wetland habitat, 2 residences, 1 residence/business combination, 1 business, and 1 garage. One sensitive receptor near NH 108 would be affected by excessive noise impacts along the eastern section, and visual impacts along this section would be significant for viewers along the north side of Hampton Road in Exeter. Four archaeological sites could be impacted and seven potentially hazardous materials sites would be traversed by developments along the eastern section. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 910203, 479 pages and maps, June 13, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-91-01-D KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Floodplains KW - Health Hazards KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Pipelines KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources KW - Wastes KW - Wells KW - Wetlands KW - Wildlife Habitat KW - New Hampshire KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36402471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-06-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NH+ROUTE+101%2F51+IMPROVEMENTS%2C+ROCKINGHAM+COUNTY%2C+NEW+HAMPSHIRE+%28EPPING-HAMPTON+PROJECT+NO.+11324%2C+F-018-2%2872%29%29.&rft.title=NH+ROUTE+101%2F51+IMPROVEMENTS%2C+ROCKINGHAM+COUNTY%2C+NEW+HAMPSHIRE+%28EPPING-HAMPTON+PROJECT+NO.+11324%2C+F-018-2%2872%29%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 - Draft. Preparation date: June 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TERMINAL DOPPLER WEATHER RADAR SITE DETERMINATION PROGRAM. AN - 36406765; 3143 AB - PURPOSE: Development and operation of a Terminal Doppler Weather Radar (TDWR) system are proposed in this programmatic environmental impact statement (PEIS). The TDWR system is an automated radar system used to detect low-altitude hazardous weather conditions, including microbursts and gust fronts, in and near the terminal approach and departure zones of airports. The TDWR system would represent a major improvement over the capability of existing weather radars, primarily through the application of the Doppler principle. The Doppler effect is the shift in the frequency of sound or electromagnetic waves when reflected from moving objects. This frequency shift can be used to estimate the velocity of the object. Applied to weather radar, the velocity at which precipitation droplets move toward or away from the radar can be determined. TDWR algorithms automatically detect and derive hazardous weather information from the radar base data. Automatic alarms signify detection of a weather hazard. The TDWR system consists of a C-band Doppler radar sensor, data processing, communication, and hazardous weather displays. A TDWR facility, which is unmanned, is generally located within 12 nautical miles of the target airport. Radar data acquisition and radar product generator systems are located at the remote site. Processed data from the product generator are transmitted via 9,600-baud telephone lines to the airport control tower and other locations, where the product information is displayed to air traffic controllers and air traffic supervisors. Display units consist of an alphanumeric and a geographical situation display. Warnings on the alphanumeric display are read to pilots by air traffic controllers, while air traffic supervisors use the geographical display to set up the airport operational configuration. A remote maintenance monitoring system permits control, status monitoring, and troubleshooting from a remote location. Finally, a moving target simulator, which is a passive device located on a tower or other appropriately elevated structure between 2 and 20 kilometers from the radar product generator, reflects a signal received from the data acquisition unit to ensure that critical portions of the TDWR system are working properly. This PEIS was prepared to analyze the impacts of installing and operating TDWR facilities at airport locations across the United States. Since specific sites for TDWR stations have not yet been selected, this PEIS does not analyze site-specific impacts. Rather, it analyzes the range of impacts that might be expected at any site and under various site conditions from the construction and operation of a generic TDWR station. The PEIS also evaluates the siting criteria that would be used to select TDWR sites. Facility and siting requirements would include a plot of land approximately 150 feet by 150 feet surrounded by a 7-foot chain-link security fence; easements to preclude construction of any structure that would rise above the antenna platform; an access road; a standard concrete masonry building for housing of electronic equipment; an antenna and radome mounted on an antenna tower structure; a standard transformer substation and a backup 100-kilowatt natural gas or liquid petroleum gas-powered engine generator; utility lines; and an aboveground fuel tank for storage of liquid petroleum gas, if appropriate. POSITIVE IMPACTS: The TDWR would enhance the safety of air travel through the timely detection and reporting of weather conditions. Because TDWRs would apply the Doppler principle and automated signal processing, they would greatly improve the warning time to pilots of hazardous low-altitude weather conditions. The TDWR would provide additional improvements over existing radar through the use of solid-state technology, as well as improved data processing, communication, and display devices. It would provide at least one minute's warning prior to the onset of hazardous outflows of a forming microburst. In addition to monitoring these hazardous outflows, TDWR would detect microburst features aloft that typically precede initial surface outflows by 10 minutes. A second TDWR function would improve management of air traffic in the terminal area through the forecast of gust-front-induced changes in wind direction. Generally, improved weather radar information would be provided to air traffic controllers, supervisors, and pilots, enabling them to detect hazardous low-altitude wind shear conditions, which have been identified as a major cause of weather-related U.S. air carrier fatalities. As a result, the loss of life, injuries, property damage, and interruption of economic activity resulting from catastrophic aircraft accidents associated with wind shear would be reduced significantly. NEGATIVE IMPACTS: Some land would be removed from other uses by facility development, and easements would restrict some uses in the vicinity of TDWR sites. JF - EPA number: 910197, 371 pages, June 12, 1991 PY - 1991 KW - Air Transportation KW - Aircraft KW - Airports KW - Antennas KW - Buildings KW - Climatologic Assessments KW - Easements KW - Electric Power KW - Health Hazard Analyses KW - Natural Gas KW - Navigation Aids KW - Radar KW - Roads KW - Safety KW - Transmission Lines UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406765?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TERMINAL+DOPPLER+WEATHER+RADAR+SITE+DETERMINATION+PROGRAM.&rft.title=TERMINAL+DOPPLER+WEATHER+RADAR+SITE+DETERMINATION+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 12, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - A Regional Approach to Rail Transit Training for the New York Metropolitan Area. Final Report. AN - 62694028; ED377364 AB - A study examined the feasibility of a regional approach to rail transit training in the New York metropolitan area. First, case studies were collected to document existing training practices at the five agencies currently responsible for training rail transit workers in the New York metropolitan area and to identify mutual training needs that could be addressed on a regional basis. Next, innovative approaches used by other agencies were reviewed and possible means of sharing training were determined. Information obtained from interviews with personnel and reviews of various documents established 15 skills/skill areas in which at least 2 of the 5 agencies needed or wanted to expand training. Several agencies also wanted to expand their training capabilities through the use of new educational technologies but had been prevented from doing so by budget constraints. The following were recommended as feasible ways of adopting a regional approach to rail transit training: periodic meetings of training managers to discuss current problems/solutions; exchange of training course catalogs and cross-registration; joint development of training material; joint application for grants from the Departments of Labor, Transportation, and Education; and collaboration with community colleges as a group to develop rail-related courses. (MN) AU - McKnight, Claire E. AU - Rotter, Naomi Y1 - 1991/06// PY - 1991 DA - June 1991 SP - 63 VL - DOT-T-92-08 KW - New York (New York Metropolitan Area) KW - ERIC, Resources in Education (RIE) KW - Rail Transportation KW - Postsecondary Education KW - Unions KW - Needs Assessment KW - Educational Needs KW - Driver Education KW - Comparative Analysis KW - Feasibility Studies KW - Articulation (Education) KW - Educational Practices KW - Educational Planning KW - Community Colleges KW - Agency Cooperation KW - Cooperative Planning KW - Vocational Education KW - Regional Planning UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/62694028?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Equal Opportunity Perceptions and Job Attitudes AN - 60056989; 92Y5592 AB - Anonymous survey data collected from 49 military personnel in the eastern US indicate that exchange ideology moderated the relationships of equal opportunity (EO) perceptions with job satisfaction & procedural justice. For personnel whose attitudes & behaviors were more dependent on organization reinforcement, Equal Opportunity perceptions were strongly related to job satisfaction & procedural justice, while they were unrelated for those whose attitudes & behaviors were more independent of organization reinforcement. Results provide evidence of the importance of exchange ideology in the study of job attitudes. 11 References. Modified AA JF - Journal of Social Psychology AU - Witt, Alan AD - Civil Aeromedical Instit Federal Aviation Administration Mike Monroney Aeronautical Center, 6500 South MacArthur Oklahoma City OK 73125 Y1 - 1991/06// PY - 1991 DA - June 1991 SP - 431 EP - 433 VL - 131 IS - 3 SN - 0022-4545, 0022-4545 KW - equal opportunity perceptions, military personnel KW - job attitudes/behavior KW - survey KW - eastern US KW - Work Attitudes KW - Perceptions KW - Northern States KW - Military Personnel KW - Social Inequality KW - United States of America KW - article KW - 0621: complex organization; jobs, work organization, workplaces, & unions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/60056989?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Asocabs&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Social+Psychology&rft.atitle=Equal+Opportunity+Perceptions+and+Job+Attitudes&rft.au=Witt%2C+Alan&rft.aulast=Witt&rft.aufirst=Alan&rft.date=1991-06-01&rft.volume=131&rft.issue=3&rft.spage=431&rft.isbn=&rft.btitle=&rft.title=Journal+of+Social+Psychology&rft.issn=00224545&rft_id=info:doi/ LA - English DB - Sociological Abstracts N1 - Date revised - 2007-10-30 N1 - Last updated - 2016-09-28 N1 - CODEN - JSPSAG N1 - SubjectsTermNotLitGenreText - Military Personnel; Social Inequality; Perceptions; United States of America; Northern States; Work Attitudes ER - TY - RPRT T1 - BALTIMORE-WASHINGTON INTERNATIONAL AIRPORT EXTENSION OF THE CENTRAL LIGHT RAIL LINE, ANNE ARUNDEL COUNTY, MARYLAND. AN - 36401982; 3124 AB - PURPOSE: Extension of the Central Light Rail Line (CLRL) serving the Baltimore-Washington International Airport (BWI) in Anne Arundel County, Maryland is proposed. The Maryland Mass Transit Administration is currently developing a 22-mile locally funded light rail transit system, the CLRL, from Dorsey Road in Anne Arundel County, through Baltimore City, and extending north to Timonium in Baltimore County. This document considers the corridor west of the southern portion of the CLRL near BWI. The BWI corridor study area is located approximately five miles south of downtown Baltimore (MetroCenter) and is bounded by the Patapsco River on the north, Maryland Routes 3 and 648 on the east, proposed Maryland Route 100 on the south, and the Howard County line on the west. A Transportation System Management (TSM) alternative, three Light Rail Transit (LRT) alternatives, and a No Action Alternative are under consideration. The No Action alternative would maintain present conditions, with the addition of already programmed or committed corridor improvements, including completion of the extension of the Baltimore Metro to Johns Hopkins Hospital and the 22-mile mainline of the CLRL, bus service improvements, and additions to the road network within the BWI area. The TSM Alternative represents a range of actions to improve existing transportation services and facilities using typically low-cost operationally oriented measures. In this case, the TSM Alternative would consist of an additional bus route from the North Linthicum light rail stop to the BWI business community and BWI Airport area, as well as the improvements that would occur under the No Action Alternative. The LRT alternatives would involve extensions of the existing CLRL by 2.3 to 5.0 miles, with the addition of two to five stations. Capital costs for the TSM Alternative are estimated at $808,000, while the costs of the LRT options range from $22.2 million to $72.2 million. POSITIVE IMPACTS: Additional LRT capacity would support growth trends in employment and development at BWI; these trends are reflected in proposals or possible proposals for substantial economic expansion in the area by the Airport Square Company, Westinghouse Corporation, Trammel Crow Company, Hock Company, and BTR Realty. The TSM and No Action alternatives would help meet the transportation needs of this economic expansion to a significantly lesser extent. While the LRT alternatives would significantly reduce travel times, the TSM and No Action alternatives would not. NEGATIVE IMPACTS: A number of locations adjacent to the LRT system could experience noise and vibration levels in excess of federal standards. One LRT alternative would traverse the Patapsco River floodplain on fill, displacing 1.26 acres of wetlands, and would cross Chesapeake Bay Critical Areas. Crossings of other tributaries are anticipated. If an LRT alternative were selected, up to two archaeological sites could be affected. Some portions of the rail line could pass in the vicinity of school property and/or BWI runway clearance zone, resulting in potential safety hazards. 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 Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 910178, 387 pages, May 29, 1991 PY - 1991 KW - Roads and Railroads KW - Airports KW - Archaeological Sites KW - Bays KW - Commercial Zones KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Rapid Transit Systems KW - Safety KW - Schools KW - Section 106 Statements KW - Transportation KW - Urban Development KW - Wetlands KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+INTERNATIONAL+AIRPORT+EXTENSION+OF+THE+CENTRAL+LIGHT+RAIL+LINE%2C+ANNE+ARUNDEL+COUNTY%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+INTERNATIONAL+AIRPORT+EXTENSION+OF+THE+CENTRAL+LIGHT+RAIL+LINE%2C+ANNE+ARUNDEL+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Philadelphia, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 29, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRANSIT IMPROVEMENTS FOR THE TASMAN CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 36401942; 3121 AB - PURPOSE: Alternative transit improvements within the Tasman Corridor in Santa Clara County, California are being considered. More specifically, the proposed action would involve an improvement to the transit system in northern Santa Clara County between the Milpitas and northern San Jose communities on the east and Mountain View and Sunnyvale on the west. In addition to the No Build Alternative, proposals under consideration include: (1) the Transportation System Management (TSM) plan, which involves expansion of transit services to meet future demand with express buses on proposed high-occupancy vehicle (HOV) facilities; (2) the Express Bus/HOV Lanes Alternative, which includes expansion of transit service to meet demand by increasing express bus service on HOV facilities and construction of freeway-to-freeway HOV connector ramps at selected interchanges; and (3) the Light Rail Transit (LRT) Alternatives, which involve expansion of transit service to meet demand by operating light-rail transit facilities at least from Milpitas to Lockheed and at most from East San Jose to Mountain View/Sunnyvale. The LRT alternative would involve consideration of five LRT subalternatives. Depending on the number of buses operating and the alternative chosen, the costs of project implementation range from $299.75 million to $625.63 million in 1989 dollars. POSITIVE IMPACTS: Any action alternative would decrease travel times and transportation-related energy consumption within the Tasman Corridor. Ridership on the public transportation system would increase significantly for all action alternatives except the TSM Alternative. LRT alternatives would result in extremely substantial travel-time savings and ridership increases. Construction and operation of system improvements would provide significant employment opportunities in the metropolitan area. Implementation of any system would result in improved air quality in the corridor over the No Action Alternative. NEGATIVE IMPACTS: LRT implementation could require rezoning of some areas. Alternatives (1) and (2) would displace six residences, while the LRT system, under Alternative (3), would displace 9 to 73 residences. Structures for the express bus system under Alternative (2) or for the LRT system would constitute visual intrusions. Implementation of the LRT system would result in substantial noise and vibration impacts. The LRT system would traverse a floodplain, impacting less than one acre of wetlands. Numerous historic sites would be affected regardless of the alternative chosen, and two of the LRT alternatives would result in a loss of parkland at one 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.), 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.). JF - EPA number: 910166, 441 pages, May 17, 1991 PY - 1991 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Energy Consumption KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wetlands KW - California KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSIT+IMPROVEMENTS+FOR+THE+TASMAN+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=TRANSIT+IMPROVEMENTS+FOR+THE+TASMAN+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 17, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - A Summary of Selected Nationwide School Bus Crash Statistics in 1989. Technical Report. AN - 62695524; ED374532 AB - This document provides a summary of selected school bus crash statistics for 1989. Information was obtained from the following data sources: the Fatal Accident Reporting System (FARS), the General Estimates System (GES), and the School Bus Fleet Annual Fact Book. The data are organized into four sections: (1) a summary of national and selected state use statistics; (2) a summary of the total school-bus accidents reported to police in 1989; (3) a profile of fatal school bus accidents; and (4) statistical information on fatalities. When available, data are provided for three types of vehicles--school buses, school vehicles, and private buses. The data for 1989 indicate that school transportation-related fatalities continue to represent only a small portion of total motor vehicle-related deaths. Of the 45,555 motor vehicle related fatalities occurring in 1989, only 33 involved occupants of vehicles used to provide transportation for these purposes. There is no evidence to suggest that either the character or magnitude of crashes involving school buses, private buses, or school vehicles changed significantly in 1989 when compared to their experience over the time period 1977-1989. School-related transportation continues to remain a very safe form of ground transportation. Twenty tables are included. (LMI) Y1 - 1991/05// PY - 1991 DA - May 1991 SP - 27 PB - National Technical Information Service, Springfield, VA 22161. VL - DOT-HS-807-734 KW - ERIC, Resources in Education (RIE) KW - School Buses KW - Student Transportation KW - Death KW - Accidents KW - Transportation KW - Bus Transportation KW - Elementary Secondary Education KW - Service Vehicles KW - Traffic Accidents UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/62695524?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - RPRT T1 - PROPOSED PARALLEL TAXIWAY TO RUNWAY 11-29, WORCESTER MUNICIPAL AIRPORT, WORCESTER, MASSACHUSETTS. AN - 36393554; 3072 AB - PURPOSE: Construction of a parallel taxiway for Runway 11-29 at Worcester Municipal Airport in Worcester, Massachusetts is proposed. The airport, which serves central Massachusetts, has two main runways; Runway 11-29 is the primary and precision instrument landing runway. A runway, especially a primary runway that experiences heavy use, is generally constructed with a parallel taxiway so that airplanes that are landing or taking off can be kept separate from those taxiing on the ground. Focal issues addressed include noise levels, water quality, wetlands, and wildlife habitat. In addition to the No Build Alternative, four taxiway build alternatives (north of the runway with either a 359-foot or 400-foot offset, and south of the runway with either a 359-foot or 400-foot offset), and five borrow site alternatives were evaluated. The preferred location of the taxiway would be north of the runway. Approximately 75 percent of the embankment material is recommended to be taken from the Taxiway D Borrow Site, which is north of Taxiway D and west of Runway 15. A waiver would be requested from the Federal Aviation Administration to allow for the proposed 359-foot distance separating the runway centerline from the taxiway centerline. If the waiver is rejected or if it precludes further installation of a Category II instrument landing system on Runway 11-29, then a 400-foot offset would be provided. The estimated cost of the project is $18.6 million. POSITIVE IMPACTS: Taxiway construction would reduce delays and improve air traffic safety at this major central Massachusetts air carrier airport. Aircraft using the facility would no longer be required to taxi onto and down the length of Runway 11-29 (7,005 feet) to reach the end of that runway due to the lack of a taxiway. The potential for collisions between departing and arriving aircraft resulting from this situation would be eliminated. Erosion control measures associated with the project would improve water quality in Lynde Brook Reservoir, a public water source just downstream of the project area. NEGATIVE IMPACTS: Due to the highly erodible soils common to the area, major filling within the watershed would pose a potential threat to water stored in Lynde Brook Reservoir. All necessary precautions would be taken to ensure that sedimentation of the reservoir does not occur. A total of 2.25 and 2.8 acres of wetlands would be displaced by the 359-foot and the 400-foot offset alignments, respectively. Floodplain lands would be impacted. Hauling of large quantities of fill from an off-airport site could pose significant adverse impacts, increasing traffic and deteriorating road conditions. LEGAL MANDATES: Airport and Airway Development Act of 1970, as amended, (P.L. 91-258) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 910138, 334 pages and maps, May 1, 1991 PY - 1991 KW - Air Transportation KW - Agency number: EOEA No. 6873 KW - Aircraft Noise KW - Airports KW - Erosion Control KW - Floodplains KW - Navigation Aids KW - Noise Assessments KW - Regulations KW - Reservoirs KW - Safety KW - Sediment KW - Traffic Control KW - Transportation KW - Water Quality KW - Water Supply KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Worcester Municipal Airport, Massachusetts KW - Airport and Airway Development Act of 1970, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393554?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+PARALLEL+TAXIWAY+TO+RUNWAY+11-29%2C+WORCESTER+MUNICIPAL+AIRPORT%2C+WORCESTER%2C+MASSACHUSETTS.&rft.title=PROPOSED+PARALLEL+TAXIWAY+TO+RUNWAY+11-29%2C+WORCESTER+MUNICIPAL+AIRPORT%2C+WORCESTER%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, and Worcester Airport Commission, Worcester, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 1, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ATLANTA NORTH LINE EXTENSION PROJECT, NORTH ATLANTA CORRIDOR, FULTON AND DEKALB COUNTIES, GEORGIA. AN - 36385670; 3122 AB - PURPOSE: Improvement of public surface transportation facilities within the North Atlanta Corridor in Fulton and Dekalb counties, Georgia is proposed via construction of a rapid rail transit system branch route. The Atlanta North Line Extension Project covers the transportation corridor just north of the Medical Center station on the Metropolitan Area Rapid Transit Authority's (MARTA) North Line. Alternatives under consideration are two Transportation System Management alternatives, a Busway Alternative to North Springs, two Rail Transit Extension alternatives (one to North Springs and one to Sandy Springs), and the No Build Alternative. Under the preferred alternative, a 3.1-mile extension of MARTA's rail system from the Medical Center station through the North Springs station would be constructed. The line section would be a combination of aerial, at-grade, and subway. The Medical Center station would be an on-line station with no modifications. The station facilities would include 100 parking spaces, 5 bus bays, and 7 kiss/ride spaces. Three new stations, Dunwoody, Sandy Springs, and North Springs, would be constructed. The Dunwoody station would have 550 on-site parking spaces, while the Sandy Springs and North Springs stations would have 1,400 and 2,300 on-site parking spaces, respectively. Satellite parking facilities providing 700 spaces would be included along Mansell and State Bridge roads. MARTA is currently committed to expanding its existing rapid rail transit system by constructing a branch line in the median of the Georgia (GA) 400 highway extension, which is now under construction. This segment would begin at a junction with the existing Northeast Rail Line between Lindbergh and Lenox stations and would extend 5.7 miles to the Medical Center station just south of Interstate 285; an additional station at Buckhead would be included to serve the North Lenox area. MARTA is proceeding with the construction of this locally funded segment concurrently with the Georgia Department of Transportation's construction of the GA 400 extension. This environmental impact statement includes assessments of the combined impacts of the six-lane GA 400 highway with those of the median rail line. Completion of GA 400 is scheduled for 1991-1992, while the MARTA line to the Medical Center station is tentatively scheduled to open in 1995. The estimated cost of the rail portion of the project is $377.1 million in 1990 dollars. POSITIVE IMPACTS: The new system would provide efficient and economical transportation for the metropolitan area, particularly the North Atlanta Corridor. While having a minimal impact on sociological and aesthetic values, the project would provide a transportation system that would be compatible with and complementary to land uses and development policies and trends. Well-established growth patterns in the area would be reinforced. Significant energy savings would be realized; the annual energy savings are estimated to be 36 billion BTU. NEGATIVE IMPACTS: Rights-of-way requirements would result in the acquisition of six multifamily units and five single-family units. Displacement of an additional 24 multifamily units could be required. Rights-of-way development would also result in the displacement of 4.13 acres of wetlands at eight sites. Floodplain lands would be traversed. Elevated sections of the joint highway/rail line would present visual impacts to adjacent residents. Noise barriers and special features to absorb vibration would be required. Auto and bus traffic in the vicinity of stations would increase significantly. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 90-0177D, Volume 14, Number 3. JF - EPA number: 910137, 348 pages and maps, May 1, 1991 PY - 1991 KW - Roads and Railroads KW - Energy Consumption KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Control KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Visual Resources KW - Wetlands KW - Georgia 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, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385670?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ATLANTA+NORTH+LINE+EXTENSION+PROJECT%2C+NORTH+ATLANTA+CORRIDOR%2C+FULTON+AND+DEKALB+COUNTIES%2C+GEORGIA.&rft.title=ATLANTA+NORTH+LINE+EXTENSION+PROJECT%2C+NORTH+ATLANTA+CORRIDOR%2C+FULTON+AND+DEKALB+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 1, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TH 14 FROM THE JUNCTION OF THE NORTH MANKATO-MANKATO BYPASS AND COUNTY ROAD 193 AT THE EAST EDGE OF MANKATO TO SMITHS MILL AT THE EAST BLUE EARTH COUNTY LINE, MINNESOTA. AN - 36411504; 3125 AB - PURPOSE: Construction and improvement of Trunk Highway (TH) 14 between Mankato and Smiths Mill in Blue Earth County, Minnesota are proposed. In addition to the No Action Alternative, one two-lane alternative, three four-lane alternatives between Mankato and Eagle Lake (alternatives B1, B2, and W), and three four-lane alternatives between Eagle Lake and Smiths Mill (alternatives D, E, and F) were evaluated. Under the preferred plan, the highway project, which would extend approximately 10 miles between the North Mankato-Mankato Bypass and Smiths Mill, would provide a four-lane facility. An interchange would be located at the intersection of the eastern terminus of the bypass and County Road (CR) 193. The three alternative alignments remain under consideration for the segment extending from CR 193 to a point just east of the city of Eagle Lake. Alternatives B1 and B2 would depart from the existing TH 14 alignment at the junction of CR 193 and the east terminus of the North Mankato-Mankato Bypass and extend eastward on the same centerline for approximately 2.25 miles. After crossing the southern edge of a large wetland/upland complex and County State Aid Highway (CSAH) 3, alternatives B1 and B2 would curve southeasterly, cross the northern edge of a wetland, and parallel the Dakota, Minnesota, and Eastern (DME) Railroad before curving to the east. Then, Alternative B1 would take a southern route across a wetland, while Alternative B2 would cross to the north of the same wetland. Both of these alternatives would bridge the railroad and provide for at-grade access to the city of Eagle Lake at the west edge of Eagle Lake. Both alternatives would cross the lake outlet and intersect CSAH 17 (Alternative B1) or Township Road (TR) 314 (Alternative B2), east of the city of Eagle Lake. Like alternatives B1 and B2, Alternative W would begin at CR 193, extend easterly for approximately one mile before curving southward to skirt a major portion of the large wetland/upland complex, then continue eastward across CSAH 3, the north edge of a wetland, and the DME Railroad tracks. Alternative W would then curve slightly to the north and east to avoid the city of Eagle Lake, intersect with a connection to TR 341, and cross the Eagle Lake outlet. The preferred alternative would include Alternative B1, B2, or W in combination with Alternative D, which would continue the project east of Eagle Lake, extending southeastward to the DME Railroad tracks, paralleling the tracks on the north side to a connection to existing TH 14 east of the TH 60 junction. Beyond the transition area, existing TH 14 would be reconstructed as a two-lane roadway. The estimated cost of the project, which would be phased over a two-year period, ranges from $8.75 million to $9.05 million, depending on the final combination of alternatives chosen. POSITIVE IMPACTS: By separating regional and urban traffic in the vicinity of a large urban area in south-central Minnesota, the project would ease both local and through traffic movements. The highway would also provide additional traffic capacity and a higher level of service. Noise levels within the city of Eagle Lake would decline. NEGATIVE IMPACTS: Rights-of-way developments would result in the degradation or loss of from 18.8 to 20.6 acres of stream waterways and wetlands and from 165.9 to 168.0 acres of farmlands. From 6.4 to 9.6 acres of farmlands would be triangulated, and 8 to 10 farmed parcels would be severed. Displacement of up to three residences and small businesses would be required. Noise levels near farmsteads along the bypass route would increase significantly, and the highway would intrude on the visual aesthetics of a predominantly rural area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910126, 2 volumes and maps, April 22, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-90-3-D KW - Bridges KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Lakes KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, as amended, Wetlands 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/36411504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TH+14+FROM+THE+JUNCTION+OF+THE+NORTH+MANKATO-MANKATO+BYPASS+AND+COUNTY+ROAD+193+AT+THE+EAST+EDGE+OF+MANKATO+TO+SMITHS+MILL+AT+THE+EAST+BLUE+EARTH+COUNTY+LINE%2C+MINNESOTA.&rft.title=TH+14+FROM+THE+JUNCTION+OF+THE+NORTH+MANKATO-MANKATO+BYPASS+AND+COUNTY+ROAD+193+AT+THE+EAST+EDGE+OF+MANKATO+TO+SMITHS+MILL+AT+THE+EAST+BLUE+EARTH+COUNTY+LINE%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONWAY BYPASS (FORMERLY NORTHERN OUTER BYPASS), FROM US ROUTE 501 TO US ROUTE 17, HORRY COUNTY, SOUTH CAROLINA. AN - 36404723; 3128 AB - PURPOSE: Construction of the Conway Bypass (formerly known as the Northern Outer Bypass) in Horry County, South Carolina is proposed. The new 30-mile highway would extend eastward from US Route 501 between the town of Aynor and the city of Conway, proceed eastward around the north side of Conway and end on US Route 17 between the cities of Myrtle Beach and North Myrtle Beach. Design features would include four lanes from US Route 501 to SC Route 905 and six lanes from SC Route 905 to US Route 17, 12-foot-wide travel lanes, 10- to 12-foot safety shoulders, and a 60- to 80-foot-wide graded median within a general rights-of-way width of approximately 260 feet. The rights-of-way would be able to accommodate expansion of the facility to six and eight lanes in the future if necessary. Rights-of-way requirements would be greater at interchanges. A high-level bridge would be provided over the Intracoastal Waterway. Bridges would also be provided over major stream crossings, at major crossroads and railroads, and at other locations where necessary to accommodate soil and hydraulic conditions. Interchanges would be provided at US Route 501, SC Route 319, US Route 701, SC Route 905, SC Route 90, and US Route 17. The diamond interchange configuration would be used at the less heavily travelled interchanges, while directional ramps and loops would be used at the more heavily travelled interchanges. The estimated cost of the project is $353.0 million in 1988 dollars. POSITIVE IMPACTS: Access to beach resort areas in the vicinity of the Grand Strand at Myrtle Beach and in North Myrtle Beach would be improved. Additional regional traffic volumes expected in Horry County would be accommodated. Internal circulation conditions in Conway and along the Grand Strand would be eased. An additional emergency evacuation route from the coast would be provided for hurricane relief. The highway design would preserve the rural freeway appearance, eliminate the need for costly median barriers, eliminate the need to acquire additional rights-of-way in the future when it would be more difficult and costly, and preclude additional impacts associated with expanding rights-of-way limits. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 3 homes, 2 businesses, 433 acres of wetlands, and 436 acres of farmlands. Approximately 110.4 acres would be impacted by fill, and 109 acres would be covered by bridge structures. Noise levels would exceed federal standards at eight sites. Highway development would affect seven archaeological sites potentially eligible for inclusion on the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, 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 environmental impact statement, see 89-0078D, Volume 13, Number 2. JF - EPA number: 910130, 246 pages and maps, April 18, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-89-01-F KW - Archaeological Sites KW - Beaches KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Noise Standards Violations KW - Regulations KW - Relocations-Property Acquisitions KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites 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/36404723?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONWAY+BYPASS+%28FORMERLY+NORTHERN+OUTER+BYPASS%29%2C+FROM+US+ROUTE+501+TO+US+ROUTE+17%2C+HORRY+COUNTY%2C+SOUTH+CAROLINA.&rft.title=CONWAY+BYPASS+%28FORMERLY+NORTHERN+OUTER+BYPASS%29%2C+FROM+US+ROUTE+501+TO+US+ROUTE+17%2C+HORRY+COUNTY%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: April 18, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WASHINGTON STREET CORRIDOR, BISMARCK, NORTH DAKOTA, PROJECT NO. M-MG-1-981( )010. AN - 36393497; 3058 AB - PURPOSE: Improvement of transportation facilities along the Washington Street Corridor from Century Avenue to the Bismarck Expressway in Bismarck, North Dakota is proposed. The project would involve construction of the proposed Burlington Northern Railroad underpass and street approaches on Washington Street from Bowen Avenue to Rosser Avenue, on Front Avenue, and on Main Avenue. A 63-foot-wide street would be constructed from Front Avenue to the north intersection of Bowen Avenue, which would be offset approximately 134 feet. It would then transition to the existing 48-foot-wide street, 250 feet to the south. From Front Avenue to near the south Bowen Avenue intersection, the centerline of the street would be offset 10 feet to the east of the section line. To the south of this intersection, the centerline of the street would be offset only 1 foot to the east of the section line, which would result in a 9-foot ""jog'' in the west curb line and a right-turn ""lane drop'' for the east lane. The widening would reduce the ""jog'' for southbound traffic to approximately 1.5 feet. The transition to the 63-foot section would align the travel lanes for northbound traffic. Sidewalks would be installed on the west side of Washington Street from Front to Bowen avenues. On Washington Street and Main Avenue, five traffic lanes would be provided; these sections would feature four through lanes and a left-turn lane. On Front Avenue, three lanes would be provided; this section would feature two through lanes and a left-turn lane. Main Avenue and Washington Street would be separated with a structure, providing no intersection for these streets. Noise control features could be incorporated into the project design. POSITIVE IMPACTS: The project would improve a portion of the only continuous north-south street in western Bismarck that extends from the northern city limits to the southern city limits. A deteriorating, substandard underpass structure would be replaced. Traffic movements within the corridor would be improved significantly due to increased width and realignment of the involved areas. NEGATIVE IMPACTS: Rights-of-way development would impinge on the Municipal Ballpark located between Front Avenue and Sweet Avenue and on Elks Pool. Noise levels would increase in the vicinity of an American Legion baseball diamond and Kiwanis Park. Numerous business enterprises would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS), the draft supplement to the DEIS, and the revised DEIS, see 82-0587D, Volume 6, Number 9; 84-0442D, Volume 8, Number 9; and 90-0258D, Volume 14, Number 4, respectively. JF - EPA number: 910109, 148 pages and maps, April 8, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-90-01F KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Noise KW - Parks KW - Railroad Structures KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Aid Highway Act of 1968, 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/36393497?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WASHINGTON+STREET+CORRIDOR%2C+BISMARCK%2C+NORTH+DAKOTA%2C+PROJECT+NO.+M-MG-1-981%28+%29010.&rft.title=WASHINGTON+STREET+CORRIDOR%2C+BISMARCK%2C+NORTH+DAKOTA%2C+PROJECT+NO.+M-MG-1-981%28+%29010.&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: April 8, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JOINT MILITARY-CIVILIAN USE OF SCOTT AIR FORCE BASE, SAINT CLAIR COUNTY, ILLINOIS. AN - 36411642; 3011 AB - PURPOSE: The construction of a civil runway and associated airport facilities adjacent to Scott Air Force Base (AFB) in Saint Clair County, Illinois, is proposed. The project would involve joint civilian /military use of Scott AFB. Projections indicate saturation of airport capacity in the St. Louis area and indicate the need for increased airport service capacity. The new civil runway would extend 10,000 feet at a width of 150 feet. The civil runway would be parallel to the existing military runway at a centerline separation of 7,000 feet. The runways would be joined by a new connecting taxiway that would cross Silver Creek. A passenger terminal, freight-handling facility, taxiways, and ancillary facilities would be built to support the new civil operations. In conjunction with construction of the new runway and terminal facilities, land would be acquired to provide for clear (safety) zones at the ends of the new runway and ensure compatible land use near the new facility. Additional land would be acquired for relocating on-base housing in Cardinal Creek Village to a site west or south of Scott AFB. The project would also include extension of the existing military runway, extension of the existing parallel taxiways, changes in military flight operations, relocation of displaced buildings, construction of new and relocated roads, upgrading of airfield lights and navigational aids, and creation of mitigation areas for wetlands and floodplains. POSITIVE IMPACTS: Joint use of the base would provide additional civil airport capacity for southwestern Illinois. Major towns that would benefit from the increased capacity would include O'Fallon, Shiloh, Lebanon, Mascoutah, Belleville, and Fairview Heights. Spending of $820 million to $900 million (1988 dollars) would provide an immediate and significant economic boost to the local communities. An additional 2000 person-years would be added to the employment pool. NEGATIVE IMPACTS: Approximately 3,500 acres of land, including nearly 2,000 acres considered prime or important farmland, would be acquired. Less land would be removed from productive cultivation if land were acquired by means other than fee simple acquisition or if some areas were leased for farming after acquisition. One relocation site for base housing would occupy an additional 348 acres, 48 acres of which are prime or important farmland. That site would also be subject to flooding by Ash Creek. The other relocation site would require acquisition of 301 acres, 169 acres of which are prime or important farmland. Lost farm income due to land acquisition would amount to at least $480,000 per year. The Scott North and South schools would be relocated as well. The runway would encroach on the Silver Creek floodplain and increase flooding, as would the connecting taxiway. Wetlands, including important bottomland hardwood forests and riverine habitat would be eliminated, along with associated wildlife habitat. Construction could cause an initial loss of habitat for several state-listed threatened and endangered species and for the federally listed Indiana bat. The additional aircraft activity in the vicinity of Scott AFB would increase visual and auditory disturbance of wildlife. One underground storage tank would have to be closed or removed to make way for extension of the taxiway, and seven potentially hazardous waste sites could be encountered. Traffic generated by civilian use of the airport would result in deterioration of transportation conditions on Illinois Route 4 between the airport access road and Interstate 64. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 910107, 634 pages, April 5, 1991 PY - 1991 KW - Defense Programs KW - Airports KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Flood Hazards KW - Floodplains KW - Hazardous Wastes KW - Housing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Storage KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Scott Air Force Base, Illinois KW - Endangered Species Act of 1973, Animals KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-04-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JOINT+MILITARY-CIVILIAN+USE+OF+SCOTT+AIR+FORCE+BASE%2C+SAINT+CLAIR+COUNTY%2C+ILLINOIS.&rft.title=JOINT+MILITARY-CIVILIAN+USE+OF+SCOTT+AIR+FORCE+BASE%2C+SAINT+CLAIR+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Military Airlift Command, Scott Air Force Base, Illinois; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 5, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLLEGE ROAD WIDENING, FAIRBANKS, ALASKA. AN - 36404350; 3051 AB - PURPOSE: Upgrading and widening a 1.6-mile segment of College Road in Fairbanks, Alaska is proposed. College Road is a major arterial in Fairbanks providing east-west travel on the north side of town. The project would improve the segment from Aurora Drive to Johansen Expressway. In addition to the No Build and Transportation Systems Management (TSM) alternatives, three build alternatives (with variations) were analyzed for the proposed project. Alternative 1 would widen the roadway to 80 feet without shoulders. Alternative 2A would widen the roadway to 100 feet with rights-of-way acquisition from the north side of College Road. Alternative 2B would widen the roadway to 100 feet following the existing center line (with rights-of-way acquisitions from both sides of College Road). Alternative 2C would widen the road to 100 feet with rights-of-way acquisitions from the south side of College Road. Alternative 3 would provide a one-way couplet system, using the existing College Road through Lemeta for eastbound traffic and developing a 60-foot roadway north of College Road to accommodate westbound traffic. All build alternatives would share a common segment, between Aurora Drive and Danby Street (west end), and would realign College Road's intersection with Margaret and Antoinette streets. In addition, all build alternatives would provide for pedestrian and bicycle traffic and a grade-separated crossing for dog mushing at Isabella Creek. The No Build and TSM alternatives and Alternative 1 have been dropped from consideration. Estimated costs of the project range from $8.9 million to $13.0 million, depending on the alternative chosen. Upgrading of the Margaret-Antoinette intersection alone would cost $400,000 for rights-of-way acquisition and $500,000 for construction. POSITIVE IMPACTS: Widening of the highway and elimination of turning conflicts would reduce traffic accidents and accommodate projected traffic demand through the year 2015. Beneficial impacts would also include increased efficiency in traffic movement, reduced delays, greater capacity and less congestion, a reduction in accidents, upgraded and extended pedestrian and bicycle facilities, lighting and signalization, and reduction of air pollutants in the corridor. Alternative 1 would have resulted in minimal rights-of-way acquisition. NEGATIVE IMPACTS: All build alternatives would infringe on parklands. The Creamer's Field Wildlife Migratory Refuge, which is located adjacent to College Road, would be affected; the south side of the refuge would be encroached upon, and the viewing area on College Road would be altered. Alternative 3 would also encroach upon a school playground. The westbound leg of the couplet, proposed under Alternative 3, would parallel the school's southern boundary and require some land from the playground; negative impacts identified with this aspect of Alternative 3 would include having a part of the arterial closer to the school's playground and requiring redesign of the bus turn-around lane. Replacement of the culvert across Isabella Creek would result in displacement of wetlands. Depending on the alternative chosen, 1 to 19 businesses, 5 to 15 residences, and perhaps 1 nonprofit organization would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 910092, 147 pages and maps, March 25, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-91-01-D KW - Air Quality Assessments KW - Birds KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Parks KW - Pipelines KW - Preserves KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Alaska KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404350?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLLEGE+ROAD+WIDENING%2C+FAIRBANKS%2C+ALASKA.&rft.title=COLLEGE+ROAD+WIDENING%2C+FAIRBANKS%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: March 25, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HONOAPIILANI HIGHWAY (FAP ROUTE 30), PUAMANA TO HONOKOWAI, LAHAINA DISTRICT, MAUI COUNTY, HAWAII. AN - 36410234; 3052 AB - PURPOSE: Reconstruction and realignment of Honoapiilani Highway (Federal Aid Primary (FAP) Route 30) between Puamana Beach Park and Kaanapali Parkway in the Lahaina District of Maui County, Hawaii are proposed. FAP Route 30 is the only state highway serving the area, which includes commercial, agricultural, resort, and residential land uses. The project termini are 5.4 miles apart; future expansion alternatives would extend the proposed action to Honokowai, a distance of approximately 3.0 miles. Access to Lahaina would be provided at Puamana, Lahainaluna Road, and Kaanapali. From Paumana to Kaanapali, the realignment project would provide a new alignment easterly or inland of the existing Honoapiilani Highway, consisting of two lanes extending approximately 2.5 miles from Puamana to Lahaina at Lahainaluna Road and four lanes extending 3.0 miles from Lahaina to Kaanapali. Phase I of this portion of the project would consist of constructing two lanes from Puamana to Kaanapali, while Phase II would consist of adding two lanes to the section between Lahainaluna Road to Kaanapali Parkway. This corridor would require an expanded right-of-way through Ikena Avenue. The proposed design concept variation would provide a full right-of-way section of 150 feet minimum; 8-foot-wide shoulders would be provided for the segment at Ikena Avenue. From Kaanapali to Honokowai, the project would widen the existing Honoapiilani Highway from the Kaanapali termini of the selected easterly alignment to Honokowai. This portion of the project would add two lanes on the easterly side of the existing highway. Realignment of a parallel cane haul road would be necessary. The estimated cost of the project is $39.42 million. POSITIVE IMPACTS: Increasing the capacity of the highway would support the rapid growth of the resort areas in the region which, together with increased commercial and residential development and activities in West Maui, have resulted in a significant increase of vehicular traffic on the existing highway. NEGATIVE IMPACTS: Rights-of-way development for the project would result in the loss of cane fields and commercial land and displacement of 18 residences. Site-clearing and construction would create fugitive dust and result in some temporary traffic disruptions and increases in 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 88-0399D, Volume 12, Number 11-12. JF - EPA number: 910088, 531 pages and maps, March 20, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-88-02-F KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Energy Consumption Assessments KW - Farmlands KW - Highways KW - Islands KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Hawaii KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOAPIILANI+HIGHWAY+%28FAP+ROUTE+30%29%2C+PUAMANA+TO+HONOKOWAI%2C+LAHAINA+DISTRICT%2C+MAUI+COUNTY%2C+HAWAII.&rft.title=HONOAPIILANI+HIGHWAY+%28FAP+ROUTE+30%29%2C+PUAMANA+TO+HONOKOWAI%2C+LAHAINA+DISTRICT%2C+MAUI+COUNTY%2C+HAWAII.&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: March 20, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARINA REDEVELOPMENT PROJECT, PORT CHESTER, NEW YORK. AN - 36393534; 3061 AB - PURPOSE: Implementation of a marine redevelopment project within the Village of Port Chester, New York is proposed. The 23-acre redevelopment site is located in the Village's central business district. It is bordered generally by North Main Street to the west, the Byram River to the east, Westchester and Purdy avenues to the south, and Willett Avenue to the north. The project would involve redevelopment of designated areas in the Village to provide 165,000 square feet of retail, restaurant, and service space; 80,000 square feet of office space; 30,000 square feet of executive park space; a 40,000-square-foot multiscreen cinema; 660 high-rise apartments; 1,887 parking spaces; a waterfront esplanade and park; and preservation and expansion of existing public boating slips in the Byram River. The project would also involve improvements to Westchester Avenue, including realignment of the street, and improvement of Willett Avenue and Adee Street. The project would be implemented in two distinct phases. Phase I would include land acquisition, demolition, and the displacement and relocation of 6 households and 14 businesses; infrastructure, parking, and open space improvements; and construction of commercial facilities in the area from Liberty Square to the Byram River. Phase I activities would also include regrading the site to prevent flooding. Phase II would begin one year after the commercial facilities have been completed and would include development of the high-rise residential structures as well as the multilevel parking garage to serve existing and new uses in the area. It is anticipated that phases I and II would be completed no earlier than 1991 and 1995, respectively. POSITIVE IMPACTS: Project improvements would strengthen the economic, residential, and commercial potential of the area within the context of broader public access to the waterfront, improved aesthetics, and more efficient traffic circulation and parking. The project would transform an underutilized area into a vital extension of the Village's commercial core, combining office, residential, retail, off-site parking, recreation, and open space uses focused on an accessible and attractive waterfront area. Residences would be provided for 981 persons, and an estimated 780 permanent new jobs would be created. NEGATIVE IMPACTS: The redevelopment activities would require relocation of 14 businesses and 6 households. Utilities along Abendroth Avenue, Adee Street, Brick Oven Road (Don Bosco Place), Traverse Avenue, and Townsend Street would have to be relocated as well. Some contaminated soils would be encountered during site development. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 90-0262D, Volume 14, Number 4. JF - EPA number: 910082, 564 pages, March 13, 1991 PY - 1991 KW - Urban and Social Programs KW - Buildings KW - Central Business Districts KW - Commercial Zones KW - Demolition KW - Employment KW - Harbor Structures KW - Harbors KW - Housing KW - Land Acquisitions KW - Open Space KW - Parking KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Development KW - Urban Renewal KW - Urban Structures 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/36393534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARINA+REDEVELOPMENT+PROJECT%2C+PORT+CHESTER%2C+NEW+YORK.&rft.title=MARINA+REDEVELOPMENT+PROJECT%2C+PORT+CHESTER%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Village of Port Chester, Village Board of Trustees, Port Chester, New York, and Department of Housing and Urban Development, New York, New York; HUD N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND RAPIDS SOUTH BELTLINE (M-6) FROM I-196 IN OTTAWA COUNTY TO I-96 IN KENT COUNTY, MICHIGAN. AN - 36393458; 3054 AB - PURPOSE: Construction of the Grand Rapids South Beltline (Michigan Route 6) is proposed in Ottawa and Kent Counties, Michigan. Numerous alternatives were initially considered, several of which are no longer viable. Current alternatives include the No Build, Transit, Transportation Systems Management, Freeway, and Boulevard alignments. The majority of the study area, from Morse Lake Avenue on the east to Kenowa Avenue on the west, is in Kent County. Within Kent County, the study area is approximately 5 miles from north to south and 19 miles from east to west (approximately 95 square miles). The Ottawa County portion of the study area averages roughly 4 miles north to south and 4 miles east to west (approximately 16 square miles). The entire study area covers approximately 111 square miles. Under the No Build Alternative, the existing roadway system would be maintained in the corridor. The Transit Alternative would require future expansion of mass transportation service in the study area and could include the extension of fixed-route services, the provision of park-n-ride facilities, and the initiation of subscription transit and ride-sharing programs. The Transportation Systems Management Alternative basically consists of widening several existing two-lane roadways to four-lane facilities. The reconstruction of major intersections, primarily those along 60th, 64th, and 68th streets, would also be associated with this alternative, as well as the extension or realignment of some existing corridor streets. Under the Limited-Access Freeway Alternative, the corridor would extend approximately 20 miles from Interstate 196 (I-196) in Ottawa County to I-96 in Kent County. The corridor has been divided into three segments of equal length: three potential alignments are proposed in the western segment, two in the middle segment, and three in the eastern segment. The freeway would consist of two 12-foot-wide lanes in each direction, separated by a 118-foot-wide median within a 418-foot-wide rights-of-way. Although the posted speed limit would be 55 miles per hour (mph), the design speed would be 70 mph to provide high levels of safety and comfort. Grade-separated interchanges would be provided at eight or nine locations, depending on the combination of highway segments selected. The Controlled-Access Boulevard Alternative would require a minimum of 250 feet of rights-of-way. There would be two 12-foot lanes in each direction, with a 108-foot wide median. This facility would have partial access control, with at-grade intersections at most north-south, one-mile section roads. The roadway design speed would be 65 mph, with a posted speed limit of 55 mph. As with the Limited-Access Freeway Alternative, full access to both US 131 and the South Beltline would be provided at 68th Street, as well as at I-196 and I-96. POSITIVE IMPACTS: The high-speed limited-access east-west highway would serve the southern portion of the Grand Rapids metropolitan area, the fastest growing area in southwestern Michigan for the past 20 years. Excessive traffic congestion in the 28th Street, 44th Street, and I-196 corridors, which currently serve to provide southern bypass routes, would be reduced. In addition to relieving local traffic congestion, the South Beltline would also function as a Grand Rapids bypass. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to 119 residences, 6 businesses, and 452 acres of prime farmland. Land associated with the Ironwood Golf Course could be displaced, and the proposed Kent County nonmotorized trails would be affected by all of the proposed build alternatives. The Creekside Park would be affected indirectly. Buttrick Avenue, a Kent county-designated Natural Beauty Road, would be crossed by the freeway. Up to 2 historic structures and 24 archaeological resource sites potentially eligible for inclusion on the National Register of Historic Places, could be impacted. Up to 196 residences would be exposed to noise levels exceeding federal standards for residential development due to traffic-generated noise. Freeway or Boulevard construction would displace 30.0 to 142.0 acres of wetlands. Surface water storage capacity would be reduced within the corridor. One endangered species 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.); Marine Protection, Research, and Sanctuaries Act of 1972, as amended (16 U.S.C. 1431 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: 910079, 423 pages and maps, March 13, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-91-01-D KW - Archaeological Sites KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Regulations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Michigan KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393458?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+RAPIDS+SOUTH+BELTLINE+%28M-6%29+FROM+I-196+IN+OTTAWA+COUNTY+TO+I-96+IN+KENT+COUNTY%2C+MICHIGAN.&rft.title=GRAND+RAPIDS+SOUTH+BELTLINE+%28M-6%29+FROM+I-196+IN+OTTAWA+COUNTY+TO+I-96+IN+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: March 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 340, WARREN COUNTY, VIRGINIA (STATE PROJECT NO. 0340-093-118, PE-101, C501). AN - 36411169; 3057 AB - PURPOSE: Improvement of 1.01 miles of US 340 in Warren County, Virginia is proposed. Existing US 340 serves as a major north-south corridor between the Massanutten and Blue Ridge Mountain ranges. Located in northwestern Virginia, the roadway extends from the West Virginia state line to Greensville, Virginia, paralleling Skyline Drive throughout most of its length. The project would begin at a point 1.013 miles south of the South Corporate Limits of Front Royal and extend north 1.01 miles to the South Corporate Limits of Front Royal at Criser Road. The project would upgrade the facility to a four-lane divided highway, with two 24-foot-wide pavements separated by a raised or depressed grass and/or forested median. Two build alternatives and the No Build option were evaluated. Both build alternatives would use 2.5-foot-wide curb-and-gutter sections on each side of the pavements. Alternative A would provide a 16-foot-wide raised grass median. Alternative B would provide a 100-foot-wide grass and/or forested median. Right- and left-turn lanes onto Routes 649 and 619, Criser Road, and the Skyline Drive entrance would be provided under either alternative. Both alternatives would involve relocation of the Skyline Drive entrance, but the relocation would be much more extensive under Alternative B. Alternative B would also require relocation of Route 649 (Browntown Road). The design of Alternative B is compatible with the development of a grade-separated interchange at the Shenandoah National Park entrance, while the design of Alternative A would not be compatible with such an interchange. To accommodate construction, Alternative A would require a minimum 99-foot-wide right-of-way and Alternative B would require a minimum 200-foot-wide right-of-way. The estimated costs of alternatives A and B are $2.9 million and $4.7 million, respectively. In addition, approximately $50,000 would be required for the purchase of this project's portion of an approximately $65,000 replacement parcel to be used to mitigate land needed for this and other highway projects involving encroachment into the Shenandoah National Park. POSITIVE IMPACTS: Either alternative would provide sufficient capacity to accommodate anticipated traffic volumes in the design year (2013), fulfilling the transportation needs of the area. Traffic increases due to growth in the population of Warren County since 1970 would be accommodated. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives A and B would result in the displacement of 11.7 acres and 17.6 acres of forestland, respectively, within the Shenandoah National Park. Habitat associated with this land would be lost as well. Removal of forestland for highway use would constitute a visual impact; Alternative A would be less likely to provide a pleasing parklike environment along the project corridor than would Alternative B. Both alternatives would cross two intermittent tributaries of the South Fork Shenandoah River. JF - EPA number: 910075, 93 pages and maps, March 11, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: DES 91-5 KW - Bridges KW - Creeks KW - Forests KW - Highway Structures KW - Highways KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality KW - Wildlife Habitat KW - Virginia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411169?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+340%2C+WARREN+COUNTY%2C+VIRGINIA+%28STATE+PROJECT+NO.+0340-093-118%2C+PE-101%2C+C501%29.&rft.title=US+ROUTE+340%2C+WARREN+COUNTY%2C+VIRGINIA+%28STATE+PROJECT+NO.+0340-093-118%2C+PE-101%2C+C501%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Luray, Virginia, and Virginia Department of Transportation, Richmond, Virginia; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 11, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST FALLS STREET REDEVELOPMENT PROJECT, MANUFACTURERS MEGAMALL, CITY OF NIAGARA FALLS, NEW YORK. AN - 15223553; 3060 AB - PURPOSE: Amendment of the East Falls Street Redevelopment Project (EFSRP) to provide a site for the construction of a major commercial complex in the city of Niagara Falls, New York is proposed. In addition to the proposed development plan, a No Action Alternative and three other alternatives were considered. The proposed project, to be known as the Manufacturers MegaMall, would be funded in part by the Federal Government via an Urban Development Action Grant. The 135-acre site within which the proposed project would be located is adjacent to the Niagara Falls central business district in an area generally bounded by Portage Road to the east, Buffalo Avenue to the south, the Niagara Falls Convention Center to the west, and Niagara Street to the north. EFSRP activities within the project would include land acquisition and site assemblage; relocation of 348 households and 44 businesses; demolition of 250 structures; and construction of public infrastructure, including off-street parking, street widenings, utility improvements, landscaping, and provision of other amenities. The project would involve the acquisition of 518 parcels of land within the EFSRP area. The exact location of the MegaMall within the project site is the same as the EFSRP site, except that the western boundary of the MegaMall site is Erie Boulevard and Quay Street. Following acquisition and site clearance activities, approximately 31 acres would be leased to Benderson Niagara Associates for construction of the MegaMall and out-parcel development. The balance of the area to be acquired would be retained by the Urban Renewal Agency for development of parking, circulation, and supporting amenities. MegaMall development would involve construction of a 1.2-million-square-foot (gross) leasable area primary mall structure; construction of 170,000 square feet of out-parcel retail space; construction of a 150-room out-parcel hotel; adaptive reuse of the County Office Building and Holy Trinity School and Convent to provide approximately 95,000 square feet of retail/office space; and provision of supportive landscaping, utility connections, and other amenities as necessary. The project would provide no less than 1,000 parking spaces and as many as 5,000 spaces. POSITIVE IMPACTS: Project implementation would eliminate substandard buildings and other blighting influences in the EFSRP area. Aggregation of land suitable for commercial redevelopment would result in the creation of more than 1,000 permanent jobs and would increase property tax revenues by 100 percent for the community. Supplementary parking provided by the project would enable use of the area by tourists and conventioneers. Three sites of possible significant historical value, the M&T Bank (formerly Falls National Bank) building, Holy Trinity Church, and Nabisco Shredded Wheat grain elevators, would be retained and protected as part of the project. NEGATIVE IMPACTS: Development activities would require displacement of 348 households and 44 commercial establishments. Grading of the site would alter area topography, and an increase in the extent of impervious surface would reduce groundwater recharge and increase surface runoff. One large and several small hazardous waste sites could be encountered during redevelopment activities. MegaMall and hotel activities would generate significant amounts of traffic, potentially affecting 29 intersections and the three international bridges serving the project area. LEGAL MANDATES: Housing and Community Development Act of 1974 (42 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910074, 2 volumes and maps, March 11, 1991 PY - 1991 KW - Urban and Social Programs KW - Buildings KW - Central Business Districts KW - Commercial Zones KW - Demolition KW - Employment KW - Hazardous Wastes KW - Historic Sites KW - Hotels KW - Land Acquisitions KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Water Quality KW - New York KW - Housing and Community Development Act of 1974, Community Development Block Grants KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15223553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+FALLS+STREET+REDEVELOPMENT+PROJECT%2C+MANUFACTURERS+MEGAMALL%2C+CITY+OF+NIAGARA+FALLS%2C+NEW+YORK.&rft.title=EAST+FALLS+STREET+REDEVELOPMENT+PROJECT%2C+MANUFACTURERS+MEGAMALL%2C+CITY+OF+NIAGARA+FALLS%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - City of Niagara Falls, City Council, Niagara Falls, New York, and Department of Housing and Urban Development, New York, New York; HUD N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 11, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 15, NORTH HELENA VALLEY INTERCHANGE, LEWIS AND CLARK COUNTY, MONTANA (PROJECT IR 15-4(65) 197). AN - 36406443; 3056 AB - PURPOSE: Construction of the North Helena Valley interchange along Interstate 15 (I-15) in Lewis and Clark County, Montana is proposed. In addition to the No Action Alternative, three alternatives were evaluated in terms of the following issues: land use, farmlands, social and economic factors, pedestrians and bicyclists, noise, water quality, floodplains, wetlands, threatened or endangered species, historical and archaeological preservation, visual resources, hazardous wastes, relocations, permits, energy, construction, and air quality. Under the preferred alternative, the project would be located approximately 3.5 miles north of the existing Cedar Street interchange at an extension to the east (from Montana Avenue to I-15) of existing Forestvale Road and south of the existing Lincoln Road interchange. It would include construction of a diamond interchange with a crossing structure, connecting ramps to existing I-15, and a connecting street to existing Montana Avenue. A new bridge structure over I-15 would be constructed. Construction of the proposed interchange would require 38.98 acres of rights-of-way. The estimated cost for rights-of-way acquisitions and construction of the proposed action is $2.8 million. POSITIVE IMPACTS: The new interchange would provide access to I-15 from and to existing roads, streets, and businesses and residences in the North Helena Valley. The project would provide quicker access and better response times for fire department and other emergency vehicles to and from I-15. Traffic safety and convenience would be improved by providing for more traffic use on I-15, which is currently underutilized. Traffic would be directed away from the congested North Montana Avenue corridor, particularly to the south of Sierra and Forestvale roads. NEGATIVE IMPACTS: Rights-of-way requirements would displace 4.4 acres of existing wetlands and require the relocation of five residences. Traffic volumes on I-15 would increase substantially, particularly to the south toward the city of Helena. LEGAL MANDATES: Executive Order 11990 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910071, 102 pages, March 8, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-91-01-D KW - Air Quality KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Montana KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+15%2C+NORTH+HELENA+VALLEY+INTERCHANGE%2C+LEWIS+AND+CLARK+COUNTY%2C+MONTANA+%28PROJECT+IR+15-4%2865%29+197%29.&rft.title=INTERSTATE+15%2C+NORTH+HELENA+VALLEY+INTERCHANGE%2C+LEWIS+AND+CLARK+COUNTY%2C+MONTANA+%28PROJECT+IR+15-4%2865%29+197%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 - Draft. Preparation date: March 8, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL ARTERY (INTERSTATE 93)/THIRD HARBOR TUNNEL (INTERSTATE 90) PROJECT, BOSTON, MASSACHUSETTS (FINAL SUPPLEMENT 2 TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1985). AN - 36401659; 3053 AB - PURPOSE: Extension of the Interstate 90 (I-90)/I-93 freeway system from its current terminus in Boston, Massachusetts is proposed. The project, which would be known as the Central Artery (I-93)/Third Harbor Tunnel(I-90), would be located entirely in the city of Boston in Suffolk County. This final supplement to the final environmental impact statement of August 1985 describes the proposed action and design modifications to the proposed action currently under consideration, the analyses of alternatives conducted for three major design refinements and for the materials disposal program, and project impacts on parklands and historic and archaeological resources. Several technical appendixes are also included. The proposed action consists of approximately seven miles of new and reconstructed roadways. More specifically, the project would involve: (1) construction of a widened, mostly underground I-93 from just north of its interchange with Route 1 in Charlestown to just south of the Massachusetts Avenue interchange (I-93 is referred to as the Central Artery north of Kneeland Street and as the Southeast Expressway south of Kneeland Street); (2) construction of an I-90 extension via a Seaport Access Road and Third Harbor Tunnel to Logan Airport in East Boston, with a connection to Route 1A; (3) construction of an extended frontage road system parallel to I-93 northbound and southbound from Causeway Street to just past Southampton Street; and (4) construction of a South Boston Bypass Road, most of which would be in an existing railroad rights-of-way, to connect the Southeast Expressway (I-93) directly to the Seaport Access Road (I-90) and the Commonwealth Flats area in South Boston. The I-90 extension would begin at the present terminus of the Massachusetts Turnpike (I-90) at the Southeast Expressway and proceed eastward, mainly in tunnel, through South Boston, under Boston Harbor, and into Logan Airport. In addition, a much improved and expanded high-occupancy vehicle (HOV) system would be incorporated along I-93 and I-90 to link downtown Boston at Kneeland Street and the proposed South Station Transportation Center with Logan Airport and points south and west of Boston. Construction activities would result in 11.9 million cubic yards (cy) of dredged and excavated material. Project backfill requirements would be partially met by using 2.0 million cy of suitable excavated materials for that purpose. An additional 2.1 million cy of historic fill material would be made available for use as daily cover material at Massachusetts landfills after suitable processing. A total quantity of 2.7 million cy of clay and till would be made available for landfill capping and closure purposes. The proposed action now incorporates the disposal of 1.1 million cy of material excavated from East Boston at Governors Island and 1.1 million cy of acceptable dredged material at the Massachusetts Bay Disposal Site. Therefore, the major expansion of Spectacle Island would no longer be necessary and now encompasses only eight acres of fill in waters of Boston Harbor along the east side of the island. On the west side, 1.6 acres of previously flowed tidelands would be restored; 2.7 million cy of historic fill and 300,000 cy of unacceptable dredged material would be used to cap this hazardous landfill and properly prepare Spectacle Island for construction of a public harbor island water-dependent park. POSITIVE IMPACTS: The Artery/Tunnel Project would have beneficial impacts in central Boston and its immediate surroundings. The capacity of I-93 would increase substantially and, together with the extension of I-90, the freeway would relieve congestion on local streets and on the freeway system. Air quality within the area would improve. Access to downtown Boston and Logan Airport would improve significantly. Economic benefits redounding to the state, the New England County Metropolitan Area, Suffolk County, and the immediate study area would be substantial. Transportation-related energy consumption associated with automobile use would decline by 15 percent in the year 2010. NEGATIVE IMPACTS: Detours and diversions required during construction would increase traffic congestion in some areas. Noise levels would increase at 14 locations by one to four decibels on the A-weighted scale; noise levels would exceed federal standards at some locations. A total of 134 commercial relocations would be required, affecting 4,100 employees. Three historic structures, the House of Bianchi, the Old Colony Railroad bridge, and Railroad Tower A, would be directly affected by the project, and three historic districts would suffer encroachment. Some utility relocation would be required. Approximately 8.4 acres of the Fort Point Channel would be filled, and 3,145 square feet of Boston Harbor bottom would be filled near the General Ship dry dock. Other actions would affect 24 square feet of the Lower Charles River bottom and 3,200 square feet of the Millers River. Small wetland areas would also be filled, and floodplain encroachment would occur at two saltwater tidal locations and two freshwater nontidal locations. Four publicly owned parks would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), 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 abstracts of the draft environmental impact statement (EIS), a draft supplement to the draft EIS, the final EIS, and two draft supplements and a final supplement to the final EIS, see 83-0139D, Volume 7, Number 3; 83-0414D, Volume 7, Number 8; 85-0579F, Volume 9, Number 12; 89-0147D, Volume 13, Number 3; 90-0182D, Volume 14, Number 3; and 90-0335F, Volume 14, Number 5, respectively. JF - EPA number: 910064, 10 volumes and maps, March 1, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-82-02-FS2 KW - Disposal KW - Dredging KW - Employment KW - Floodplains KW - Harbors KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Noise Standards Violations KW - Ocean Dumping KW - Parks KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Transportation KW - Waterways KW - Wetlands KW - Massachusetts KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Parks 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/36401659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+ARTERY+%28INTERSTATE+93%29%2FTHIRD+HARBOR+TUNNEL+%28INTERSTATE+90%29+PROJECT%2C+BOSTON%2C+MASSACHUSETTS+%28FINAL+SUPPLEMENT+2+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.title=CENTRAL+ARTERY+%28INTERSTATE+93%29%2FTHIRD+HARBOR+TUNNEL+%28INTERSTATE+90%29+PROJECT%2C+BOSTON%2C+MASSACHUSETTS+%28FINAL+SUPPLEMENT+2+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 1, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF CHANUTE AIR FORCE BASE, ILLINOIS. AN - 36385849; 3010 AB - PURPOSE: Disposal and reuse of Chanute Air Force Base (AFB), Illinois are proposed. The 2,121-acre east-central Illinois facility lies approximately 14 miles north of the city of Champaign-Urbana. The base was constructed in 1917 and served initially as a training facility and storage depot for aircraft engines and paint. Since World War II, military and technical training for aerospace weapon systems support personnel has been the primary mission of the base. In 1959, the installation was designated the Chanute Technical Training Center. The runways were closed to military operations in July 1971, resulting in Chanute's current designation as a nonflying training facility. The current host unit at the base is the 3330th Technical Training Wing. On January 5, 1989, the Secretary of Defense announced the closure of Chanute AFB. The AFB is scheduled for closure by September 30, 1993. A No Action Alternative and three other alternatives were analyzed. Under the proposed action, the base would be disposed for reuse as a major aircraft maintenance facility. The plan would entail redevelopment of the base for aviation-related activities; educational and training facilities; light industrial enterprise; health care; and recreational, open space, and residential uses. An existing airfield would be expanded to a 10,000-foot primary runway and one 5,000-foot cross-wind runway. Additional elements of the plan would include transfer of portions of the base to federal agencies. Land use allocations for the 2,121-acre base would include 543 acres for the airfield, 523 acres for aviation support, 206 acres for education and training facilities, 33 acres for industrial development, 45 acres for medical facilities, 40 acres for commercial use, 439 acres for recreational facilities and open space, and 292 acres for residential developments. Allocation of off-base property to be acquired would provide 231 acres for airfield development, 20 acres for avigational easements, and 345 acres for aviation support facilities. POSITIVE IMPACTS: Redevelopment activities would result in the creation of 6,100 direct jobs and 6,000 indirect jobs in Champaign and Ford counties by the year 2014. In general, the redevelopment would provide for aviation, medical care, commercial, and residential services and amenities in an area in need of an economic boost, partially due to closure of the base as a military facility. NEGATIVE IMPACTS: Planned activities would require the acquisition of approximately 600 acres of farmland and relocation of residents in three dwelling units east of the base property. The population of the village of Rantoul would increase by 5,790, or 57 percent, between the base closure in 1993 and the year 2014, while the population of the two-county area associated with the base would increase by 12,570, or 7 percent. These increases could place some stress on service infrastructures. Low flows within the Rantoul wastewater treatment system immediately following base closure, followed by long-term increases in flows, would require modification of the system. Types and quantities of hazardous wastes and dangerous chemicals generated by redevelopment and operations activities associated with the aviation-related direction of the plan would represent increases over base closure conditions. Moreover, the shift in management of hazardous substances from a single user to multiple, smaller, independent users could result in a potential reduction in safety. Some structures that would be demolished or renovated contain asbestos. Day-night noise levels of 65 to 75 decibels on the A-weighted scale, resulting from aircraft operations, would likely affect up to 536 acres, but no residences would be affected by noise levels in excess of 65 decibels. Construction and operation activities could result in the loss of vegetation and degradation of wetlands. Historic sites associated with the AFB could result after transfer of lands and structures to private ownership. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526), Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910066, 367 pages, March 1, 1991 PY - 1991 KW - Defense Programs KW - Air Quality Assessments KW - Aircraft Noise KW - Airports KW - Commercial Zones KW - Employment KW - Farmlands KW - Health Hazards KW - Historic Sites KW - Housing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Noise Assessments KW - Open Space KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Wastewater KW - Wetlands KW - Chanute Air Force Base, Illinois KW - Illinois KW - Base Closure and Realignment Act of 1988, Compliance KW - Federal Property and Administrative Services Act of 1949, 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/36385849?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+CHANUTE+AIR+FORCE+BASE%2C+ILLINOIS.&rft.title=DISPOSAL+AND+REUSE+OF+CHANUTE+AIR+FORCE+BASE%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Programs and Environmental Division, Norton Air Force Base, California; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 1, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SNAKE RIVER CANYON HIGHWAY, US 26/89, ALPINE JUNCTION TO HOBACK JUNCTION, TETON AND LINCOLN COUNTIES, WYOMING. AN - 36401404; 3000 AB - PURPOSE: Improvement of approximately 23 miles of US 26/89 from Alpine Junction to Hoback Junction in Wyoming is proposed. Two build alternatives, in addition to the No Action Alternative, are analyzed. The proposed project, which would lie within the Bridger Teton National Forest, would include two 12-foot travel lanes with 8-foot paved shoulders. The project corridor would extend through portions of Teton and Lincoln counties in northwestern Wyoming. A 22-foot clear safety zone would be incorporated throughout most of the project corridor where no conflicts with steep terrain features or recreational features are encountered. In areas where substantial conflicts exist, the clear safety zone beyond the 8-foot shoulder would be reduced or eliminated and replaced with a traffic hazard barrier, most likely in the form of a guardrail. Gradeline improvements and horizontal curve modifications throughout the highway segment would increase stopping and passing sight distances. Three passing zones, ranging in length from 3,500 to 3,700 feet, would be provided. In addition, fairly major alignment changes at the Blue Trails and Deer Creek landslides would be implemented to minimize safety hazards created by these unstable landforms. Turn lanes and acceleration lanes, as well as judicious placement of guardrails for purposes other than elimination of the clear safety zones, would be provided. Retaining structures on cut and fill slopes would be used in areas of critically steep terrain to minimize the encroachment of fill slopes toward the river and the lengths of cut slopes. Paved scenic turnouts would be provided at the locations specified in an earlier planning document; numerous existing unpaved turnouts with poor sight distances would be eliminated. Highway construction would proceed in five or six phases or projects, with the first phase tentatively scheduled for fiscal year 1993. In the most likely scenario, one phase of the project would be completed each year until reconstruction of the entire 23-mile corridor is completed. The estimated cost of the project is $58.0 million. POSITIVE IMPACTS: A narrow, winding roadway with inadequate shoulders and inadequate emergency parking and bicycle safety would be replaced by a safe, modern highway facility. Project improvements would increase safety and capacity levels through a canyon widely recognized for its scenic and recreational resources as well as its economic importance to regional commercial users. NEGATIVE IMPACTS: Rights-of-way development would result in the loss of important wildlife habitat, including 13.3 acres of old-growth forest and 6.6 acres of wetlands. Overall, the project would displace 314 acres permanently, including 284 acres of already disturbed land. Under the worst-case scenario, an additional 92 acres would be disturbed during construction activities. With the exception of the loss of nest-screening trees for bald eagles, this loss of habitat would not significantly affect wildlife within the project corridor. Construction could result in the displacement of wildlife. Visual impacts would result from the necessity for extensive cut and fill slopes and retaining structures. Recreational use of the Snake River could be diminished by an increased level of intrusion by the highway on the river corridor. Approximately 950 linear feet of instream river encroachment would occur. Localized, short-term increases in sedimentation and turbidity would occur in the Snake River and affected tributary streams as a result of the project. 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.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 910048, 376 pages and maps, February 13, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-91-01-D KW - Creeks KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Impact Assessment Methodology KW - Recreation Resources KW - Rivers KW - Safety KW - Scenic Areas KW - Section 4(f) Statements KW - Sediment KW - Traffic Analyses KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wyoming KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Endangered Species Act of 1973, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SNAKE+RIVER+CANYON+HIGHWAY%2C+US+26%2F89%2C+ALPINE+JUNCTION+TO+HOBACK+JUNCTION%2C+TETON+AND+LINCOLN+COUNTIES%2C+WYOMING.&rft.title=SNAKE+RIVER+CANYON+HIGHWAY%2C+US+26%2F89%2C+ALPINE+JUNCTION+TO+HOBACK+JUNCTION%2C+TETON+AND+LINCOLN+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: February 13, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF PEASE AIR FORCE BASE, ROCKINGHAM COUNTY, NEW HAMPSHIRE. AN - 36406097; 2953 AB - PURPOSE: Disposal and reuse of Pease Air Force Base (AFB) in Rockingham County, New Hampshire are proposed. The base is located in the southeastern corner of the state and is bordered on the east by the city of Portsmouth, on the north by the town of Newington, and on the south by the town of Greenland. Pease AFB consists of 4,255 acres of land on a peninsula bounded by the Piscataqua River, Little Bay, and Great Bay, a significant estuarine resource. The base is centered in the tricounty region composed of Rockingham and Strafford counties in New Hampshire and York County in Maine. On January 5, 1989, the Secretary of Defense announced the closure of Pease AFB. Previous environmental documentation culminated in the filing of a final environmental impact statement on the closure in May 1990. Under the proposed action, the AFB property would be transferred to the Pease Development Authority for reuse as an international aviation hub with commercial trade, manufacturing, and aviation-related activities in adjacent areas. Additional elements of the proposed action would include proposals for transfer of portions of Pease AFB to federal agencies in compliance with federal law. Land use parcelization under this scheme would include 1,075 acres for a wildlife refuge; 325 acres of open space; 1,080 acres for aviation uses; 170 acres for a golf course; 65 acres for light industry; 220 acres for the New Hampshire Air National Guard; and 1,320 acres for mixed uses, including institutional, commercial, offices, research and development facilities, and an international trade area. Aviation-related developments would include a runway, clear zones, parking aprons, taxiways, an air terminal, a general aviation terminal and hangar facilities, a remanufacturing area, a small-package facility, and an area to support future aviation district expansion. The infrastructure to be developed in support of the proposed action would include a 500,000-gallon-per-day wastewater treatment facility, installation of additional water supply mains and a 500,000-gallon water storage tank, provision of individual building natural gas power systems, and upgrading of components of the existing electrical system. Some roadway alterations would be required as well. POSITIVE IMPACTS: Project features would be consistent with the master plans and zoning ordinances of the city of Portsmouth and town of Newington. Redevelopment activities would generate approximately 25,900 jobs in the tricounty region, including approximately 12,500 direct and 13,400 secondary jobs, by the year 2010. The redevelopment project would provide increased income and earnings and generally improve related economic indicators. NEGATIVE IMPACTS: Due to an expected population increase of 22,000 by the year 2010, additional stress would be placed on local service infrastructures and increase demand for potable water, solid waste disposal, wastewater treatment, electricity, and natural gas. Some risk of contaminating the groundwater supply would be involved in the construction and operation of the proposed facilities. Noise levels would increase in the vicinity of the Pease site, and land uses would be incompatible with areas northwest and southeast of the proposed airport runway. Developments would result in the loss of wildlife habitat, including wetlands. Some historic and prehistoric sites located in the area would be affected by development. By increasing trips originating from the site from 16,000 per day to 68,000 per day by 2010, the proposed developments would decrease traffic service levels in the area significantly. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526), Federal Property and Administrative Services Act of 1949 (40 U.S.C. 471 et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 910040, 543 pages, February 7, 1991 PY - 1991 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Employment KW - Health Hazard Analyses KW - Industrial Parks KW - Land Use KW - Military Facilities (Air Force) KW - Open Space KW - Preserves KW - Recreation Facilities KW - Research Facilities KW - Socioeconomic Assessments KW - Transportation KW - Wastewater Treatment KW - Water Quality KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - New Hampshire KW - Pease Air Force Base, New Hampshire KW - Base Closure and Realignment Act of 1988, Compliance KW - Federal Property and Administrative Services Act of 1949, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+PEASE+AIR+FORCE+BASE%2C+ROCKINGHAM+COUNTY%2C+NEW+HAMPSHIRE.&rft.title=DISPOSAL+AND+REUSE+OF+PEASE+AIR+FORCE+BASE%2C+ROCKINGHAM+COUNTY%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Programs and Environmental Division, Norton Air Force Base, California; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIORITY CORRIDOR, HARRIS COUNTY, TEXAS (SECOND DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 36411002; 2997 AB - PURPOSE: Implementation of transit improvements within the Priority Corridor of the Metropolitan Transit Authority (METRO) of Harris County, Texas is proposed. The METRO provides public transportation management and operation services to the metropolitan area of Houston. This second draft environmental impact statement (EIS) supersedes the March 1983 draft supplement, which superseded the draft EIS of September 1980, on the Houston Rail Rapid Transit Project prepared for the Southwest/Westpark corridor, which was withdrawn from further consideration. The Priority Corridor was initially defined in 1986 as the ""System Connector'' corridor, a ring through the center of the METRO service area, where the major travel corridors converge and three of the city's major activity centers are located. Further analysis led to the extension of the study area to the west. Four alternatives are under consideration. The No Action Alternative would consist of the transit service planned to be in place at the end of fiscal year 1994. METRO would increase its bus fleet size from 955 in 1989 to 1,200 in the year 2010. The Transportation Systems Management (TSM) Alternative would include all of the facilities covered by the No Action Alternative, a major expansion of the bus fleet to 1,490 vehicles in the year 2010, and construction of modest capital improvements to enhance operations. The Better Bus Alternative would augment both capital project and operational improvements of the TSM Alternative, while also providing a new transitway with related facilities in the Outer Westpark leg and a transitway extension and ramp improvements in the Inner Southwest leg to enhance travel speeds and access to major activity centers. The Fixed Guideway Alternative would include all of the facilities in the No Action Alternative, as well as approximately 14 miles of fixed guideway in the Downtown /Midtown, Inner Southwest, and Outer West Park legs; 14 stations would be located along the guideway. Improvements included in the TSM Alternative would be made in the Post Oak and Inner Katy legs. Three major fixed guideway alignments are under consideration. The estimated costs of the No Action, TSM, and Better Bus alternatives are $1.95 billion, $2.97 billion, and $2.43 billion, respectively. Depending on the alignment chosen, the costs of the Fixed Guideway Alternative range from $2.86 billion to $2.93 billion. Annual operation and maintenance costs for the No Action, TSM, and Better Bus alternatives, respectively, are $187.96 million, $242.1 million, and $245.2 million. Fixed guideway system annual operation and maintenance costs range from $243.5 million to $246.3 million. POSITIVE IMPACTS: All of the alternatives would increase ridership and decrease the use of private motor vehicles in the study area. The Better Bus Alternative would separate bus traffic from other traffic, improving service to bus users. The Fixed Guideway Alternative would improve service to and among the major activity centers and more deeply penetrate heavily populated residential neighborhoods. The Fixed Guideway system would also serve a distribution function in the downtown area. Air pollutants associated with ozone levels, which in Harris County violate federal standards, would decline slightly under all but the No Action Alternative. Significant employment would be generated by any of the alternative system changes. NEGATIVE IMPACTS: For the TSM and Better Bus alternatives, 10 residential and 5 commercial displacements would be required, while the Fixed Guideway system would displace 74 to 180 residential units and 21 to 60 businesses. Archaeologic and historic sites would be disturbed during construction activities. All of the alternatives would result in noise impacts to some sites, and the Fixed Guideway system would create vibration impacts at two to five locations. The Fixed Guideway system also would impact public recreational land. 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 abstracts of the first draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 80-0928D, Volume 4, Number 11, and 83-0206D, Volume 7, Number 4, respectively. JF - EPA number: 910038D2, 2 volumes and maps, January 31, 1991 PY - 1991 KW - Roads and Railroads KW - Air Quality Standards Violations KW - Archaeological Sites KW - Cost Assessments KW - Employment KW - Highway Structures KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIORITY+CORRIDOR%2C+HARRIS+COUNTY%2C+TEXAS+%28SECOND+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=PRIORITY+CORRIDOR%2C+HARRIS+COUNTY%2C+TEXAS+%28SECOND+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 31, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTSIDE CORRIDOR PROJECT, PORTLAND, OREGON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1982). AN - 36410023; 2995 AB - PURPOSE: Improvement of the existing urban transportation system in the Westside Corridor of the Portland metropolitan area of Oregon is proposed. Action alternatives under consideration include a Transportation Systems Management (TSM) approach and a Light-Rail Transit (LRT) project. This draft supplement to the draft environmental impact statement of March 1982 has been developed to update the transportation and environmental analyses for the Westside (formerly Sunset) transit corridor, update the definition of highway improvement designs for Sunset Highway and Highway 217, and update the definition of the No Build Alternative. The No Build Alternative would involve maintenance of current transit service levels plus customary service increases that could be funded with existing revenue sources through the year 2005. No new bus routes would be added. The existing Transit Mall would be extended north to N.W. Irving Street. A systemwide bus fleet of 689 vehicles and a corridor bus fleet of 174 vehicles would be available. An additional bus maintenance facility would be constructed to support fleet expansion. A 600-space park-and-ride facility would be constructed at the Sunset Transit Center. Eastside MAX service would continue, aided by the addition of a second track between Ruby Junction and the east end of the line and improved signalization. There would be no major highway improvements along Sunset Highway or Highway 217. The TSM Alternative would involve major expansion of bus service, with an emphasis on trunk lines served by feeder lines and on new routes providing increased transit coverage. Some associated street and highway improvements, such as reserved bus lanes, bypass lanes, and bus turnouts, would be included to allow for improved operations on the Westside. The TSM bus fleet would consist of 273 vehicles. Eight new park-and-ride lots would be built and one would be expanded to provide a total of 3,060 park-and-ride spaces. LRT alignments under consideration would include four alignment combinations through central Beaverton, four alignment options crossing the West Hills, and three terminus options. Both the TSM and LRT alternatives would include improvements to Sunset Highway and Highway 217 between downtown Portland and central Beaverton. Improvements to these highways would involve ramps, a climbing lane, additional lanes, interchanges, and a bicycle path. The capital cost of the TSM Alternative is estimated at $72.2 million. Capital costs of the LRT alternatives range from $254.5 million to $491.2 million. POSITIVE IMPACTS: The No Build Alternative would increase bus service by 40 percent over existing levels. TSM changes would increase transit hours and miles by almost 50 percent over the No Build Alternative. The LRT alternatives would provide significantly higher levels of service when compared to either the TSM or the No Build alternatives. Air pollutant emissions would decrease by one percent under the TSM or LRT alternatives. NEGATIVE IMPACTS: The No Build Alternative would not meet transportation service demands. The action alternatives would require more transfers for transit users than the No Build Alternative. Improvements to Sunset Highway and Highway 217 would result in increased user service. The TSM Alternative would displace 16 residential units and businesses, while the LRT alternatives would result in 199 to 280 displacements. Both action alternatives would significantly affect visual quality in the Sunset Canyon area. Under the No Build conditions, 133 receptors would be affected by noise in excess of federal standards, while 200 additional receptors would experience excessive noise levels under either the TSM or LRT alternatives; noise barriers could reduce these figures somewhat. TSM developments would displace 14.1 acres of forest and fill 0.8 acre of wetlands, while the LRT alternatives would displace 16.3 to 32.5 acres of forest and 0.8 to 5.5 acres of wetland. Both action alternatives would increase the area covered by impervious surface, and all LRT alignment options through central Beaverton would be below the 100-year flood level if built on existing grades. Highway improvements would alter topography and slope stability. Historic and archaeologic sites and parklands could be affected under the action alternatives. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 82-0316D, Volume 6, Number 5. JF - EPA number: 910035, 337 pages, January 31, 1991 PY - 1991 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Flood Hazards KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Trails KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, as amended, Parks KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36410023?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTSIDE+CORRIDOR+PROJECT%2C+PORTLAND%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1982%29.&rft.title=WESTSIDE+CORRIDOR+PROJECT%2C+PORTLAND%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1982%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 31, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 259 (KILGORE BYPASS) BYPASS AROUND THE CITY OF KILGORE, GREGG AND RUSK COUNTIES, TEXAS. AN - 36407919; 2998 AB - PURPOSE: Construction of a four-lane, noncontrolled access highway is proposed to provide a bypass route around the east side of the city of Kilgore in southern Gregg County and northern Rusk County, Texas. The alignment of the eight-mile bypass would diverge from existing US 259 north of Kilgore approximately one mile south of the US 259 /Interstate 20 (I-20) interchange. Proceeding southward, the bypass would cross Farm-to-Market (FM) 349, FM 2204, and FM 1249 before intersecting with US 259 south of the city. The highway design would consist of four driving lanes, two in each direction, divided by a paved median that would provide sufficient width for a continuous two-way left-turn lane. Paved shoulders and side ditches would be constructed to provide emergency parking and storm drainage. Overpasses and interchanges would be constructed at intersections with highways carrying significant traffic volumes, including FM 349 and FM 2204. Overpass structures would also be provided at the connections on the northern and southern termini of the bypass, over Rabbit and Big Head creeks, and over the Missouri-Pacific Railroad. At-grade crossings would be provided at intersections with roadways carrying lesser traffic volumes, including Danville Road, County Line Road, Baughman Road, and others. The estimated costs of project rights-of-way and construction are $2.7 million and $7.5 million, respectively. POSITIVE IMPACTS: The roadway would provide through traffic movements more expeditiously around the city and relieve local city streets of congestion. Access to developed and undeveloped lands east of the city would improve. The bypass would be consistent with the goals of the Transportation Plan for Gregg County and the Transportation Plan for Rusk County. NEGATIVE IMPACTS: Rights-of-way requirements would convert 338 acres to highway use, displacing 11 single-family residences and 1 church. Approximately 9.5 acres of wetlands, including a 0.5 acre pond would be displaced. Approximately 3.9 acres of broad-leaved deciduous forested floodplain would be displaced as well. Noise levels along the corridor of the bypass would be slightly higher than current noise levels for the most part; however, some sites would be exposed to significant increases in ambient noise. Strip development would be stimulated by the existence of the bypass, and the generally rural character of the area would be altered. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0437D, Volume 10, Number 10. JF - EPA number: 910033, 146 pages, January 31, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-85-02-F KW - Bridges KW - Drainage KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses 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/36407919?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+259+%28KILGORE+BYPASS%29+BYPASS+AROUND+THE+CITY+OF+KILGORE%2C+GREGG+AND+RUSK+COUNTIES%2C+TEXAS.&rft.title=US+HIGHWAY+259+%28KILGORE+BYPASS%29+BYPASS+AROUND+THE+CITY+OF+KILGORE%2C+GREGG+AND+RUSK+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: January 31, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR B (US 23), STATE ROUTES 81 AND 36, FROM SAMS GAP AT THE NORTH CAROLINA/TENNESSEE STATE LINE TO ERWIN BYPASS, UNICOI COUNTY, TENNESSEE. AN - 36405733; 2996 AB - PURPOSE: Improvement of approximately 15 miles of US 23 in Unicoi County, Tennessee is proposed. The project segment, which is designated as APD sections B1 to B3 of Appalachian Corridor B, would begin at the North Carolina-Tennessee state line at Sams Gap and extend to the end of the four-lane section of the Erwin Bypass at Riverview in Unicoi County. This transportation corridor is currently served by State Route (SR) 81 and SR 36 (US 23), which is the only north-south transportation facility in the area. The preferred alignment would be on a new location to the east of existing SR 81 and would generally parallel it from Sams Gap to Ernestville. At Ernestville, the alignment would cross existing SR 81 and follow a new location to the west of and approximately parallel to existing SR 26 and SR 81 (US 23) until connecting to the four-lane section of the Erwin Bypass. The project would construct a four-lane highway consisting of two 12-foot lanes in each direction separated by a median. Median type and width would vary over the length of the project as a function of terrain. Two median sections are proposed: specifically, a 16-foot median with a center-line barrier in areas of rugged terrain, and a 48-foot depressed median in the moderate terrain of the South Indian Creek Valley. POSITIVE IMPACTS: Replacement of the existing highway, which is characterized by extremely substandard horizontal alignment, with a modern, safe highway would improve local, regional, and interstate accessibility and traffic service. System continuity along US 23 would improve significantly, and the opportunity for economic development and growth in Unicoi County would be enhanced. NEGATIVE IMPACTS: Rights-of-way requirements would displace 1,146 acres of land, including undeveloped forestland, cultivated agricultural land, pastureland, and residential land. A total of 119 residences and 4 businesses would be displaced, and 30 acres of agricultural land would be lost. Wildlife habitat would be reduced along the corridor, and noise and air pollutant levels would increase within the corridor. A portion of the Appalachian Trail 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0134D, Volume 8, Number 3. JF - EPA number: 910027, 2 volumes and maps, January 23, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-EIS-83-05-F KW - Air Quality KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Cultural Resources Surveys KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Noise KW - Ranges KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Wildlife Habitat KW - Tennessee KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405733?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+B+%28US+23%29%2C+STATE+ROUTES+81+AND+36%2C+FROM+SAMS+GAP+AT+THE+NORTH+CAROLINA%2FTENNESSEE+STATE+LINE+TO+ERWIN+BYPASS%2C+UNICOI+COUNTY%2C+TENNESSEE.&rft.title=APPALACHIAN+CORRIDOR+B+%28US+23%29%2C+STATE+ROUTES+81+AND+36%2C+FROM+SAMS+GAP+AT+THE+NORTH+CAROLINA%2FTENNESSEE+STATE+LINE+TO+ERWIN+BYPASS%2C+UNICOI+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: January 23, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE I-89 AND US 2 INTERCHANGE STUDY, BOLTON, VERMONT. AN - 36406289; 2999 AB - PURPOSE: Construction of an interchange on Interstate 89 (I-89) at US 2 in the town of Bolton, Vermont is proposed. Bolton is located in the eastern portion of Chittenden County west of Washington County. North and southbound ramps for the interchange would be located within approximately one mile of the I-89/US 2 underpass in the Bolton Village center. The preferred northbound ramp alternative (Ramp Alternative N-3) would involve construction within a field to the northeast of US 2, approximately one mile east of Bolton Valley Road, and relocation of US 2. The preferred southbound ramp alternative (Ramp Alternative S-3) would be located approximately 0.25 mile west of the Bolton Fire Station. Estimated costs of the northbound and southbound ramp projects are $1.088 million and $1.169 million, respectively. POSITIVE IMPACTS: The interchange would provide access between a rural major collector (US 2) and I-89, a principal arterial interstate highway. Existing and future traffic demand on US 2 would be reduced significantly between Waterbury and Richmond. Regional through traffic using US 2 would also decline as a result of access provided to I-89. NEGATIVE IMPACTS: Rights-of-way requirements would involve acquisition of 11 acres of land from two property owners for the northbound ramps and 4.2 acres from two property owners for the southbound ramps. Approximately 7.0 acres of land would be displaced by the southbound alternative; the difference between the 4.2 acres of owned land and the total acreage for the southbound ramps would involve land owned by the state transportation agency and dedicated to I-89 rights-of-way. Farmland would be displaced. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 910015, 2 volumes and maps, January 11, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-90-01-D KW - Archaeological Sites Surveys KW - Farmlands KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Traffic Analyses KW - Vermont KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406289?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+I-89+AND+US+2+INTERCHANGE+STUDY%2C+BOLTON%2C+VERMONT.&rft.title=ROUTE+I-89+AND+US+2+INTERCHANGE+STUDY%2C+BOLTON%2C+VERMONT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 11, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MT. HOOD MEADOWS SKI AREA, MT. HOOD NATIONAL FOREST, HOOD RIVER COUNTY, OREGON. AN - 36393314; 2985 AB - PURPOSE: Implementation of a new master plan for the Mt. Hood Meadows Ski Area in Hood River County and the Mt. Hood National Forest, Oregon is proposed. The Mt. Hood Ski Area lies on the southeast side of Mt. Hood and occupies 3,136 acres of scattered subalpine meadows, forested slopes, and above-timberline slopes. The site lies 70 miles east of Portland via US 26. The area extends from elevation 4,000 feet at the east boundary near State Highway 35 to elevation 8,100 feet at the west boundary. Seven alternatives, including the No Action Alternative, are considered in this final environmental impact statement. The six development alternatives present different arrangements of base facilities, lift locations, ski runs, and overnight housing, ranging from none to 1,320 units. The Forest Service preferred alternative would provide for use of the ski area by 15,000 persons at one time. Facilities would include 14 lifts, three bases covering a total of 114 acres, 500 overnight units at the Westside base, a mountain restaurant, a Nordic center, a fully accessible skiers building, a maintenance area, an access road, three service roads, and 36.9 acres of parking to provide for 4,607 vehicles. The permit for facility development and use would expand the Hood River Meadows permit area to 3,932 acres, including a 96-acre expansion at the Hood River Meadows and a 700-acre expansion in the White River drainage. Base facilities would include a 3.57-acre expansion of the Main Lodge, a 4.0-acre expansion at Hood River Meadows, and an 88-acre expansion at Westside. A summer use plan would be developed to ensure intensive management of all summer uses within designated areas to reduce and mitigate impacts. Summer uses would include hiking, horseback riding, tennis, swimming, and organized mountain biking. The No Action Alternative is the Environmentally Preferable Alternative. POSITIVE IMPACTS: Master plan implementation would prevent deterioration of the present quality of recreational opportunities due to overcrowding, provide high-quality downhill skiing and terrain balance for all levels of skiing proficiency, increase midweek and year-round use of the area so as to optimize operating economics, provide for sound land use and mountain resort design principles, maximize implementation of technological innovation, mitigate weekend traffic congestion problems on Highways 26 and 35, and maintain a reasonable and affordable recreational pricing structure for a broad base of the populace. NEGATIVE IMPACTS: Increased visitation would raise the risk of fire and traffic congestion. Alpine and critical soils would be particularly affected by construction activities. Summer use would result in soil compaction. Soil disturbances and increased impervious surface areas would increase runoff significantly in the long term. Facility development would displace wetland and riparian habitat, degrade groundwater quality somewhat, and result in the permanent loss of vegetation and associated wildlife habitat. Some facilities would be visible from Gnarl Ridge and the Mt. Hood Wilderness, and these and other areas would be affected by increased visitation. Noise levels within the permit area would increase, and the commercial forestland base would decline. Other recreational activities would be displaced by alpine skiing. The demand for affordable employee housing and other human resources would rise in the area, while the availability of these resources is likely to decline. 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 environmental impact statement, see 89-0016D, Volume 13, Number 1. JF - EPA number: 910011, 658 pages and maps, January 10, 1991 PY - 1991 KW - Parks, Refuges and Forests KW - Cost Assessments KW - Forests KW - Hotels KW - Housing KW - Land Use KW - Parking KW - Recreation Facilities KW - Recreation Resources KW - Ski Areas KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Vegetation KW - Vegetation Surveys KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Oregon 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/36393314?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MT.+HOOD+MEADOWS+SKI+AREA%2C+MT.+HOOD+NATIONAL+FOREST%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=MT.+HOOD+MEADOWS+SKI+AREA%2C+MT.+HOOD+NATIONAL+FOREST%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Gresham, Oregon; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 10, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELLINGHAM INTERNATIONAL AIRPORT RUNWAY EXPANSION, PORT OF BELLINGHAM, WHATCOM COUNTY, WASHINGTON. AN - 15223443; 2949 AB - PURPOSE: Extension of the primary runway of Bellingham International Airport in Whatcom County, Washington is proposed. Under the proposed project, the Port of Bellingham would construct an 1,800-foot-long by 500-foot-wide southerly extension to the existing 5,000-foot main runway (16-34), a parallel taxiway extension on the east side, and an aircraft holding apron at the south end of the extended taxiway. In association with these developments, the port would acquire land and relocate noise-impacted residents and develop a wetland mitigation site within the airport. Estimated costs of construction and land acquisition associated with the project are $2.5 million and $4.8 million, respectively. POSITIVE IMPACTS: The proposed 1,800-foot increase in runway length would provide increased safety during poor weather conditions such as fog, rain, wind, etc. The airport would be upgraded to accommodate the type of aircraft that will operate at the facility in the future and expected increases in traffic at the airport. Upgrading would accommodate current and projected operations and add the capability to provide nonstop service to destinations in the 1,000-nautical-mile range. NEGATIVE IMPACTS: The area affected by noise generated by aircraft operations at the airport would expand significantly. A maximum of 25 houses would be removed to prevent residential uses that would be severely affected by aircraft noise and safety hazards associated with runway use. A total of 59 parcels of land would be required, and 11.3 acres of grassy field and 21.1 acres of wetlands would be displaced along with the associated wildlife. Light emissions from the airport would affect local uses. 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 910008, 447 pages and maps, January 10, 1991 PY - 1991 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Biologic Assessments KW - Emissions KW - Impact Assessment Methodology KW - Land Acquisitions KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Wetlands KW - Wildlife Habitat KW - Bellingham International Airport, Washington KW - Washington KW - Airport and Airway Improvements Act of 1982, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15223443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELLINGHAM+INTERNATIONAL+AIRPORT+RUNWAY+EXPANSION%2C+PORT+OF+BELLINGHAM%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=BELLINGHAM+INTERNATIONAL+AIRPORT+RUNWAY+EXPANSION%2C+PORT+OF+BELLINGHAM%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Renton, Washington, and Port of Bellingham, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 10, 1991 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WIDENING OF BRISTOL STREET, FROM WARNER AVENUE TO MEMORY LANE, IN THE CITY OF SANTA ANA, ORANGE COUNTY, CALIFORNIA. AN - 36393417; 2993 AB - PURPOSE: Widening of a 3.9-mile segment of Bristol Street in the city of Santa Ana, Orange County, California is proposed. Project termini would be Warner Avenue on the south and Memory Lane on the north. The project would provide six lanes of through traffic in accordance with the adopted Orange County and Santa Ana standards for a major arterial highway. Street rights-of-way would be expanded to 120 feet, with a 100-foot curb-to-curb width between Warner Avenue and Santiago Creek. Additional rights-of-way expansions would be required at several major intersections. The bridge over Santiago Creek would be widened to accommodate the continuation of six through travel lanes to Memory Lane. The roadway would be widened on both sides from Warner Avenue to Glenwood Place and from Edinger Avenue to Washington Street. West side only widening would be implemented from Glenwood Place to Edinger Avenue and from 17th Street to the Santiago Creek bridge. East side only widening would be implemented from Washington Street to 17th Street. The project would be implemented in phases. A three-phase approach is envisioned, with Phase I consisting of the Warner Avenue to First Street section. Phase II would consist of widening and reconstructing the Santiago Creek Bridge. Phase III would involve the widening of Bristol Street between First Street and Memory Lane. Approximately 9,000 feet of 6-foot high sound walls would be constructed along the boundaries of selected properties at a cost of $675,000. POSITIVE IMPACTS: Areas with deficient curb-and-gutter sections would be replaced by new and properly designed drainage sections. Carbon monoxide concentrations within the corridor would decline substantially due to reduced traffic congestion and higher traffic speeds. The visual continuity of the area would be improved. Significant goals of the Orange County Master Plan of Arterial Highways and the Circulation Element of the city of Santa Ana would be achieved. Pedestrian circulation in the immediate area would be significantly enhanced. Many homes currently exposed to noise levels in excess of state and federal standards would be removed. NEGATIVE IMPACTS: Long-term increases in emissions of nitrogen dioxides would occur. The widened roadway would result in a broader dispersion of traffic noise along the roadway, possibly resulting in noise levels in excess of federal and state standards for sensitive receptors if adequate sound barriers cannot be provided. Rights-of-way requirements would result in the removal of 163 housing units, displacing approximately 538 residents. A total of 99 commercial establishments, employing 594 employees, would also be displaced. A proper and adequate relocation program would be complicated by the mixed Hispanic, Asian, and Caucasian ethnicity of the displaced households and businesses and by the expected high percentage of lower income households. The project would encroach on several community facilities. The amount of property subject to tax assessment would decline, reducing annual revenues to the local governments by $322,300. LEGAL MANDATES: 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.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 89-0212D, Volume 13, Number 4. JF - EPA number: 910001, 358 pages, January 3, 1991 PY - 1991 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-01-F KW - Air Quality KW - Bridges KW - Drainage KW - Emissions KW - Highways KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - California KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WIDENING+OF+BRISTOL+STREET%2C+FROM+WARNER+AVENUE+TO+MEMORY+LANE%2C+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=WIDENING+OF+BRISTOL+STREET%2C+FROM+WARNER+AVENUE+TO+MEMORY+LANE%2C+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+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: January 3, 1991 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - The electric cone penetrometer; experience in varied geotechnical conditions in southern Illinois AN - 52406009; 2000-005073 JF - Annual Meeting - Association of Engineering Geologists AU - Modeer, Victor A AU - Lamie, Mary C AU - Flowers, Lloyd D AU - Anonymous Y1 - 1991 PY - 1991 DA - 1991 SP - 100 EP - 109 PB - Association of Engineering Geologists, [location varies] VL - 34 SN - 0375-572X, 0375-572X KW - United States KW - soil mechanics KW - sand KW - mechanically stabilized earth KW - penetration tests KW - Illinois KW - strain KW - clastic sediments KW - floodplains KW - cone penetration tests KW - silt KW - southern Illinois KW - sediments KW - fluvial features KW - compressive strength KW - bridges KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52406009?accountid=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+electric+cone+penetrometer%3B+experience+in+varied+geotechnical+conditions+in+southern+Illinois&rft.au=Modeer%2C+Victor+A%3BLamie%2C+Mary+C%3BFlowers%2C+Lloyd+D%3BAnonymous&rft.aulast=Modeer&rft.aufirst=Victor&rft.date=1991-01-01&rft.volume=34&rft.issue=&rft.spage=100&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 - Association of Engineering Geologists 34th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2000-01-01 N1 - Number of references - 2 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - bridges; clastic sediments; compressive strength; cone penetration tests; floodplains; fluvial features; Illinois; mechanically stabilized earth; penetration tests; roads; sand; sediments; silt; soil mechanics; southern Illinois; strain; United States ER - TY - JOUR T1 - Foundation corrections for MSE walls AN - 50293071; 2000-005074 JF - Annual Meeting - Association of Engineering Geologists AU - Laughter, Clyde N AU - Pfister, Bruce J AU - Anonymous Y1 - 1991 PY - 1991 DA - 1991 SP - 110 EP - 120 PB - Association of Engineering Geologists, [location varies] VL - 34 SN - 0375-572X, 0375-572X KW - Waukesha County Wisconsin KW - United States KW - backfill KW - mechanically stabilized earth KW - berms KW - Lake Florence KW - foundations KW - granular materials KW - geogrids KW - corrections KW - Wisconsin KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50293071?accountid=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=Foundation+corrections+for+MSE+walls&rft.au=Laughter%2C+Clyde+N%3BPfister%2C+Bruce+J%3BAnonymous&rft.aulast=Laughter&rft.aufirst=Clyde&rft.date=1991-01-01&rft.volume=34&rft.issue=&rft.spage=110&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 - Association of Engineering Geologists 34th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2000-01-01 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - backfill; berms; corrections; foundations; geogrids; granular materials; Lake Florence; mechanically stabilized earth; roads; United States; Waukesha County Wisconsin; Wisconsin ER - TY - JOUR T1 - The Effect of Elevated Temperature on Carbon Monoxide-Induced Incapacitation AN - 21227054; 11633154 AB - Laboratory rats were exposed to experimental concentrations of carbon monoxide in air at ambient temperature, to elevated temperature at mospheres from 40 degree C to 60 degree C, and to selected CO concentrations in 40-60 degree C whole-body environments. Incapacitating potency was evaluated by measuring time-to-incapacitation as a function of CO concentration and/or temperature. Incapacitation occurred earlier when CO inhalation was combined with elevated temperature than when the same parameters were applied individ ually ; a fractionally additive effect was noted. An empirical equation was derived for predicting time-to-incapacitation from CO concentration and tem perature data. JF - Journal of Fire Sciences AU - Sanders, Donald C AU - Endecott, Boyd R AD - Federal Aviation Administration Civil Aeromedical Institute Toxicology and Accident Research Laboratory P.O. Box 25082, AAM-613 Oklahoma City, OK 73125 Y1 - 1991 PY - 1991 DA - 1991 SP - 296 EP - 310 PB - Sage Publications Ltd., 6 Bonhill St. London EC2A 4PU United Kingdom VL - 9 IS - 4 SN - 0734-9041, 0734-9041 KW - Health & Safety Science Abstracts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21227054?accountid=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=The+Effect+of+Elevated+Temperature+on+Carbon+Monoxide-Induced+Incapacitation&rft.au=Sanders%2C+Donald+C%3BEndecott%2C+Boyd+R&rft.aulast=Sanders&rft.aufirst=Donald&rft.date=1991-01-01&rft.volume=9&rft.issue=4&rft.spage=296&rft.isbn=&rft.btitle=&rft.title=Journal+of+Fire+Sciences&rft.issn=07349041&rft_id=info:doi/10.1177%2F073490419100900405 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-01-01 N1 - Last updated - 2011-12-14 DO - http://dx.doi.org/10.1177/073490419100900405 ER - TY - JOUR T1 - Runway incursions and airport surface traffic automation. AN - 16387716; 18443 AB - Runway incursions occur when aircraft or vehicles get onto a runway and conflict with aircraft cleared to land or take off on that same runway. All are caused by human error. The Federal Aviation Administration has identified reducing these human errors as a safety priority. Application of new technology is part of the solution. This paper highlights recent actions by the agency in addressing runway incursions and discusses a strategy for development of airport surface traffic automation designed to aid the air traffic controller and the pilot in identifying potential runway incursions. Airport surface traffic automation represents a conflict alert system which adds both automated safety monitoring and tools for the controller to use in reducing surface movement delays. JF - SAE TRANS. AU - Harrison, Michael J AD - Federal Aviation Administration Y1 - 1991 PY - 1991 DA - 1991 SP - 2423 EP - 2432 IS - Sect 1 pt 2 SN - 0096-736X, 0096-736X KW - Accident prevention KW - Aircraft landing KW - Airport runways KW - Airport surface traffic automation KW - Airport vehicular traffic KW - Federal Aviation Administration KW - Human engineering KW - Human error KW - Runway incursions KW - Takeoff KW - Biotechnology and Bioengineering Abstracts; Bioengineering Abstracts KW - Automation KW - Airports KW - W4 461.4:HUMAN ENGINEERING KW - W4 652.1:AIRCRAFT (GENERAL) KW - W4 914.1:ACCIDENTS AND ACCIDENT PREVENTION KW - W 30965:Miscellaneous, Reviews KW - W4 431.5:AIR NAVIGATION AND TRAFFIC CONTROL KW - W4 431.4:AIRPORTS UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16387716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Abiotechresearch&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=SAE+TRANS.&rft.atitle=Runway+incursions+and+airport+surface+traffic+automation.&rft.au=Harrison%2C+Michael+J&rft.aulast=Harrison&rft.aufirst=Michael&rft.date=1991-01-01&rft.volume=&rft.issue=Sect+1+pt+2&rft.spage=2423&rft.isbn=1560912723&rft.btitle=&rft.title=SAE+TRANS.&rft.issn=0096736X&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Automation; Airports ER - TY - JOUR T1 - Monitoring helps ensure environmental compliance AN - 13719305; S199240732 AB - Strict environmental conditions were attached to the project permit for the reconstruction of 7.5 miles of the Hutchinson river parkway. They included wetland mitigation, discharge standards for dredged and fill material, soil erosion control, noise barriers and wildlife enhancement. Consultants were engaged to monitor the contractors and ensure compliance. A photographic record was produced to provide a comprehensive reference of baseline conditions. On-site monitoring, particularly of excavations and wetland construction prevented violations of permit conditions and resolved problems at an early stage. This novel use of an independent organization, free of operational duties, to ensure compliance was considered. JF - Public Works AU - Byron, J F AU - McLoughlin, D J AD - New York State Department of Transportation, Albany Y1 - 1991 PY - 1991 DA - 1991 SP - 62 EP - 63 VL - 122 IS - 11 SN - 0033-3840, 0033-3840 KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13719305?accountid=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=Public+Works&rft.atitle=Monitoring+helps+ensure+environmental+compliance&rft.au=Byron%2C+J+F%3BMcLoughlin%2C+D+J&rft.aulast=Byron&rft.aufirst=J&rft.date=1991-01-01&rft.volume=122&rft.issue=11&rft.spage=62&rft.isbn=&rft.btitle=&rft.title=Public+Works&rft.issn=00333840&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Case Study. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - IMPROVEMENTS TO INTERSTATES 40 AND 275, KNOXVILLE, KNOX COUNTY, TENNESSEE: I-40/I-275 INTERCHANGE CONNECTOR TO HENLEY STREET AND THE WESTERN AVENUE VIADUCT REPLACEMENT (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1978). AN - 36407656; 2916 AB - PURPOSE: Widening and reconstruction of approximately 5.5 miles of Interstates 40 and 275 (I-40 and I-275) are proposed within the central city of Knoxville, Knox County, Tennessee. I-275 was previously I-75. Mainline roadway lanes have been added throughout the length of the project as a result of activities under the first stage of the project, proposed in the final environmental impact statement (EIS) of October 1978. This final supplement to the final EIS proposes completion of the reconstruction of the I-40 and I-275 interchange and restoration of the access from I-275 to the study area. The connection would involve construction of ramps, bridges, and an underpass to the northern section of the central business district at Henley Street. The preferred alternative (Alternative F) would provide inbound ramps from I-275 southbound and I-40 eastbound via an underpass at the Western/Broadway/Henley/Summit Hill intersection, which would be upgraded, to Henley Street. Ramps would also connect from I-275 and I-40 (eastbound) to the intersection of Western Avenue at 11th Street. Outbound ramps would be provided from Henley Street, via an underpass, for traffic movements to I-40 east, I-275 north, and I-40 west. The I-275 and I-40 ramps to Henley Street would be one-lane until they merge and become two-lane through the underpass. These lanes would be located on the outside of the existing lanes on Henley Street. The outbound lanes would be situated on the outside of the existing northbound Henley Street lanes. They would be two lanes through the underpass and transition to one lane where they diverge to I-40 east, I-40 west, and I-275 north. The I-275 and I-40 ramps would split off and make a connection to Western Avenue at the new relocated 11th Street. These single-lane ramps would merge into two lanes and then flare to three lanes at the Western Avenue intersection to allow for left-turn, right-turn, and southbound movements on 11th Street. Western Avenue would be reconstructed from Dale Avenue to Henley Street. From Dale Avenue to relocated 11th Street, Western Avenue would be two lanes inbound and two lanes outbound. From relocated 11th Street to west of Henley Street, Western Avenue would consist of three through lanes in each direction. The estimated cost of the project is $41.05 million. POSITIVE IMPACTS: Provision of the interchange improvements would enhance local and regional accessibility, safety and operating conditions in the study area, and the future planned growth proposed by local and regional land use planning agencies; make the dispersion and circulation of traffic more efficient; and reduce travel times. NEGATIVE IMPACTS: Construction of the highway segment and associated structures would require closure of three local roads. Some residential and commercial displacement would result. The historic Asylum Avenue Viaduct would be demolished, and small parcels of land would be removed from the Old Knoxville City Hall, the Louisville and Nashville Passenger Station, and the Knoxville Iron Foundry Complex-Nail Factory, all of which are historic sites. Noise standards would be violated at numerous sites within the study areas. Second Creek would be spanned four times, affecting the floodway and floodplain, and the project would impact area aesthetics. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), 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 abstracts of the draft and final environmental impact statements (EISs) and the draft supplement to the final EIS, see 78-0276D, Volume 2, Number 3; 79-0038F, Volume 3, Number 1; and 89-0026D, Volume 13, Number 1, respectively. JF - EPA number: 900465, 2 volumes and maps, December 19, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-77-05-FS KW - Bridges KW - Central Business Districts KW - Cultural Resources Assessments KW - Demolition KW - Floodplains KW - Floodways KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Tennessee KW - Department of Transportation Act of 1966, as amended, Historic Sites 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/36407656?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-12-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+INTERSTATES+40+AND+275%2C+KNOXVILLE%2C+KNOX+COUNTY%2C+TENNESSEE%3A+I-40%2FI-275+INTERCHANGE+CONNECTOR+TO+HENLEY+STREET+AND+THE+WESTERN+AVENUE+VIADUCT+REPLACEMENT+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1978%29.&rft.title=IMPROVEMENTS+TO+INTERSTATES+40+AND+275%2C+KNOXVILLE%2C+KNOX+COUNTY%2C+TENNESSEE%3A+I-40%2FI-275+INTERCHANGE+CONNECTOR+TO+HENLEY+STREET+AND+THE+WESTERN+AVENUE+VIADUCT+REPLACEMENT+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1978%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 19, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 67, OCONOMOWOC 67 BYPASS (SUMMIT AVENUE-LANG ROAD), WAUKESHA COUNTY, WISCONSIN. AN - 36384942; 2920 AB - PURPOSE: Improvement of 4.57 to 4.91 miles of State Trunk Highway (STH) 67 in Waukesha County, Wisconsin is proposed. Three bypass alternatives (2, 2A, and 2B) are under detailed consideration. The basic bypass alternative would provide a bypass of Oconomowoc. The south leg, between Summit Avenue and Wisconsin Avenue, would consist of a depressed, four-lane, divided urban roadway constructed on rights-of-way acquired in the 1970s. The roadway cross-section would consist of two 12-foot driving lanes in each direction, separated by a narrow median. A bridge would span the Soo Line Railroad, a frontage road, Plank Road, and STH 16. An interchange would be located just north of STH 16, with signalized access. At-grade intersections would be provided at Summit Avenue, Old Tower Road, and Armour Road. The north leg of Alternative 2 would begin at Wisconsin Avenue, proceed north across Lisbon Road, County Trunk Highway (CTH) Z, and CTH K, and swing westerly to rejoin existing STH 67 near Lang Road. The cross-section would consist of two 12-foot lanes in each direction, separated by a 60-foot grass median, with 10-foot outer shoulders. Bridges would be constructed over the Oconomowoc River and Rosenow Creek. Intersections at Lisbon Road and CTH Z would be at-grade, and the CTH K crossing would be grade-separated. Two four-lane pavements would eventually be constructed between STH 16 and CTH Z. Two subalternative bypass alignments are also under consideration within Alternative 2. Alternative 2A, which was developed in response to public concerns regarding farmland severances and crossings of spring areas, would be coterminus with Alternative 2 between Wisconsin Avenue and CTH Z, after which it would curve west across the Oconomowoc School District property. Under Alternative 2A, the CTH K crossing would be grade-separated. Alternative 2B, which was developed as a result of additional public and agency input regarding potential impacts to the Rosenow Creek fishery, severance of a nature study area on the school district property, and impacts to relatively undisturbed wildlife habitat adjacent to the school property, would be the same as Alternative 2 between Wisconsin Avenue and Lisbon Road. From Lisbon Road, Alternative 2B would swing east to cross Rosenow Creek approximately 900 feet west of Alternative 2; due to the topography at CTH K, a grade-separated crossing would carry the STH 67 bypass over CTH K. Estimated costs of alternatives 2, 2A, and 2B are $10.5 million, $11.1 million, and $11.2 million, respectively. POSITIVE IMPACTS: Access to several local communities within Waukesha, including the city of Oconomowoc, as well as access to Interstate 94 would be improved substantially. Future increases in average daily traffic levels, which are projected to increase by 40 percent in the Oconomowoc area by the year 2012, would be accommodated by expanding highway capacity as proposed. NEGATIVE IMPACTS: Acquisition of 111 to 120 acres of new rights-of-way would require displacement of seven residential buildings, 88 to 111 acres of farmlands, 9.8 to 14.5 acres of wetlands, and 9.4 to 14 acres of woodlands. Eight to 10 farming operations would be affected. Two to three waterways would be crossed; regardless of the alternative chosen, the Oconomowoc River and Rosenow Creek would be crossed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 900454, 102 pages and maps, December 12, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-90-D-02 KW - Bridges KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+67%2C+OCONOMOWOC+67+BYPASS+%28SUMMIT+AVENUE-LANG+ROAD%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.title=STATE+TRUNK+HIGHWAY+67%2C+OCONOMOWOC+67+BYPASS+%28SUMMIT+AVENUE-LANG+ROAD%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: December 12, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MORGANTOWN CONNECTOR BETWEEN PENNSYLVANIA TURNPIKE AND INTERSTATE 176, BERKS COUNTY, PENNSYLVANIA. AN - 36410761; 2914 AB - PURPOSE: Construction of a four-lane, limited-access highway, to be known as the Morgantown Connector, is proposed to connect the Pennsylvania Turnpike and Interstate 176 (I-176; Morgantown Expressway) in Berks County, Pennsylvania. The 1.33-mile segment of highway would extend from I-176 to relocated Interchange 22 on the Turnpike. Three build alternatives are under consideration. Alternative 2-A would consist of an interchange with Reading Road (State Route (SR) 0010) and an interchange with Mineview Drive (T-333). Alternative 2-B would consist of an interchange with Reading Road (SR 0010) only. Alternative 2-C would consist of an interchange with Reading Road (SR 0010) and an interchange with Shiloh Road (SR 2013). POSITIVE IMPACTS: The freeway segment would complete a regional transportation system link by providing direct access to the Pennsylvania Turnpike from I-176. Currently, all traffic that exits the Turnpike at the Interchange 22 toll facility must use Reading Road (SR 0010) and West Main Street (SR 0010/SR 0023) through the Village of Morgantown if destined for the Morgantown Expressway. Travel times would be reduced and traffic flow would be improved between regional centers. Noise and air pollutant levels would decline significantly. NEGATIVE IMPACTS: Acquisition and development of 89.4 to 109.4 acres of rights-of-way, including 24.1 to 38.5 acres of farmland, would result in the displacement of three residences. Two archaeological sites recommended for inclusion on the National Register of Historic Places would be affected. Wildlife habitat would be destroyed and fragmented, and wildlife movements would be hindered by the presence of the new highway. Access to six properties would be altered. 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: 900450, 321 pages and maps, December 6, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-90-D KW - Archaeological Sites KW - Farmlands KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania KW - National Historic Preservation Act of 1966, 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/36410761?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MORGANTOWN+CONNECTOR+BETWEEN+PENNSYLVANIA+TURNPIKE+AND+INTERSTATE+176%2C+BERKS+COUNTY%2C+PENNSYLVANIA.&rft.title=MORGANTOWN+CONNECTOR+BETWEEN+PENNSYLVANIA+TURNPIKE+AND+INTERSTATE+176%2C+BERKS+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: December 6, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-25, 49TH AND 58TH AVENUE INTERCHANGES, DENVER AND ADAMS COUNTIES, COLORADO. AN - 36401555; 2902 AB - PURPOSE: Improvement of interchanges connecting Interstate 25 (I-25) with 49th and 58th avenues in Denver and Adams counties, Colorado is proposed. The project has seven major components: (1) closing the I-25/49th Avenue interchange; (2) constructing a new I-25 southbound off-ramp to 48th Avenue as partial replacement access for closing the I-25/49th Avenue interchange and not replacing the southbound on-ramp and northbound on- or off-ramps; (3) reconstructing the I-25/58th Avenue interchange, including the widening of 58th Avenue between Broadway and new Logan Court, shifting the centerline of I-25 approximately 60 feet to the east at 58th Avenue, and adding a continuous acceleration and deceleration lane on northbound and southbound I-25; (4) constructing new Logan Court between 56th and 58th avenues, including a new signalized intersection, and reconstructing the main entrance to the Denver Merchandise Mart at 58th Avenue and new Logan Court; (5) removing the traffic signal at 58th Avenue/Logan Street and restricting turning movements to right-in-right-out (except for a left to Logan Street north of 58th Avenue); (6) upgrading the west frontage road (Bannock/Broadway) between 48th and 60th avenues, including improvements to 48th Avenue between Bannock and Broadway; and (7) changing the east frontage roads (Lincoln, Broadway, and Acoma streets), including the closing of Lincoln Street between 56th and 57th avenues. Costs of the project are estimated at $21 million for construction and $3 million for rights-of-way acquisition. POSITIVE IMPACTS: The safety and capacity of the affected I-25 interchanges would be improved. Removal of the 49th Avenue interchange would eliminate conflicts with the I-25/I-70 interchange immediately to the south; the latter interchange is scheduled for reconstruction to improve its safety and capacity. Removal of the 49th Avenue interchange and replacement of the 58th Avenue interchange would also allow for the provision of high-occupancy vehicle lanes on I-25. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of two residences, three businesses, and one public facility. Landscaped areas and business parking areas would be affected along the west and east frontage roads and along 58th Avenue between Broadway and new Logan Court. Some wetlands would be lost. Redistributing traffic affected by the closure of the 49th Avenue interchange to other interchanges along I-25 and I-70 would increase traffic on some residential streets in the Globeville neighborhood. Travel distances and time for out-of-direction traffic accustomed to using the 49th Avenue interchange would increase significantly. The area affected by the turning restrictions at 58th Avenue and Logan Street would also experience an increase in out-of-direction travel distances and time. Access to some businesses and homes near the existing 49th Avenue interchange and at 58th Avenue and Logan Street would be less convenient. Noise levels affecting some sensitive receptors would increase throughout the project areas. Properties containing hazardous wastes may be encountered. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 90-0175D, Volume 14, Number 3. JF - EPA number: 900452, 267 pages and maps, December 6, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-90-01-F KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wastes KW - Wetlands KW - Colorado KW - Executive Order 11990, Wetlands 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 - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-25%2C+49TH+AND+58TH+AVENUE+INTERCHANGES%2C+DENVER+AND+ADAMS+COUNTIES%2C+COLORADO.&rft.title=I-25%2C+49TH+AND+58TH+AVENUE+INTERCHANGES%2C+DENVER+AND+ADAMS+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: December 6, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED ROUTE I-880 REPLACEMENT PROJECT FROM I-980 INTERCHANGE TO I-80/I-580/I-880 DISTRIBUTION STRUCTURE IN THE CITY OF OAKLAND, ALAMEDA COUNTY, CALIFORNIA. AN - 36403745; 2900 AB - PURPOSE: Construction of a section of Interstate 880 (I-880) through Oakland, Alameda County, California is proposed. This section of freeway, known as the ""Cypress Structure,'' collapsed or was damaged during the October 17, 1989 Loma Prieta earthquake. Two build alternatives and a transportation systems management alternative are under consideration. The Cypress Corridor build alternative would consist of an eight-lane freeway, with two high-occupancy vehicle (HOV) lanes extending 1.3 miles from the I-880/I-980 interchange to a point near West Grand Avenue where the alignment would split into two connectors. One connector would extend 1.7 miles to the Bay Bridge, while the other would extend 0.9 mile to the Distribution Structure. Each of the connectors would consist of two lanes and one HOV lane in each direction. The facility would be on elevated structures at the connection with I-980, come to grade between Market and Adeline streets, and enter a tunnel at Adeline. The tunnel would extend 3,700 feet, emerging just north of 16th Street, meet grade at 18th Street, and rise to cross over West Grand Avenue, where it would continue as an elevated highway, branching to the Distribution Structure and the Bay Bridge Toll Plaza. Interchanges would be placed at Adeline/Market streets and at West Grand Avenue. The Railroad Corridor build alternative would consist of an eight-lane freeway, with two HOV lanes extending 2.1 miles from the I-880/I-980 interchange to a point near West Grand Avenue where the alignment would split into two connectors. One connector would extend 1.6 miles to the Bay Bridge, while the other would extend 1.6 miles to the Distribution Structure. Each of the connectors would consist of two lanes and one HOV lane in each direction. This alternative would traverse a portion of the Southern Pacific Oakland Yard. The alignment would be at-grade between Cypress and 7th streets and cross under the Bay Area Rapid Transit System and over 7th Street, which would be depressed. A design option would provide for an elevated structure from the I-880/I-980 interchange to north of 7th Street. Beyond 7th Street, the profile would be elevated to the Distribution Structure and the Toll Plaza. Interchanges would be provided at Adeline Street/Middle Harbor Road and at 7th Street and West Grand Avenue. POSITIVE IMPACTS: A link in the freeway system, eliminated during the earthquake, would be reestablished, connecting the East Bay with the San Francisco-Oakland Bay Bridge, I-80 to the north, and other interregional destinations. Access to the Port of Oakland, U.S. Army and Navy installations, U.S. Postal Service Distribution Facility, and adjacent industries would improve. Severe congestion at the I-580/I-980 and I-80/I-580/I-880 (Distribution Structure) interchanges would be alleviated and circulation problems on adjacent local streets would be eased. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of residences and businesses as well as three to four historic properties. Tidal wetlands associated with the San Francisco Bay would be affected. Soil types in the project area would be susceptible to liquefaction during seismic activity, which would also cause substantial ground shaking. Both rights-of-way would contain hazardous waste sites. Although the project would improve ambient air quality, federal standards would continue to be violated in the area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11990, 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: 900446, 243 pages and maps, December 3, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-05-D KW - Air Quality Standards Violations KW - Bridges KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Seismic Surveys KW - Transportation KW - Wetlands KW - California KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36403745?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-12-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+ROUTE+I-880+REPLACEMENT+PROJECT+FROM+I-980+INTERCHANGE+TO+I-80%2FI-580%2FI-880+DISTRIBUTION+STRUCTURE+IN+THE+CITY+OF+OAKLAND%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+ROUTE+I-880+REPLACEMENT+PROJECT+FROM+I-980+INTERCHANGE+TO+I-80%2FI-580%2FI-880+DISTRIBUTION+STRUCTURE+IN+THE+CITY+OF+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 Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 3, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SALEMTOWNE-ORCHARD HEIGHTS ROAD, SALEM-DAYTON HIGHWAY, STATE ROUTE 221 (WALLACE ROAD), CITY OF SALEM, POLK COUNTY, OREGON. AN - 36410732; 2913 AB - PURPOSE: Widening a segment of Wallace Road (Salem-Dayton Highway) in Polk County, Oregon is proposed. The segment under consideration extends from Orchard Heights Road to Michigan City Lane. This project is intended to correct substandard horizontal and vertical alignments, relatively high travel speeds in an area with unlimited left turns taken from travel lanes, and poor sight distance in several areas. From Orchard Heights Road to Oakcrest Drive, the cross-section would be widened from two lanes to five lanes; the cross-section would taper to three lanes from Oakcrest Drive to Michigan City Lane. The reconstruction project would adjust horizontal and vertical alignments of Wallace Road and provide a left-turn lane in the median. Six-foot shoulders would be included in the project to provide for bicyclists and pedestrians. Two build alternatives, both of which generally follow the same alignment, are under consideration. Alternative 1 would essentially follow the existing centerline, widening the road on both sides. Alternative 2 would shift the alignment approximately 22 feet to the east of the existing centerline, widening the east side of the road. Wetland losses would be mitigated via wetland creation on the banks of a golf course pond that impounds Brush Creek; the site would be graded and planted to establish an emergent marsh. Rights-of-way costs for alternatives 1 and 2 are estimated at $1.3 million and $1.2 million, respectively. POSITIVE IMPACTS: In addition to increasing the carrying capacity of Wallace Avenue, the project would enhance safety along the route. The center left-turn lane would provide protection for vehicles turning from Wallace Road, increasing traffic flow and improving safety. Either alternative would be consistent with the Salem Transportation Plan and the Salem Area Comprehensive Plan, with the exception that the project would not result in a limited-access facility. The possibility of increased growth in the West Salem area would rise. NEGATIVE IMPACTS: Acquisition and development of 18.4 to 18.9 acres of rights-of-way would encroach on 120 to 140 properties, including 12 to 13 residences and 2 businesses. Most of the land directly affected by the project would be farmland or single-family residences. Approximately 0.4 acre of wetland, in the form of stream, riparian marsh, and riparian forest, would be displaced at two creek crossings (Glenn Creek and Brush College Creek). Extensive areas of mature landscaping and vegetation presently screening the residences from the road would be removed, and many residential properties would lose frontage land that currently serves as transition spaces between residences and the highway. Pressure for increased commercial development adjacent to Wallace Road would be likely. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 900445, 162 pages and maps, November 30, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-90-02-D KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Forests KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Oregon KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410732?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SALEMTOWNE-ORCHARD+HEIGHTS+ROAD%2C+SALEM-DAYTON+HIGHWAY%2C+STATE+ROUTE+221+%28WALLACE+ROAD%29%2C+CITY+OF+SALEM%2C+POLK+COUNTY%2C+OREGON.&rft.title=SALEMTOWNE-ORCHARD+HEIGHTS+ROAD%2C+SALEM-DAYTON+HIGHWAY%2C+STATE+ROUTE+221+%28WALLACE+ROAD%29%2C+CITY+OF+SALEM%2C+POLK+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: November 30, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOWER COLUMBIA RIVER HIGHWAY (US 30), COLUMBIA CITY NCL-WARREN SECTION, COLUMBIA COUNTY, OREGON. AN - 36401041; 2912 AB - PURPOSE: Improvement of 6.96 miles of the Lower Columbia River Highway (US 30) from a point just north of Bennett Road (mile post 26.11) in Warren to just north of Columbia City (mile post 32.40) in Columbia County, Oregon is proposed. The project corridor passes through Columbia City, an unincorporated residential area known as Chimes Crest, and the city of St. Helens. The existing highway is two lanes with left-turn lanes through Columbia City, widens to four lanes in the Chimes Crest area, and narrows to two lanes with left-turn lanes from Chimes Crest southward to Pittsburg Road. Four- and five-lane sections run from St. Helens Street south to Sykes Road, where the highway narrows to two lanes with left-turn lanes. This section continues to Bennett Road, where the highway widens to five lanes. The project would involve widening the existing roadway to a fully standard five-lane section throughout the length of the project corridor. The proposed five-lane section would consist of two through lanes in each direction and a center two-way left-turn lane with bike lanes on each side of the roadway. The pavement would be widened on the west side of the roadway only, except in the Chimes Crest area, where widening would occur east of the existing pavement. Purchase of Burlington Northern Railroad (BNRR) rights-of-way would be required only in the Chimes Crest area. At intersections where exclusive right-turn lanes have been identified, the required pavement widening would be made on BNRR property through the purchase of easements. POSITIVE IMPACTS: Peak hour traffic capacity and flow along the highway would be adequate through the year 2010. Safety along the section would be improved, and railroad crossing points and access to industrial and commercial lands would be eased. Provision of sidewalks, bicycle paths, and illumination would generally improve the safety of pedestrians and other nonmotorists using the corridor. NEGATIVE IMPACTS: Rights-of-way development on 12.6 acres would displace limited areas of woodland and cropland and require the relocation of 15 businesses and 14 residences. Traffic-generated noise levels would exceed federal standards by the year 2010. Approximately 1.26 acres of wetlands would be affected. Two service station sites and a bulk plant within the project rights-of-way could pose risks as potential sources of hazardous materials. The War Memorial Cannon would require relocation. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 89-0153D, Volume 13, Number 3. JF - EPA number: 900434, 2 volumes and maps, November 26, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-01-F KW - Drainage KW - Easements KW - Hazardous Wastes KW - Health Hazards KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOWER+COLUMBIA+RIVER+HIGHWAY+%28US+30%29%2C+COLUMBIA+CITY+NCL-WARREN+SECTION%2C+COLUMBIA+COUNTY%2C+OREGON.&rft.title=LOWER+COLUMBIA+RIVER+HIGHWAY+%28US+30%29%2C+COLUMBIA+CITY+NCL-WARREN+SECTION%2C+COLUMBIA+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 - Final. Preparation date: November 26, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY ROUTE 89, LOGAN CANYON HIGHWAY, CACHE AND RICH COUNTIES, UTAH. AN - 36401692; 2918 AB - PURPOSE: Improvement of US Highway 89 through Logan Canyon in Cache and Rich counties, Utah is proposed. US 89 extends from the Mexican border to Canada. The 28-mile section under consideration extends from Right Fork, approximately nine miles east of Logan, to Garden City. The road passes through the Wasatch-Cache National Forest. Improvements considered include widening of the roadway and shoulders, flattening of curves, replacing and widening bridges, adjusting the road gradient, improving signing, providing climbing lanes and recreational turn-outs, and/or realigning selected roadway sections. In addition to the No Action Alternative, seven complete project alternatives are currently under consideration: Alternative 1 would improve the highway to national highway standards for a two-lane, 40-foot-wide minor arterial road; Alternative 2 would improve the roadway the same as under Alternative 1 and realign the Rich County section to the north of the existing alignment; Alternative 3 would improve the roadway the same as under Alternative 1 and realign the Rich County section to the south of the existing alignment; Alternative 4 would improve the highway to modified national highway standards for a two-lane, 34-foot-wide minor arterial road in the middle canyon section and to Alternative 1 standards elsewhere; Alternative 5 would provide selective improvements, including bridge replacements, turning and climbing lanes, minor realignments, turnouts, and signing; Alternative 6 would provide spot improvements, including bridge replacements, climbing lanes, parking area pavement, realignments, turnouts, and signing; and Alternative 7, a composite alternative, would involve spot improvements in the lower middle canyon, widening to 34-feet in the remainder of the middle canyon, and widening to 40-feet in the remainder of the upper canyon. Estimated construction costs range from $15.6 million to $50.1 million, depending on the alternative selected. POSITIVE IMPACTS: The project would improve a segment of substandard highway linking two important cities and provide access to regional recreational resources. Access to recreational areas in the Wasatch-Cache National Forest, the Bear Lake area at the eastern end of the segment, and Yellowstone National Park would improve significantly. Air quality within the canyon would remain stable or improve. NEGATIVE IMPACTS: Any action alternative would result in impacts to national forest recreational and cultural resources, with one to eight sites being affected. From 13 to 161 acres of new rights-of-way would be developed. Fishing could be hampered at one to two locations, and some stream modification could be required. Up to 25.2 acres of wetlands could be displaced, upland habitat would be lost, and winter range habitat could be lost. Highway construction would mar forest visuals. 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: 900426, 324 pages and maps, November 19, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-90-02-D KW - Air Quality KW - Bridges KW - Cultural Resources KW - Cultural Resources Assessments KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Parking KW - Recreation Resources KW - Section 4(f) Statements KW - Visual Resources KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+ROUTE+89%2C+LOGAN+CANYON+HIGHWAY%2C+CACHE+AND+RICH+COUNTIES%2C+UTAH.&rft.title=US+HIGHWAY+ROUTE+89%2C+LOGAN+CANYON+HIGHWAY%2C+CACHE+AND+RICH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 19, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 407 (ILL. 336) FROM US ROUTE 24 AT THE NORTHERN TERMINUS OF ILLINOIS ROUTE 336 TO SOUTHEAST OF CARTHAGE, ADAMS AND HANCOCK COUNTIES, ILLINOIS. AN - 36407619; 2907 AB - PURPOSE: Construction of a four-lane, partially access-controlled, divided highway is proposed in Adams and Hancock counties in midwestern Illinois. The highway would begin at US 24 at the northern terminus of Illinois Route 336 and extend in northerly and northeasterly directions to a point southeast of Carthage. The new 32-mile highway section, to be designated as Federal Aid Primary 407 and marked as Illinois Route 336, would be an arterial facility. Traffic would be separated by a 50-foot-wide median. Access to single-family residences and farms would generally be maintained either by direct access to the highway or by frontage roads and service drives. Of the seven build alternatives originally developed for study, two remain under consideration, as well as the No Action Alternative. The build alternatives, designated E-1 and WE-1, would have interchanges at US 24, Illinois Route 61, and Illinois Route 94. Stream crossing structures would carry the E-1 alignment across Rock Creek, South Fork of Bear Creek, and Slater Creek. Road closures would be implemented at TR 138 and TR 270 under Alternative E-1. Stream crossing structures would carry the WE-1 alignment across Rock Creek, Ursa Creek, South Fork of Bear Creek, and Slater Creek. Road closures would be implemented at TR 138, TR 118, and TR 270 under Alternative WE-1. Project construction would be phased to provide usable sections over the course of several construction seasons. Estimated costs of alternatives E-1 and WE-1 are $90 million and $92 million, respectively. POSITIVE IMPACTS: The project would provide fast, safe, efficient travel within and through the study area via a continuous north-south route. The new highway would facilitate economic development in western Illinois, improve traffic circulation among western Illinois communities, provide a safe divided facility to accommodate high-speed traffic, and provide system continuity from Quincy to US 136. NEGATIVE IMPACTS: Respective rights-of-way requirements for alternatives E-1 and WE-1 would result in the displacement of 815 or 862 acres of land, including 2.1 or 1.8 acres of wetlands, 667.9 or 687.7 acres of croplands, 61.5 or 72.6 acres of pasturelands, 14.5 or 18.8 acres of hayfields, 24.7 or 20.2 acres of developed land, 7.4 or 7.6 acres of upland forests, 9.4 or 7.6 acres of nonnative grasslands, 8.4 or 21.9 acres of floodplain forests, and 14.1 or 18.8 acres of shrublands. Lesser amounts of forbland, ponds, native grasslands, and barren ground would be displaced. The project would cross three or four streams, but there would be no floodplain encroachment. Habitat of the Indiana bat, an endangered species, would be affected, and some increases in wildlife mortality associated with highway operations in the area would be expected. Annual property tax losses due to land displacement would amount to $55,000. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) JF - EPA number: 900419, 278 pages and maps, November 11, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-90-01-D KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Grazing KW - Highway Structures KW - Highways KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+407+%28ILL.+336%29+FROM+US+ROUTE+24+AT+THE+NORTHERN+TERMINUS+OF+ILLINOIS+ROUTE+336+TO+SOUTHEAST+OF+CARTHAGE%2C+ADAMS+AND+HANCOCK+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+407+%28ILL.+336%29+FROM+US+ROUTE+24+AT+THE+NORTHERN+TERMINUS+OF+ILLINOIS+ROUTE+336+TO+SOUTHEAST+OF+CARTHAGE%2C+ADAMS+AND+HANCOCK+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: November 11, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 150 IN SANTA BARBARA AND VENTURA COUNTIES, FROM 1.0 MILE EAST OF ROUTE 101 (NEAR CARPINTERIA) TO 1.9 MILES EAST OF ROUTE 101, CALIFORNIA. AN - 36410706; 2901 AB - PURPOSE: Replacing two obsolete Route 150 bridges and upgrading the highway alignment and width between and approaching the structures in Santa Barbara and Ventura counties, California are proposed. The project would extend from a point 1.0 mile east of Route 101 near Carpinteria to a point 1.9 miles east of Route 101. The project lies partially within the coastal zone, approximately one mile east of Route 101 and two miles west of Carpinteria. The existing bridges were built in 1927 and are 18.0 feet and 16.5 feet wide, respectively. The remainder of the existing highway, between the bridges, is 21 feet wide. Two build alternatives, each with three design variations, are under consideration, along with the No Project Alternative. The alternatives differ in length, although both would use the same vertical and horizontal alignment. Alternative A would be approximately 700 feet longer than Alternative B. The Preferred Alternative (A3) would involve a 36-foot width for bridges and a 32-foot width for the roadway. The new highway/bridge project would begin 400 feet west of the existing Bridge 51-140, just as Route 150 is making the final descent into Rincon Canyon from the coastal plateau to the west. The new bridge would be constructed on a slight skew downstream from the existing structure. The project would continue on new alignment through a lemon orchard for a distance of 600 feet before conforming with the existing roadway and paralleling the existing highway for 0.25 mile to new Bridge 51-141 approaches. The new Bridge 51-141 structure would lie slightly south of the existing bridge to allow for the improved alignment of routes 150 and 192. The new alignment would then curve gently to the east to conform with the existing alignment. The project would include reconstruction of the substandard Route 192/Route 150 intersection and revision of substandard horizontal and vertical alignments at three locations experiencing higher than expected accident rates; the three locations would be the 15-mile-per-hour (MPH) horizontal curve east of Bridge 51-140, at Bridge 51-141, and the vertical curve at the project's east end. The new roadway alignment would be based on a design speed of 40 mph. The estimated cost of the Preferred Alternative is $1.8 million. POSITIVE IMPACTS: Two obsolete, superannuated bridges would be replaced by two modern, adequate structures, improving traffic flow and safety on the Route 150 link of the cities of Santa Barbara and Carpineria with the inland cities of Ojai and Santa Paula. Sharp curves in both horizontal and vertical alignments, typical of highway construction in the 1920s, would be corrected. Fisheries within the waterways crossed would improve significantly. Sight distance would be improved as a result of lowering the crest of the curve. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 5.16 acres of farmland and 88 trees. Agricultural land would be converted to nonagricultural uses. There would be a loss of local property tax income. Slight floodplain encroachment, loss of wetlands, and impacts to cultural resources would be expected. Visual aesthetics would be degraded significantly as a result of the removal of mature oak, sycamore, and eucalyptus trees. Some wildlife habitat would be lost. Temporary construction-related impacts include erosion, noise, dust, and traffic delays. JF - EPA number: 900415, 42 pages and maps, November 9, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-04-D KW - Air Quality KW - Bridges KW - Farmlands KW - Fisheries KW - Floodplains KW - Highways KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+150+IN+SANTA+BARBARA+AND+VENTURA+COUNTIES%2C+FROM+1.0+MILE+EAST+OF+ROUTE+101+%28NEAR+CARPINTERIA%29+TO+1.9+MILES+EAST+OF+ROUTE+101%2C+CALIFORNIA.&rft.title=ROUTE+150+IN+SANTA+BARBARA+AND+VENTURA+COUNTIES%2C+FROM+1.0+MILE+EAST+OF+ROUTE+101+%28NEAR+CARPINTERIA%29+TO+1.9+MILES+EAST+OF+ROUTE+101%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: November 9, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORRIDOR ""X'' FROM US HIGHWAY 78, APPROXIMATELY EIGHT MILES WEST OF JASPER TO NEAR THE WALKER/JEFFERSON COUNTY LINE, WALKER COUNTY, ALABAMA (PROJECT DE-471(24)). AN - 36408113; 2895 AB - PURPOSE: Construction of a four-lane highway in Walker County, Alabama is proposed. The highway would begin at US Highway 78 approximately eight miles west of the city of Jasper and extend eastward to a point near the Walker/Jefferson County Line, a distance of 28 miles. The project would constitute a section of Corridor X of the Appalachian Development Highway Program. The highway, which would be a limited-access facility, with access at interchanges only, would feature two 24-foot pavements, with 10-foot outside and 6-foot inside shoulders, separated by a 64-foot minimum raised median within a 300-foot rights-of-way. Two project segments have been developed for consideration of alternatives. Alternate I for segment A/B would begin on US Highway 78 and extend to the south for approximately one mile, where it would turn eastward to parallel US 78 for approximately six miles before turning southeasterly to intersect with Alternate IV. Alternate IV for segment A/B, which begins at the same point as Alternate I on US 78, would extend east for approximately five miles and turn southeasterly to intersect with Alternate I; approximately the first five miles of Alternate IV would use the existing two lanes of US 78, constructing only two additional lanes. Alternates I and IV for the A/B segment would extend 8.13 miles and 7.79 miles, respectively. Alternate I for segment C/D would begin immediately east of the proposed project interchange with Alabama State Route (SR) 269 and proceed in a southeasterly direction for approximately six miles before turning in an eastward direction shortly after crossing Walker County Road 22 and proceed eastward to alternates II or III. Alternate II for segment C/D would begin near the intersection of SR 269, extend eastward for one mile, turn southeastward, and intersect Alternate III near the southern boundary of the city limits of Cordova; Alternate III for segment C /D would begin immediately east of the SR 269 interchange, extend eastward for four miles, turn southeastward, pass through a segment of Cordova City, and terminate at the Walker County Route 61 interchange. Alternates I, II, and III for segment C/D would extend 8.47 miles, 8.57 miles, and 9.11 miles, respectively. Depending on the combination of alternates chosen, project cost estimates range from $55.7 million to $74.9 million. POSITIVE IMPACTS: Corridor X, when completed, would extend from Fulton, Mississippi to the metropolitan area of Birmingham, Alabama. The corridor would provide a significant boost to the Appalachian regional economy. Interchanges would connect isolated local communities to a regional transportation network. In the immediate area of the project, the highway would enhance safety by diverting truck and other through traffic from the downtown area of Jasper. Emergency response would improve significantly. NEGATIVE IMPACTS: Alternates I and IV of the A/B segment, would displace 15 residences and 1 business and 18 residences and 1 business, respectively. Alternates I, II, and III of the C/D segment would displace 12 residences, 15 residences, and 7 residences, respectively. Depending on the alternate selected, small areas of wetlands could be filled and channelization of some creeks could be necessary. In any event, land providing forested wildlife habitat and some small parcels of arable land would be converted to highway uses. Some businesses in the city of Jasper could experience a decrease in business due to the diversion of through traffic to the new highway. Highway traffic would increase noise levels within the corridor. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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: 900411, 230 pages and maps, November 6, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-90-01-D KW - Air Quality Assessments KW - Appalachian Development Highways KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise KW - Noise Assessments KW - Regulations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORRIDOR+%22%22X%27%27+FROM+US+HIGHWAY+78%2C+APPROXIMATELY+EIGHT+MILES+WEST+OF+JASPER+TO+NEAR+THE+WALKER%2FJEFFERSON+COUNTY+LINE%2C+WALKER+COUNTY%2C+ALABAMA+%28PROJECT+DE-471%2824%29%29.&rft.title=CORRIDOR+%22%22X%27%27+FROM+US+HIGHWAY+78%2C+APPROXIMATELY+EIGHT+MILES+WEST+OF+JASPER+TO+NEAR+THE+WALKER%2FJEFFERSON+COUNTY+LINE%2C+WALKER+COUNTY%2C+ALABAMA+%28PROJECT+DE-471%2824%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 - Draft. Preparation date: November 6, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW ACCESS ROAD TO PAGO PAGO PARK, AMERICAN SAMOA. AN - 36406471; 2896 AB - PURPOSE: Construction of a new, two-lane, 1,400-foot-long access road to Pago Pago Park in the village of Page Pago, American Samoa is proposed. The new section of highway, which would be designated Highway 050, would connect with TERP 001 at its southerly end near the American Samoa Development Bank at the entrance to Pago Pago and again at its northerly end near Korea House. A bridge would be constructed to carry the new road over the lower reach of Vaipito Stream, the main drainage channel of the Pago Pago watershed. Three alignment and one transportation system management alternatives, as well as the No Action Alternative, are under consideration. POSITIVE IMPACTS: In addition to improving access to Pago Pago Park, the new highway segment would provide an alternative connection for emergency response vehicles travelling between the Port and the western portion of Tutuila Island and the canneries and the eastern portion of Tutuila. The highway segment would also allow through traffic to skirt the often-congested section of TERP 001 through the business district of Pago Pago. NEGATIVE IMPACTS: Alignment alternatives 1, 2, and 3 would displace 2.35 acres, 2.55 acres, and 2.42 acres of parkland, respectively. Alternative 1 would seriously impair park aesthetics and physical linkages, require filling of marine habitat, create the risk of traffic blockages at peak travel times on TERP 001 and the new road, impede construction of an international track-and-field complex planned by the Government of American Samoa, hamper pedestrian access to the park, deflect business from the central business district of Pago Pago, and degrade fish habitat in Vaipito Stream. Alternative 2 would result in intrusion into Chief Mauga's guest fale, impede construction of an international track-and-field complex planned by the Government of American Samoa, affect subsurface archaeological resources, and degrade fish habitat in Vaipito Stream. Alternative 3 would require filling of marine habitat and relocation of Vaipito Stream. 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: 900412, 290 pages and maps, November 6, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-AS-EIS-01-D KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Creeks KW - Cultural Resources KW - Fish KW - Highways KW - Islands KW - Marine Systems KW - Parks KW - Recreation Facilities KW - Regulations KW - Visual Resources KW - Wetlands KW - American Samoa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+ACCESS+ROAD+TO+PAGO+PAGO+PARK%2C+AMERICAN+SAMOA.&rft.title=NEW+ACCESS+ROAD+TO+PAGO+PAGO+PARK%2C+AMERICAN+SAMOA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Pago Pago, American Samoa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 6, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 16/34 EAST AND RUNWAY 16/34 WEST, DALLAS/FORT WORTH INTERNATIONAL AIRPORT, TEXAS. AN - 36392948; 2833 AB - PURPOSE: Construction of two new runways at the Dallas/Fort Worth International Airport in Texas is proposed. The airport is located approximately halfway between the cities of Dallas and Fort Worth on approximately 18,000 acres of land; it currently has six air carrier length runways. Four of the runways are parallel to each other in a north-south alignment and all are 11,388 feet long. Diagonal runways on the east and west sides of the airport are 9,000 and 9,300 feet long, respectively. The new runways would be developed in the east airfield area, which is currently undeveloped and consists largely of agricultural land and some upland habitat and small isolated wetlands. Several small drainage ditches traverse the area. The runways, to be designated 16/34 East and 16 /34 West, would be supported by the usual navigational aids and aircraft parking facilities. Runway 16/34 East would extend 8,500 feet and lie 5,000 feet east of parallel Runway 17L/35R; the runway would be operational in 1992. Runway 16/34 West would extend 9,760 feet and lie 5,800 feet west of parallel runway 18R/36L; the runway would be operational in 1997 or when aviation demand requires its availability. Numerous other improvements were recommended to be implemented at the airport as a result of a recently developed airport development plan. Recommended airside improvements would include modification of the airspace system, extension of Runways 18L/36R and 17R/35L, and construction of new and improved taxiways and aprons. Proposed landside improvements would include phased replacement of the existing terminals and concourses with a system more effective for airline hubbing. Ground transportation improvements would include an improved roadway network, expanded parking facilities, and connection of the airport with a proposed regional rail system. The estimated cost of the runway project assessed in full in this document in 1989 dollars is $205.5 million. POSITIVE IMPACTS: The new runways would ensure that the airport provides sufficient capacity to meet projected aviation demand, which will increase from 23.9 million passenger enplanements in 1990 to 36.5 million enplanements in the year 2000 to 52.2 million enplanements in 2010. Without the new runways, future operations would be characterized by excessive delays and costs. The lengths of the new runways would accommodate most of the aircraft using the airport, while the distance separating runways would allow for simultaneous instrument flight rule approaches. Airport-related earnings in the area would increase substantially. NEGATIVE IMPACTS: Noise associated with airport operations would increase significantly due to runway construction. The 65-Ldn (Day-Night Average Sound Level) contour area would increase from 43.9 square miles to 49.6 square miles, increasing the number of dwelling units and other incompatible structures in the area affected by aircraft noise. Relocation of 674 dwelling units, 4 businesses, and 3 churches would be necessary. The runways would affect 24.8 acres of wetlands, portions of a small creek, and 25 acres of base floodplain. A total of 131.6 acres of prime farmland would be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900401, 2 volumes and maps, October 24, 1990 PY - 1990 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Creeks KW - Farmlands KW - Floodplains KW - Noise KW - Parking KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Wetlands KW - Dallas/Fort Worth International Airport KW - Texas KW - Airport and Airway Improvements Act of 1982, 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/36392948?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+16%2F34+EAST+AND+RUNWAY+16%2F34+WEST%2C+DALLAS%2FFORT+WORTH+INTERNATIONAL+AIRPORT%2C+TEXAS.&rft.title=RUNWAY+16%2F34+EAST+AND+RUNWAY+16%2F34+WEST%2C+DALLAS%2FFORT+WORTH+INTERNATIONAL+AIRPORT%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 24, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED AIRPORT LAYOUT PLAN, STINSON MUNICIPAL AIRPORT, SAN ANTONIO, BEXAR COUNTY, TEXAS. AN - 36405797; 2834 AB - PURPOSE: Construction, lighting, and marking of a new southeast/northwest runway at Stinson Municipal Airport in the San Antonio area of Bexar County, Texas is proposed. The proposed runway, designated 15 /33, would be 5,300 feet long and 100 feet wide and would be located approximately 2,500 feet west of existing Runway 14/32. Associated facilities would include installation of precision instrument approach equipment and taxiways and development of various landside facilities, including hangars and a tie-down apron. A microwave landing system and approach lighting system also would be installed. Since construction of the proposed runway would require closure of a few streets north and south of the airport, a new service road would be constructed along Interstate 410 to provide through access from Roosevelt Avenue to Espada Road and improve highway access to the San Antonio Missions National Historical Park. Realignment of 99th Street would also be part of the project. Sixmile Creek would have to be depressed below the runway grade via a system of culverts east of Roosevelt Avenue to control flooding. A high-voltage transmission line along Southwest Loop 410 would be relocated. POSITIVE IMPACTS: Runway construction would allow the airport to accommodate approximately 130,000 aircraft operations annually by the year 2000. An anticipated change in the composition of air traffic using the airport would be accommodated, and the airport's ability to handle traffic during adverse weather conditions would be improved. New hangars, aprons, and associated facilities would allow the airport to accommodate 216 based aircraft by the year 2000. By meeting these goals, the airport would be able to properly fulfill its role as a reliever airport facility in the San Antonio aviation system. Noise impacts associated with current take-off and landing operations over historically significant missions and park property adjacent to the airport would be reduced. Airspace conflicts currently affecting the airport would be lessened. More business aviation would be attracted to the airport, improving the commercial viability of the area. NEGATIVE IMPACTS: Acquisition of 268.2 acres of land adjacent to the airport's north and south property lines would require displacement of 7 businesses and 16 households. In addition, property owned and used by the Harlandale Independent School District would be acquired, and a stadium would have to be demolished. Approximately 20 acres of prime arable soil would be disturbed. Closure of a few streets north and south of the airport would be required. Sediment entering Sixmile Creek could flow into the San Antonio River. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900394, 278 pages and maps, October 22, 1990 PY - 1990 KW - Air Transportation KW - Airports KW - Archaeological Sites Surveys KW - Creeks KW - Demolition KW - Farmlands KW - Highways KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Parks KW - Pipelines KW - Relocations-Property Acquisitions KW - Roads KW - Schools KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transmission Lines KW - Water Quality KW - Stinson Municipal Airport KW - Texas KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, 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/36405797?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+AIRPORT+LAYOUT+PLAN%2C+STINSON+MUNICIPAL+AIRPORT%2C+SAN+ANTONIO%2C+BEXAR+COUNTY%2C+TEXAS.&rft.title=PROPOSED+AIRPORT+LAYOUT+PLAN%2C+STINSON+MUNICIPAL+AIRPORT%2C+SAN+ANTONIO%2C+BEXAR+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 22, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 56 (AUSTIN PEAY) BRIDGE AND APPROACHES OVER THE CUMBERLAND RIVER IN GAINESBORO, JACKSON COUNTY, TENNESSEE. AN - 36403789; 2915 AB - PURPOSE: Replacement of the Austin Peay Bridge near Gainesboro, Jackson County, Tennessee is proposed. The bridge crosses the Cumberland River just north of Gainesboro on State Route (SR) 56. The new bridge and approaches, which would extend 3,300 feet, would cross the river at a point 20 feet upstream of the existing bridge. On completion of the new structure, the existing bridge would be demolished. The new bridge would have a structure length of 815 feet and a width of 48 feet, providing for two 12-foot-wide traffic lanes, two 12-foot shoulders, and a solid barrier or parapet rail. Three piers would be sunk into the Cumberland River bed, and four spans would support the bridge. The horizontal clearance of the navigation span would be 285 feet. Approaches would provide two 12-foot traffic lanes and two 10-foot stabilized shoulders. The estimated cost of the project is $4.3 million. POSITIVE IMPACTS: By replacing a superannuated structure with a modern bridge crossing, the project would improve the movement of goods and emergency services, provide a facility that could safely accommodate future traffic volumes, and reduce accidents by expanding roadway width. The link between Gainesboro and the cities to the north would be improved significantly. The project would provide economic impetus to the area. The navigation span would provide 15 feet of additional clearance when compared to the existing span. NEGATIVE IMPACTS: Demolition of the existing bridge would destroy an historic structure and the last bridge of its kind in the southeastern United States. Construction activities would result in siltation of the Cumberland River. Rights-of-way requirements would remove small tracts of farmland and wildlife habitat. The project would encroach somewhat on the floodplain of the river. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 900386, 164 pages, October 12, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-TN-90-01-D KW - Archaeological Sites Surveys KW - Bridges KW - Demolition KW - Farmlands KW - Floodplains KW - Historic Sites KW - Historic Sites Surveys KW - Navigation KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Waterways KW - Wildlife Habitat KW - Tennessee 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, 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/36403789?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+56+%28AUSTIN+PEAY%29+BRIDGE+AND+APPROACHES+OVER+THE+CUMBERLAND+RIVER+IN+GAINESBORO%2C+JACKSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+ROUTE+56+%28AUSTIN+PEAY%29+BRIDGE+AND+APPROACHES+OVER+THE+CUMBERLAND+RIVER+IN+GAINESBORO%2C+JACKSON+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: October 12, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED I-75 TO SR 371 AND I-20 TO SR 316 CONNECTORS: BARTOW, CHEROKEE, AND FORSYTH COUNTIES (PROJECTS EDS-500(6)/EDS-500(4)), AND NEWTON, ROCKDALE, WALTON, AND GWINNETT COUNTIES, GEORGIA (PROJECT EDS-500(10)). AN - 36407427; 2904 AB - PURPOSE: Construction of two connector roads in the northern and eastern portions of the Atlanta Metropolitan Area of Georgia is proposed. The first connector, which would extend 32 to 34 miles, would link Interstate 75 (I-75) in Bartow County to State Route (SR) 371 in Forsyth County. Four build alternatives and a No Build Alternative are under consideration for this connector. Interchanges would be constructed at I-75, SR 108, SR 5 Business, I-575, SR 140, East Cherokee Drive, SR 372, and SR 371. Depending on the alternative chosen, an additional interchange could provide access to SR 20. The second connector, which would extend 24 miles, would link I-20 in Newton County to SR 316 in Gwinnett County. Only one Build Alternative and a No Build Alternative are under consideration for this connector, which would begin at I-20 at a point 0.25 mile east of the Newton/Rockdale County Line, continue north until it crosses County Road (CR) 86, and turn northeast to the Rockdale/Walton County Line, where it would turn northwest to its northern terminus at the SR 316 Extension. Interchanges would be provided at I-20, SR 138, SR 20, SR 10/US 78, SR 20 (north of Loganville), CR 267 (New Hope Road), and the SR 316 Extension. The estimated cost of the combined projects ranges from $646.2 million to $687.7 million. POSITIVE IMPACTS: The connectors would provide for the transportation needs of the four northern and northeastern portions of the metropolitan area, which are growing at a rapid rate. The new highway links would boost residential and commercial development in Cherokee County and industrial and commercial revitalization in Bartow and Forsyth counties. In combination with other major highways in the area, the connectors would form a circumferential route connecting US 411/US 41, I-75, I-575, GA 400, I-985, I-85, SR 316, US 78, and I-20 from Cartersville to Conyers, Georgia. Through traffic would be removed from Atlanta's congested highways. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2,097 to 2,316 acres of farmlands, 130.4 to 156.9 acres of wetlands, 100 to 200 residences, 4 to 13 businesses, and 2 farms. The highways would traverse floodplains in 21 or 22 locations, and construction activities would encounter 11 to 14 archaeological sites and 1 or 2 hazardous waste sites. The project would pass in the vicinity of three to four historically significant sites. Noise impacts resulting from traffic using the highways would affect 141 to 153 sensitive receptors. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900384, 461 pages, October 11, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-90-01-(D) KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Georgia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36407427?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+I-75+TO+SR+371+AND+I-20+TO+SR+316+CONNECTORS%3A+BARTOW%2C+CHEROKEE%2C+AND+FORSYTH+COUNTIES+%28PROJECTS+EDS-500%286%29%2FEDS-500%284%29%29%2C+AND+NEWTON%2C+ROCKDALE%2C+WALTON%2C+AND+GWINNETT+COUNTIES%2C+GEORGIA+%28PROJECT+EDS-500%2810%29%29.&rft.title=PROPOSED+I-75+TO+SR+371+AND+I-20+TO+SR+316+CONNECTORS%3A+BARTOW%2C+CHEROKEE%2C+AND+FORSYTH+COUNTIES+%28PROJECTS+EDS-500%286%29%2FEDS-500%284%29%29%2C+AND+NEWTON%2C+ROCKDALE%2C+WALTON%2C+AND+GWINNETT+COUNTIES%2C+GEORGIA+%28PROJECT+EDS-500%2810%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 11, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HOLLISTER BYPASS: STATE ROUTE 156 FROM UNION/MITCHELL ROAD TO 0.1 MILE EAST OF SANTA ANA CREEK BRIDGE IN AND NEAR HOLLISTER, SAN BENITO COUNTY, CALIFORNIA. AN - 36409680; 2899 AB - PURPOSE: Construction of a bypass in and near the city of Hollister is proposed in San Benito County, California. The project would begin approximately 3.5 miles west of downtown Hollister, at the Union /Mitchell Road/Route 156 intersection, and end some 3.5 miles north of downtown near the San Felipe Route/Route 156 intersection, bypassing approximately 7.0 miles of the existing state route. The new facility would be a two-lane, limited-access expressway on new alignment, essentially bypassing Hollister to the north and west of town. It would consist of a paved section 40 feet wide with two 8-foot shoulders. A 175-foot rights-of-way would be purchased for eventual construction of a four-lane facility. Signalized intersections would be provided where the alignment departs from and rejoins existing State Route (SR) 156 at SR 25. The project would include a multiple-span concrete overhead bridge across the San Benito River and a concrete overhead bridge across the Southern Pacific Railroad. The preferred alignment would depart from the existing highway at the city sewage treatment plant and rejoin it north of the airport. Noise control features could be provided to mitigate noise levels for five residences. The estimated cost of the project is $20.0 million. POSITIVE IMPACTS: The bypass would provide a means for through traffic and large trucks to circumvent the downtown area of Hollister, relieving congestion in the downtown area and enhancing long-distance travel in the region. Noise, air pollutants, and other nuisances and safety hazards associated with traffic congestion in the downtown area would be alleviated. Transportation needs of the community would be met within the SR 156 corridor over the next 20 years. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 165 acres of land, including 100 acres of farmlands and 2 residences; 300 square feet of wetlands associated with Santa Ana Creek would lie within project rights-of-way. A strip of riparian vegetation along the San Benito River would also be impacted. Without mitigation, six residences would be exposed to excessive noise levels due to traffic on the new bypass. Visual impacts would result from the proximity of the facility to a sewage treatment plant and noise control barriers. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 900381, 127 pages and maps, October 9, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-03-D KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Wetlands KW - California KW - Executive Order 11990, 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/36409680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HOLLISTER+BYPASS%3A+STATE+ROUTE+156+FROM+UNION%2FMITCHELL+ROAD+TO+0.1+MILE+EAST+OF+SANTA+ANA+CREEK+BRIDGE+IN+AND+NEAR+HOLLISTER%2C+SAN+BENITO+COUNTY%2C+CALIFORNIA.&rft.title=HOLLISTER+BYPASS%3A+STATE+ROUTE+156+FROM+UNION%2FMITCHELL+ROAD+TO+0.1+MILE+EAST+OF+SANTA+ANA+CREEK+BRIDGE+IN+AND+NEAR+HOLLISTER%2C+SAN+BENITO+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: October 9, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANKS-LOWMAN HIGHWAY, IDAHO FOREST HIGHWAY 24, BOISE COUNTY, IDAHO (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1983). AN - 15222152; 2906 AB - PURPOSE: Construction of a five-mile segment of the Banks-Lowman Highway from Sweet Creek (Mile Post 17.0) to Little Gallagher Creek (Mile Post 22.0) in Boise County, Idaho is proposed. The highway, a portion of Idaho Forest Highway Route 24, would consist of a two-lane, paved, all-weather highway built to current geometric, structural, and safety design standards. A final environmental impact statement (EIS), completed in November 1983, identified a preferred alternative alignment along the south side of the river. In 1987, a reevaluation of the project concluded that conditions have changed in the road corridor, warranting the preparation of this supplemental EIS. The preferred alternative would generally follow the existing road on the north side of the South Fork Payette River, with one deviation from the selected alternative in the final EIS in this general location. Under the currently preferred alignment, the new road would deviate from the existing road to eliminate sharp horizontal and vertical curvatures that violate the adopted roadway design standards, to avoid a steep hillside area, and to enhance safety and ease of driving. The shift would begin at Mile Post 17.7, where the alignment would leave the existing road, and proceed parallel to and below it along the toe of the steeper slope. It would then rejoin the road near Mile Post 19.0. This alignment would generally follow a parcel of land owned by the Idaho Department of Fish and Game and commonly referred to as the Ford Property. The highway would then pass below or south of the homesite located in a draw at the mouth of Hopkins Creek and proceed easterly within a corridor approximately 100 to 200 feet from the present road throughout the parcel. To achieve the 28-foot roadway width would require widening into the hillside in several areas. The design would incorporate the general criteria and typical section for a 28-foot paved width and a design speed of 40 miles per hour consistent with the topography. Additional ditch width may be needed through certain high cuts to provide catchment areas for material that may slough from the slopes during wet weather. Approximately 2,400 linear feet of rock cuts would be required in this corridor. Generally, improvements required under this alternative would include roadside drainage, stabilization of subgrade, flatter cut and fill slopes, a new base and paving, improved approaches, and necessary safety features, such as guardrails, signing, and striping. The estimated cost of the project is $5.5 million. POSITIVE IMPACTS: The new highway would replace an extremely narrow and otherwise inadequate road surfaced with native materials; the existing road has alignment as well as structural deficiencies. The new road would better serve the local, recreational, and timber industry traffic that travels the route. The highway would provide improved traffic operations throughout the study area for traffic volumes anticipated over the next 25 years. The project would improve the last remaining unimproved segment of the highway between Banks and Lowman. It would be consistent with the regional development and land use objectives of Boise County and of the Forest Service. NEGATIVE IMPACTS: Approximately 2,400 linear feet of rock cuts would be required where the highway would deviate from the existing alignment. One difficult and costly rock cut area, starting near Mile Post 21.0 and extending 1,000 feet, would require flattening the slope and providing additional stabilization. Some potential for landslides and/or slope failure would be present, although it would not be as serious as described in the final EIS. Habitat for mule deer and elk would be lost, and one historic site would be affected. Some impacts to the scenic quality of the river and some sedimentation would be expected. Lifestyles of local residents would be affected as increased levels of traffic intrude into the area. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) 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 83-0201D, Volume 7, Number 4; 84-0029F, Volume 8, Number 1; and 90-0178D, Volume 14, Number 3, respectively. JF - EPA number: 900383, 244 pages and maps, October 9, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-90-01-FS KW - Bridges KW - Drainage KW - Forests KW - Highways KW - Historic Sites KW - Recreation Resources Surveys KW - Rivers KW - Safety KW - Sediment KW - Traffic Analyses KW - Transportation KW - Wildlife Habitat KW - Wildlife Surveys KW - Idaho KW - Federal Aid Highway Act of 1968, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15222152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANKS-LOWMAN+HIGHWAY%2C+IDAHO+FOREST+HIGHWAY+24%2C+BOISE+COUNTY%2C+IDAHO+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1983%29.&rft.title=BANKS-LOWMAN+HIGHWAY%2C+IDAHO+FOREST+HIGHWAY+24%2C+BOISE+COUNTY%2C+IDAHO+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 9, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HIGHWAY 71 (US 412), SILOAM SPRINGS TO SPRINGDALE, BENTON AND WASHINGTON COUNTIES, ARKANSAS. AN - 36393419; 2897 AB - PURPOSE: Construction of a four-lane divided, partially controlled-access facility in Benton and Washington counties, Arkansas is proposed to connect Siloam Springs to Springdale. The 16.3- to 19.1-mile highway, to be known as Highway 71 (US 412), would be constructed on a combination of new and existing rights-of-way, extending 45 to 150 feet in each direction from the center line. All alternatives would begin at the five-lane section just east of the Tontitown area and proceed west, roughly paralleling US 412 and connecting with the five-lane section of US 412 at Siloam Springs. Alternatives under consideration include reconstruction of the existing highway and 10 new location alternatives. All alternative alignments on new location would have two 12-foot lanes in each direction, separated by a variable-width median. The alternatives using existing US 412 with an eastern termini of State Highway 112 to just west of Tontitown would have a five-lane curb-and-gutter section between those two points. A similar section would be used just east of Siloam Springs, where the project transitions from a four-lane divided to the existing five-lane section. Access would be partially controlled with intersections at selected public roads. POSITIVE IMPACTS: By providing an improved east-west route between Siloam Springs and US 71 in Springdale, the project would enhance economic development in northwest Arkansas. Congestion would be reduced and safety improved on US 412 between project termini. The urbanized areas of northwest Arkansas would be connected to the Cherokee Turnpike leading to the urbanized area of Tulsa, Oklahoma. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 600 to 700 acres of land, including wildlife habitat and 10 acres of wetlands. Conversion of land to highway uses would also result in the displacement of households, businesses, and nonprofit organizations. The project would encroach into the Logan Cave National Wildlife Refuge as well as some floodplain lands. Historic and archaeological sites would be encountered during construction. The highway would affect the Tontitown City Park and recreational lands in the Ozark and St. Francis national forests and encroach visually on adjacent natural lands; visual encroachments would include major cuts and fills. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et. seq.), Executive Order 11990, 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: 900374, 289 pages and maps, October 2, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-90-01-D KW - Archaeological Sites KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Parks KW - Preserves KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36393419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+71+%28US+412%29%2C+SILOAM+SPRINGS+TO+SPRINGDALE%2C+BENTON+AND+WASHINGTON+COUNTIES%2C+ARKANSAS.&rft.title=HIGHWAY+71+%28US+412%29%2C+SILOAM+SPRINGS+TO+SPRINGDALE%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: October 2, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SANTA FE-LOS ALAMOS CORRIDOR STUDY, PHASE C, SANTA FE AND LOS ALAMOS COUNTIES, NEW MEXICO (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JULY 1988). AN - 36406058; 2909 AB - PURPOSE: Construction of a shorter, more direct route between Santa Fe and Los Alamos, through Santa Fe and Los Alamos counties, New Mexico is proposed. The facility, to be known as State Road (SR) 516, would be a four-lane, divided highway with limited-access control. Four alternatives, extending 19 to 22 miles from the intersection of Interstate 25 (I-25) and the proposed Santa Fe Relief Route near Santa Fe to SR 4 near Los Alamos, are under consideration. Although SR 4 represents the construction limits for all build alternatives, SR 502, Pajarito Road, and East Jemez Road provide access to and from Los Alamos and are documented in this draft supplement to the draft environmental impact statement on the larger highway project. Improvements to the last three roadways are not part of the proposed action. The 22-mile Montoso alignment would require three bridge crossings, ranging in length from 640 feet across Chaquehui Canyon to 2,790 feet across the Rio Grande. The 19-mile Chino Mesa alternative would involve two bridge crossings, including a 1,923-foot crossing of Ancho Canyon and a 3,113-foot crossing of the Rio Grande. The 21-mile Mortandad alternative would involve two bridges, including a 500-foot crossing of Canada Ancha and a 4,562-foot crossing of the Rio Grande; this alternative would also require a temporary 300-foot construction bridge. The 22-mile Sandia Canyon alternative would require two bridges, including a 400-foot crossing of Canada Ancha and a 4,104-foot crossing of the Rio Grande. All four crossings of the Rio Grande would be in the White Rock Canyon area. The terrain from SR 4 across White Rock Canyon is mountainous. Due to the high cost of constructing deep cuts and high fills in this area, the lanes would be drawn together through this section. An interchange would be constructed to connect the facility to the Santa Fe Relief Route. Depending on the alternative alignment selected and various design decisions, cost estimates for the project range from $150.8 million to $205.5 million. POSITIVE IMPACTS: Safety conditions in the transportation of hazardous wastes from the Los Alamos National Laboratory to storage facilities would improve, and access from Santa Fe and the surrounding area to the laboratory would be eased. Egress from the laboratory for civil defense and other emergency conditions also would be improved. Construction activities would employ 1,143 to 1,560 persons. The Villa Linda Mall in Santa Fe would be more accessible to potential customers. Access to tourist and other recreational attractions in the Bandelier National Monument, the Jemez Mountains, Pajarito Ski Area, and Caja del Rio would improve. NEGATIVE IMPACTS: Placement of the bridge across the Rio Grande would degrade the visual quality of White Rock Canyon significantly and could affect the scenic quality of Bandelier National Monument. Rights-of-way acquisition requirements would remove productive grazing land, result in some private property displacements, and affect land uses within the Santa Fe National Forest. Retail activity would decrease in Los Alamos. Bureau of Land Management and Forest Service lands would be displaced, reducing payments from these sources in lieu of local tax losses. Threatened and endangered animal and plant species could be impacted. Numerous archaeological 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0243D, Volume 12, Number 7-8. JF - EPA number: 900367, 437 pages, September 27, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-NM-EIS-90-01-DS KW - Archaeological Sites KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Grazing KW - Highway Structures KW - Highways KW - Parks KW - Radioactive Wastes KW - Ranges KW - Recreation Facilities KW - Recreation Resources KW - Research Facilities KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - New Mexico 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/36406058?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SANTA+FE-LOS+ALAMOS+CORRIDOR+STUDY%2C+PHASE+C%2C+SANTA+FE+AND+LOS+ALAMOS+COUNTIES%2C+NEW+MEXICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1988%29.&rft.title=SANTA+FE-LOS+ALAMOS+CORRIDOR+STUDY%2C+PHASE+C%2C+SANTA+FE+AND+LOS+ALAMOS+COUNTIES%2C+NEW+MEXICO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1988%29.&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: September 27, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 64/PITTSBORO BYPASS FROM SR 1514 TO US 64 NEAR B. EVERETT JORDAN LAKE, CHATHAM COUNTY, NORTH CAROLINA. AN - 36393150; 2911 AB - PURPOSE: Widening of existing US 64 from two to four lanes in the east-west traffic corridor through northeastern Chatham County, North Carolina is proposed. The project would extend approximately 3.2 miles from the existing four-lane section west of B. Everett Jordan Lake to the Haw River. The project would also include construction of a northern bypass of the town of Pittsboro west of the Haw River. Additional widening of existing US 64 from the bypass terminus west of Pittsboro to the project limits at Manco Dairy Road (State Route (SR) 1514) would also be included in the project. The bypass would be a four-lane divided highway on new location with full control of access, although some at-grade intersections would be provided initially, with provisions for eventual construction of interchanges. Bypass alternatives would range in length from 8.7 miles to 9.3 miles; the highway widening alternatives, extending from the bypass terminus to Manco Dairy Road, would range from 0.9 mile to 1.9 miles. Interchanges would be provided during the initial construction period at US 15-501 and SR 87, in addition to directional interchanges with existing US 64 at the bypass termini. All other interchanges would be constructed at future dates. Two alternatives for the section from Jordan Lake to the Haw River and four bypass alternatives are under consideration. The estimated total cost of the project ranges from $46.6 million to $50.5 million. POSITIVE IMPACTS: The project would complete a highway planned as part of the North Carolina Transportation Improvement Program since 1986. Regional travel from western North Carolina through Lexington, Asheboro, Pittsboro, and Raleigh to the North Carolina Coast would be improved significantly. Economic development efforts in the southern Piedmont would be furthered. Through traffic would be removed from local arterials in the town of Pittsboro, removing heavy truck traffic from the central business district and historic center of the town. NEGATIVE IMPACTS: Rights-of-way developments would result in the displacement of 13 to 49 residences and 1 to 2 businesses, as well as 218.6 to 291.1 acres of upland forest and 3.7 to 5.8 acres of wetlands. Traffic-generated noise would result in noise level increases of 15 decibels on the A-weighted scale for one to six sensitive receptors, and federal noise standards would be exceeded at one to five locations. The project would traverse 21 to 26 streams, requiring 8 to 10 major drainage structures, and encroach on one floodplain. One historic site and one archaeological site could be affected. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900366, 407 pages and maps, September 27, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-90-06-D KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Central Business Districts KW - Creeks KW - Drainage KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - North Carolina KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64%2FPITTSBORO+BYPASS+FROM+SR+1514+TO+US+64+NEAR+B.+EVERETT+JORDAN+LAKE%2C+CHATHAM+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+64%2FPITTSBORO+BYPASS+FROM+SR+1514+TO+US+64+NEAR+B.+EVERETT+JORDAN+LAKE%2C+CHATHAM+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: September 27, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAN JOAQUIN HILLS TRANSPORTATION CORRIDOR, ORANGE COUNTY, CALIFORNIA. AN - 36384633; 2801 AB - PURPOSE: Construction of a freeway along State Route (SR) 73 from the Interstate 5 (I-5) freeway in the city of San Juan Capistrano to its existing terminus at Jamboree Road in Orange County, California is proposed. Portions of the project would be located within the cities of Newport Beach, Irvine, Laguna Beach, Laguna Niguel, Mission Viejo, and San Juan Capistrano, and unincorporated areas of Orange County. Two build alternatives are under consideration. The Demand Management Alternative would include three general purpose lanes in each direction, with auxiliary lanes for weaving and steep grades, as well as an 88- to 116-foot median for additional capacity as warranted. The Conventional Alternative would include three to five general purpose lanes in each direction, with auxiliary lanes for weaving and steep grades, as well as a 64- to 116-foot median for additional capacity. A high-occupancy vehicle (HOV) facility would be implemented in the median when traffic demand warrants. The Demand Management median would be capable of conversion to concurrent HOV lanes and a fixed guideway rail /transit system. Regardless of the alternative chosen, ramp improvements would be provided on existing SR 73 between Birch Street and Jamboree Road. Under either alternative, the freeway would operate as a toll facility until bonds are repaid. The estimated costs of the Demand Management and Conventional alternatives are $768.3 million and $791.0 million, respectively. POSITIVE IMPACTS: Improvement of transportation facilities within the San Juan Hills Corridor as planned would constitute a central component of a 14-year cooperative planning process incorporating regional land use, transportation, and open space planning concerns. Existing traffic congestion within Orange County, which places pressure on arterial highways located near or parallel to congested interstate freeways, would be lessened significantly. Through traffic would be removed from parallel arterial highways. Air quality within the corridor would improve over existing levels. NEGATIVE IMPACTS: Development of 669.9 to 682.1 acres of rights-of-way would result in 12.7 to 16.6 acres of floodplain encroachment, displacement of 13.8 to 15.2 acres of wetlands, loss of coastal sage scrub and chaparral habitat, restriction of wildlife movements, and both residential and commercial relocation impacts. Either alternative would remove a portion of the Rancho Viejo Bicycle Trail. Highway structures would result in visual impacts to residential users in several communities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 900356, 644 pages and maps, September 19, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-2-D KW - Archaeological Sites Surveys KW - Floodplains KW - Highway Structures KW - Highways KW - Land Use KW - Open Space KW - Rapid Transit Systems KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384633?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+JOAQUIN+HILLS+TRANSPORTATION+CORRIDOR%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=SAN+JOAQUIN+HILLS+TRANSPORTATION+CORRIDOR%2C+ORANGE+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: September 19, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HUNT VALLEY EXTENSION OF THE CENTRAL LIGHT RAIL LINE, BALTIMORE COUNTY, MARYLAND. AN - 36408518; 2804 AB - PURPOSE: Extension of the Central Light Rail Line in Baltimore County, Maryland into the Hunt Valley Corridor Study Area is proposed. The project would be a component of a 22-mile locally funded light rail system from Dorsey Road in Anne Arundel County on the south, through Baltimore City, north to Timonium in Baltimore County. The Hunt Valley Corridor Study Area is located approximately 15 miles north of downtown Baltimore (MetroCenter) and extends from north of the Maryland State Fairgrounds at Timonium into the predominantly commercial and industrial section of Hunt Valley. This geographically compact and well-defined study area corridor is generally bounded by Timonium Road on the south, Interstate 83 (I-83) on the west, York Road on the east, and the Hunt Valley Mall /International Circle and office area on the north. The corridor is primarily commercial and industrial in nature, with current estimates of approximately 340 businesses and some 29,000 employees within the corridor. Rail alternatives under consideration include four- to six-mile extensions, with four to six proposed stations. A transportation system management (TSM) alternative would also be considered. Capital costs, including vehicles, range from $1.5 million for the TSM alternative to $45.5 million to $55 million for the rail transit alternatives; these figures are based on 1989 prices. POSITIVE IMPACTS: Construction of the light rail extension would ease access to and from one of the fastest growing commercial and residential areas in the Baltimore Metropolitan Area. Access to employment as well as to residential and recreational facilities would improve considerably. Public transportation ridership would increase significantly, decreasing congestion on highway facilities within the corridor. NEGATIVE IMPACTS: The TSM alternative would not provide the level of access to and from residential and commercial locations within the corridor as would be provided by any of the light rail alternatives. Approximately 30 parking spaces would be displaced under any of the light rail alternatives, and up to 102 parking spaces could be displaced. Existing rail freight services within the Hunt Valley area would be affected by all of the light rail alternatives. Up to 0.04 acre of wetland could be affected. 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 Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 900351, 267 pages and maps, September 14, 1990 PY - 1990 KW - Roads and Railroads KW - Parking KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-09-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HUNT+VALLEY+EXTENSION+OF+THE+CENTRAL+LIGHT+RAIL+LINE%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=HUNT+VALLEY+EXTENSION+OF+THE+CENTRAL+LIGHT+RAIL+LINE%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Philadelphia, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 14, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH OAK CLIFF CORRIDOR, DALLAS COUNTY, TEXAS. AN - 36409405; 2807 AB - PURPOSE: Implementation of the second of five stages of a rapid rail transit project in the South Oak Cliff corridor of Dallas County, Texas is proposed. In addition to the Bus/Transportation System Management alternative, 14 full-length light rail alternatives (LRT) and a No Build alternative are under consideration. Of the 14 LRT alternatives, 12 full-build alternatives would have northern termini in the Dallas central business district near the North Central Expressway, although LRT service would continue directly onto the North Central Corridor LRT tracks in the vicinity of Bryan and Leonard streets. Two shorter LRT options would originate at Ledbetter Road or Illinois Avenue. Estimated costs for the 12 full-build LRT alternatives range from $1.6 billion to $2.0 billion. The cost of the other two LRT options are $1.8 billion and $1.868 billion. Benefit-cost ratios for the LRT projects range from 9.78 to 27.99. POSITIVE IMPACTS: The rapid transit system would provide a dependable, fast, and convenient transit system with direct access to employment opportunities in the Dallas area. The low- to moderate-income residents of the South Oak Cliff corridor would be provided with an economical means of reaching work opportunities in the metropolitan area. Congestion on the primary roadways leading across the Trinity River from the corridor to the Dallas central business district would be significantly reduced. NEGATIVE IMPACTS: Six LRT alternatives would require residential displacements so extensive as to be incompatible with the character of adjacent communities. All LRT alternatives would require some residential and commercial displacements. A relatively low number of noise-sensitive and/or vibration-sensitive receptors would experience increases in noise levels under some of the LRT alternatives. Two parks, Trinity River Greenbelt Park and Trinity River State Park, could be directly affected by proposed LRT alignments. A number of historic structures and the Harwood Street and West End Historic districts could be affected as well, and as many as 14 archaeological sites could be damaged. LRT alternatives would also involve construction of piers for a new structure across the Trinity River floodplain. 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.). JF - EPA number: 900335, 339 pages and maps, August 31, 1990 PY - 1990 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Floodplains KW - Harbor Structures KW - Historic Sites KW - Motor Vehicles KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks 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 KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+OAK+CLIFF+CORRIDOR%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=SOUTH+OAK+CLIFF+CORRIDOR%2C+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 31, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED M-70 PIPELINE REPLACEMENT AND SYSTEM OPTIMIZATION PROJECT, KERN AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36408423; 2766 AB - PURPOSE: Replacement and optimization of the M-70 pipeline system operated by Mobil Oil Corporation, West Coast Pipelines, in Kern and Los Angeles counties, California are proposed. Like the existing pipeline system, the proposed system would connect Mobil's Lebec pump station in Kern County to its Torrance refinery in Los Angeles County. The pipeline, which is the southernmost of four pipelines constituting the San Joaquin Valley system, extends from the Lebec Station, crosses over the Tejon Pass and Angeles National Forest down into the San Fernando Valley, continues over the Santa Monica Mountains and through West Los Angeles to its terminus at the Torrance refinery. The pipeline passes through the cities of Santa Clarita, Los Angeles, Culver City, Inglewood, Hawthorne, and Torrance. The pipeline would transport an average annual throughput of 95,000 barrels per day of crude oil from existing Mobil production in the San Joaquin Valley. No modification of the Torrance refinery would be required. The existing pipeline would be replaced with a new pipeline approximately 92 miles long and 16 inches in diameter. In addition, Mobil would make minor piping modifications at three pump stations along the route to convert the existing pumping units from series to parallel operation to increase pumping capacity and system efficiencies. At Lebec Station, an additional electrically driven pumping unit would be added to the three existing units. The new system would increase the annual average throughput capacity of the Mobil M-70 pipeline from 63,500 barrels per day to 95,000 barrels per day. The project would also include abandonment of the existing M-70 pipeline in place. This pipeline would be flushed with water and nitrogen, the ends sealed, and the pipe abandoned with pressurized nitrogen. Abandonment procedures would be subject to the requirements of landowners and responsible jurisdictional entities. POSITIVE IMPACTS: The new system would replace an aging, relatively inefficient system, characterized by numerous changes in pipe diameter and a restricted flow at Lebec. The replacement system would improve system integrity as well as operational efficiency. Improved efficiency would reduce primary, secondary, and air toxics emitted during pipeline operation. Construction activities would boost local employment rolls. Improvement of system efficiency would reduce demand on electric and gas utilities. NEGATIVE IMPACTS: Construction equipment operations would result in noise affecting sensitive receptors and surrounding land uses. Construction activities would also result in significant traffic congestion at major signalized intersections along the pipeline route. Pipeline operation would result in potential oil spills due to ruptures. Access to cross streets from major roadways and to private driveways would be restricted. Parking prohibitions along construction rights-of-way would also exacerbate local traffic problems. The pipeline would constitute an impingement on visual aesthetics along the corridor. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). JF - EPA number: 900334, 521 pages and maps, August 31, 1990 PY - 1990 KW - Energy KW - Air Quality Assessments KW - Employment KW - Erosion Control KW - Land Use KW - Noise KW - Oil Production KW - Oil Spill Analyses KW - Oil Spills KW - Parking KW - Petroleum KW - Pipelines KW - Pumping Plants KW - Refineries KW - Toxicity KW - Traffic Analyses KW - Visual Resources KW - California KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+M-70+PIPELINE+REPLACEMENT+AND+SYSTEM+OPTIMIZATION+PROJECT%2C+KERN+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=PROPOSED+M-70+PIPELINE+REPLACEMENT+AND+SYSTEM+OPTIMIZATION+PROJECT%2C+KERN+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Arcadia, California, and Los Angeles, California Department of Transportation, Los Angeles, California; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 31, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED DEVELOPMENT OF STEWART INTERNATIONAL AIRPORT PROPERTIES, HAMPTONBURGH, MONTGOMERY, NEWBURGH, AND NEW WINDSOR, ORANGE COUNTY, NEW YORK. AN - 15223059; 2754 AB - PURPOSE: Adoption and implementation of a master plan governing the future development of portions of Stewart International Airport and its adjacent lands, known as the Stewart Properties, in Orange County, New York is proposed. Stewart International Airport and Stewart Properties consist of approximately 9,684 acres of land, of which 1,552 acres consist of aeronautical facilities. The remaining 8,000 acres of the Stewart Properties, acquired by the state of New York in the early 1970s, were anticipated to be used for expanded development of the airport as a fourth major commercial airport serving metropolitan New York. This role for the airport never materialized. The acquisition was to have provided for the accommodation of expanded airport operations, airport compatible development, and a 4.7-mile-long noise buffer area. Current site boundaries for Stewart Properties are clearly defined by Interstate Route 84 to the north, New York State Route 17K to the northeast, the New York State Thruway to the east, former Conrail lands to the west, and New York State Route 207, Forester Road, and New York State Route 208 to the south. The proposed action would provide a master plan and a means of implementing the plan for the phased development of nonresidential space within the Stewart Properties, including the development of office, flex, light industrial and assembly, and warehouse/distribution facilities and supporting infrastructure. A 250-acre vacant parcel of airside property, known as the South Cargo Area and located south of Runway 9/27, would be developed for aviation, air cargo, and aircraft maintenance facilities. A development goal of approximately 7.0 million square feet has been established for the project. Five development schemes and a No Action Alternative are under consideration. Numerous road construction and site development components would be involved in consideration of the alternatives. POSITIVE IMPACTS: Under the currently proposed action, portions of the Stewart Properties would be developed to promote use of the airport as a regional facility, to generate revenues for the state, to accommodate projected regional commercial development demand, and to return lost ratables to local municipalities and school districts by providing for nonaviation, aviation-compatible development on the state-owned Stewart Properties. Positive economic indicators, including job rolls, would increase substantially due to the development. NEGATIVE IMPACTS: From 640 to 1,000 acres would be required for development. Approximately 1,200 to 1,900 acres of land would be included within proposed development areas, which would include landscaped buffer areas. Secondary development, spurred by the project, would result in development of other lands within the area. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248). JF - EPA number: 900330, 3 volumes and maps, August 31, 1990 PY - 1990 KW - Air Transportation KW - Airports KW - Buildings KW - Employment KW - Highway Structures KW - Highways KW - Industrial Districts KW - Land Use KW - Noise KW - New York KW - Stewart International Airport KW - Airport and Airway Improvements Act of 1982, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15223059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+DEVELOPMENT+OF+STEWART+INTERNATIONAL+AIRPORT+PROPERTIES%2C+HAMPTONBURGH%2C+MONTGOMERY%2C+NEWBURGH%2C+AND+NEW+WINDSOR%2C+ORANGE+COUNTY%2C+NEW+YORK.&rft.title=PROPOSED+DEVELOPMENT+OF+STEWART+INTERNATIONAL+AIRPORT+PROPERTIES%2C+HAMPTONBURGH%2C+MONTGOMERY%2C+NEWBURGH%2C+AND+NEW+WINDSOR%2C+ORANGE+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Jamaica, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 31, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KALAUPAPA AIRPORT, ROADWAYS, AND WHARF, KALAUPAPA, MOLOKAI, HAWAII. AN - 36406899; 2753 AB - PURPOSE: Improvement of airport facilities on the northeastern tip of the Kalaupapa peninsula of the Island of Molokai in Kalawao County, Hawaii is proposed. The project area is located within the Kalaupapa National Historic Park and Historical Landmark. The existing airport features a 2,760-foot-long paved runway but no paved taxiway or apron. The runway is not level, and the pavement is showing signs of distress in several areas. The airport includes three buildings: a 1,017-square-foot terminal, a 1,229-square-foot maintenance/office building, and a storage shed. Airport facility requirements that would be made from mid-1991 through 1992 would include: (1) widening, lengthening, and rotating (nominally five degrees to the east) the existing Kalaupapa Airport runway and adding extended runway safety areas, blast pads, and larger aircraft turnarounds; (2) constructing a paved taxiway between the runway and existing terminal area and a paved aircraft parking apron adjacent to the passenger terminal building; (3) providing airfield lighting for nighttime medical evacuation; (4) improving the airport access road on its present alignment and within its present width between the terminal and the Kalaupapa Settlement; (5) improving the utility systems to serve other airport developments; and (6) acquiring easements for additional airport land. In addition, secondary roads would be graded and paved to the extent that funds are available. Harbor improvements to be included in the project consist of strengthing the wharf, repairing the existing seawall, and removing rocks from the barge basin; all harbor actions would be considered maintenance and repair actions. The estimated cost of the project is $9.8 million. POSITIVE IMPACTS: Project facilities would provide greater margins of safety for small aircraft that serve the airport, reduce operation and maintenance costs, provide the patients and residents of Kalaupapa with roadways that would be easily traversable by wheelchairs, and provide the settlement with a harbor facility capable of servicing the needs of patients and residents. Dependable air service is essential to maintaining the quality of life at Kalaupapa. NEGATIVE IMPACTS: Construction activities could disturb sites of historic and archaeologic significance. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Airport and Airways Safety Expansion Act of 1987, and Public Law 96-565. JF - EPA number: 900318, 397 pages and maps, August 21, 1990 PY - 1990 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Channels KW - Harbor Improvements KW - Harbor Structures KW - Historic Sites KW - Impact Assessment Methodology KW - Islands KW - Navigation Aids KW - Noise Assessments KW - Roads KW - Safety KW - Terminal Facilities KW - Waterways KW - Wildlife Surveys KW - Hawaii KW - Kalaupapa Airport KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Airport and Airways Safety Expansion Act of 1987, Funding KW - Public Law 96-565, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KALAUPAPA+AIRPORT%2C+ROADWAYS%2C+AND+WHARF%2C+KALAUPAPA%2C+MOLOKAI%2C+HAWAII.&rft.title=KALAUPAPA+AIRPORT%2C+ROADWAYS%2C+AND+WHARF%2C+KALAUPAPA%2C+MOLOKAI%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Honolulu, Hawaii; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 21, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL ARTERY (INTERSTATE 93)/THIRD HARBOR TUNNEL (INTERSTATE 90) PROJECT, BOSTON, MASSACHUSETTS (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1985). AN - 36410310; 2805 AB - PURPOSE: Extension of Interstate 90 (I-90) (Massachusetts Turnpike) from its terminus at the Central Artery in Boston across Boston Harbor to a new terminus in East Boston, Massachusetts is proposed. The project, which would be known as the Third Harbor Tunnel, would be located entirely in the city of Boston in Suffolk County. The one-way tunnel in Fort Point Channel would carry all northbound traffic to a widened and depressed Central Artery. This final supplement to the final environmental impact statement of August 1985 addresses construction of the South Boston Haul Road, an early construction traffic mitigation measure for the Central Artery (I-93)/Third Harbor Tunnel (I-90) project. The Haul Road would be a two-lane, limited-access truck route for construction-related vehicles, commercial truck traffic, and empty buses travelling between the Massachusetts Bay Transportation Authority (MBTA) Cabot Yard bus facility and service routes. The Haul Road would be built substantially within an existing depressed railroad rights-of-way. The alignment would connect Dorchester Avenue and Congress Street with access to the Massport Haul Road via Congress and B streets. Beginning on the west side of Dorchester Avenue, the Haul Road would traverse the existing MBTA Cabot Yard parking lot to gain access to the existing depressed freight railroad rights-of-way of the Consolidated Rail Corporation (Conrail). The roadway would follow the west side of the tracks for its full length, approximately 1.1 miles, to a terminus at existing Congress Street. The project would also include installation of new drainage and railroad facilities. The drainage facilities would direct stormwater through a new 16-inch flow-force main and a new 24-inch-high flow-force main under Dorchester Avenue. Both would run to a new 42-inch gravity storm drain to be located west of Dorchester Avenue and south of West Fourth Street to a new outlet structure at the southern end of Upper Fort Point Channel. Other project actions would include the replacement of railroad tracks, relocation of a freight loading dock, and construction of other railroad facilities. POSITIVE IMPACTS: Construction of the Haul Road would maintain surface street traffic patterns during the extended construction period of the Artery /Tunnel project. Completion of the Haul Road at the earliest possible date would be important to the success of the Artery /Tunnel project and the improvement of existing traffic circulation conditions. Truck traffic on South Boston streets would decline substantially, significantly improving circulation within this area of the city. NEGATIVE IMPACTS: The Haul Road would displace 228 surface parking spaces on two public properties and one private property. Approximately 18 acres of land presently owned by four parties would be permanently acquired. An additional eight acres would be acquired via easements for construction period and drainage easements. Rail track and utility relocations would be necessary, and one Conrail loading dock and an MBTA office trailer would be relocated. Truck traffic on the Haul Road during peak hours in 1993 would result in higher than existing noise levels on surface streets in the corridor. Truck-generated noise levels within 150 feet of the Conrail cut would exceed federal standards for some land uses. Approximately 51,000 cubic yards of material, including some hazardous materials, would be excavated during the project. The Boston Crown Glassworks archaeological site could be affected. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (EIS), a draft supplement to the draft EIS, the final EIS, and two draft supplements to the final EIS, see 83-0139D, Volume 7, Number 3; 83-0414D, Volume 7, Number 8; 85-0579F, Volume 9, Number 12; 89-0147D, Volume 13, Number 3; and 90-0182D, Volume 14, Number 3, respectively. JF - EPA number: 900309, 387 pages and maps, August 17, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-82-02-FS1 KW - Archaeological Sites KW - Cultural Resources KW - Drainage KW - Easements KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Pipelines KW - Railroads KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Waterways KW - Massachusetts KW - Federal Aid Highway Act of 1968, 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/36410310?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+ARTERY+%28INTERSTATE+93%29%2FTHIRD+HARBOR+TUNNEL+%28INTERSTATE+90%29+PROJECT%2C+BOSTON%2C+MASSACHUSETTS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.title=CENTRAL+ARTERY+%28INTERSTATE+93%29%2FTHIRD+HARBOR+TUNNEL+%28INTERSTATE+90%29+PROJECT%2C+BOSTON%2C+MASSACHUSETTS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 17, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGE P. COLEMAN BRIDGE YORK RIVER CROSSING STUDY, YORK AND GLOUCESTER COUNTIES, VIRGINIA. AN - 36392627; 2808 AB - PURPOSE: Construction of the George P. Coleman Bridge across the York River in Virginia is proposed to improve the connection between York and Gloucester counties. The study area for the project includes portions of Gloucester, York, and James City counties and a 20-mile section of the York River. The existing bridge is a two-lane, 0.71-mile facility, with double-swing spans, crossing the York River in southeastern Virginia at Yorktown. It is the only York River crossing south of West Point, a community 30 miles upriver. The proposed action would involve widening the existing bridge from a two-lane to a four-lane facility, with shoulders and a median barrier. The alignment would begin near the intersection of Route 17 and Route 1012 (Alexander Hamilton Boulevard) in York County. It would follow Route 17 across the existing Coleman Bridge and end near the entrance to Tindalls Point Park in Gloucester County, a distance of 1.4 miles. The roadway expansion would be symmetrical around the centerline of the existing bridge. Existing two-lane approach roads would also be widened to match the bridge widening. The estimated cost of the project is $72.0 million. POSITIVE IMPACTS: Construction of the proposed project would expand the vehicular capacity for crossing the York River in the vicinity of the existing George P. Coleman Bridge, thereby reducing current traffic congestion and delays during peak periods; match the approach road capacity of four lanes, thereby eliminating temporary backups and merging delays; minimize mechanical failure of the swing span, thereby reducing maintenance and temporary congestion; and facilitate the movement of emergency and rescue equipment. Travel between the peninsulas is critical to the continued social and economic health of the region, which includes the rural outlying counties of King and Queen, Middlesex, and Mathews, and the urbanized areas of James City, Hampton, Newport News, and Norfolk. No families or businesses would be displaced. NEGATIVE IMPACTS: A portion of the local property tax bases would be lost. Approximately 11 residences, 4 institutions, and 16 acres of parkland would experience increased noise levels. Approximately 0.1 acre of wetlands and recreational lands would be impacted during construction. Numerous historical and archaeological sites could be damaged, and the existing Coleman Bridge, which is eligible for inclusion on the National Register of Historic Places, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), 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 environmental impact statement, see 88-0278D, Volume 12, Number 9-10. JF - EPA number: 900301, 637 pages and maps, August 10, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-88-02-F KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Waste Disposal KW - Wetlands KW - Wildlife Surveys KW - Virginia 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, 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/36392627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGE+P.+COLEMAN+BRIDGE+YORK+RIVER+CROSSING+STUDY%2C+YORK+AND+GLOUCESTER+COUNTIES%2C+VIRGINIA.&rft.title=GEORGE+P.+COLEMAN+BRIDGE+YORK+RIVER+CROSSING+STUDY%2C+YORK+AND+GLOUCESTER+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: August 10, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 54, WOOD AND PORTAGE COUNTIES, WISCONSIN. AN - 36400675; 2810 AB - PURPOSE: Improvement of State Trunk Highway (STH) 54 in eastern Wood and western Portage counties, Wisconsin is proposed. Communities through which STH 54 passes include the city of Wisconsin Rapids, the town of Grand Rapids, the town of Grant, the town of Plover, and the village of Plover. The eastern and western termini are the US 51 interchange southeast of Plover and the Riverview Expressway west of the Wisconsin River in Wisconsin Rapids, respectively. Alternatives in the Wisconsin Rapids area would include the No Build Alternative and a range of Build Alternatives, which include reconstruction of the existing alignment to a divided multilane facility; rerouting across the Wisconsin River in Wisconsin Rapids; and construction of a new bypass route east of the city at Wisconsin Rapids and Plover. All alternatives in the Wisconsin Rapids area would begin in Wisconsin Rapids and end approximately one mile east of the city at 54th Street, a distance of approximately four miles. From Wisconsin Rapids to Plover, the project would involve reconstruction of approximately nine miles of existing roadway. A modified rural cross section consisting of two driving lanes in each direction, separated by a 34-foot median would be provided past the Restlawn Memorial Cemetery and could be provided past the Forest Lake residential subdivision at Love Creek. The remainder of the route to Plover would feature a full rural cross section consisting of two driving lanes in each direction separated by a 60-foot median. Within the Plover area, alternatives would include reconstruction of the existing roadway, a southern bypass, and rerouting STH 54 along County Trunk Highway B and US 51 east of Plover. Plover alternatives would begin at Coolidge Avenue and terminate at existing STH 54 southeast of Plover, a distance of four miles. POSITIVE IMPACTS: The project would improve an essential portion of an east-west principal arterial route serving central Wisconsin, replacing a substandard, overcrowded roadway with a modern, efficient highway. Regionally, STH 54 serves as a major commercial, industrial, and recreational route along with US 10 to the north and STH 21 to the south. Locally, STH 54 serves as a commuter and commercial link connecting the Nekoosa, Port Edwards, Wisconsin Rapids, Stevens Point, and Plover metropolitan areas. The facility serves local and regional trade centers, handles high truck volumes, and provides a vital link between residential, commercial, and recreational centers. NEGATIVE IMPACTS: Primary impacts associated with the various improvement options would include residential and business relocations, proximity effects to rural residences and other conflicting land uses, agricultural land acquisition and farm severances, woodland severances, minor wetland encroachment, and parkland and historic site involvement. Removal from tax rolls of private properties incorporated into rights-of-way would reduce county and municipal tax revenues. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 900291, 154 pages and maps, August 2, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-90-D-1 KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Wetlands KW - Wisconsin 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+54%2C+WOOD+AND+PORTAGE+COUNTIES%2C+WISCONSIN.&rft.title=STATE+TRUNK+HIGHWAY+54%2C+WOOD+AND+PORTAGE+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: August 2, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - N.E. 181ST AVENUE TO SANDY RIVER, COLUMBIA RIVER HIGHWAY (I-84), MULTNOMAH COUNTY, OREGON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1989). AN - 36392698; 2806 AB - PURPOSE: Widening of Interstate 84 (I-84) between the N.E. 181st Avenue interchange and the Troutdale interchange from four to six lanes in Multnomah County, Oregon is proposed. The project would extend 4.7 miles within the city limits of Fairview, Wood Village, Gresham, and Troutdale. All interchanges within the project termini would be modified. The partial interchange connecting I-84 with Sandy Boulevard west of N.E. 223rd Avenue would be replaced by a full interchange at N.E. 207th Avenue, with access to Sandy Boulevard. A new roadway would be constructed from the interchange ramps to Sandy Boulevard. The interchange at N.E. 238th Avenue would be rebuilt as a standard diamond interchange. The Troutdale interchange would be modified to provide adequate vertical clearance and improve ramp terminal intersections. A bicycle path would be constructed within the highway rights-of-way, and grade separations would be provided at major cross streets. Graham Road would be realigned slightly, and the two bridges carrying I-84 over Graham Road would be replaced. The intersections between the ramps and Marine Drive and Graham Road would be changed to include traffic signals and channelization. In order to mitigate wetlands impacts, 1.5 acres of palustrine wetlands would be created from existing uplands; these wetlands would constitute an extension of an existing marsh. Special features would be added to the project design to contain hazardous waste spills due to the existence of a public water well field northwest of the project corridor. This draft supplement to the draft environmental impact statement (DEIS) of August 1989 covers impacts associated with the construction of a folded diamond interchange at N.E. 207th Avenue and construction of a five-lane arterial from Sandy Boulevard to Halsey Street. The estimated cost of the project, as proposed in the DEIS, was $53.7 million for construction and $9.3 million for rights-of-way acquisition. Changes proposed in this supplement are expected to add approximately $2.3 million to the construction cost of the overall widening project. POSITIVE IMPACTS: Expansion of the freeway's capacity would improve traffic flow and decrease accident potential and operating costs. Federal Interstate and Defense Highway standards would be met. The N.E. 207th Avenue interchange would serve traffic from all directions, unlike the existing interchange that only serves traffic to and from the east. An at-grade railroad crossing on N.E. 238th Avenue would be replaced by a grade separation. Significant noise impacts would be reduced for numerous residences and one motel. NEGATIVE IMPACTS: Rights-of-way development for construction of the portion of N.E. 207th Avenue under consideration and the interchange at N.E. 207th Avenue would result in the filling of 0.7 acre of wetlands and displacement of 10 mobile homes and 5 permanent residences. There would be a potential for hazardous waste material spills from vehicles using the freeway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 89-0281D, Volume 13, Number 5. JF - EPA number: 900294, 47 pages and maps, August 2, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-02-S KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Hotels KW - Noise Standards Violations KW - Regulations KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Wastes KW - Wells KW - Wetlands KW - Oregon KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=N.E.+181ST+AVENUE+TO+SANDY+RIVER%2C+COLUMBIA+RIVER+HIGHWAY+%28I-84%29%2C+MULTNOMAH+COUNTY%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1989%29.&rft.title=N.E.+181ST+AVENUE+TO+SANDY+RIVER%2C+COLUMBIA+RIVER+HIGHWAY+%28I-84%29%2C+MULTNOMAH+COUNTY%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1989%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 2, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH CHARLOTTE OUTER LOOP, FROM NC 27 (MOUNT HOLLY ROAD) TO I-85 NEAR THE U.S. 29 CONNECTOR, MECKLENBURG COUNTY, NORTH CAROLINA (FEDERAL AID PROJECT NO. F-117-1(6); STATE PROJECT NO. 8.1672202). AN - 36410284; 2725 AB - PURPOSE: Construction of the North Charlotte Outer Loop in Mecklenburg County and a small portion in the city of Charlotte, North Carolina is proposed. The 16- to 18-mile corridor extends between NC 27 (Mount Holly Road) and Interstate 85 (I-85) near the U.S. 29 Connector. The project would provide a multilane freeway with four lanes through the length of the study area; frontage roads would be provided between I-77 and NC 115. Three alternatives are under consideration, namely, a northern, middle, and southern alignment. Regardless of the alternative chosen, the freeway would have nine interchanges. The estimated costs of the Southern, Middle, and Northern alternatives are $175.0 million, $172.0 million, and $190.0 million, respectively. POSITIVE IMPACTS: Freeway availability would meet countywide goals to redirect residential growth to northern Mecklenburg County and provide better circumferential traffic movement between the developing employment bases in the northeast with residential development in the northwest. Air quality within Mecklenburg County, which is currently classified as a nonattainment area for carbon monoxide and hydrocarbons, would improve substantially. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in the displacement of 55 to 150 residences and 5 to 7 businesses, 16.1 to 36.6 acres of wetlands, 86.1 to 140.0 acres of prime farmlands, and 537.5 to 651.6 acres of natural wildlife habitat. The Middle Alignment would impact 10 graves located in a vacant lot just west of Rozelle Ferry Road. One to three greenways could be crossed, and 9 to 15 major creeks would be traversed. A total of 61 to 69 hydrologic crossings would be involved. The project would encounter one to seven sites that potentially contain hazardous materials. Noise standards would be violated in the vicinity of 241 to 267 residential receptors. One or two historic properties and up to three archaeological sites, eligible for inclusion on the National Register of Historic Places, would be affected. LEGAL MANDATES: Executive Order 11990, 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: 900275, 237 pages and maps, July 26, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-90-05-D KW - Archaeological Sites KW - Cemeteries KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wildlife Habitat KW - North Carolina KW - Executive Order 11990, Wetlands 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/36410284?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+CHARLOTTE+OUTER+LOOP%2C+FROM+NC+27+%28MOUNT+HOLLY+ROAD%29+TO+I-85+NEAR+THE+U.S.+29+CONNECTOR%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-117-1%286%29%3B+STATE+PROJECT+NO.+8.1672202%29.&rft.title=NORTH+CHARLOTTE+OUTER+LOOP%2C+FROM+NC+27+%28MOUNT+HOLLY+ROAD%29+TO+I-85+NEAR+THE+U.S.+29+CONNECTOR%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-117-1%286%29%3B+STATE+PROJECT+NO.+8.1672202%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 26, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST CHARLOTTE OUTER LOOP, FROM I-77 SOUTH NEAR WESTINGHOUSE BOULEVARD TO NC 27, MECKLENBURG COUNTY, NORTH CAROLINA (FEDERAL AID PROJECT NO. F-117-1(5); STATE PROJECT NO 8.1672201). AN - 36400904; 2726 AB - PURPOSE: Construction of the West Charlotte Outer Loop in Mecklenburg County and a small portion in the city of Charlotte, North Carolina is proposed. The approximately l3-mile corridor extends between NC 27 (Mount Holly Road) on the north and Interstate 77 (I-77) on the south. The project is located in a largely rural portion of Mecklenburg County between the Catawba River and Charlotte/Douglas International Airport. The southern project terminus would be at the interchange planned for the south Outer Loop, between the existing Arrowood Road and Westinghouse Boulevard interchanges. The northern terminus would be on NC 27 at a location to be determined, but generally between the Catawba River and Little Rock Road. The project would provide a four-lane freeway through the length of the study area. Three build alternatives are under consideration, namely, the East, Middle, and West corridors. Three crossover options are included, which would allow the possibility of transitions between the three build alternatives; the crossover options would extend 3.2 to 3.5 miles. The East Corridor would generally follow the conceptual location shown in the Charlotte-Mecklenburg County Thoroughfare Plan, except for a more eastern alignment south of Byrum Drive. The Middle Corridor would also generally follow the thoroughfare location, except for a shift to the west south of Byrum Drive. The West Corridor would be the least compatible with the thoroughfare plan location, crossing portions of Lake Wylie and lying on the western edges of the study area. Depending on the alternative chosen, the freeway would have seven or eight interchanges. The estimated costs of the East, Middle, and West corridor alternatives are $174.9 million, $181.3 million, and $183.8 million, respectively. Cost estimates for the three crossover options are $29.2 million, $31.3 million, and $28.9 million. POSITIVE IMPACTS: Freeway availability would increase safety within the area by redirecting traffic from more congested and hazardous existing highways to the loop. Traffic levels within the city of Charlotte would be reduced, and travel time, fuel consumption, and vehicle operating costs would decline. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in the displacement of 62 to 115 residences and 3 to 9 businesses, 5 to 17 acres of wetlands, 18 to 32 acres of floodplains, 42 to 109 acres of prime farmlands, 457 to 534 acres of woodland habitat, and 98 to 115 acres of developed land; in all, 656 to 747 acres of land and open water would be converted to highway rights-of-way. The West Corridor would conflict with existing land use plans, sever access to Lake Wylie, and generally disrupt local land uses. Numerous streams would be traversed. Noise levels would increase substantially and, in some cases, standards would be violated in the vicinity of 9 to 23 receptors. One historic property, eligible for inclusion on the National Register of Historic Places, would be affected. LEGAL MANDATES: Executive Order 11990, 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: 900276, 89 pages and maps, July 26, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-90-07-D KW - Biologic Assessments KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Lakes KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wildlife Habitat KW - North Carolina KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36400904?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+CHARLOTTE+OUTER+LOOP%2C+FROM+I-77+SOUTH+NEAR+WESTINGHOUSE+BOULEVARD+TO+NC+27%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-117-1%285%29%3B+STATE+PROJECT+NO+8.1672201%29.&rft.title=WEST+CHARLOTTE+OUTER+LOOP%2C+FROM+I-77+SOUTH+NEAR+WESTINGHOUSE+BOULEVARD+TO+NC+27%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-117-1%285%29%3B+STATE+PROJECT+NO+8.1672201%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 26, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF ROUTE 198 FREEWAY IMPROVEMENTS BETWEEN PLAZA ROAD AND MOONEY BOULEVARD IN THE CITY OF VISALIA, TULARE COUNTY, CALIFORNIA. AN - 36400564; 2721 AB - PURPOSE: Implementation of the State Route 198 Freeway Conversion Project in Tulare County, California is proposed. The project corridor would generally run between Route 99 and Route 63 in the city of Visalia. Several Build alternatives and a No Build Alternative are under consideration. These alternatives vary in terms of freeway profile, interchange design, frontage road and ramp configurations, amount of rights-of-way required, and widening the existing highway to the north or the south. Regardless of the alternative chosen, the project would convert the existing four-lane expressway to an initial four-lane, ultimate six-lane freeway. During preliminary project evaluations, the project corridor was divided into West and East segments to make a distinction between rural and urban land use differences along the route. The western end of Route 198 from Plaza Drive to Akers Road is a rural area, while the eastern end, from Akers Road to Mooney Boulevard, is urban in character. Freeway conversion of the West Segment would use the existing lanes and the existing 22-foot-wide median. Future construction of the ultimate six-lane freeway facility with a 30-foot median would require 23 to 35 additional feet of rights-of-way on each side of the roadway. An interchange would be constructed at Shirk Road. Access to Route 198 at Road 86, Road 88, and Roeben Road, and all private access would be discontinued. Frontage roads would be provided. The East Segment would align totally to the south of the existing roadway from Akers Road to Woodland Drive and would follow one of three alternatives, one south of the existing roadway, one north of the roadway, and one consisting of a combination of the two with a half-depressed profile. Frontage roads and interchanges would control and provide access. POSITIVE IMPACTS: In general, the project would reduce traffic congestion and automobile accidents and provide traffic capacity for planned growth in Visalia. The project would forward the land use plans of Tulare County, Visalia, the Tulare County Association of Governments, and the California Urban Development Strategy. Transportation energy efficiency would be increased by 13 to 14 percent; the construction energy payback period would be five to eight years. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 24 to 37 landmark oak trees; a total of 473 to 641 trees would require removal. Most of the vegetation in the Route 198 right-of-way would be removed. Removal of up to 1.3 acres from along Mill Creek and the vicinity of West Main Street Park would contribute to the cumulative loss of natural habitat in the project area. Construction activities could cause sedimentation and erosion of Mill Creek and Persian Ditch, and new cut slopes and embankments could lead to erosion and degradation of these two surface channels. Up to 70 acres of agricultural land would be lost, and 23 to 63 housing units would be displaced. Noise levels generated by traffic along the corridor would exceed state and federal standards, with increases as great as 18 decibels on the A-weighted scale in some areas. Carbon monoxide levels along the corridor would exceed the 8-hour standard. The project would encroach on a Special Flood Hazard Area. Parkland and recreational land would be replaced. LEGAL MANDATES: Department of Transportation Act of 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: 900273, 97 pages and maps, July 25, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-90-01-D KW - Air Quality KW - Air Quality Standards Violations KW - Creeks KW - Erosion KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Sediment KW - Transportation KW - Vegetation KW - Wetlands 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 - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400564?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+ROUTE+198+FREEWAY+IMPROVEMENTS+BETWEEN+PLAZA+ROAD+AND+MOONEY+BOULEVARD+IN+THE+CITY+OF+VISALIA%2C+TULARE+COUNTY%2C+CALIFORNIA.&rft.title=CONSTRUCTION+OF+ROUTE+198+FREEWAY+IMPROVEMENTS+BETWEEN+PLAZA+ROAD+AND+MOONEY+BOULEVARD+IN+THE+CITY+OF+VISALIA%2C+TULARE+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 25, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNIVERSITY AVENUE REHABILITATION AND WIDENING, COLLEGE ROAD TO PARKS HIGHWAY, FAIRBANKS, ALASKA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1988). AN - 36392042; 2720 AB - PURPOSE: Improvement of 2.2 miles of University Avenue from College Road to the Parks Highway South Fairbanks Extension on the west side of Fairbanks, Alaska is proposed. The existing four-lane section would be upgraded to create a five-lane cross-section with shoulders. The additional lane would provide a continuous center lane for left-turn movements. Spot improvements at various access points and intersections would also be implemented. The typical section would consist of four 12-foot-wide through-lanes, a 16-foot-wide left-turn lane, 8-foot shoulders, a 5-foot pedestrian sidewalk on the east side, and an 8-foot pedestrian/bicycle path on the west side. A railroad overpass would be constructed to carry the facility over the Alaska Railroad tracks that traverse the alignment. The expanded highway would be designed for an average daily traffic (ADT) flow of 24,800 vehicles; the design hourly flow would represent 11 percent of the ADT flow. The design speed of the highway would be 40 to 45 miles per hour. This draft supplement to the draft environmental impact statement of August 1988 covers a hazardous waste evaluation and revisions to the original design of the project to avoid parklands. All parcels targeted for rights-of-way acquisition and all adjacent properties were reviewed for this evaluation. POSITIVE IMPACTS: Project improvements would ease traffic flow on the principal north-south route on the west side of Fairbanks. Expected traffic flows to the year 2010 would be accommodated. The enlarged highway would generally increase the safety and efficiency of traffic movements, reduce delays, provide for greater traffic-carrying capacity, allow for upgraded and extended pedestrian and bicycle facilities, and further the goals of the North Star Borough Comprehensive Plan for the ongoing development and improvement of the Fairbanks road system. Access and egress from the Chena River State Park would be eased. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of four rental residences and one apartment building. Minor changes in existing access and travel patterns would inconvenience some travelers for a short period. Some wetlands and floodplains would be displaced; areas affected would include the Chena River floodplain and Deadman Slough. The Chena River State Recreation Site, which lies adjacent to University Avenue southeast of the University Avenue Bridge, would be affected by the project; specifically, the highway would encroach into the west side of the park, requiring removal of vegetation. Traffic volumes affecting the park would increase. The project has caused some negative public reaction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 88-0321D, Volume 12, Number 9-10. JF - EPA number: 900246, 33 pages and maps, July 5, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-04-DS KW - Air Quality Assessments KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Assessments KW - Parks KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Alaska KW - Department of Transportation Act of 1966, as amended, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-07-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNIVERSITY+AVENUE+REHABILITATION+AND+WIDENING%2C+COLLEGE+ROAD+TO+PARKS+HIGHWAY%2C+FAIRBANKS%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1988%29.&rft.title=UNIVERSITY+AVENUE+REHABILITATION+AND+WIDENING%2C+COLLEGE+ROAD+TO+PARKS+HIGHWAY%2C+FAIRBANKS%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1988%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Fairbanks, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 5, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN-O'HARE HIGHWAY IMPROVEMENT (FAP ROUTE 426) FROM THE INTERSECTION OF U.S. ROUTE 20 (LAKE STREET) AND LOVELL ROAD TO AN INTERSECTION WITH THE PROPOSED WEST O'HARE EXPRESSWAY NEAR YORK ROAD AND THORNDALE AVENUE, COOK AND DU PAGE COUNTIES, ILLINOIS. AN - 36384530; 2723 AB - PURPOSE: Construction of a 16.9-mile multilane, divided highway, designated as Federal Aid Primary (FAP) 426, from the intersection of U.S. Route 20 (Lake Street) and Lovell Road east of Elgin, easterly to the intersection with the proposed West O'Hare expressway at the west side of Chicago-O'Hare International Airport near Thorndale Avenue and York Road, is proposed. The project would extend in an east-west direction through northern Du Page and Cook counties, Illinois. The proposed alternative would include intersections at Lovell Road, Bartlett Road/Oak Avenue, Park Boulevard, East Bartlett Road (North Avenue), Springinsguth Road/Illinois Route 19, Illinois Route 19, and Illinois Route 19/Rodenburg Road. Interchanges would be constructed at Church Road, U.S. Route 20, Gary Avenue, Rodenburg Road, Wright Boulevard, Roselle Road, Meacham Road/Medinah Road, Rohlwing Road, Interstate 290, Arlington Heights Road/Prospect Avenue, Wood Dale Road, and Illinois Route 83. The specific design of the interchange at Thorndale Avenue/York Road would be defined and evaluated in design and environmental studies for the West O'Hare Expressway. The highway design would include a 60-foot-wide median that could be used for high-occupancy vehicle and light rail transit development in the future. Traffic noise attenuation barriers would be included in the project design at Roselle, Elk Grove Village, and Hanover Park. The estimated cost of the project is $350 million in 1989 dollars. Due to funding limitations, a staged construction plan would be implemented. POSITIVE IMPACTS: The proposed highway improvement would provide needed traffic capacity in the corridor between Elgin and Chicago-O'Hare International Airport, relieving local arterial traffic congestion. Long-term employment would be generated by construction of FAP 426. Property values would rise due to increasing population and economic growth, and improved accessibility would stimulate more efficient use of existing business, commercial, industrial, and manufacturing land uses. Air pollution from automobile emissions would be reduced. NEGATIVE IMPACTS: The project would require approximately 37 residential, 8 commercial, and 1 industrial relocations. Six streams would be crossed by the proposed alignment, resulting in erosion of soil and subsoil into the streams. The loss of wetlands would amount to 42.4 acres. Numerous residential receptors would experience traffic noise equal to or greater than the federal noise abatement criteria for residences. Two houses of local historical significance, which could be eligible for the National Register of Historic Places due to significant archaeological and architectural features, would be displaced. Spillage of oils, grease, and fuel during construction could adversely affect surface water quality. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 87-0203D, Volume 11, Number 5, and 90-0042D, Volume 14, Number 1, respectively. JF - EPA number: 900231, 204 pages and maps, June 28, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-87-01-F KW - Air Quality KW - Employment KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Regulations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Control KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Illinois KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36384530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN-O%27HARE+HIGHWAY+IMPROVEMENT+%28FAP+ROUTE+426%29+FROM+THE+INTERSECTION+OF+U.S.+ROUTE+20+%28LAKE+STREET%29+AND+LOVELL+ROAD+TO+AN+INTERSECTION+WITH+THE+PROPOSED+WEST+O%27HARE+EXPRESSWAY+NEAR+YORK+ROAD+AND+THORNDALE+AVENUE%2C+COOK+AND+DU+PAGE+COUNTIES%2C+ILLINOIS.&rft.title=ELGIN-O%27HARE+HIGHWAY+IMPROVEMENT+%28FAP+ROUTE+426%29+FROM+THE+INTERSECTION+OF+U.S.+ROUTE+20+%28LAKE+STREET%29+AND+LOVELL+ROAD+TO+AN+INTERSECTION+WITH+THE+PROPOSED+WEST+O%27HARE+EXPRESSWAY+NEAR+YORK+ROAD+AND+THORNDALE+AVENUE%2C+COOK+AND+DU+PAGE+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: June 28, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROANOKE RIVER PARKWAY, BEDFORD, FRANKLIN, AND ROANOKE COUNTIES, VIRGINIA. AN - 36408271; 2730 AB - PURPOSE: Construction of a 9.1-mile extension of the Blue Ridge Parkway along the Roanoke River is proposed as a demonstration project in Bedford, Franklin, and Roanoke counties, Virginia. The highway segment, to be known as the Roanoke River Parkway, would extend from the Roanoke/Vinton city limits to Smith Mountain Lake. This alignment would cross the Roanoke River twice. The proposed alignment would have termini at the Blue Ridge Parkway and Explore Park, a 1,700-acre project to be developed east of the Blue Ridge Parkway. The parkway project design would include provisions for a visitor center to orient visitors on the Blue Ridge and Roanoke River parkways to the Roanoke Valley. The project would also include provisions for recreational facility development; proposed facilities would be for day use and would allow for picnicking, fishing, kayaking, and canoeing. Overlooks and waysides would also be developed. Facility development would depend on the demand for additional recreational opportunities as the parkway is developed. To allow for the protection of natural and cultural resources and scenic views along the park road, as well as the potential development of recreation facilities, a parkway protection area would be established. This area would create a setting similar to that along the Blue Ridge Parkway. The estimated parkway construction costs are $78.9 million; structural mitigation costs would be an additional $200,000. Visitor center costs are estimated at $7.5 million; recreational facilities are estimated at $5.6 million; and acquisition costs associated with the parkway protection area are estimated at $10.6 million. Annual parkway operations would cost approximately $600,000. POSITIVE IMPACTS: Highway operations would allow the public an opportunity to witness and understand the aesthetic and natural resources associated with the Roanoke Valley and the Blue Ridge Mountain system. The project would preserve and conserve the natural and scenic environment of the river and would promote tourist development. NEGATIVE IMPACTS: The Roanoke River would be traversed twice, and eight percent of the alignment would lie within the 100-year floodplain of the river. Water resources would be affected by the construction of river and stream crossings. Twenty acres of wetlands would be affected. One federally listed endangered species, the Roanoke logperch, could be affected in the Tinker Creek area. Two historic structures and six archaeological sites that may be eligible for inclusion on the National Register of Historic Places could be affected. The parkway would intrude on the scenic quality of the Roanoke River corridor. Traffic congestion would affect the corridor between Explore Park and the Blue Ridge Parkway during peak traffic hours. Commuter use of the parkway would further contribute to peak-hour congestion. The alignment would pass near the Southampton apartments and Vinton Heights subdivision. Rights-of-way acquisitions would affect 16 private residences and 1 industrial site. LEGAL MANDATES: Surface Transportation and Uniform Relocation Assistance Act of 1987 (P.L. 100-17). JF - EPA number: 900215, 192 pages and maps, June 19, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: DES-90-18 KW - Archaeological Sites KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Industrial Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Visual Resources KW - Wetlands KW - Virginia KW - Surface Transportation and Uniform Relocation Assistance Act of 1987, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROANOKE+RIVER+PARKWAY%2C+BEDFORD%2C+FRANKLIN%2C+AND+ROANOKE+COUNTIES%2C+VIRGINIA.&rft.title=ROANOKE+RIVER+PARKWAY%2C+BEDFORD%2C+FRANKLIN%2C+AND+ROANOKE+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Denver, Colorado; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 19, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WASHINGTON STREET CORRIDOR, BISMARCK, NORTH DAKOTA, PROJECT NO. M-MG-1-981( )010 (REVISED DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 36405302; 2728 AB - PURPOSE: Improvement of transportation facilities along the Washington Street Corridor from Century Avenue to the Bismarck Expressway in Bismarck, North Dakota is proposed. This revised draft environmental impact statement (DEIS) revises the DEIS of June 1982 and the July 1984 supplement to the DEIS on the transportation improvements; it discusses the environmental impacts on the Washington Street Corridor resulting from construction of the proposed Burlington Northern Railroad underpass and the construction of street approaches on Washington Street from Bowen Avenue to Rosser Avenue, on Front Avenue, and on Main Avenue. A 63-foot-wide street would be constructed from Front Avenue to the north intersection of Bowen Avenue, which would be offset approximately 134 feet. It would then transition to the existing 48-foot-wide street 250 feet to the south. From Front Avenue to near the south Bowen Avenue intersection, the centerline of the street would be offset 10 feet to east of the section line. To the south of this intersection, the centerline of the street would be offset only 1 foot to the east of the section line, which would result in a 9-foot ""jog'' in the west curb line and a right-turn lane ""lane drop'' for the east lane. The widening would reduce the ""jog'' for southbound traffic to approximately 1.5 feet. The transition to the 63-foot section would align the travel lanes for northbound traffic. Sidewalks would be installed on the west side of Washington Street from Front to Bowen avenues. On Washington Street and Main Avenue, five traffic lanes would be provided; these sections would feature four through lanes and a left-turn lane. On Front Avenue, three lanes would be provided; this section would feature two through lanes and a left-turn lane. Two alternatives are under consideration for the intersection of Main Avenue and Washington Street. Under Alternate A, both Main Avenue and Washington Street would be lowered to form an at-grade intersection north of the proposed railroad underpass. Under Alternate B, Main Avenue and Washington Street would be separated via a grade separation structure, providing no intersection for these streets. Noise control features could be incorporated into the project design. POSITIVE IMPACTS: The project would improve a portion of the only continuous north-south street in western Bismarck that extends from the northern city limits to the southern city limits. A deteriorating, substandard underpass structure would be replaced. Traffic movements within the corridor would be improved significantly due to increased width and realignment of the involved areas. NEGATIVE IMPACTS: Rights-of-way development would impinge on the Municipal Ballpark located between Front Avenue and Sweet Avenue and on Elks Pool, and noise levels would increase in the vicinity of an American Legion baseball diamond and Kiwanis Park. Numerous business enterprises would be displaced. Construction of the underpass could require excavation of hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 82-0587D, Volume 6, Number 9, and 84-0442D, Volume 8, Number 9, respectively. JF - EPA number: 900216, 108 pages and maps, June 10, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-90-01D KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Parks KW - Railroad Structures KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Aid Highway Act of 1968, 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/36405302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-06-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WASHINGTON+STREET+CORRIDOR%2C+BISMARCK%2C+NORTH+DAKOTA%2C+PROJECT+NO.+M-MG-1-981%28+%29010+%28REVISED+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=WASHINGTON+STREET+CORRIDOR%2C+BISMARCK%2C+NORTH+DAKOTA%2C+PROJECT+NO.+M-MG-1-981%28+%29010+%28REVISED+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, Bismarck, North Dakota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 10, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE D (PAGE AVENUE EXTENSION), BENNINGTON PLACE WESTERLY TO ROUTE I-70 OR ROUTE 40, SAINT CHARLES AND SAINT LOUIS COUNTIES, MISSOURI. AN - 36405612; 2655 AB - PURPOSE: The construction of a freeway, including a crossing of the Missouri River, within Saint Louis and Saint Charles counties, Missouri is proposed. Under the proposed action, Page Avenue would be extended from its present terminus at Bennington Place immediately west of Route I-270 in Saint Louis County, proceed across the Missouri River to Route 94 in Saint Charles County, and then continue on either Route I-70 or Route 40/61, a distance of approximately 19.4 miles. The preferred alternative, the Red Alignment, would be a 10-lane limited-access highway with a 22-foot-wide median from Bennington Place to the Hemsath Road intersection with Route 94. As part of the Red Alignment, from Hamsath Road to Route N, Route 94 would become an eight-lane limited-access highway with a 22-foot-wide median. One-way outer roads would be provided as service roads. From Route 94 to either Route 70 or Route 40/61, the improvements would provide a four-lane, limited-access highway with a 70-foot-wide median. Grade separations for Bennington Place would be constructed over the Page Avenue Extension and the west half of a diamond interchange. Grade separations would also be provided at Amiot Drive and Seven Pines Drive, the River Valley Road, Route 94, Motherhead Road, and Henke Road. A bridge of approximately 2,800 feet would span Creve Coeur Lake, Creve Coeur Creek, and associated wooded bottomland. The bridge over the Missouri River would extend 3,500 feet and provide ten 12-foot travel lanes, four ten-foot shoulders, and a three-foot-wide median barrier. Interchanges would be provided in the vicinity of Creve Coeur Mill Road, Upper Bottom Road, Route 94, Route N, Route K, Bryant Road, and Route 40. All existing intersections at Kisker Road, Saint Peters Road, Howell Road, old Route 94, and Dingledine Road would be rerouted on one-way outer roadways. POSITIVE IMPACTS: The chronic traffic congestion at Missouri River crossings between Saint Louis and Saint Charles counties would be relieved, and concurrent reductions in energy costs and improvement of air quality would be effected. Additional benefits would be improved traffic flow conditions within Saint Charles and Saint Louis counties on secondary roads and on routes 40/61, I-70, and I-270. The development would continue to occur throughout Saint Charles County; and along the proposed alignments, induced development would take place at interchanges and along outer roads. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of prime farmland, relocation of residences and commercial establishments, traversal of the Missouri River floodplain and associated loss of wetland, and removal of public parkland. LEGAL MANDATES: Department of Transportation Act of 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), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 900196, 321 pages and maps, June 7, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-90-01-D KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Lakes KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Wetlands KW - Missouri KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Section 6(f) Involvement KW - National Historic Preservation Act of 1966, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405612?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+D+%28PAGE+AVENUE+EXTENSION%29%2C+BENNINGTON+PLACE+WESTERLY+TO+ROUTE+I-70+OR+ROUTE+40%2C+SAINT+CHARLES+AND+SAINT+LOUIS+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+D+%28PAGE+AVENUE+EXTENSION%29%2C+BENNINGTON+PLACE+WESTERLY+TO+ROUTE+I-70+OR+ROUTE+40%2C+SAINT+CHARLES+AND+SAINT+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: June 7, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 29, MADISON HEIGHTS BYPASS, CITY OF LYNCHBURG AND AMHERST COUNTY, VIRGINIA. AN - 36408989; 2663 AB - PURPOSE: A highway improvement project along Route 29 within the city of Lynchburg and Amherst County, Virginia is proposed. The project would begin in the southern portion of Lynchburg and terminate just south of the town of Amherst. The typical cross-section would consist of four to six lanes of median-divided limited-access roadway on new alignment on a 190-foot-wide minimum rights-of-way. Three build alternatives are under consideration. All three share a common beginning point in Lynchburg, but have different termini south of Amherst. Alternative ""Line E'' would begin at existing Route 460 near its intersection with Route 501 in the southern portion of Lynchburg and cross the Norfolk & Western Railway and Holcomb Path Road before turning northeasterly to bridge the James River west of the Lynchburg/Campbell County line. It would then proceed northerly across Route 672, the Route 210 connector, and the Route 130 connector in Amherst County; continue to the north, passing under Route 624 with a partial interchange; and connect into existing Route 29 near its intersection with Business Route 29 south of the town of Amherst. Alternative ""Line M'' would follow the same beginning alignment as Alternative ""Line E'' but would continue in a northwesterly direction, remaining to the east of Route 671 and tying into Route 29 near its intersection with Route 697 at the community of McIvor. Alternative ""Line W'' would follow the same initial alignment as Alternative ""Line E'' but would pass under the existing Route 29 expressway north of its interchange with Route 210, turn northerly to interchange with Route 130, cross Routes 657, 636, and 655, and terminate with an interchange at existing Route 29 south of the community of Faulconerville. ""Line E'' and ""Line M'' alternatives would require some relocation of Routes 210 and 130. POSITIVE IMPACTS: Serving the north-south traffic corridor bypassing the community of Madison Heights and Lynchburg, the project would reduce truck traffic from a congested commercial area and provide a bypass for through travelers. Movements of emergency and rescue equipment in the area would be expedited due to reduced congestion. The project would be consistent with the Lynchburg Area Year 2000 Transportation Plan, 1986 Central Virginia Planning District Technical Advisory study on transportation, and transportation goals of Amherst County. NEGATIVE IMPACTS: Rights-of-way requirements would displace 53 to 88 families and 1 to 6 businesses and convert 124 to 873 acres of farm, wooded, and open land to highway use. From 2.03 to 2.40 acres of wetlands would be displaced. Alternative ""Line W'' would encroach on an historic district, while the ""Line E'' and ""Line M'' alternatives would displace an historic structure. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, 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: 900193, 144 pages, June 5, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-VA-DEIS-90-03-D KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Open Space KW - Regulations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Wetlands KW - Virginia KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408989?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-06-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+29%2C+MADISON+HEIGHTS+BYPASS%2C+CITY+OF+LYNCHBURG+AND+AMHERST+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+29%2C+MADISON+HEIGHTS+BYPASS%2C+CITY+OF+LYNCHBURG+AND+AMHERST+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 - Draft. Preparation date: June 5, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WASHINGTON BYPASS FROM I-95 IN VIRGINIA TO I-70 AND U.S. 50 IN MARYLAND. AN - 36408339; 2650 AB - PURPOSE: Construction of a fully controlled-access freeway to provide a U.S. 50 bypass of the District of Columbia region of Virginia and Maryland is proposed. The Washington bypass study area is extensive, including more than 5,100 square miles covering 120 miles from north to south and 90 miles from east to west. Both an Eastern Bypass and a Western Bypass are under consideration. For the Eastern Bypass corridor, the southern terminus would be the junction of Virginia (VA) 207 and Interstate 95 (I-95) in Caroline County, Virginia, while the northern terminus would be the I-695 /Maryland (MD) 3 interchange in the Baltimore, Maryland area. For the Western Bypass corridor, the southern terminus would be the intersection with I-95 in Stafford County, Virginia, while the northern terminus would be I-70 from U.S. 15 in Frederick, Maryland to just east of MD 27 near Mt. Airy, Maryland. Three distinct alternative alignments and one composite alignment are under consideration in each corridor. The freeway would have a design speed of 70 miles per hour. For analysis purposes, the land width was assumed to be 12 feet, with a maximum grade at a 3-degree maximum curvature to provide sufficient space for construction of rail transit or to accommodate exclusive high-occupancy vehicle or bus lanes for carpools and vanpools. The assumed rights-of-way used for the analysis was located in the center of a corridor 0.8 mile wide. Final alignments could be shifted in the 0.8-mile corridor in order to avoid sensitive areas or mitigate impacts. The rights-of-way assumed for all build alternatives would be 450 feet on new location and 300 feet where the facility would be constructed on an existing roadway. Freeway access would be controlled via grade separations and interchanges. The number of lanes would vary by alternative, based on land use and traffic projections and engineering. The estimated cost of the project ranges from $1.4 billion to $1.8 billion, depending on the alternative chosen. POSITIVE IMPACTS: In addition to providing another bypass of the Washington, D.C. area, the freeway would add capacity to the regional system, improve truck and traffic safety, and provide improved facilities for both through and local traffic. Area employment rolls would increase during and after construction of the freeway. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 119 to 264 residences and up to 99 nonresidential structures, as well as 192 to 2,075 acres of farmlands. The western bypass would affect two to four recreational/preserve areas. From 147 to 607 acres of wetlands, 143 to 504 acres of floodplains, and 52 to 169 streams would be crossed. One to seven sites eligible for inclusion in the National Register of Historic Places would be damaged. Construction of the freeway would result in intensive growth and development pressures in the vicinity of interchanges due to increased accessibility. Unplanned development would occur in Caroline, King George, and Charles counties for the Eastern Bypass corridor alternatives and Stafford, Fauquier, Prince William, Loudoun, Montgomery, and Frederick counties for the Western Bypass corridor alternatives. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 900188, 217 pages and maps, June 1, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MD/VA-EIS-90-01-D KW - Bridges KW - Creeks KW - Employment KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Preserves KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Recreation Resources KW - Safety KW - Traffic Analyses KW - Wetlands KW - District of Columbia KW - Maryland KW - Virginia KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408339?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WASHINGTON+BYPASS+FROM+I-95+IN+VIRGINIA+TO+I-70+AND+U.S.+50+IN+MARYLAND.&rft.title=WASHINGTON+BYPASS+FROM+I-95+IN+VIRGINIA+TO+I-70+AND+U.S.+50+IN+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: June 1, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-25, 49TH AND 50TH AVENUE INTERCHANGES, DENVER AND ADAMS COUNTIES, COLORADO. AN - 36404140; 2645 AB - PURPOSE: Improvement of interchanges connecting Interstate 25 (I-25) with 49th and 58th avenues in Denver and Adams counties, Colorado is proposed. The project has seven major components: (1) closing the I-25/49th Avenue interchange; (2) constructing a new I-25 southbound off-ramp to 48th Avenue as partial replacement access for closing the I-25/49th Avenue interchange, and not replacing the southbound on-ramp and northbound on- or off-ramps; (3) reconstructing the I-25/58th Avenue interchange, including the widening of 58th Avenue between Broadway and new Logan Court, shifting the centerline of I-25 approximately 60 feet to the east at 58th Avenue and adding a continuous acceleration and deceleration lane on northbound and southbound I-25; (4) constructing new Logan Court between 56th and 58th avenues, including a new signalized intersection, and reconstructing the main entrance to the Denver Merchandise Mart at 58th Avenue and new Logan Court; (5) removing the traffic signal at 58th Avenue/Logan Street and restricting turning movements to right-in-right-out (except for a left to Logan Street north of 58th Avenue); (6) upgrading the west frontage road (Bannock/Broadway) between 48th and 60th avenues, including improvements to 48th Avenue between Bannock and Broadway; and (7) changing the east frontage roads (Lincoln, Broadway, and Acoma streets), including the closing of Lincoln Street between 56th and 57th avenues. Costs of the project are estimated at $21 million for construction and $3 million for rights-of-way acquisition. POSITIVE IMPACTS: The safety and capacity of the affected I-25 interchanges would be improved. Removal of the 49th Avenue interchange would eliminate conflicts with the I-25/I-70 interchange immediately to the south; the latter interchange is scheduled for reconstruction to improve its safety and capacity. Removal of the 49th Avenue interchange and replacement of the 58th Avenue interchange would also allow for the provision of high-occupancy vehicle lanes on I-25. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of two residences, three businesses, and one public facility. Landscaped areas and business parking areas would be affected along the west and east frontage roads and along 58th Avenue between Broadway and new Logan Court. Some wetlands would be lost. Redistributing traffic affected by the closure of the 49th Avenue interchange to other interchanges along I-25 and I-70 would increase traffic on some residential streets in the Globeville neighborhood. Travel distances and time for out-of-direction traffic accustomed to using the 49th Avenue interchange would increase significantly. The area affected by the turning restrictions at 58th Avenue and Logan Street would also experience an increase in out-of-direction travel distances and time. Access to some businesses and homes near the existing 49th Avenue interchange and at 58th Avenue and Logan Street would be less convenient. Noise levels affecting some sensitive receptors would increase throughout the project areas. Properties containing hazardous wastes may be encountered. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 900177, 152 pages and maps, May 25, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-90-01-D KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wastes KW - Wetlands KW - Colorado KW - Executive Order 11990, Wetlands 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 - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-25%2C+49TH+AND+50TH+AVENUE+INTERCHANGES%2C+DENVER+AND+ADAMS+COUNTIES%2C+COLORADO.&rft.title=I-25%2C+49TH+AND+50TH+AVENUE+INTERCHANGES%2C+DENVER+AND+ADAMS+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 - Draft. Preparation date: May 25, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 226, SPRUCE PINE BYPASS, FROM US 19E TO MINPRO, MITCHELL COUNTY, NORTH CAROLINA. AN - 36400812; 2657 AB - PURPOSE: Construction of a western bypass around the town of Spruce Pine on North Carolina 226 (NC 226) in Mitchell County, North Carolina is proposed. The alignment of existing NC 226 in the vicinity of Spruce Pine is substandard, with steep grades and sharp curves. The existing two-lane pavement is narrow, with limited shoulder width for much of its length in the study area. The southern terminus of the project would be southwest of Spruce Pine along US 19E in the vicinity of its intersection with State Route (SR) 1152 (Deer Park Lake Road). The bypass would extend from US 19E to the project's northern terminus, a northwesterly point approximately 1.4 miles north of the intersection of SR 1151 (Minpro Road) and existing NC 226. The proposed facility would be approximately 1.5 miles long and would be a four-lane, partially controlled-access rural highway with a four-foot flush median. A bridge would be constructed across the North Toe River and would also cross the CSX Transportation Railroad immediately adjacent to the river. Various alternatives were considered, including the Transportation Systems Management Alternative, the Mass Transit Alternative, the Improved Roadway Alternative, the Build Alternative, and the No-Build or ""Do Nothing'' Alternative. Only the Build Alternative would meet the safety and capacity requirements of the project. Within the Build Alternative, there are four build alternates. Alternate 1 would most closely follow the proposed bypass alignment in the 1977 Major Thoroughfare Plan; it would extend approximately 1.58 miles and would require a bridge approximately 480 feet long. It would also require a 1,760-foot permanent connector for SR 1152, as well as an 1,140-foot temporary connector to provide access during construction. Alternate 1A, which would represent a modification of Alternate 1, would differ only in the area just north of the southern terminus; it would extend approximately 1.46 miles and require a bridge approximately 480 feet long. It would also require a 1,690-foot permanent connector to SR 1152. Alternate 2 would extend approximately 1.44 miles, and would require a bridge approximately 720 feet long and a 440-foot overpass of SR 1152. Alternate 4 would also extend 1.44 miles and would require a bridge approximately 720 feet long and construction of a 260-foot overpass at SR 1152. The estimated costs of alternates 1, 1A, 2, and 4 are $8.7 million, $11.0 million, $11.9 million, and $15.0 million, respectively. POSITIVE IMPACTS: Bypass construction would improve travel safety on NC 226 in the study area, improving the transportation system linkage, the existing level of traffic service provided, and social and economic conditions. Long-distance and regional traffic could be removed from local streets in Spruce Pine. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of 1 to 13 residences, up to 3 businesses, and 5 acres of prime farmland. From 11 to 19 acres of farmland of statewide importance would be affected as well. Traffic-generated noise within the corridor would impact several residential areas, with up to five residences being affected by noise levels in excess of federal standards; one to six residences would experience substantial increases in traffic-related noise levels. One wetland area could be impacted indirectly due to sediment in runoff. Floodplains associated with the North Toe River would be traversed by any alternative; fill placement in the floodway fringe would range up to 0.3 acre. Relatively minor impacts to pastureland, water quality, terrestrial ecology, wildlife resources, and fishery resources would occur. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900174, 227 pages and maps, May 24, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-90-01-D KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroad Structures KW - Regulations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Sediment KW - Socioeconomic Assessments KW - Transportation KW - Water Quality KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400812?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+226%2C+SPRUCE+PINE+BYPASS%2C+FROM+US+19E+TO+MINPRO%2C+MITCHELL+COUNTY%2C+NORTH+CAROLINA.&rft.title=NC+226%2C+SPRUCE+PINE+BYPASS%2C+FROM+US+19E+TO+MINPRO%2C+MITCHELL+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: May 24, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENT OF M-53 FROM 27 MILE ROAD IN MACOMB COUNTY, NORTHERLY APPROXIMATELY 24.7 MILES TO BOWERS ROAD IN LAPEER COUNTY, MICHIGAN. AN - 36405574; 2653 AB - PURPOSE: Reconstruction of approximately 24.7 miles of state trunkline Michigan 53 (M-53) is proposed from 27 Mile Road in Macomb County northward to Bowers Road in Lapeer County, Michigan. The recommended alternative would involve staged construction of a limited-access roadway on new location over a 7.7-mile segment between 27 Mile Road and 34 Mile Road and implementation of low-capital improvements to existing M-53 between 34 Mile Road and Bowers Road. The freeway segment would traverse most of Washington Township and the southern third of Bruce Township in Macomb County, while the low-capital improvements would be implemented throughout the remaining portion of Bruce Township and all of Almont and Imlay townships in Lapeer County. The first stage in the 7.7-mile section, identified for staged construction as a bypass around Romeo, would involve acquisition of all limited-access rights-of-way required for the construction of the freeway segment to 34 Mile Road. Initial construction would be limited to building the future southbound roadway, excluding interchanges and grade separations, with an exception at 29 Mile Road. A grade separation would be provided at 29 Mile Road as part of the first stage. First stage construction would be opened to traffic as a two-lane, two-way roadway. Second stage construction for the eastern bypass of Romeo would provide the northbound roadway, without interchanges and grade separations, and would convert the facility to a boulevard cross-section. The third stage would involve completion of the bypass as a freeway. The second and third stages could be completed simultaneously. Upon completion of the final stage, the limited-access roadway would be constructed to rural freeway standards within a 368-foot minimum rights-of-way. In addition to six grade separations and two interchanges, the bypass would include a bridge crossing East Pond Creek. Low-capital improvements to existing M-53, between 34 Mile Road and Bowers Road, would primarily consist of widening some of the major intersections, such as Dryden Road, to provide right- and/or left-turn lanes and adding paved shoulder ribbons where none presently exist. None of the low-capital improvements would require new rights-of-way. The estimated costs of the freeway and the low-capital improvements are $33.2 million and $1.65 million, respectively. POSITIVE IMPACTS: Construction of the freeway facility would remove through traffic from the existing route, relieving congestion within the villages of Romeo and Almont. The freeway would increase accessibility of special interest centers and recreational areas north of Imlay City and would reduce vehicle operation costs and travel times in the area. The interchange at 29 Mile Road would significantly improve access to and from Powell Junior High School and the associated athletic field. NEGATIVE IMPACTS: Rights-of-way for the freeway bypass would require acquisition of 10 residential units and 5 businesses, 150 acres of farmlands, and 80.2 acres of wetlands. Additional farmland would be displaced due to wetland mitigation requirements and development induced by the freeway. A total of 14 wetlands would be affected by losses. The freeway would traverse the floodplain of one stream. Noise levels within the freeway corridor would increase significantly. One old gasoline storage tank located near 29 Mile Road and a potential hazardous waste site at 28 Mile Road would require removal of wastes to a type II landfill. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Fish and Wildlife Coordination Act of 1958, as amended (16 U.S.C. 661 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 81-0274D, Volume 5, Number 4. JF - EPA number: 900171, 2 volumes and maps, May 23, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-81-01-F KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Waste Disposal KW - Wetlands KW - Michigan KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Fish and Wildlife Coordination Act of 1958, 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/36405574?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+IMPROVEMENT+OF+M-53+FROM+27+MILE+ROAD+IN+MACOMB+COUNTY%2C+NORTHERLY+APPROXIMATELY+24.7+MILES+TO+BOWERS+ROAD+IN+LAPEER+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+IMPROVEMENT+OF+M-53+FROM+27+MILE+ROAD+IN+MACOMB+COUNTY%2C+NORTHERLY+APPROXIMATELY+24.7+MILES+TO+BOWERS+ROAD+IN+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: May 23, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 1 (S.R. 5) FROM ABACO ROAD ON KEY LARGO IN MONROE COUNTY TO CARD SOUND ROAD (C.R. 905) JUST SOUTH OF FLORIDA CITY, DADE COUNTY, FLORIDA. AN - 36410055; 2646 AB - PURPOSE: Upgrading a 20.4-mile section of U.S. 1 (State Route 5) (S.R. 5) just south of Florida City in Dade and Monroe counties, Florida is proposed. The segment under consideration extends from a southern terminus at Abaco Road on Key Largo in Monroe County to Card Sound Road in Dade County. The existing facility is a two-lane roadway from mile marker 106 to approximately 0.8 mile north of mile marker 126. The facility has two four-lane undivided passing zones, each approximately one mile in length. One passing zone is located four miles south of Card Sound Road, and the other is just south of the Canal 111 (C-111) bridge. The proposed project would widen the existing facility to four lanes. Alignment alternatives involve locating the centerline of the new roadway so that additional rights-of-way would be acquired to the east or west or both east and west of the existing alignment. The highway expansion would include the existing alignment and whatever contiguous rights-of-way are acquired. Other options involve the type and width of the median and the width of inside and outside shoulders. Two bridges exist along the project corridor. A bascule span bridge over Jewfish Creek would be replaced with a four-lane high-level bridge to allow the uninterrupted passage of boat traffic. The high-level bridge would be continuous with a new low-level bridge over Lake Surprise, replacing an existing earthen causeway, parts of which would be removed. The bascule bridge over C-111 would be replaced. The new project would provide capped or gated culverts in the C-111 basin to allow for more natural flows into the now segregated eastern estuaries. POSITIVE IMPACTS: Safety along this segment of U.S. 1 would be improved, and the capacity of the highway would be increased to meet present and future needs. Substandard geometric and operational conditions would be replaced with modern, adequate conditions. Groundwater hydrology would be enhanced. The new culverts in the C-111 basin would allow great flexibility to regulatory agencies seeking to achieve the best water/habitat management options. Enhancement of tidal circulation would improve shallow marine habitat significantly. NEGATIVE IMPACTS: An additional 20 acres of rights-of-way could be acquired. A maximum of 255 acres of wetland would be displaced, including wetland providing habitat for the American crocodile, and major surface hydrological alterations would be required. 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: 900168, 210 pages and maps, May 18, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-90-01-D KW - Bridges KW - Channels KW - Endangered Species (Animals) KW - Highway Structures KW - Highways KW - Hydrologic Assessments KW - Marine Systems KW - Pipelines KW - Regulations KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Water Quality KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410055?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+1+%28S.R.+5%29+FROM+ABACO+ROAD+ON+KEY+LARGO+IN+MONROE+COUNTY+TO+CARD+SOUND+ROAD+%28C.R.+905%29+JUST+SOUTH+OF+FLORIDA+CITY%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=U.S.+1+%28S.R.+5%29+FROM+ABACO+ROAD+ON+KEY+LARGO+IN+MONROE+COUNTY+TO+CARD+SOUND+ROAD+%28C.R.+905%29+JUST+SOUTH+OF+FLORIDA+CITY%2C+DADE+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: May 18, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 29 CORRIDOR STUDY, CITY OF CHARLOTTESVILLE AND ALBEMARLE COUNTY, VIRGINIA. AN - 36408097; 2662 AB - PURPOSE: Construction of a highway facility in the U.S. Route 29 corridor in the city of Charlottesville and Albemarle County, Virginia is proposed. This section of U.S. Route 29 is a four-lane divided highway with at-grade, signalized intersections. It begins at the U.S. Route 250 Bypass in Charlottesville and ends at the South Fork Rivanna River in Albemarle County, a distance of approximately 3.3 miles. Improvements already programmed for this section of the corridor would involve widening of the existing road to six lanes, with a median and at-grade signalized intersections and continuous right-turn lanes. Two action alternatives are considered. The first would provide a 3.3-mile expressway along existing U.S. Route 29 from the U.S. Route 250 Bypass to the South Fork Rivanna River; it would consist of four express lanes with three-lane, one-way service roads on both sides. The second alternative would involve construction on a new location of a four-lane, access-controlled facility along one of seven alignment alternatives within a study corridor extending nine miles over an eight-mile width. Four of the alignment alternatives would begin east of U.S. Route 29 on U.S. Route 250 or the U.S. Route 250 Bypass and end on U.S. Route 29 between U.S. Route 649 (Airport Road) and the North Fork Rivanna River for lengths of 7.0 to 8.1 miles. The other three alternative alignments would begin west of U.S. Route 29 at the junction of the U.S. Route 29 Bypass, U.S. Route 29/250 Bypass, and U.S. Route 250 Business (Ivy Road) and end on U.S. Route 29 between U.S. Route 631 (Rio Road) and the North Fork Rivanna River, for lengths of 5.4 to 12.9 miles. The estimated cost of the project ranges from $98.1 million to $198.6 million, depending on the alternative alignment and design chosen. POSITIVE IMPACTS: Existing and future traffic congestion problems would be solved within the corridor, and the Charlottesville area element of ongoing improvements to U.S. Route 20 throughout central Virginia would be completed. U.S. Route 29, which is the most heavily travelled 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 developments north of Charlottesville and Charlottesville itself. Recent extensive business and residential growth along U.S. Route 20 would be supported. NEGATIVE IMPACTS: Acquisition and development of 24 to 500 acres of rights-of-way would result in the displacement of up to 51 families, 7 businesses, and 1 nonprofit organization. Resulting tax losses to Albemarle County and the city of Charlottesville would total from $49,658 to $162,615 and up to $47,241, respectively, per annum. Land losses would include up to 133.9 acres of farmland, 18.8 acres of forested land, 174.2 acres of agricultural/forestal district land, and 0.1 to 1.5 acres of wetland. The project would traverse as many as seven floodplains, 8.4 miles of watershed, 4 to 41 streams, and possibly, one reservoir. As many as 10 archaeological sites and two standing structures eligible for inclusion in the National Register of Historic Places would be affected, and the highway could encroach on one or two parks. From 43 to 177 noise-sensitive receptors would be impacted. LEGAL MANDATES: Department of Transportation Act of 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), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900161, 197 pages and maps, May 17, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-90-02-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Reservoirs KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Watersheds KW - Wetlands KW - Virginia KW - Department of Transportation Act of 1966, as amended, 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+29+CORRIDOR+STUDY%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+COUNTY%2C+VIRGINIA.&rft.title=U.S.+ROUTE+29+CORRIDOR+STUDY%2C+CITY+OF+CHARLOTTESVILLE+AND+ALBEMARLE+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 - Draft. Preparation date: May 17, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALTERNATIVES ANALYSIS FOR THE QUEENS SUBWAY OPTIONS STUDY, BOROUGH OF QUEENS, NEW YORK, NEW YORK (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MAY 1984). AN - 36404284; 2656 AB - PURPOSE: Improvement and expansion of transit service in the borough of Queens, New York is proposed. The general orientation of the Queens subway lines is east-west, making commuter trips to and from Manhattan. The E and F trains of the Queens Boulevard line in particular are severely crowded and slow. Both traverse the 53rd Street tunnel beneath the East River that cuts through the center of midtown Manhattan; the E train then travels down 8th Avenue to the World Trade Center, while the F rail runs along 6th Avenue, a major office corridor. The draft environmental impact statement (EIS) of May 1984 considered five options for dealing with the problems affecting these two subway lines. This draft supplement to the draft EIS presents new options for connecting the Queens Boulevard Subway Line with the 63rd Street Tunnel. More specifically, the option, identified as ""Option 3'' in the draft EIS, could potentially offer a greater degree of operational flexibility. Originally, the option called for connecting the 63rd Street Tunnel to the Queens Boulevard Local service via a two-track connection joining the Queens Boulevard line west of Northern Boulevard and the end of the 63rd Street Tunnel line at 29th Street. The newly proposed alternative would involve construction of a short, two-track connection between the east end of the 63rd Street line and the existing local and express tracks on the Queens Boulevard line. Under the newly proposed alternative, a new westbound local bypass track would also be constructed. Either of the build alternatives would provide for future service through the Sunnyside Yard with the addition of a two-level bellmouth structure at the end of the extension of the existing 63rd Street line. Estimated construction costs of the original and newly proposed alternatives are estimated at $409.7 million and $485.5 million, respectively. POSITIVE IMPACTS: In addition to relieving overcrowding on the E and F lines, increased capacity and expansion of subway service would improve accessibility to rail transit services in Queens and reduce travel times. NEGATIVE IMPACTS: Either build alternative would require the acquisition of properties along Northern Boulevard, namely, 20 properties for the originally proposed alternative and 18 properties for the newly proposed alternative. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0291D, Volume 8, Number 6. JF - EPA number: 900165, 138 pages and maps, May 17, 1990 PY - 1990 KW - Roads and Railroads KW - Highway Structures KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Underground Structures KW - New York KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404284?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALTERNATIVES+ANALYSIS+FOR+THE+QUEENS+SUBWAY+OPTIONS+STUDY%2C+BOROUGH+OF+QUEENS%2C+NEW+YORK%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1984%29.&rft.title=ALTERNATIVES+ANALYSIS+FOR+THE+QUEENS+SUBWAY+OPTIONS+STUDY%2C+BOROUGH+OF+QUEENS%2C+NEW+YORK%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1984%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 17, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF STANDIFORD FIELD AIRPORT, LOUISVILLE, JEFFERSON COUNTY, KENTUCKY. AN - 36408831; 2601 AB - PURPOSE: Approval of an airport layout plan is proposed to allow development of two new parallel runways and associated facilities at Standiford Field Airport in Louisville, Jefferson County, Kentucky. In addition to the parallel runways, the project would involve construction of parallel, full-length taxiways on the airfield side of both runways. Provisions would be made for future taxiways on the outside of the parallel runways, but these would not be constructed as part of the proposed improvement plan. Runway 11/29 would continue to function as the crosswind runway. Sections of Runway 1/19 would become taxiways. The Air Traffic Control Tower would be relocated. The location of the site would provide ""line of sight'' to all aircraft movement areas of the airfield. The project would also include installation of Category I instrument landing system (ILS) facilities on the north ends and Category II ILS facilities on the south ends of each new runway, along with runway and approach lighting systems. A new Aircraft Rescue and Firefighting Facility would be developed, as well as a new Airport Maintenance Facility. The U.S. Postal Service would be relocated to the Highland Park Urban Renewal Area, and the National Weather Service facilities would be relocated offsite. Crittenden Drive (Kentucky 1631) would be relocated to the west of the new west runway; however, its reconstruction would be delayed at least 10 years. POSITIVE IMPACTS: Additional airport capacity would be provided to an expanding facility to ensure its operational integrity in the near and long terms. Improvement of the airport would contribute to the local and regional economies, supporting 8,000 construction jobs during development and generating 27,000 permanent new jobs associated with airport operations and airport-related business activities. NEGATIVE IMPACTS: Approximately 40 businesses, 150 residential properties, and 1 church would require relocation, and some land would be taken from the ongoing Urban Renewal Program in four adjacent neighborhoods. Lowell School and Grove Park, including the Highland Park Community Center, would be displaced. Actions in the South Highland Park area would result in the disruption of archaeological sites. An historic house, potentially eligible for inclusion in the National Register of Historic Places, would be subject to aircraft noise. Two woodlot biotic communities and two wetland communities would be lost, and a portion of Duck Spring Branch would require relocation. Major utility relocation would include moving the Louisville Gas and Electric substation on the west side of Crittenden Drive and possible relocation or reconstruction of a 60-inch water main and an underground fiber optic cable. The latter two utilities cross airport property. A portion of the Kentucky Air National Guard would be taken. Hazardous waste sites would lie within the construction area. Approximately 15,000 persons reside within the area significantly affected by 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900159, 277 pages and maps, May 14, 1990 PY - 1990 KW - Air Transportation KW - Airports KW - Employment KW - Fire Protection KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Military Facilities (Air Force) KW - Noise Assessments KW - Parks KW - Pipelines KW - Postal Service KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Urban Development KW - Kentucky KW - Standiford Field Airport KW - Airport and Airway Improvements Act of 1982, Compliance KW - Department of Transportation Act of 1966, as amended, Historic Sites 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/36408831?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+STANDIFORD+FIELD+AIRPORT%2C+LOUISVILLE%2C+JEFFERSON+COUNTY%2C+KENTUCKY.&rft.title=EXPANSION+OF+STANDIFORD+FIELD+AIRPORT%2C+LOUISVILLE%2C+JEFFERSON+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: May 14, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL ARTERY (INTERSTATE 93)/THIRD HARBOR TUNNEL (INTERSTATE 90) PROJECT, BOSTON, MASSACHUSETTS (DRAFT SUPPLEMENT 2 TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1985). AN - 36406942; 2652 AB - PURPOSE: Extension of the Interstate 90 (I-90)/I-93 freeway system from its current terminus in Boston, Massachusetts is proposed. The project, which would be known as the Central Artery (I-93)/Third Harbor Tunnel (I-90), would be located entirely in the city of Boston in Suffolk County. This draft supplement to the final environmental impact statement of August 1985 describes the proposed action and design modifications to the proposed action currently under consideration, the alternatives analysis conducted for three major design refinements and for the materials disposal program, and project impacts on parklands and historic and archaeological resources. Several technical appendixes are also included. The proposed action consists of approximately seven miles of new and reconstructed roadways. More specifically the project would involve: (1) construction of a widened, mostly undergound I-93 from just north of its interchange with Route 1 in Charlestown to just south of the Massachusetts Avenue interchange (I-93 is referred to as the Central Artery north of Kneeland Street and as the Southeast Expressway south of Kneeland Street); (2) construction of an extension of I-90 via a Seaport Access Road and Third Harbor Tunnel to Logan Airport in East Boston, with a connection to Route 1A; (3) construction of an extended frontage road system parallel to I-93 northbound and southbound from Causeway Street to just past Southampton Street; and (4) construction of a South Boston Bypass Road, most of which would be in an existing railroad rights-of-way, to connect the Southeast Expressway (I-93) directly to the Seaport Access Road (I-90) and a relocated Massport Haul Road in South Boston. The I-90 extension would begin at the present terminus of the Massachusetts Turnpike (I-90) at the Southeast Expressway and proceed eastward, mainly in tunnel, through South Boston, under Boston Harbor, and into Logan Airport. In addition, a much improved and expanded high-occupancy vehicle (HOV) system would be incorporated along I-93 and I-90 to link downtown Boston at Kneeland Street and the proposed South Station Transportation Center with Logan Airport and points south and west of Boston. Construction activities would result in 13.5 million cubic yards of dredged and excavated material to be disposed of as follows: 1.2 million cubic yards to the Massachusetts Bay Disposal Site, 2.66 million cubic yards to sanitary landfills, 9.3 million cubic yards to Spectacle Island, and 379,000 cubic yards to landfills (utility relocation material). POSITIVE IMPACTS: The Artery/Tunnel Project would have beneficial impacts in central Boston and its immediate surroundings. The capacity of I-93 would increase substantially and, together with the extension of I-90, the freeway would relieve congestion on local streets and on the freeway system. Air quality within the area would improve. Access to downtown Boston and Logan Airport would improve significantly. Economic benefits redounding to the state, the New England County Metropolitan Area, Suffolk County, and the immediate study area would be substantial. Transportation-related energy consumption associated with automobile use would decline by 15 percent in the year 2010. NEGATIVE IMPACTS: Detours and diversions required during construction would increase traffic congestion in some areas. Noise levels would increase at 14 locations by one to four decibels on the A-weighted scale; noise levels would exceed federal standards at some locations. A total of 134 commercial relocations would be required, affecting 4,100 employees. Three historic structures, the House of Bianchi, the Old Colony Railroad bridge, and Railroad Tower A, would be directly affected by the project, and three historic districts would suffer encroachment. Some utility relocation would be required. Approximately 8.4 acres of the Fort Point Channel would be filled, and 3,145 square feet of Boston Harbor bottom would be filled near the General Ship dry dock. Other actions would affect 24 square feet of Lower Charles River bottom and 3,200 square feet of Millers River. Small wetland areas would also be filled, and floodplain encroachment would occur at two saltwater tidal locations and two freshwater nontidal locations. Four publicly owned parks would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), 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 abstracts of the draft environmental impact statement (EIS), a draft supplement to the draft EIS, the final EIS, and a first draft supplement to the final EIS, see 83-0139D, Volume 7, Number 3; 83-0414D, Volume 7, Number 8; 85-0579F, Volume 9, Number 12; and 89-0147D, Volume 13, Number 3, respectively. JF - EPA number: 900156, 11 volumes and maps, May 11, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-82-02-DS2 KW - Archaeological Sites KW - Disposal KW - Dredging KW - Employment KW - Floodplains KW - Harbors KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Noise Standards Violations KW - Ocean Dumping KW - Parks KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Waterways KW - Wetlands KW - Massachusetts KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Parks 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/36406942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+ARTERY+%28INTERSTATE+93%29%2FTHIRD+HARBOR+TUNNEL+%28INTERSTATE+90%29+PROJECT%2C+BOSTON%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+2+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.title=CENTRAL+ARTERY+%28INTERSTATE+93%29%2FTHIRD+HARBOR+TUNNEL+%28INTERSTATE+90%29+PROJECT%2C+BOSTON%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+2+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH ATLANTA CORRIDOR PROJECT, FULTON AND DEKALB COUNTIES, GEORGIA. AN - 36403109; 2647 AB - PURPOSE: Improvement of public surface transportation facilities within the North Atlanta Corridor in Fulton and Dekalb counties, Georgia is proposed via construction of a rapid rail transit system branch route. The study area includes the transportation corridor just north of Medical Center station on the Metropolitan Area Rapid Transit Authority's (MARTA) North Line. A 3.1-mile extension of the new rail branch, with stations at Dunwoody, Sandy Springs, and North Springs, is proposed. Under consideration are two transportation system management alternatives, a busway alternative, a shorter rail alternative, and a no-build alternative. MARTA is currently committed to expanding its existing rapid rail transit system by constructing a branch line in the median of the Georgia (GA) 400 highway extension, which is now under construction. This segment would begin at a junction with the existing Northeast Rail Line between Lindbergh and Lenox stations and would extend 5.7 miles to the Medical Center station just south of Interstate 285; an additional station at Buckhead would be included to serve the north Lenox area. MARTA is proceeding with the construction of this locally funded segment concurrently with the Georgia Department of Transportation's construction of the GA 400 extension. This environmental impact statement includes assessments of the combined impacts of the six-lane GA 400 highway with those of the median rail line. Completion of GA 400 is scheduled for 1991-1992, while the MARTA line to the Medical Center station is tentatively scheduled to open in 1995. The estimated cost of the rail portion of the project is $366.8 million to $370.5 million. POSITIVE IMPACTS: The new system would provide efficient and economical transportation for the metropolitan area, particularly the North Atlanta Corridor. While having a minimal impact on sociological and aesthetic values, the project would provide a transportation system that would be compatible with and complementary to land uses and development policies and trends. Well-established growth patterns in the area would be reinforced. Significant energy savings would be realized. NEGATIVE IMPACTS: Rights-of-way requirements would result in the acquisition of six multifamily units and two single-family units. Elevated sections of the joint highway/rail line would present visual impacts to adjacent residents. Adjacent commercial users would experience noise level increases of 4 to 10 decibels on the A-weighted scale between the Medical Center station and Sandy Spring station. Auto traffic in the vicinity of stations would increase significantly. 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.). JF - EPA number: 900154, 331 pages and maps, May 11, 1990 PY - 1990 KW - Roads and Railroads KW - Energy Consumption KW - Highways KW - Highway Structures KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Visual Resources KW - Georgia KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403109?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+ATLANTA+CORRIDOR+PROJECT%2C+FULTON+AND+DEKALB+COUNTIES%2C+GEORGIA.&rft.title=NORTH+ATLANTA+CORRIDOR+PROJECT%2C+FULTON+AND+DEKALB+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OLD COLONY RAILROAD REHABILITATION PROJECT FROM BOSTON TO LAKEVILLE, PLYMOUTH, AND SCITUATE, MASSACHUSETTS. AN - 36400766; 2651 AB - PURPOSE: Implementation of transit improvements to the Old Colony Railroad Rehabilitation Area south of Boston, Massachusetts, is proposed. The area is bounded on the west by Route 24, on the east by Massachusetts Bay, and on the south by the Cape Cod Canal. The 4,450-square-mile study area includes 32 communities and extends from Braintree south toward the Cape Cod Canal to Buzzards Bay, and from Massachusetts Bay west to Route 24. These communities, along with Quincy and Boston, represent the area that would be affected by the transportation alternatives examined in this study. Two major action alternatives and a No Build Alternative are under consideration. Alternative 1 is the No Build Alternative. Alternative 2, the Transportation Systems Management (TSM) Alternative, would involve improvements to express bus service to Boston and construction of 15 new and expanded park-and-ride lots to add a total of 3,600 new parking spaces to the available pool. A total of 90 additional suburban coaches would be required. Alternatives 3a through 3d would involve the restoration of commuter rail service, with locomotive powered push-pull commuter rail trains operating from South Station to terminals in Middleborough/Lakeville, Plymouth, and Greenbush in Scituate. Several combinations of commuter rail service are under consideration. Alternative 3a would provide commuter rail service only on the Middleborough Line. Alternative 3b would have service on the Middleborough and Plymouth lines, Alternative 3c would include commuter rail service on the Middleborough and Greenbush lines, and Alternative 3d would call for restoration of commuter rail service on all three lines. Actions required under alternatives 3a through 3d would include the purchase of 29 to 65 coaches and 5 to 14 locomotives; construction of storage facilities at terminals in Greenbush in Scituate, Plymouth, and/or Middleborough; construction of 7 to 21 stations and parking lots; provision of handicap access at all stations; installation of signals, communications facilities, gates, bells, and other safety and security devices; rehabilitation of 30 to 51 railroad bridges and construction of a new Neponset River Bridge; removal and replacement of old ballast and ties; installation of continuously welded rail with elastomeric fasteners; implementation of the TSM bus service elements and park-and-ride elements in corridors not served by commuter rail; and maintenance of commuter boat headways. POSITIVE IMPACTS: Rail alternatives, due to the use of dedicated rights-of-way, would generally be more effective in reducing transit travel times than the TSM alternative under which express buses would continue to use congested roadways. The TSM alternative would reduce average transit travel time to downtown Boston by three percent. The rail alternatives would reduce average transit travel time by 12 to 19 percent. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 5 units for the TSM alternative and 5 to 17 units, possibly including one residence, for the other alternatives. Rail alternatives would result in annoying vibration levels for 463 to 1,068 buildings unless mitigation measures are established. Alternatives 3c and 3d would result in annoying vibration levels for 40 historic sites. Rail alternatives would also impact two to eight wetlands and one or two public recreational facilities and could affect four historic sites and an undetermined number of archaeological sites. Rail alternatives would create some increases in peak traffic impacts in the vicinity of stations. Rail-generated noise would result in significant impacts under Alternative 3d. New waterway crossings could be required, and floodplain and wetland encroachment could result. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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.). JF - EPA number: 900151, 2 volumes and maps, May 11, 1990 PY - 1990 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Ferries KW - Floodplains KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Waterways KW - Wetlands KW - Massachusetts KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400766?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OLD+COLONY+RAILROAD+REHABILITATION+PROJECT+FROM+BOSTON+TO+LAKEVILLE%2C+PLYMOUTH%2C+AND+SCITUATE%2C+MASSACHUSETTS.&rft.title=OLD+COLONY+RAILROAD+REHABILITATION+PROJECT+FROM+BOSTON+TO+LAKEVILLE%2C+PLYMOUTH%2C+AND+SCITUATE%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF THE TOLEDO EXPRESS AIRPORT: ESTABLISHMENT OF AIR CARGO HUB, LUCAS COUNTY, OHIO. AN - 36392033; 2602 AB - PURPOSE: The approval of an airport layout plan for the establishment of a national air cargo hub by Burlington Air Expressat Toledo Express Airport in the Swanton and Monclova townships of Lucas County, Ohio, is proposed. Having operated a temporary hub at Fort Wayne, Indiana, for the past five years, Burlington Air Express has chosen Toledo Express Airport as its permanent hub due to geographic advantages, highway access benefits, local workforce quality, appropriateness of existing facilities, designation of the airport as a foreign trade zone, and funding conditions. The new designation as a national air cargo hub would result in increased total airport operations and would modify the overall aircraft fleet mix. Total operations in the first year of operation would be an estimated 13,832, based on 23 aircraft operating a five-day nighttime schedule, four aircraft operating a four-day daytime schedule, and two aircraft operating on the weekend. Burlington's fleet consists of B-707-300, DC-8-63F, DC-8-61, B-727-100F, DC-8-54, and Convair aircraft. No appreciable change in annual operations or fleet mix would occur for the five-year period (1991 to 1995) after initial startup of the hub operation. The proposed layout plan would provide for phased development. Phase 1 improvements would provide a 40-acre concrete ramp, a 279,000-square-foot air cargo sortation warehouse, a fuel farm, an access road to Alternate 20, an air cargo maintenance building, taxiway connections to Runway 7-25, taxiway edge lighting, overlay of the existing 1,000-foot overrun area on Runway 7 to meet stopway criteria on an interim basis, in-slab power outlets at aircraft parking stations, exterior lighting associated with the sortation facility, and deicing facilities. Phase 2 improvements would consist of a 3,300-foot extension of primary Runway 7-25 and its north parallel taxiway, installation of a Category II instrument landing system including touchdown zone lights and ALSF-2, and construction of a south parallel taxiway. Acquisition of 96.16 acres of land, including 43.56 acres for access roads and 49.6 acres for runways, would be required. Also addressed are the installation and relocation of navigational aids, airspace use, and approach and departure procedures associated with the proposed development. Finally, owners of the aircraft used to support Burlington Air Express's cargo forwarding operations are requesting issuance of operating certificates to allow their aircraft to use this air cargo hub. POSITIVE IMPACTS: Operation of Operation of the airport as a national cargo hub would provide local and regional economic benefits. NEGATIVE IMPACTS: The majority of air cargo activity would take place between 12:00 midnight and 7:00 A.M., although several flights would take place during daytime hours. Adverse aircraft-related noise impacts would, therefore, be concentrated at night. A total of 2,184 additional residents would be impacted by noise commencing at project startup. Two nursing homes, one campground, Oak Openings Park, and Louis W. Campbell Nature Preserve would experience significant increases in noise levels. A total of 100 homes and two nursing homes could be relocated to prevent exposure to excessive noise. The runway extension would eventually encroach on a 100-year floodplain. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 89-0306D, Volume 13, Number 6. JF - EPA number: 900157, 2 volumes and maps, May 11, 1990 PY - 1990 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Buildings KW - Floodplains KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Preserves KW - Roads KW - Relocations-Property Acquisitions KW - Storage KW - Ohio KW - Toledo Express Airport KW - Airport and Airway Improvements Act of 1982, 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/36392033?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+THE+TOLEDO+EXPRESS+AIRPORT%3A+ESTABLISHMENT+OF+AIR+CARGO+HUB%2C+LUCAS+COUNTY%2C+OHIO.&rft.title=EXPANSION+OF+THE+TOLEDO+EXPRESS+AIRPORT%3A+ESTABLISHMENT+OF+AIR+CARGO+HUB%2C+LUCAS+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Belleville, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 11, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 161 FROM INTERSTATE HIGHWAY 20 TO INTERSTATE HIGHWAY 635, DALLAS COUNTY, TEXAS. AN - 36408940; 2660 AB - PURPOSE: Construction of a segment of State Highway (S.H.) 161 as a controlled-access freeway from Interstate Highway 20 (IH-20) to IH-635 in the cities of Irving and Grand Prairie, Dallas County, Texas is proposed. The proposed project would extend 18.5 miles and consist of a limited-access freeway in western Dallas County. Access would be controlled via interchanges and grade separation structures. A full range of alternatives was developed and evaluated, including the No Build alternative, alternative route locations, and alternative modes. The No Build alternative would involve not constructing the freeway but would include the addition of left- and right-turn lanes and traffic light synchronization. Route alternatives studied include S.H. 360 to the west, a combination of Carrier Parkway/Roy Orr Boulevard/Valley View Lane, the state's previously studied corridor, Belt Line Road, variations of each, and a route incorporating Loop 12. Combined rights-of-way and construction costs for the various alternatives range from $400 million to $582 million. POSITIVE IMPACTS: Traffic congestion on streets adjoining the corridor would decline significantly, and the last uncompleted section of the I-635 loop around Dallas would be completed. Access to goods and services in the rapidly growing west Dallas County area would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 80 to 840 residential, commercial, church, and other units. Acreage available for wildlife use would be reduced by highway construction. Approximately 28 to 44 acres of wetland habitat would be displaced by the various alternatives; there are, however, no critical habitat areas in the project corridor. Of the 40 receptor sites analyzed among route alternatives, 24 would exceed federal noise standards. Noise levels would result in some impacts at 168 to 457 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11990, 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: 900148, 2 volumes and maps, May 10, 1990 PY - 1990 KW - Roads and Railroads KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Regulations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408940?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+161+FROM+INTERSTATE+HIGHWAY+20+TO+INTERSTATE+HIGHWAY+635%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+161+FROM+INTERSTATE+HIGHWAY+20+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: May 10, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SUNNYSIDE/I-205 INTERCHANGE AND SUNNYBROOK EXTENSION, PORTLAND, CLACKAMAS, COUNTY, OREGON. AN - 36409995; 2659 AB - PURPOSE: Construction of a split diamond interchange on Interstate 205 (I-205) at Sunnybrook Road and an extension of Sunnybrook Road eastward near Portland in unincorporated Clackamas County, Oregon are proposed. The Sunnybrook Road extension would proceed 3,608 or 4,265 feet from the interchange to the intersection of Sunnyside Road near 108th Ave. or Valley View Terrace, respectively. The split diamond interchange would be created out of an existing interchange configuration. This would involve an additional crossing over the freeway at Sunnybrook Road, connecting frontage roads, an additional on-ramp in each direction, and a relocated northbound off-ramp. An auxiliary lane would be added in each direction on the freeway for a distance of approximately two miles. Depending on the terminus selected for the Sunnybrook Road extension, project costs are estimated at either $18.7 million or $21.9 million. POSITIVE IMPACTS: Interchange modification and road extension as proposed would improve freeway operations and safety by reducing congestion at the interchange site. Projected traffic levels expected through the year 2015 would be accommodated by the proposed improvements. East-west accessibility in the region would also be improved. Planned urbanization of the area would be supported. A terminus for Sunnybrook Road at 108th Ave. would be substantially less expensive than a terminus at Valley View Terrace. NEGATIVE IMPACTS: Rights-of-way requirements, totalling 13 to 15 acres, would affect 24 to 54 parcels and 19 to 25 ownerships. Either 6 or 54 households would require relocation. Some wetland filling would be required. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 900143, 134 pages and maps, May 7, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-03-D KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409995?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SUNNYSIDE%2FI-205+INTERCHANGE+AND+SUNNYBROOK+EXTENSION%2C+PORTLAND%2C+CLACKAMAS%2C+COUNTY%2C+OREGON.&rft.title=SUNNYSIDE%2FI-205+INTERCHANGE+AND+SUNNYBROOK+EXTENSION%2C+PORTLAND%2C+CLACKAMAS%2C+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: May 7, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANKS-LOWMAN HIGHWAY, IDAHO FOREST HIGHWAY 24, BOISE COUNTY, IDAHO (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1983). AN - 36408301; 2648 AB - PURPOSE: Construction of a five-mile segment of the Banks-Lowman Highway from Sweet Creek (Mile Post 17.0) to Little Gallagher Creek (Mile Post 22.0) in Boise County, Idaho is proposed. The highway, a portion of Idaho Forest Highway Route 24, would consist of a two-lane, paved highway built to current geometric, structural, and safety design standards. A final environmental impact statement (EIS), completed in November 1983, identified a preferred alternative alignment along the south side of the river. In 1987, a reevaluation of the project concluded that conditions have changed in the road corridor, warranting the preparation of this draft supplemental EIS. The currently preferred alternative would generally follow the existing road on the north side of the South Fork Payette River, but it would not exactly follow the final EIS alternative in this general location. Under the currently preferred alignment, the new road would deviate from the existing road to eliminate sharp horizontal and vertical curvatures, to maintain standards, to avoid a steep hillside area, and to enhance safety and ease of driving. The shift would begin at Mile Post 17.7 where the alignment would leave the existing road and proceed parallel to and below it along the toe of the steeper slope. It would then rejoin the road near Mile Post 19.0. This alignment would generally follow a parcel of land owned by the Idaho Department of Fish and Game and commonly referred to as the Ford Property. The highway would then pass below or south of the homesite located in a draw at the mouth of Hopkins Creek and proceed easterly within a corridor approximately 100 to 200 feet from the present road throughout the parcel. To achieve the additional width of 28 feet would require widening into the hillside in several areas. The design would incorporate the general criteria and typical section for a 28-foot paved width and a design speed of 40 miles per hour consistent with the topography. A variation to this alternative would be considered in the immediate vicinity of the Ford homesite at Hopkins Creek and is referred to as the High Option; rather than leave the existing road at Mile Post 17.7, it would generally follow the alignment behind or north of the homesite by using a sharper horizontal alignment. East of the homesite, it would gradually leave the present road and rejoin the preferred alternative at Mile Post 18.4. Generally, improvements required under this alternative would include roadside drainage, stabilization of subgrade, flatter cut and fill slopes, a new base and paving, improved approaches, and necessary safety features, such as guardrails, signing, and striping. The estimated cost of the project is $5.5 million. POSITIVE IMPACTS: The new highway would replace an extremely narrow and otherwise inadequate road surfaced with native materials; the existing road has alignment as well as structural deficiencies. The new road would better serve the local, recreational, and timber industry traffic that travels the route. The highway would provide improved traffic operations through the study area for traffic volumes anticipated over the next 25 years. The project would improve the last remaining unimproved segment of the highway between Banks and Lowman. It would be consistent with the regional development and land use objectives of Boise County and of the Forest Service. NEGATIVE IMPACTS: Approximately 2,400 linear feet of rock cuts would be required where the highway would deviate from the existing alignment. One difficult and costly rock cut area, starting near Mile Post 21.0 and extending 1,000 feet, would require flattening the slope and providing additional stabilization. Some potential for landslides and/or slope failure would be present, although it would not be as serious as described in the final EIS. The alignment option at the Ford homesite would require a significant additional amount of excavation. Habitat for mule deer and elk would be lost, and one historic site would be affected. Some impacts to the scenic quality of the river and some sedimentation would be expected. Lifestyles of local residents would be affected as increased levels of traffic intrude into the area. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) 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, see 83-0201D, Volume 7, Number 4, and 84-0029F, Volume 8, Number 1, respectively. JF - EPA number: 900134, 166 pages and maps, April 30, 1990 PY - 1990 KW - Roads and Railroads KW - Bridges KW - Forests KW - Highways KW - Historic Sites KW - Recreation Resources Surveys KW - Rivers KW - Safety KW - Sediment KW - Transportation KW - Wildlife Habitat KW - Wildlife Surveys KW - Idaho KW - Federal Aid Highway Act of 1968, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408301?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-04-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANKS-LOWMAN+HIGHWAY%2C+IDAHO+FOREST+HIGHWAY+24%2C+BOISE+COUNTY%2C+IDAHO+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1983%29.&rft.title=BANKS-LOWMAN+HIGHWAY%2C+IDAHO+FOREST+HIGHWAY+24%2C+BOISE+COUNTY%2C+IDAHO+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 30, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MINNESOTA TRUNK HIGHWAY 212 FROM COLOGNE TO INTERSTATE 494 IN CARVER AND HENNEPIN COUNTIES, MINNESOTA. AN - 36409159; 2654 AB - PURPOSE: Construction of a new Trunk Highway (TH) 212 expressway/freeway from the existing four-lane section east of Cologne to the TH 5 /Interstate 494 (I-494) interchange in Eden Prairie, Carver and Hennepin counties, Minnesota is proposed. The 18-mile, four-lane, divided highway would extend across the southwestern portion of the Twin Cities Metropolitan Area. The highway would be constructed as a freeway on new alignment between Eden Prairie and Chaska Township and follow a southwesterly route through the cities of Chanhassen and Chaska. At the western end between Chaska Township and Cologne, the highway would be constructed as a four-lane, divided expressway with at-grade intersections and would follow the existing TH 212 alignment in Dahlgren Township. Five ""build'' and a ""no-build'' alternatives were selected. The five build alternatives are combinations of five corridor segments or options in the eastern portion of the study area and one in the western. The five corridor options would consist of: (1) an alignment north of Lake Riley between the Chaska corporate limit and CSAH 4; (2) south of Lake Riley between Chaska corporate limit and CSAH 4; (3) along TH 5 and west of Mitchell Lake where it would tie into the North Lake Riley alternative (1); (4) along TH 5 and east of the C&NW Railroad, between the CSAH 4 and I-494/TH 5 interchange; and (5) south of TH 5 along the west-southwest diagonal, between the CSAH 4 and I-494 /TH 5 interchange. Estimated costs of construction range from $103 million to $113 million, not including rights-of-way acquisition costs. The project would be phased over a time period to accommodate the availability of funding. Phase I, extending from I-494 to Hennepin County State Aid Highway 4, is programmed for 1994. POSITIVE IMPACTS: The facility would provide for the safe, efficient movement of people and goods between the Twin Cities Metropolitan Area and western Minnesota. Regional transportation needs of the planned population and employment growth in the southwest portion of the metropolitan area would be accommodated. Each build alternative would have an accident rate that is approximately 50 percent lower than that of existing TH 212. NEGATIVE IMPACTS: Rights-of-way requirements would displace 60 to 108 acres of wetland; the majority of wetland displaced would be shallow marsh habitat. Almost 8,000 wildlife habitat units would be lost if 108 acres of wetland were displaced, while 5,000 units would be lost from displacement of 60 acres. From 30 to 41 acres of floodplain would be displaced. Several archaeological and historic sites eligible or potentially eligible for inclusion in the National Register of Historic Places would lie within the rights-of-way. Recreational facilities of the Eden Prairie Middle School could be displaced, and some commercial and residential displacements could occur. Nighttime noise levels would exceed state standards for hundreds of homes along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900133, 212 pages and maps, April 26, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-EIS/4(f)90-1-D KW - Archaeological Sites KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, as amended, Recreation Resources 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/36409159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINNESOTA+TRUNK+HIGHWAY+212+FROM+COLOGNE+TO+INTERSTATE+494+IN+CARVER+AND+HENNEPIN+COUNTIES%2C+MINNESOTA.&rft.title=MINNESOTA+TRUNK+HIGHWAY+212+FROM+COLOGNE+TO+INTERSTATE+494+IN+CARVER+AND+HENNEPIN+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 26, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED SMITH CREEK PARKWAY AND DOWNTOWN SPUR, NEW HANOVER COUNTY, NORTH CAROLINA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1980). AN - 36404108; 2658 AB - PURPOSE: This draft supplemental environmental impact statement (EIS) updates and supplements the final EIS of September 1980 for the construction of the Smith Creek Parkway and Downtown Spur within the city of Wilmington and adjacent unincorporated areas of New Hanover County, North Carolina. The 1980 final EIS called for construction of a 5.8-mile, four-lane parkway east of Wilmington that would extend between U.S. 117 near the Northeast Cape Fear River to U.S. 74 east of the city and a 1.9-mile downtown spur that would extend from the parkway along a railroad rights-of-way to the central business district (CBD). The parkway would cross two sets of railroad tracks on grade separation structures and Burnt Mill Creek on a bridge structure. Access to the parkway would be provided at two interchanges. The parkway would have a design speed of 60 miles per hour (mph), while the spur would have a design speed of 45 mph. This supplemental EIS considers the preferred alignment identified in the final EIS and several locally divergent alternative alignments at selected locations. These alternative alignments were developed in response to adjacent developments occurring after 1980 and newly discovered existing conditions. No preferred alternative is forwarded in this supplement. Issues considered in this EIS include the effects of local completion of Interstate 40 (I-40); discovery of two abandoned landfills on the 1980 preferred alignment between McRae Street and Burnt Mill Creek; discovery of hazardous materials on the site of the abandoned Caro-Knit Textile Plant in the northwest quadrant of the intersection of 23rd Street and Smith Creek Boulevard; additional wetland involvement; alteration in the alignment of the north terminus of the Downtown Spur to include a new bridge crossing of Smith Creek; development of DEG Studios (now N.C. Film Studios) in the southwest quadrant of the intersection of 23rd Street and Smith Creek Boulevard; construction of the Dorothy B. Johnson Elementary School east of McRae Street; expansion of the Corning Glassworks Plant east of College Road (NC 132) to include the production of fiber optics cable; expansion of residential development east of Kerr Avenue, particularly within the Crestwood Estates Subdivision east of College Road; and growth of Port Wilmington and the increasing importance of transportation access to the port facility. The estimated costs of the project range from $80 million to $90 million. POSITIVE IMPACTS: Parkway and spur construction would implement a portion of the Wilmington Thoroughfare Plan under consideration since 1972. East-west access between downtown Wilmington and the rapidly developing eastern suburbs and coastal resort areas in adjacent New Hanover County would be improved substantially. The segment of I-40 extending to the Wilmington area would be complemented. NEGATIVE IMPACTS: Rights-of-way requirements would displace 180 to 200 acres of land not committed to other uses. Other land to be displaced would include 43 acres of upland habitat, 34 acres of wetland habitat, 27 to 39 acres of abandoned railroad rights-of-way, 35 to 41 acres of residential or commercial property, 11 to 12 acres of industrial property, 13 acres of city or county property, and 20 acres of miscellaneous vacant urban land. Certain aesthetic, cultural, and social values within the corridor would be affected. Approximately 1.8 million cubic yards of embankment material as well as substantial quantities of structural steel, asphalt, concrete, and other construction materials would be committed to 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). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 77-0579D, Volume 1, Number 6, and 80-1041F, Volume 4, Number 12, respectively. JF - EPA number: 900131, 167 pages and maps, April 25, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-EIS-NC-EIS-77-03-DS KW - Biologic Assessments KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Health Hazards KW - Highways KW - Housing KW - Landfills KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Schools KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404108?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+SMITH+CREEK+PARKWAY+AND+DOWNTOWN+SPUR%2C+NEW+HANOVER+COUNTY%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1980%29.&rft.title=PROPOSED+SMITH+CREEK+PARKWAY+AND+DOWNTOWN+SPUR%2C+NEW+HANOVER+COUNTY%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1980%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: April 25, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STILLWATER-HOULTON TRANSPORTATION SYSTEM, MN-TRUNK-HIGHWAY-36 AND WI-TRUNK-HIGHWAY-64 IMPROVEMENTS: MN-TRUNK-HIGHWAY-36 AND WASHINGTON COUNTY STATE-AID-HIGHWAY-15 TO WI-TRUNK-HIGHWAY-64 NEAR THE SAINT CROIX RIVER BRIDGE, WASHINGTON COUNTY, MINNESOTA AND SAINT CROIX COUNTY, WISCONSIN. AN - 36400434; 2591 AB - PURPOSE: The reconstruction of Trunk Highway (TH) 36 in Washington County, Minnesota, is proposed. The project would include functional replacement of the existing drawbridge over the Saint Croix River and reconstruction of approach highways leading to the bridge in Saint Croix County, Wisconsin. The study area termini are the vicinity of County Road 15 in Minnesota and a point on STH 64 approximately 2.5 miles east of the state line in Wisconsin. The possibility of improving existing TH 36 from Houlton to New Richmond, 15 miles to the east, is currently under study. This represents a separate study based on transportation needs independent of the river crossing analysis. Three basic build alternatives and a no build alternative are under consideration. The build alternatives include the North Corridor, which would bypass the cities of Stillwater, Minnesota and Houlton, Wisconsin to the north; the Central Corridor, which would use existing approach roadways in Minnesota and Wisconsin while bypassing the Stillwater central business district; and the South Corridor, which would bypass the cities of Stillwater, Minnesota and Houlton, Wisconsin to the south. The North Corridor Build Alternative contains two potential river crossing construction options on different alignments, consisting of a 2,500-foot-long bridge over the Saint Croix River and an 8,200-foot-long tunnel under the Saint Croix River. The Central Corridor Build Alternative would consist of a single river crossing construction option, with four potential design variations. The South Corridor Build Alternative would involve three potential bridge crossing alignments, with eight different design variations; an additional alignment would consist of an 8,800-foot-long tunnel under the Saint Croix River. POSITIVE IMPACTS: In addition to major transportation service, safety, and congestion improvements that would occur with the construction of any of the alternatives, there would be several social, economic, and environmental benefits. A hindrance to resolution of a significant problem in planning the nature of the future transportation network serving 11 study area communities would be removed. Reduction in air pollutant emissions, energy use, and traffic-generated noise, as well as improved water quality would also result. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 30 to 61 households, one or two small businesses, and a substantial amount of agricultural land. The construction of a new bridge or tunnel in the St. Croix River Valley would alter a component of the National Wild and Scenic Rivers System. The North Corridor could pass over Mile Long Island, a popular recreational site on the Lower Saint Croix National Scenic Riverway, and a northern tunnel could have serious impacts on the lower portions of Brown's Creek, which flows through a scenic valley north of Stillwater. The project could also affect the habitat of the Higgins' eye pearly mussel, a species of clam found in the Saint Croix River that is a federally listed endangered species. Historic and archaeological sites located in Stillwater and Houlton, including the existing drawbridge, which was recently listed on the National Register of Historic Places, 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.), 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: 900117, 2 volumes, April 10, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MNWI-EIS-90-02-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Transportation KW - Water Quality KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Minnesota KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, 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/36400434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-04-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STILLWATER-HOULTON+TRANSPORTATION+SYSTEM%2C+MN-TRUNK-HIGHWAY-36+AND+WI-TRUNK-HIGHWAY-64+IMPROVEMENTS%3A+MN-TRUNK-HIGHWAY-36+AND+WASHINGTON+COUNTY+STATE-AID-HIGHWAY-15+TO+WI-TRUNK-HIGHWAY-64+NEAR+THE+SAINT+CROIX+RIVER+BRIDGE%2C+WASHINGTON+COUNTY%2C+MINNESOTA+AND+SAINT+CROIX+COUNTY%2C+WISCONSIN.&rft.title=STILLWATER-HOULTON+TRANSPORTATION+SYSTEM%2C+MN-TRUNK-HIGHWAY-36+AND+WI-TRUNK-HIGHWAY-64+IMPROVEMENTS%3A+MN-TRUNK-HIGHWAY-36+AND+WASHINGTON+COUNTY+STATE-AID-HIGHWAY-15+TO+WI-TRUNK-HIGHWAY-64+NEAR+THE+SAINT+CROIX+RIVER+BRIDGE%2C+WASHINGTON+COUNTY%2C+MINNESOTA+AND+SAINT+CROIX+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 10, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED DEVELOPMENTS AT NAVAL BASE PEARL HARBOR, OAHU, HAWAII. AN - 36402223; 2547 AB - PURPOSE: Implementation of improvements at Naval Base Pearl Harbor on Oahu, Hawaii is proposed. Developments would include improvement of access to Ford Island, further development of Ford Island, and construction of various operational personnel support facilities on the island, the Naval Shipyard, and the Naval Station to support relocation of a battleship and two cruisers. Specific actions would include the preferred alternative, which involves construction of a floating bridge to Ford Island; construction of a fixed bridge, sunken tube tunnel, and expanded water system; development of a mainside terminal facility at Richardson Recreation Center from Halawa Landing; development of a Ford Island terminal facility at Saratoga Boulevard; and sale of some property to the state of Alaska to provide funding for project improvements. Facilities developed under the project would include family housing, troop housing, personnel support facilities, and operational facilities. Relocation of the battleship and cruisers would require improvement of electrical and fender systems, development of a transient personnel unit, club facility expansion, and development of a fleet shoreside support center. Other support projects include the development of a material storage facility and an applied instruction building. This project is part of the general base realignment and closure activities affecting the entire United States. POSITIVE IMPACTS: Improvements on Ford Island would allow use of the full potential of the island site. The density of development on the island would be more congruent with mainland development density. The cost-effectiveness of Naval operations at Pearl Harbor would be improved significantly. NEGATIVE IMPACTS: Dredging, filling, and pile driving activities would result in short-term increases in turbidity and temporary losses of marine benthos. Access to a portion of the harbor and to recreational and commercial fishing boats would be hindered temporarily during construction activities. Utility line relocations would be necessary. Over the long term, surface water circulation patterns would be altered somewhat due to the existence of the floating bridge, which would also constitute a navigational restriction and displace some recreational boat moorings. Subsurface archaeological deposits at terminal locations could be impacted. The visual character associated with a historically significant site, Pearl Harbor, would be altered, and some historical structures would be displaced. Existing and planned family housing facilities at Ford Island would be impacted in terms of neighborhood character, views, traffic noise, and loss of space for additional construction. Additional traffic congestion during peak hours would result on Kamehameha Highway. The Ford Island runway would be displaced. The present capacity of the Navy sewage treatment plant would be exceeded, and water supply and electrical demands would increase significantly. Increases in electrical demands would result in air quality impacts. Bird habitat would be displaced. LEGAL MANDATES: Base Closure and Realignment Act of 1988 (P.L. 100-526). JF - EPA number: 900116, 476 pages and maps, April 6, 1990 PY - 1990 KW - Defense Programs KW - Airports KW - Archaeological Sites KW - Bridges KW - Electric Power KW - Harbor Structures KW - Harbors KW - Highways KW - Historic Sites KW - Housing KW - Islands KW - Marine Systems KW - Military Facilities (Navy) KW - Military Operations (Navy) KW - Property Disposition KW - Recreation Facilities KW - Ships KW - Terminal Facilities KW - Wildlife Habitat KW - Hawaii KW - Naval Base Pearl Harbor, Hawaii KW - Base Closure and Realignment Act of 1988, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+DEVELOPMENTS+AT+NAVAL+BASE+PEARL+HARBOR%2C+OAHU%2C+HAWAII.&rft.title=PROPOSED+DEVELOPMENTS+AT+NAVAL+BASE+PEARL+HARBOR%2C+OAHU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 6, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Highway safety program advisories. AN - 15961648; 2530405 AB - The National Highway Traffic Safety Administration (NHTSA) is charged to reduce the number of crashes, injuries, and fatalities on our nation's highways. NHTSA has directed its resources and energies to develop and implement a strategic "Program Priority Plan." One objective in the plan is to provide current information on effective program content for States to use in producing and assessing their traffic safety programs. They have developed six Highway Safety Program Advisories to assist States in the effort. The Program Advisories cover each of NHTSA's National 402 Priority Program areas: impaired driving, occupant protection, motorcycle safety, traffic records, police traffic services, and emergency medical services. These advisories reflect the experience of States in traffic safety program content and highlight state-of-the-art knowledge in highway safety. JF - NTIS, SPRINGFIELD, VA (USA). 1990. Y1 - 1990/04// PY - 1990 DA - Apr 1990 PB - NTIS, SPRINGFIELD, VA (USA) KW - traffic safety KW - Risk Abstracts; Health & Safety Science Abstracts KW - DOT-HS-807 655 KW - highways KW - transportation KW - H ST2.24:TRAFFIC SAFETY KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15961648?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Risk+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Highway+safety+program+advisories.&rft.title=Highway+safety+program+advisories.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - NTIS Order No.: PB91-152975/GAR. N1 - Last updated - 2011-12-13 ER - TY - RPRT T1 - SR 509, EAST-WEST CORRIDOR, I-705 TO EAST 11TH STREET AND MARINE VIEW DRIVE, CITY OF TACOMA, PIERCE COUNTY, WASHINGTON. AN - 36391755; 2590 AB - PURPOSE: Improvement or rerouting of State Route (SR) 509 and connecting arterials in the Port of Tacoma industrial area, from Interstate 705 (I-705) to Marine View Drive, in Pierce County, Washington is proposed. Two action alternatives and a no action alternative are under consideration. Alternative 1 is the no action alternative. Alternative 2 would maintain East 11th Street from Marine View Drive to Pacific Avenue as the east-west SR 509 corridor. The Blair Bridge would be replaced with a new four-lane lift bridge in 1994, after the widening of Marine View Drive to three lanes from East 11th Street to Taylor Way to accommodate detour traffic. By the year 2000, the East 11th Street viaduct would be extended west of Milwaukee Way and east of Thorne Road, and the Hylebos Bridge would be replaced with a new four-lane bascule bridge. Alternative 3 would provide a new east-west corridor around the port waterways by way of Marine View Drive from East 11th Street to Taylor Way, continuing along East-West Road and extending west to I-705 at its 21st Street interchange. This corridor would become SR 509. By 1995, a four-lane freeway viaduct would be built from I-705 to Milwaukee Way. East-West Road would be expanded and improved to form a two-lane westbound surface parkway from Taylor Way to Milwaukee Way, and a parallel two-lane eastbound parkway would be constructed approximately 250 feet to the south. Marine View Drive would be expanded to five lanes from Taylor Way to the future Norpoint Way Connector, and three lanes from the future Norpoint Way Connector to East 11th Street. In conjunction with these improvements, the Blair Bridge would be permanently removed. By the year 2000, a four-lane freeway would be constructed from Milwaukee Way to Taylor Way between the two new surface parkways, with grade separations at all cross streets, and a four-lane Norpoint Way Connector would be constructed from a point on Marine View Drive 3,900 feet south of the existing Norpoint Way intersection to a point on Norpoint Way 4,000 feet northeast of the intersection. Estimated costs of alternatives 2 and 3 are $95.3 million and $165.4 million, respectively; both estimates are in 1989 dollars. POSITIVE IMPACTS: Proposed highway improvements would accommodate increasing development and traffic in the industrial area, reduce bridge and rail delays along East 11th Street, and allow access to the Blair Waterway, which is currently blocked due to design deficiencies associated with the Blair Bridge. Depending on the alternative chosen, construction activities would create 1,000 to 2,000 jobs. Port-related development assisted by the project would create 11,000 direct and 20,000 indirect jobs under Alternative 2 and 17,000 direct and 31,000 indirect jobs under Alternative 3. In general, either alternative would accelerate port development, but Alternative 3 would do so more than Alternative 2. NEGATIVE IMPACTS: Alternative 2 would displace 0.4 acre of wetland. Alternative 3 would displace or disturb 2.6 acres of wetland and could require rights-of-way acquisition affecting six residences and four businesses. Either alternative could significantly increase the ambient levels of inhalable airborne particulate matter. Either alternative would result in slight exceedances of federal noise standards. Alternative 2 would cause serious delays in emergency response times during construction, while Alternative 3 would result in less serious delays. Either alternative could result in the failure of 11 businesses along East 11th Street that depend on through traffic. 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: 900109, 201 pages and maps, March 29, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-1990-01-D KW - Air Quality KW - Bridges KW - Employment KW - Harbors KW - Highway Structures KW - Highways KW - Industrial Districts KW - Noise Standards Violations KW - Particulates KW - Railroads KW - Regulations KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Transportation KW - Waterways KW - Wetlands KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+509%2C+EAST-WEST+CORRIDOR%2C+I-705+TO+EAST+11TH+STREET+AND+MARINE+VIEW+DRIVE%2C+CITY+OF+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=SR+509%2C+EAST-WEST+CORRIDOR%2C+I-705+TO+EAST+11TH+STREET+AND+MARINE+VIEW+DRIVE%2C+CITY+OF+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: March 29, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HONOLULU RAPID TRANSIT DEVELOPMENT PROJECT, HONOLULU, HAWAII. AN - 36409831; 2587 AB - PURPOSE: Implementation of mass transportation improvements for the Honolulu Metropolitan Area of Oahu, Hawaii is proposed. Eleven alternatives, including a no action alternative, are under consideration. All alternatives would involve the use of buses, which would be the sole facet of the no build and transportation systems management (TSM) alternatives. The other alternatives would involve construction and operation of a fixed-guideway rapid transit system. TSM improvements would involve new express service from park-and-ride lots to Downtown/Kakaako, Waikiki, the University of Hawaii, and Pearl Harbor. Six full-corridor fixed guideway alternatives, each having a different alignment, are under consideration. Three minimum operable segment alternatives have also been included in the analysis; these alternatives represent feasible shorter portions of the full corridor alternatives. For all alternatives, bus service would continue to be provided to support the fixed guideway system and serve local commuters. The full-corridor fixed guideway alternatives would include the TSM alternative park-and-ride lots as well as expansion of the Waiawa Station facility and an additional lot at Aloha Stadium. Either the Navy Ewa Drum Storage site or a site at Middle Street would be used for a fixed guideway maintenance facility and storage yard. Each fixed guideway alternative would consist primarily of elevated dual tracks providing service in each direction. Capital costs for the project range from $151.2 million for the no action alternative to $1.4 billion for the most expensive full corridor fixed guideway alternative. Operation and maintenance costs for the year 2005 range from $80.9 million to $110.8 million. POSITIVE IMPACTS: TSM, combined with implementation of one of the rail alternatives, would provide for the mass transit needs of the areas served, including low-income areas. Annual savings for these alternatives would range from $6.5 million to $10.7 million. Time and mileage savings, for both automobile commuters and transit system commuters, would be substantial as well. Jobs created by construction could range from 1,200 to 2,500 person years. NEGATIVE IMPACTS: Rights-of-way development for the guideway transit system alternatives would result in the displacement of 50 to 69 businesses and disturb 5 to 8 sites of historic interest. Noise generated by rail system operation would exceed federal standards at 91 to 489 sites unless mitigating measures are implemented. Kamalii Park, and the Central Fire Station, Podmore Building, and Queen's Plaza Building could be affected. Some 25 acres of vegetation at one site could be lost, and 100-year floodplain land would be traversed. The National Ambient Air Quality Standard for carbon monoxide could be exceeded at one location. LEGAL MANDATES: Department of Transportation Act of 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: 900104, 448 pages and maps, March 23, 1990 PY - 1990 KW - Roads and Railroads KW - Air Quality Standards Violations KW - Cost Assessments KW - Employment KW - Floodplains KW - Historic Sites KW - Motor Vehicles KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Hawaii KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, 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/36409831?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOLULU+RAPID+TRANSIT+DEVELOPMENT+PROJECT%2C+HONOLULU%2C+HAWAII.&rft.title=HONOLULU+RAPID+TRANSIT+DEVELOPMENT+PROJECT%2C+HONOLULU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 23, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPPER CRAB ORCHARD CREEK WATERSHED, WILLIAMSON COUNTY, ILLINOIS. AN - 36392160; 2596 AB - PURPOSE: Implementation of a flood control plan is proposed for the rural community of Marion, Williamson County, Illinois and the agricultural area along Crab Orchard Creek downstream of Marion. The 52,600-acre Crab Orchard Creek watershed includes 21,040 acres of cropland, including 1,900 acres of prime farmland and 550 acres of important farmland, 4,640 acres of wetland, 10,520 acres of grassland, 11,698 acres of forest, 5,786 acres of developed land, and 3,556 acres of miscellaneous land. The recommended plan would involve modification of 1.8 miles of previously modified stream channel along Westend Creek, 1.4 miles of floodwater diversion works along Crab Orchard Creek, and mitigation features. Structural measures would be designed to conduct the 100-year-frequency storm flow in Westend Creek from Union Street to Liberty Street and to conduct the 5-year-frequency storm flow from Liberty Street to its junction with the main channel of Crab Orchard Creek. The main channel would be altered to carry the one-year-frequency storm flow to a floodway that would begin carrying flood flows when runoff exceeds 200 cubic feet per second; the capacity of the floodway would range from the two-year-frequency flood to the six-month-frequency flood. Nine bridges would be replaced along Westend Creek, and one bridge along Crab Orchard Creek would be raised within a wildlife refuge. A debris catcher would be placed upstream of the Missouri-Pacific Railroad bridge. Mitigation features would include the use of one-sided construction where possible, installation of five fishery habitat improvement structures, provision of low-flow sections in the channel and floodway, seeding of streambanks, and planting of 19 acres of bottomland hardwoods. The estimated cost of the project is $4.05 million, of which $3.36 million would be covered by federal funding. POSITIVE IMPACTS: The Marion business district would be protected against the 100-year-frequency flood; average annual flood damages estimated at $375,200 would be eliminated. Substantial flood protection would also be provided to downstream croplands, which suffer from average annual damage losses estimated at $66,000. Safety, health, and agricultural productivity of the protected areas would be improved. Upland watershed treatment would reduce erosion and runoff. Wetland habitat units would be increased. NEGATIVE IMPACTS: Approximately 8 acres of woodland and 11 acres of brushland would be cleared. Stream modifications would have some impacts on stream habitat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Watershed Protection and Flood Prevention Act of 1954, as amended (16 U.S.C. 1001 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 89-0293D, Volume 13, Number 5. JF - EPA number: 900072, 187 pages and maps, March 22, 1990 PY - 1990 KW - Water KW - Bridges KW - Central Business Districts KW - Channels KW - Creeks KW - Diversion Structures KW - Dredging KW - Farmlands KW - Fisheries KW - Flood Control KW - Flood Protection KW - Forests KW - Preserves KW - Section 404(b) Statements KW - Watersheds 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 KW - Watershed Protection and Flood Prevention Act of 1954, as amended, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UPPER+CRAB+ORCHARD+CREEK+WATERSHED%2C+WILLIAMSON+COUNTY%2C+ILLINOIS.&rft.title=UPPER+CRAB+ORCHARD+CREEK+WATERSHED%2C+WILLIAMSON+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Soil Conservation Service, Champaign, Illinois; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 22, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLORADO SPRINGS MUNICIPAL AIRPORT, CITY OF COLORADO SPRINGS, COLORADO. AN - 36391340; 2542 AB - PURPOSE: Construction and operation of a new transport category runway and associated federal actions at the Colorado Springs Municipal Airport in Colorado are proposed. The new north-south runway (17L /35R) would lie 8,600 feet east of the existing north-south runway (17R/35L). The existing primary runway is 11,021 feet in length and 150 feet wide. Crosswind Runway 12-30 is 8,511 feet long and 150 feet wide. The project would include: paving of Runway 17L/35R and associated taxiways; construction of a new passenger terminal at midfield location and associated apron facilities; construction of two taxiways to connect the new terminal to the runway system and other taxiway improvements; construction of on-site access roads; installation, operation, and maintenance of landing aid navigational facilities associated with the new runway; and operation of the new runway to include the control of traffic to and from the facility. POSITIVE IMPACTS: Existing land use incompatibility, which affects 1,135 residential units, three churches, and a school, would be eliminated in the years 1993 through 2008. Airfield capacity would be expanded significantly. NEGATIVE IMPACTS: Noise levels associated with aircraft operation would increase for some receptors. Land acquisition required for construction of the runway and associated facilities would result in the displacement of 15 single-family homes, 127 mobile homes, and 2 businesses. The change in terminal location could affect nearby hotel/motel development but would not significantly impact it. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900097, 2 volumes and maps, March 16, 1990 PY - 1990 KW - Air Transportation KW - Airports KW - Hotels KW - Land Acquisitions KW - Land Use KW - Navigation Aids KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Schools KW - Terminal Facilities KW - Traffic Analyses KW - Colorado KW - Colorado Springs Municipal Airport KW - Airport and Airway Improvements Act of 1982, 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/36391340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-03-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLORADO+SPRINGS+MUNICIPAL+AIRPORT%2C+CITY+OF+COLORADO+SPRINGS%2C+COLORADO.&rft.title=COLORADO+SPRINGS+MUNICIPAL+AIRPORT%2C+CITY+OF+COLORADO+SPRINGS%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 16, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-15/STATE STREET CORRIDOR, SALT LAKE COUNTY, UTAH. AN - 36400586; 2661 AB - PURPOSE: Highway and other transit improvements in the Interstate 15 (I-15) /State Street Corridor of Salt Lake County, Utah are proposed. The project study area is located in Salt Lake Valley. Salt Lake City serves as the home for most of the major businesses and industries of the state and is considered to be the business and financial center of the intermontane area. The I-15/State Street Corridor, which runs north-south through the valley, is approximately 18 miles long and 3 miles wide for a total area of 50 square miles. The northern boundary extends to 600 North, which is just north of the Salt Lake City central business district. The eastern and western limits of the corridor are 700 East and the Jordan River, respectively. Population and employment in the area served by the corridor are expected to rise by 102 percent and 141 percent, respectively, by the year 2010. The corridor contains three travel alignments that serve as a basis for the project alternatives under consideration. The I-15 freeway, the Union Pacific Railroad rights-of-way, and the State/Main Street arterials are alignments for which alternative highway and other transit improvements are considered. Twelve alternatives, including a no build and 11 build alternatives, are under consideration. Each alternative would include one or more of the following components: (1) transportation system management; (2) bus and bus route modifications; (3) the addition of one or two lanes in each direction to the I-15 freeway; (4) construction and operation of a light-rail transit system on the Union Pacific Railroad rights-of-way or on State and Main streets; and (5) construction of high-occupancy-vehicle lanes within the I-15 alignment. Estimated construction costs for the alternatives range from $300 million to $688 million. Estimated operation and maintenance costs for the alternatives range from $47.4 million to $48.6 million. POSITIVE IMPACTS: The capacity of the transportation corridor would increase significantly, preventing a critical overload of the local and regional transportation network in the near future. All alternatives, but the one alternative involving only transportation system management, would reduce regional pollutant burdens. Development along the railroad rights-of-way would be enhanced. Major fuel savings would result from improved transportation efficiency within the corridor. NEGATIVE IMPACTS: Rights-of-way acquisition and development could result in the displacement of residences and businesses, as well as farmlands. Wetlands could be displaced and/or disrupted, and some minor encroachment on floodplain land could occur. Numerous noise sensitive receptors could be impacted by traffic-generated noise associated with I-15. Residences and businesses potentially eligible for inclusion in the National Register of Historic Places could be displaced. Highway structures would result in visual intrusion into the local landscape. Seismic activity in the study area would result in ground shaking and could cause damage to transportation facilities. Mature trees and other landscape aspects would be removed. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 900087, 621 pages and maps, March 8, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-90-02-D KW - Air Quality KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Seismic Surveys KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Utah 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, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400586?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-03-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-15%2FSTATE+STREET+CORRIDOR%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=I-15%2FSTATE+STREET+CORRIDOR%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 8, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Field tests of large diameter drilled shafts; Part I, Lateral loads AN - 50177115; 1995-019003 JF - Field tests of large diameter drilled shafts; Part I, Lateral loads AU - Naramore, Sharon A AU - Feng, Fred Y Y1 - 1990/03// PY - 1990 DA - March 1990 SP - 87 VL - FHWA/CA/SD-88/02 KW - United States KW - soil mechanics KW - Los Angeles County California KW - shear strength KW - soil profiles KW - site exploration KW - loading KW - feasibility studies KW - computer programs KW - California KW - Los Angeles California KW - foundations KW - load tests KW - roads KW - lateral loading KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50177115?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=Naramore%2C+Sharon+A%3BFeng%2C+Fred+Y&rft.aulast=Naramore&rft.aufirst=Sharon&rft.date=1990-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Field+tests+of+large+diameter+drilled+shafts%3B+Part+I%2C+Lateral+loads&rft.title=Field+tests+of+large+diameter+drilled+shafts%3B+Part+I%2C+Lateral+loads&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1995-01-01 N1 - Availability - California Department of Transportation, Division of Structures Design, United States N1 - Document feature - illus. incl. sketch map N1 - SuppNotes - Final report; includes 2 appendices N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - U.S. 101 BYPASS FROM 0.5 MI. SOUTH OF MAE CREEK BRIDGE #4-42, HUMBOLDT COUNTY, TO 0.5 MI. NORTH OF HUMBOLDT/DEL NORTE COUNTY LINE, REDWOOD NATIONAL PARK BYPASS PROJECT, INCLUDING GRAVEL EXTRACTION AND PROCESSING NEAR KLAMATH GLEN, DEL NORTE COUNTY, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1984). AN - 36404934; 2586 AB - PURPOSE: Construction of 12 miles of four-lane highway for the U.S. Redwood National Park Bypass Project in Humboldt and Del Norte counties, California is proposed. The bypass would begin at a point 0.5 mile south of the Mae Creek bridge, follow the north side of Mae Creek drainage, and skirt the eastern edge of the state park to intersect with existing U.S. 101 approximately 0.5 mile north of the Humboldt /Del Norte county line. The initial 4.5 miles of road would climb approximately 1,400 feet at a sustained grade of 5 to 7 percent. From its high point on the east side of the state park, the road would begin a descent at a grade of 4 to 6 percent for approximately 1.5 miles, followed by a slight upgrade for approximately 1.0 mile. The downgrade on the final 4.6 miles would be approximately 6 percent. Large embankments and long cut areas would be required. This final supplement to the final environmental impact statement of February 1984 on the highway construction project evaluates alternative sources of gravel for the manufacture of aggregate needed to complete the third stage of the bypass project, which would begin in the spring of 1990 and involve placing the base and paving and installing a drainage system. Extraction and processing of approximately 500,000 cubic yards of gravel would be required to produce material for the subbase, base, and asphalt-treated base, and asphalt concrete needed to complete the bypass project. Gravel processing would include crushing, sorting, washing, and manufacturing of the final product. Available gravel source sites include the Blake Bar property located on the Klamath River just south of Klamath Glen; an active two-mile reach of Turwar Creek just north of Klamath Glen; and the Tracy property located adjacent to the downstream end of the Blake Bar property. Alternatives under consideration could involve the use of one or various combinations of these sites. The currently preferred alternative, identified for the first time in this final supplement to the final environmental impact statement, would involve the combined use of the Blake and Tracy Bar sites. A total of 350,000 cubic yards of material would be extracted from the two sites, with the remaining material taken from commercial sources. A one-percent slope toward the river would be retained to minimize trapping of fish, and a buffer strip would be retained along the Klamath River. The buffer strip would be breached each Fall to prevent stranding fish. This alternative was selected when it was discovered that extraction from Turwar Creek could exacerbate ongoing undermining of the Klamath Glen flood control levee. POSITIVE IMPACTS: The bypass would remove through traffic from the existing portion of U.S. 101 within the park and improve commercial and long-distance travel on the only north-south highway in the north coast region of the state. Congestion caused by slow-moving tourists passing along the segment of highway that traverses the park would be eliminated by separating through traffic from tourist traffic. Extraction would enlarge channel capacity, thereby reducing flood risk. NEGATIVE IMPACTS: Required earthwork for cuts and fills would be extensive. A temporary decrease in air quality due to dust from extracting and processing operations is expected. Odors may result from asphalt processing. Some disturbance of wildlife habitat may occur. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Public Law 95-250, 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 abstracts of the draft and final environmental impact statements (EISs) and the draft supplement to the final EIS, see 81-0885D, Volume 5, Number 11; 84-0128F, Volume 8, Number 3; and 89-0277D, Volume 13, Number 5, respectively. JF - EPA number: 900075, 89 pages, February 28, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-81-01-FS KW - Air Quality KW - Crushing and Grinding KW - Drainage KW - Fish KW - Flood Protection KW - Forests KW - Gravel KW - Highways KW - Hydraulic Assessments KW - Parks KW - Roads KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - California KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Public Law 95-250, 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/36404934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+101+BYPASS+FROM+0.5+MI.+SOUTH+OF+MAE+CREEK+BRIDGE+%234-42%2C+HUMBOLDT+COUNTY%2C+TO+0.5+MI.+NORTH+OF+HUMBOLDT%2FDEL+NORTE+COUNTY+LINE%2C+REDWOOD+NATIONAL+PARK+BYPASS+PROJECT%2C+INCLUDING+GRAVEL+EXTRACTION+AND+PROCESSING+NEAR+KLAMATH+GLEN%2C+DEL+NORTE+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1984%29.&rft.title=U.S.+101+BYPASS+FROM+0.5+MI.+SOUTH+OF+MAE+CREEK+BRIDGE+%234-42%2C+HUMBOLDT+COUNTY%2C+TO+0.5+MI.+NORTH+OF+HUMBOLDT%2FDEL+NORTE+COUNTY+LINE%2C+REDWOOD+NATIONAL+PARK+BYPASS+PROJECT%2C+INCLUDING+GRAVEL+EXTRACTION+AND+PROCESSING+NEAR+KLAMATH+GLEN%2C+DEL+NORTE+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1984%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: February 28, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DOWNTOWN NORFOLK CORRIDOR STUDY, SAINT PAUL'S BOULEVARD/BRAMBLETON AVENUE CONNECTOR, ROUTE 460, NORFOLK, VIRGINIA. AN - 36392128; 2589 AB - PURPOSE: The implementation of a plan to improve traffic flow within the Route 460 Corridor from Interstate 264 (I-264) to the vicinity of Brambleton Avenue and Yarmouth Street in Norfolk, Virginia, is proposed. Three build alternatives are under consideration. Alternative D.2 Modified would widen Saint Paul's Boulevard and Brambleton Avenue to four lanes in each direction. Right-turn restrictions and tunnels would be implemented to enhance through-traffic flow. Through movements along Brambleton Avenue would use a four-lane tunnel under Duke and Boush streets. A two-lane tunnel would carry left turns from northbound Saint Paul's Boulevard onto westbound Brambleton Avenue. The Norfolk Interchange would be reconfigured, and two elevated ramps would be added to provide new connections with Saint Paul's Boulevard in the vicinity of Market Street. Alternative G.2 Modified would consist of a two-lane elevated structure that would carry westbound traffic from the I-264 Norfolk Interchange north above Saint Paul's Boulevard, west above Virginia Beach Boulevard, south above Boush Street, and tie into westbound Brambleton Avenue at Yarmouth Street. A one-lane exit ramp would connect to Monticello Avenue north of Virginia Beach Boulevard. An additional surface lane is proposed for eastbound Brambleton Avenue leading to dual right turns at Saint Paul's Boulevard. Connection of this elevated structure with the Norfolk Interchange would require the addition of two ramps. Alternative H.1 Modified would widen Brambleton Avenue to three lanes in each direction between Saint Paul's Boulevard and Tidewater Drive. An underpass would be provided under Tidewater Drive and the existing roadway would be widened to four lanes with intersection improvements at Park Avenue. A new eastbound two-lane ramp connection to I-264 would be included. Along the west end of Brambleton Avenue, a four-lane tunnel would be constructed beneath Duke and Boush streets. A one-lane elevated structure (or flyover) would connect with the Norfolk interchange. Cost estimates for Alternative D.2, Alternative G.2, and Alternative H.1 Modified are $48.3 million, $88.0 million, and $75.6 million, respectively. POSITIVE IMPACTS: Regional accessibility to the central business district (CBD) of Norfolk would be improved substantially, as would ease of through-traffic movements in the CBD. Improvements for the expansion of Berkley Bridge and the reconfiguration of the I-264 interchange would be augmented. Air quality within the corridor would improve somewhat, and noise levels would be reduced substantially. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 23 to 37 parcels, displacing 5 to 12 businesses employing 52 to 835 workers and 136 to 324 parking spaces. The city property tax base would be decreased by $41,300 to $228,100 annually due to displacements. Impervious surface within the corridor would increase by 3.34 acres to 11.95 acres, and some floodplain encroachment would occur. Two historic sites would be adversely affected by Alternative G.2 Modified. 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: 900073, 221 pages and maps, February 26, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-89-05-D KW - Air Quality KW - Central Business Districts KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Virginia 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/36392128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DOWNTOWN+NORFOLK+CORRIDOR+STUDY%2C+SAINT+PAUL%27S+BOULEVARD%2FBRAMBLETON+AVENUE+CONNECTOR%2C+ROUTE+460%2C+NORFOLK%2C+VIRGINIA.&rft.title=DOWNTOWN+NORFOLK+CORRIDOR+STUDY%2C+SAINT+PAUL%27S+BOULEVARD%2FBRAMBLETON+AVENUE+CONNECTOR%2C+ROUTE+460%2C+NORFOLK%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 26, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 71, I-44 TO ARKANSAS STATE LINE, JASPER, NEWTON, AND MACDONALD COUNTIES, MISSOURI: JOB NO. 7-P-71-427. AN - 36409317; 2517 AB - PURPOSE: Construction of a divided, dual-lane, controlled-access highway between Interstate 44 (I-44) and the Arkansas state line in Jasper, Newton, and McDonald counties, Missouri is proposed. The project would begin in southern Jasper County and cross both Newton and McDonald counties before reaching the Arkansas state line. The 41- to 45-mile highway would have a 24-foot, 2-lane pavement in each direction with 10-foot outside shoulders and a 60-foot median. Access to the facility would be available only by interchanges. Improvements to existing Route 71 between Joplin and Tipton Ford or Joplin and Neosho would be required and are included in this project. Two primary build alternatives are under consideration. The combination of segments of the two primary alternatives at two separate locations comprise third and fourth alternatives. A No Build alternative was also considered. Alternative 1 would begin at I-44, approximately three miles east of the city of Joplin, then proceed south along the existing Route 71 corridor to the Arkansas state line. Alternative 2 would begin at the I-44/U.S. Route 71 Alternate (71A) interchange south of the city of Carthage, proceed south along the Route 71A corridor to a point east of Neosho where existing U.S. 60/71A curves west, and continue south on a relocated route to the Arkansas state line. Alternative 3 would connect Alternative 2 to Alternative 1 via Route 60/71A south of the city of Neosho. Alternative 4 would connect Alternative 2 to Alternative 1 via relocation just south of Missouri Route D (Newton County) to a point near Kelly Springs north of the city of Anderson. Estimated costs of alternatives 1, 2, 3, and 4 are $215.9 million, $259.6 million, $239.0 million, and $244.3 million, respectively. Alternative 1 is the preferred alternative. POSITIVE IMPACTS: The freeway would become part of a north-south, multistate system from Kansas City, Missouri to Shreveport, Louisiana. Capacity problems affecting the existing facility would be relieved. Existing and expected traffic levels would be accommodated. Driving safety would be improved. Regional development and its economic competition are expected to improve with the construction of this highway through the attraction of manufacturers and industries, increased employment opportunities, increased retail sales, increased tax revenues, and better access to recreational facilities located in the region. NEGATIVE IMPACTS: Development of 2,005 acres of rights-of-way would result in the displacement of 100 families, 328 persons, 96 residential units, and 26 commercial units. Five nonprofit organizations/schools would also be displaced. Other land uses affected would include 37.5 acres of wetlands, 14,400 linear fee of floodplains, and known cultural resource sites. LEGAL MANDATES: 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). JF - EPA number: 900060, 189 pages and maps, February 21, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-90-02-D KW - Cultural Resources KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Missouri 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/36409317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+71%2C+I-44+TO+ARKANSAS+STATE+LINE%2C+JASPER%2C+NEWTON%2C+AND+MACDONALD+COUNTIES%2C+MISSOURI%3A+JOB+NO.+7-P-71-427.&rft.title=U.S.+ROUTE+71%2C+I-44+TO+ARKANSAS+STATE+LINE%2C+JASPER%2C+NEWTON%2C+AND+MACDONALD+COUNTIES%2C+MISSOURI%3A+JOB+NO.+7-P-71-427.&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: February 21, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 27 AND US 68, FROM ROGERS ROAD IN LEXINGTON TO PARKWAY DRIVE IN PARIS, FAYETTE AND BOURBON COUNTIES, KENTUCKY: FEDERAL PROJECT NO. 000CF 00296 015 (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1972). AN - 36409281; 2515 AB - PURPOSE: Widening of a 12.1-mile segment of existing US 27 and US 68 from Rogers Road in Lexington to Parkway Drive in Paris, in Fayette and Bourbon counties, Kentucky is proposed. Most of the proposed project (approximately 10.8 miles) would be improved as a rural facility; an approximately 0.6-mile segment leading into Lexington and a 0.7-mile segment leading into Paris would be improved as urban facilities. The existing facility, known locally as the Lexington-Paris Road or Paris Pike, is a two-lane rural arterial with left-turn lanes at major intersections. Lanes are generally 11 feet wide and shoulders are not paved. The proposed improvements would involve widening the existing two-lane facility to function primarily as a four-lane divided rural principal arterial, with short terminal sections leading into Paris and Lexington. Bridges at Elkhorn Creek and Houston Creek would be reconstructed as four-lane facilities as part of the proposed actions. Five build alternatives are under consideration. Alternative A would provide a high-type rural arterial facility with partial control of access; a 40-foot depressed grass median would be included except at the project terminals. Some driveways would be relocated and frontage roads would be used in several locations. Alternative B would use a minimum-width arterial cross-section, which would maintain a 14-foot flush median for the entire length of the project. The profile grade for Alternative B, as well as for alternatives C, D, and E, would follow the existing terrain more closely than Alternative A, thus reducing earthwork and rights-of-way requirements. Alternative C would use a 22-foot grassed median, except in urban areas, where an urban cross-section would be used to minimize impacts on several properties. Alternative D would consist of the minimum desirable width rural cross-section, with a 40-foot depressed grassed median. In urban areas at project termini, urban cross-sections would be used. Alternative E would minimize impacts on visible cultural features in the corridor by minimizing the project rights-of-way width. This document is a draft supplement to the final environmental impact statement of September 1972. POSITIVE IMPACTS: The importance of Paris Pike in the area's regional transportation system would be maintained and supported. Current capacity shortcomings would be alleviated, and inadequate road geometrics and design features would be corrected. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to seven residences. Properties within the Paris Pike Historic District would be affected; less than 0.1 acre of wetlands would be lost. Floodplains associated with the Elkhorn Creek and Houston Creek drainages would be crossed, but no significant risk of increased flood hazards would occur. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 73-5174F, EIS Cumulative 1970-1976, Volume II. JF - EPA number: 900061, 225 pages, February 21, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-KY-SEIS-72-12-DS KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Surveys KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Kentucky 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/36409281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+27+AND+US+68%2C+FROM+ROGERS+ROAD+IN+LEXINGTON+TO+PARKWAY+DRIVE+IN+PARIS%2C+FAYETTE+AND+BOURBON+COUNTIES%2C+KENTUCKY%3A+FEDERAL+PROJECT+NO.+000CF+00296+015+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1972%29.&rft.title=US+27+AND+US+68%2C+FROM+ROGERS+ROAD+IN+LEXINGTON+TO+PARKWAY+DRIVE+IN+PARIS%2C+FAYETTE+AND+BOURBON+COUNTIES%2C+KENTUCKY%3A+FEDERAL+PROJECT+NO.+000CF+00296+015+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1972%29.&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: February 21, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 91, BRIGHAM CITY TO WELLSVILLE, BOX ELDER AND CACHE COUNTIES, UTAH. AN - 36400273; 2522 AB - PURPOSE: Improvement of approximately 13 miles of State Route (S.R.) 91 from Brigham City to Wellsville in Box Elder and Cache Counties, Utah is proposed. This highway segment is also designated as U.S. 89. Four build alternatives and a No Action alternative are under consideration. All build alternatives would provide a roadway with four 12-foot lanes, a 6-foot to 14-foot median, and 10-foot outside shoulders. Alternative 1 would require total reconstruction of S.R. 91 within the corridor under consideration from MP 3.9 to MP 16.95. The existing horizontal alignment would be followed relatively closely for the entire length. In Box Elder Canyon, cut slopes ranging up to 132 feet in height would be required. Retaining walls ranging from 10 to 25 feet in height would be constructed to reduce impacts to Box Elder Creek. Extensive rock blasting would be required through much of the canyon. The roadway through Wellsville Canyon would be raised 15 to 25 feet with fill material to obtain sufficient width for the wider roadway while avoiding extensive cutting on high, unstable slopes. The bridge over Box Elder Creek at the west end of the project would be modified or replaced to provide adequate shoulders. Culvert replacement would be required at all six stream crossings to accommodate the increased width of the proposed roadway and to provide passage for fish. Approximately 510 feet of Box Elder Creek would be relocated. Alternative 2 would be similar to Alternative 1, with the exception that the roadway surface through Box Elder Canyon would be shifted approximately 25 feet to the north to minimize the impact on Box Elder Creek. From Mantua to the end of the project, the roadway would follow the same alignment and use the same design as under Alternative 1. Alternative 3 would be the same as Alternative 1 through Box Elder Canyon and to the summit. From that point, an entirely new six-mile alignment would be built, roughly following the old Sardine Canyon Road. This new alignment would require extensive new cuts and fills ranging up to 160 feet high. Blasting would be required for most excavation through the new alignment. The old roadway through Wellsville Canyon would be converted to unmaintained service roads, and the roadway through Dry Lake would be removed and the area restored to wetland habitat. A paved two-lane road would be constructed around the eastern perimeter of Dry Lake to provide access to the Sherwood Hills Resort. Alternative 4 would combine the North Box Elder alignment through Box Elder Canyon with the Sardine Canyon alignment. Alternative 2 is the preferred alternative. The estimated construction cost of this alternative is $28.6 million. POSITIVE IMPACTS: Project implementation would improve a connection between major population and economic centers along the Wasatch Front with communities of Cache Valley in northern Utah. As the most direct link between these centers, the route is used by the majority of travelers through the area. On a national level, S.R. 91 is a link in U.S. Route 89, which runs from Canada to Mexico. Access to heavily used recreational areas to the north in Utah, Wyoming, and Idaho would be improved. Highway safety also would be improved. NEGATIVE IMPACTS: Instream disturbance of 1,202 linear feet (12 percent of its length) of Box Elder Creek would occur during construction under alternatives 1 and 3. Loss of wetlands would be 8.5 acres, 8.4 acres, 2.9 acres, and 2.8 acres, respectively, for alternatives 1, 2, 3, and 4. Highway construction would displace 26 acres of agricultural land for alternatives 1 and 2 and 79 acres for alternatives 3 and 4. Alternative 1 or 3 would eliminate access to recreational fishing in Box Elder Creek at several locations. All alternatives would result in visual impacts from cut and fill. One to four sites of historic significance would be affected. Social impacts of substantial levels from loss of personal property and changes in lifestyle would result. Noise levels would impact 14 receptors for alternatives 1 and 2 and 15 receptors for alternatives 3 and 4. Traffic delays would be experienced during construction. 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: 900056, 185 pages and maps, February 16, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-90-01-D KW - Bridges KW - Creeks KW - Farmlands KW - Fish KW - Forests KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Pipelines KW - Recreation Resources KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, as amended, 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/36400273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+91%2C+BRIGHAM+CITY+TO+WELLSVILLE%2C+BOX+ELDER+AND+CACHE+COUNTIES%2C+UTAH.&rft.title=U.S.+HIGHWAY+91%2C+BRIGHAM+CITY+TO+WELLSVILLE%2C+BOX+ELDER+AND+CACHE+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 16, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - USH 45 (NEW LONDON BYPASS), OUTAGAMIE COUNTY, WISCONSIN: PROJECT I.D. 1146-4-00; F0007 ( ). AN - 36400139; 2524 AB - PURPOSE: Construction of an 8.6 mile bypass around the city of New London in Outagamie County, Wisconsin is proposed. The bypass would begin on USH 45 in the town of Hortonia, three miles south of the city of New London, and rejoin USH 45 two miles north of New London in the town of Lebanon. Ultimately, the facility would have two 12-foot driving lanes in each direction, with 10-foot outside shoulders, 6-foot inside shoulders, a 60-foot grassed median, and flanking ditch sections. A rights-of-way width of 250 feet would be required to contain this cross-section. Initially the project would be a two-lane roadway with 12-foot outside shoulders, although the earth grade for the four-lane cross-section could be developed in wetland areas and areas adjacent to river channels. Under either of two alternatives, the alignment would extend from its terminus, approximately three miles southeast of New London, follow existing USH 45 to within approximately 0.5 mile of the city's corporate limits before turning northeast to cross over the Fox River Valley Railroad tracks and proceed toward the New London Industrial Park. After skirting the edge of Mud Lake, the route would continue north of the lake, cross over River Road to enter the New London Industrial Park on its easterly side, and cross the Wolf River and County Trunk Highway ""S.'' At this point, the bypass would follow one of two alternatives. Alternative 1, labelled East ""A,'' would continue directly north to State Trunk Highway (STH) 54 and cross over the Embarrass River to meet existing USH 45 north of New London. Alternative 2, the preferred alternative, labelled East ""B,'' would proceed in a northwestern direction along the edge of the Wolf River floodplain to the Embarrass River at STH 54, follow the abandoned C.&N.W. R.R. rights-of-way, and join USH 45 north of New London. Both alternatives would encroach into the floodplains of the Wolf and Embarrass rivers. Interchanges and grade separation structures would be constructed to control access for either alternative. POSITIVE IMPACTS: Bypass construction would provide a connecting link for through traffic around the city of New London, eliminating the passage of regional traffic through the downtown area of the city. By the year 2013, the project, in combination with the downtown route, would handle an average daily traffic load of 18,600 vehicles, a significant percentage of which would be truck traffic; approximately 50 percent of the truck traffic would be expected to use the bypass. Accident rates on the existing facility, which have been above the state average over the past five years, and noise levels along the existing route would decline significantly. NEGATIVE IMPACTS: Depending on the alternative chosen, rights-of-way requirements of 219 to 222 acres of land would affect 10 to 11 farm operations, 13 residences, and 1 to 2 businesses. A mobile home located on the common leg of both alternatives would be acquired. The project would impact 35 to 45 acres of wetlands, and require placement of bridge support structures in the Embarrass and Wolf rivers and placement of fill in the rivers and associated marshes; as a result, habitat for sturgeon and numerous other fish species would be lost. High-value wildlife areas along the shorelines and upland areas associated with the Wolf and Embarrass rivers would be impacted. Minor, moderate, and severe noise impacts would affect eight to nine, six, and six receptors, respectively, but no violations of federal standards would occur at residential or business locations along the facility. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 88-0040D, Volume 12, Number 1-2. JF - EPA number: 900049, 387 pages and maps, February 12, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-88-01-F KW - Air Quality Assessments KW - Bridges KW - Farmlands KW - Fish KW - Floodplains KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=USH+45+%28NEW+LONDON+BYPASS%29%2C+OUTAGAMIE+COUNTY%2C+WISCONSIN%3A+PROJECT+I.D.+1146-4-00%3B+F0007+%28+%29.&rft.title=USH+45+%28NEW+LONDON+BYPASS%29%2C+OUTAGAMIE+COUNTY%2C+WISCONSIN%3A+PROJECT+I.D.+1146-4-00%3B+F0007+%28+%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 - Final. Preparation date: February 12, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED US-131 IMPROVEMENTS FROM SOUTH OF CADILLAC TO NORTH OF MANTON, WEXFORD COUNTY, MICHIGAN. AN - 36391205; 2516 AB - PURPOSE: Relocation of US 131 from a point just south of Cadillac to a point just north of Manton in Wexford County, Michigan is proposed. US 131 is a principal arterial highway serving north-south traffic from the Michigan/Indiana state line to US 31 in Petoskey, Michigan. The facility has been upgraded to a freeway from south of Kalamazoo to south of Cadillac. The segment currently under consideration has urban and rural sections. The urban section extends from slightly south to slightly north of the Cadillac city limits; this curb-and-gutter section varies from four to five lanes. The rural section, which constitutes the major portion of the study segment, is a two-lane, 22-foot highway with paved, 8-foot shoulders. Three alternatives and a No Action alternative are under consideration. Alternative 1 would involve improvement of existing US 131, with only slight modifications in the present route. Alternative 2 would involve construction of a freeway on new location within a 416-foot rights-of-way. A typical cross-section would include dual 24-foot pavements with a 118-foot median. One option under Alternative 2 calls for the alignment to swing east of Cadillac, proceed north across the Clam River near Boon Road, continue northwest across existing US 131 west of Long Lake, and cross existing US 131 again to bypass Manton on the east before swinging west across US 131 and joining existing US 131 south of the Manistee River. A second option under Alternative 2 would swing further east around Cadillac, cross the Clam River near Boon Road, proceed immediately west across existing US 131, join the first optional alignment west of Long Lake, and pass somewhat closer to Manton than the first option before swinging east around the town and continuing northwest to join existing US 131 south of the Manistee River. Alternative 3 would constitute an interim stage in the construction of the Alternative 2 freeway. Alternative 3 would provide a four-lane divided highway with controlled access on the same alignment as the proposed future freeway. At-grade intersections at major county roads would provide for local access and traffic circulation. Grade separations and interchanges would be added in the future. POSITIVE IMPACTS: Under alternative 2 or 3, through traffic in the cities of Cadillac and Manton would decline significantly, lessening congestion on local streets. Objectives of the Northwest Regional Transportation Study would be achieved. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 62 residences, 4 businesses, and 3 churches, as well as some small farming plots. Wetlands also would be displaced. Noise levels within the development corridor would increase, and the visual quality of the area would be altered. 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: 900046, 374 pages and maps, February 7, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-90-01-D KW - Bridges KW - Farmlands KW - Geologic Assessments KW - Highway Structures KW - Highways KW - Noise KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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/36391205?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+US-131+IMPROVEMENTS+FROM+SOUTH+OF+CADILLAC+TO+NORTH+OF+MANTON%2C+WEXFORD+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+US-131+IMPROVEMENTS+FROM+SOUTH+OF+CADILLAC+TO+NORTH+OF+MANTON%2C+WEXFORD+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 7, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 33 EXTENSION FROM ROUTE 22 INTERCHANGE IN BETHLEHEM TOWNSHIP TO ROUTE 78 INTERCHANGE IN LOWER SAUCON TOWNSHIP, NORTHAMPTON COUNTY, PENNSYLVANIA. AN - 36391717; 2520 AB - PURPOSE: Construction of the Route 33 Extension in Northampton County, Pennsylvania is proposed. The 3.5-mile, four-lane, limited-access highway would extend south from its existing terminus at Route 22 to a new terminus and interchange at Interstate 78 (I-78). A full cloverleaf interchange at the junction of Route 22 and Route 33 was constructed in 1970. The northern section of the interchange was opened to traffic in 1973. Interchanges to be constructed in full as a portion of the project would include structures at William Penn Highway and Freemansburg Avenue. A bridge would be provided over the Lehigh River. Two build alternatives are under consideration. Alternative 1 would proceed south from its current terminus at Route 22 to an interchange at William Penn Highway, continue southeasterly to an interchange with Freemansburg Avenue, cross Hope Road, and continue across the Bethlehem-Palmer Township Bike Trail. After crossing the Lehigh River, Hugh Moore Park, and the Lehigh Canal, the project would continue to a full interchange with I-78. Alternative 2 would have the same alignment as Alternative 1 to a point south of William Penn Highway, where it would diverge to cross Freemansburg Avenue approximately 1,500 feet west of the interchange location proposed under Alternative 1. Alternative 2 would then proceed southwesterly to cross the Lehigh River, Lehigh Canal, and Bethlehem Boating Club, just west of the Hugh Moore Park boundary, before ending at the I-78 interchange. Special measures would be taken to prevent degradation of historic values associated with the Lehigh Canal, if necessary. POSITIVE IMPACTS: This project would complete the connection between Route 22 and I-78 and make the interchange at the junction of Route 22 and Route 33 fully functional. The extension would relieve traffic congestion on existing roads and facilitate interregional traffic flow to and from the major metropolitan areas. Completion of the project should attract industry, retail, and service businesses to the area. NEGATIVE IMPACTS: Rights-of-way development would displace 133 to 164 acres of wildlife habitat and farmland. A maximum of 0.09 acre of wetland would be permanently displaced. Traffic-generated noise would affect 11 to 13 sensitive receptors. Public land within the Lehigh Canal, which is eligible for inclusion on the National Register of Historic Places, would be impacted. Construction activities would result in short-term impacts to the Lehigh River and its two unnamed tributaries due to erosion and sedimentation. In the long term, highway runoff could affect water quality. The highway and associated structures would affect the visual appearance of the corridor. 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: 900038, 335 pages and maps, February 2, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-PA-DEIS-89-03-D KW - Bridges KW - Erosion KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Standards Violations KW - Rivers KW - Section 4(f) Statements KW - Sediment KW - Visual Resources KW - Water Quality KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391717?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+33+EXTENSION+FROM+ROUTE+22+INTERCHANGE+IN+BETHLEHEM+TOWNSHIP+TO+ROUTE+78+INTERCHANGE+IN+LOWER+SAUCON+TOWNSHIP%2C+NORTHAMPTON+COUNTY%2C+PENNSYLVANIA.&rft.title=ROUTE+33+EXTENSION+FROM+ROUTE+22+INTERCHANGE+IN+BETHLEHEM+TOWNSHIP+TO+ROUTE+78+INTERCHANGE+IN+LOWER+SAUCON+TOWNSHIP%2C+NORTHAMPTON+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: February 2, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 58 MIDTOWN TUNNEL, CITIES OF NORFOLK AND PORTSMOUTH, VIRGINIA. AN - 36406760; 2523 AB - PURPOSE: Construction of a limited-access highway, including a tunnel, from Route 58 and the Western Freeway in Portsmouth to Brambleton Avenue in Norfolk, Virginia is proposed. The study area encompasses approximately 33 square miles and has a corridor length of approximately 3 miles. Beginning at the east end of the West Norfolk Bridge, the project would proceed eastward with a four-lane roadway for a distance of approximately 2,600 feet to an interchange with the Martin Luther King Freeway. The interchange would be located just west of the Portsmouth Marine Terminal and would be configured as a three-legged directional facility providing local access to the Portsmouth Marine Terminal and to the Port Norfolk section of Portsmouth. From the interchange, the project would proceed eastward under the Elizabeth River via a two-lane tunnel, marking an alignment that would parallel the existing two-lane Midtown Tunnel. The river crossing would have a length of approximately 4,200 feet, and the project would connect in Norfolk to an existing interchange with Hampton Boulevard and Brambleton Avenue. The estimated construction cost is $180.7 million to $193.6 million. POSITIVE IMPACTS: Traffic flow between the cities of Portsmouth and Norfolk from Route 58 and the east end of the West Norfolk Bridge in Portsmouth to Brambleton Avenue in Norfolk would be improved significantly. Traffic movement at the Midtown Tunnel crossing would benefit most due to the removal of long traffic queues. From a regional viewpoint, the new facilities would further implement the transportation planning of the area and, hence, improve overall traffic flow, traffic capacity, and travel time in the interests of economic growth and population mobility. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of two to seven businesses employing a total of 82 to 141 persons and a maximum of two residences. A total of 11.2 to 25.5 acres of rights-of-way would be developed, resulting in an annual tax loss of $45,000 to $104,000. Dredging of the main stem and the Western Branch of the Elizabeth River would be required, resulting in short-term degradation of water quality. Ambient noise levels would increase in the vicinity of the roadway, affecting residential properties, a hospital, and recreational facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 900037, 203 pages, February 1, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-89-03-D KW - Bridges KW - Dredging KW - Highway Structures KW - Highways KW - Hospitals KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Water Quality KW - Virginia KW - Department of Transportation Act of 1966, as amended, 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 Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406760?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+58+MIDTOWN+TUNNEL%2C+CITIES+OF+NORFOLK+AND+PORTSMOUTH%2C+VIRGINIA.&rft.title=ROUTE+58+MIDTOWN+TUNNEL%2C+CITIES+OF+NORFOLK+AND+PORTSMOUTH%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 1, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Highways in the river environment; participant notebook AN - 1629937789; 2014-092066 JF - Highways in the river environment; participant notebook AU - Richardson, E V AU - Simons, D B AU - Julien, P Y Y1 - 1990/02// PY - 1990 DA - February 1990 VL - FHWA-HI-90-016 KW - scour KW - hydrology KW - stabilization KW - technology KW - geologic hazards KW - erosion KW - clastic sediments KW - elevation KW - rivers and streams KW - damage KW - stability KW - channels KW - environmental effects KW - sediments KW - natural hazards KW - fluvial features KW - floods KW - waterways KW - alluvium KW - construction KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1629937789?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=report&rft.jtitle=&rft.atitle=&rft.au=Richardson%2C+E+V%3BSimons%2C+D+B%3BJulien%2C+P+Y&rft.aulast=Richardson&rft.aufirst=E&rft.date=1990-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Highways+in+the+river+environment%3B+participant+notebook&rft.title=Highways+in+the+river+environment%3B+participant+notebook&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. N1 - Date revised - 2014-01-01 N1 - Number of references - 210 N1 - Availability - Federal Highway Administration, National Highway Institute, McLean, VA, United States N1 - Document feature - illus. incl. 38 tables N1 - SuppNotes - Includes appendices; NHI Course No. 13010 N1 - Last updated - 2014-12-04 ER - TY - RPRT T1 - ELGIN-O'HARE HIGHWAY IMPROVEMENT (FAP ROUTE 426) FROM THE INTERSECTION OF U.S. ROUTE 20 (LAKE STREET) AND LOVELL ROAD TO AN INTERSECTION WITH THE PROPOSED WEST O'HARE EXPRESSWAY NEAR YORK ROAD AND THORNDALE AVENUE, COOK AND DU PAGE COUNTIES, ILLINOIS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MAY 1987). AN - 36391273; 2512 AB - PURPOSE: Construction of a 16.9-mile multilane, divided highway, designated as Federal Aid Primary (FAP) 426 (Elgin-O'Hare Highway), from the east side of Elgin to an interchange with the proposed West O'Hare Expressway in Cook and Du Page counties, Illinois, is proposed. The purpose of this supplement to the draft environmental impact statement is to discuss revisions resulting from the change of the eastern project terminus from U.S. Route 12/45 to the proposed interchange of FAP 426 with the westerly bypass of Chicago-O'Hare International Airport. The terminus at the West O'Hare Expressway would lie at the west side of Chicago-O'Hare International Airport near Thorndale Avenue and York Road, while the terminus at Elgin would be the intersection of U.S. Route 20 (Lake Street) and Lovell Road. The preferred alternative would include intersections at Lovell Road, Bartlett Road/Oak Avenue, Park Boulevard, East Bartlett Road (North Avenue), Springinsguth Road/Illinois Route 19, Illinois Route 19, and Illinois Route 19/Rodenburg Road. Interchanges would be constructed at Church Road, U.S. Route 20, Gary Avenue, Rodenburg Road, Wright Boulevard, Roselle Road, Meacham Road/Medinah Road, Rohlwing Road, Interstate 290, Arlington Heights Road/Prospect Avenue, Wood Dale Road, and Illinois Route 83. The specific design of the interchange at Thorndale Avenue/York Road would be defined and evaluated in design and environmental studies for the West O'Hare Expressway. The highway design would include a 60-foot-wide median that could be used for high-occupancy vehicle and light rail transit development in the future. Traffic noise attenuation barriers would be included in the project design at Roselle, Elke Grove Village, and Hanover Park. The estimated cost of the project is $350 million in 1989 dollars. Due to funding limitations, a staged construction plan would be implemented. POSITIVE IMPACTS: The proposed highway improvement would provide needed traffic capacity in the corridor between Elgin and Chicago-O'Hare International Airport, relieving local arterial traffic congestion. Long-term employment would be generated by construction of FAP 426. Property values would rise due to increasing population and economic growth, and improved accessibility would stimulate more efficient use of existing business, commercial, industrial, and manufacturing land uses. Air pollution from automobile emissions would be reduced. NEGATIVE IMPACTS: The project would require approximately 37 residential, 8 commercial, and 1 industrial relocations. Six streams would be crossed by the proposed alignment, resulting in erosion of soil and subsoil into the streams. The loss of wetlands would amount to 42.4 acres. Numerous residential receptors would experience traffic noise equal to or greater than the federal noise abatement criteria for residences. Two houses of local historical significance, which could be eligible for the National Register of Historic Places due to significant archaeological and architectural features, would be displaced. Spillage of oils, grease, and fuel during construction could adversely affect surface water quality. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 87-0203D, Volume 11, Number 5. JF - EPA number: 900034, 204 pages and maps, January 31, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-87-01-(DS) KW - Archaeological Sites KW - Creeks KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Illinois KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36391273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN-O%27HARE+HIGHWAY+IMPROVEMENT+%28FAP+ROUTE+426%29+FROM+THE+INTERSECTION+OF+U.S.+ROUTE+20+%28LAKE+STREET%29+AND+LOVELL+ROAD+TO+AN+INTERSECTION+WITH+THE+PROPOSED+WEST+O%27HARE+EXPRESSWAY+NEAR+YORK+ROAD+AND+THORNDALE+AVENUE%2C+COOK+AND+DU+PAGE+COUNTIES%2C+ILLINOIS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1987%29.&rft.title=ELGIN-O%27HARE+HIGHWAY+IMPROVEMENT+%28FAP+ROUTE+426%29+FROM+THE+INTERSECTION+OF+U.S.+ROUTE+20+%28LAKE+STREET%29+AND+LOVELL+ROAD+TO+AN+INTERSECTION+WITH+THE+PROPOSED+WEST+O%27HARE+EXPRESSWAY+NEAR+YORK+ROAD+AND+THORNDALE+AVENUE%2C+COOK+AND+DU+PAGE+COUNTIES%2C+ILLINOIS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1987%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 - Draft. Preparation date: January 31, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DAVIDS ISLAND PROJECT, LONG ISLAND SOUND, NEW ROCHELLE, WESTCHESTER COUNTY, NEW YORK. AN - 36399540; 2539 AB - PURPOSE: Development of Davids Island, located in the western section of Long Island Sound in the city of New Rochelle, Westchester County, New York, is proposed. The Davids Island Urban Renewal Area consists of Davids Island and a 2.3-acre portion of the Fort Slocum Dock area. Davids Island encompasses 77.8 acres of land above mean high water (MHW), of which 42 acres are above the 100-year flood elevation. With the exception of 5.2 acres owned in fee simple by Consolidated Edison, Davids Island is owned by the city of New Rochelle. The proposed development of Davids Island as a residential community would include 2,000 residential units and supporting neighborhood retail, recreational, and open space uses; construction of a marina, breakwater, beach, private sewage and treatment plant and outfall; provision of utilities; construction of a helipad; construction of a mainland parking garage and a bridge from the mainland to the island and associated bridge access roadways on the mainland; and improvements to the South Channel. The fixed-span bridge would be 3,465 feet long, commencing at the Fort Slocum Dock area and proceeding in an easterly direction along a route that brings the structure adjacent to the most northern area of Glen Island and over a 0.48-acre area of parkland that is normally covered with water at MHW and partially exposed at mean low water. Two bridge pile foundations would be placed within this area. The mainland approach to the Davids Island Bridge would be designed to provide one-way circulation on the mainland. This approach system would provide for all traffic entering Glen Island, Davids Island, the Huguenot Yacht Club, the Glen Island Yacht Club, and adjacent residences to use the Glen Island Approach Roadway. Exiting traffic would use Fort Slocum Road. The residential units would be situated within four high-rise structures; three of these high-rise structures would be located in the northern portion of the site, while the remaining structure would be located in the central portion of the site. None of the high-rises would exceed 31 floors. Population on the island is projected to be 3,700 persons. The western and southern shoreline of the island would be developed as a marina accommodating 800 slips for use by island residents. POSITIVE IMPACTS: The city of New Rochelle would derive substantial economic benefit from the development of Davids Island. The long-term consequences of developing the island represent a conversion from its current status as undeveloped, underutilized, and blighted lands. Access to and from Westchester County's Glen Island Park would improve, and traffic backup on local streets would be reduced. New jobs, income, and housing would be produced. There would be a substantial increase in public tax revenues over and above public costs for the project, and New Rochelle's image would improve as a waterfront community in proximity to New York City. NEGATIVE IMPACTS: The primary negative impacts resulting from the development would include navigational and boating constraints associated with the clearance restrictions of the Davids Island Bridge; increased project-related traffic volumes on the mainland roadway system, with consequent increases in vehicular exhaust emissions and vehicular noise; the need for additional sewage treatment capacity at the New Rochelle plant; and impacts to the marine environment from dredging and rock blasting. 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 abstracts of the draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 87-0038D, Volume 11, Number 1, and 88-0125D, Volume 12, Number 3-4, respectively. JF - EPA number: 900032, 4 volumes and maps, January 30, 1990 PY - 1990 KW - Water KW - Air Quality KW - Beaches KW - Bridges KW - Channels KW - Employment KW - Harbor Structures KW - Highway Structures KW - Housing KW - Navigation KW - Noise KW - Open Space KW - Parks KW - Recreation KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wastewater KW - New York KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DAVIDS+ISLAND+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+ROCHELLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.title=DAVIDS+ISLAND+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+ROCHELLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 30, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST UNIT ACCESS ROAD AND US 12 RELOCATION, LAPORTE COUNTY, PORTER COUNTY, AND MICHIGAN CITY, INDIANA: PROJECT NO. ID-94-2(62) AND NPS-M-H829(2). AN - 36391305; 2513 AB - PURPOSE: Construction of the East Unit Access Road from Interstate 94 (I-94) on the south to US 12 on the north and relocation of US 12 between the Woodlawn Avenue/County Line Road intersection and the Sheridan Avenue intersection, all within LaPorte and Porter counties, in the vicinity of Michigan City, Indiana, are proposed. The 2.6-mile East Unit Access Road would begin on the south with a new intersection at I-94 and follow an alignment along or adjacent to the LaPorte /Porter county line west and southwest of Michigan City to US 12. The relocated section of US 12 would begin on the west at the US 12 /Woodlawn Avenue/County Line Road intersection and extend east 1.2 miles along Woodlawn Avenue and then north along the east side of the Northern Indiana Public Service Company's power transmission corridor to a project terminus near the present US 12/Sheridan Avenue intersection. The East Unit Access Road would be a four-lane, divided rural arterial highway within a 300-foot right-of-way providing partially controlled access. It would include an interchange at I-94, bridges spanning two railroads, and a hiking/biking trail, with a trailhead near Kieffer Road. The relocated section of US 12 would consist of a four-lane roadway within a minimum right-of-way of 100 feet and would feature curbs and gutters and a bridge over the Chicago, South Shore, and South Bend Railroad tracks. POSITIVE IMPACTS: Overall north-south roadway capacity between I-94 and the north end development/Lake Michigan lakefront in Michigan City would be increased, diverting local and nonlocal traffic from Franklin Street and preventing future congestion on that arterial roadway. The new roadways would serve the Indiana Dunes National Lakeshore by connecting I-94 with the East Unit of the National Lakeshore. NEGATIVE IMPACTS: Rights-of-way development would displace a maximum of 5 commercial units and 22 residential units, and some residences would be exposed to increased noise levels and visual intrusions resulting from roadway structures. Rights-of-way development would displace approximately 21 acres of wetlands, and construction disturbances would affect an additional 15.2 acres. One threatened plant species could be affected by construction. Approximately 109 acres of prime farmland would be affected by rights-of-way acquisition. Noise levels would exceed federal standards at numerous sites. Travel patterns on some local roads would be altered due to the possible closure of 8th Street at US 12 and the closure of Sheridan Avenue at US 12. Carbon monoxide increases for the East Unit Access Road and US 12 relocation would be 0.2 and 0.4 parts per million, respectively. 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 environmental impact statement, see 87-0319D, Volume 11, Number 8. JF - EPA number: 900031, 2 volumes and maps, January 30, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-87-02-F KW - Air Quality KW - Archaeological Sites Surveys KW - Endangered Species (Plants) KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Trails KW - Wetlands KW - Wildlife Surveys KW - Indiana 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/36391305?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+UNIT+ACCESS+ROAD+AND+US+12+RELOCATION%2C+LAPORTE+COUNTY%2C+PORTER+COUNTY%2C+AND+MICHIGAN+CITY%2C+INDIANA%3A+PROJECT+NO.+ID-94-2%2862%29+AND+NPS-M-H829%282%29.&rft.title=EAST+UNIT+ACCESS+ROAD+AND+US+12+RELOCATION%2C+LAPORTE+COUNTY%2C+PORTER+COUNTY%2C+AND+MICHIGAN+CITY%2C+INDIANA%3A+PROJECT+NO.+ID-94-2%2862%29+AND+NPS-M-H829%282%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 30, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 125 FROM FLETCHER PARKWAY TO PROPOSED STATE ROUTE 52 IN THE CITIES OF EL CAJON, SAN DIEGO, LA MESA, AND SANTEE, SAN DIEGO COUNTY, CALIFORNIA. AN - 36408235; 2511 AB - PURPOSE: Construction of 3.9 miles of six-lane freeway on new alignment between Fletcher Parkway and proposed State Route (S.R.) 52 in the cities of El Cajon, San Diego, La Mesa, and Santee in San Diego County, California is proposed. The project, which would be an upgrade of S.R. 125, would proceed northward from Fletcher Parkway along the west side of La Mesita Park, continue along Holly Oak Drive and across Navajo Road, parallel the east side of Fanita Drive to Grossmont College Drive, cross to the west side, and parallel approximately 600 feet west of Fanita Drive to S.R. 52. A four-lane divided roadway would extend between S.R. 52 and Mission Gorge Road. Interchanges would be provided at Fletcher Parkway, Navajo Road, Grossmont College Drive, and S.R. 52. Separation structures for cross streets would be provided at Dallas Street, Chatham Street, and Prospect Avenue. Estimated costs of project construction and rights-of-way acquisition are $66.0 million and $62.0 million, respectively. POSITIVE IMPACTS: In conjunction with proposed S.R. 52, running east-west from the La Mesa-El Cajon and Santee areas to Kearny Mesa approximately six miles north of Interstate 8 (I-8), S.R. 125 would help remove considerable traffic from I-8, increase safety, and decrease traffic on city streets. The project would constitute part of the S.R. 125/52 ""North Inner Loop'' freeway initially described in the 1984 San Diego Association of Governments Regional Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements would displace 240 acres of land, including 13 acres of land in San Diego, 120 acres in El Cajon, 27 acres in La Mesa, and 80 acres in Santee. In combination, with the commercial and residential relocation impacts anticipated from the S.R. 52 project, the proposed project would result in significant effects on the community. Approximately 6.7 acres of farmland would be lost. Approximately 0.2 acre would be removed from La Mesita Park at its southwest corner for construction of a ramp. Traffic-generated noise would result in twice the existing noise levels and would violate federal noise standards at 17 receptors. Noise levels at 77 receptors would not be amenable to mitigation below the level of significance. By the year 2005, the unmitigated freeway traffic noise levels in the park would be four times the current levels. Highway structures would have a significant impact on some visual aspects within the freeway corridor, including that portion of the corridor within La Mesita Park. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (16 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: 900019, 2 volumes and maps, January 22, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-6-D KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, as amended, 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/36408235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+125+FROM+FLETCHER+PARKWAY+TO+PROPOSED+STATE+ROUTE+52+IN+THE+CITIES+OF+EL+CAJON%2C+SAN+DIEGO%2C+LA+MESA%2C+AND+SANTEE%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+125+FROM+FLETCHER+PARKWAY+TO+PROPOSED+STATE+ROUTE+52+IN+THE+CITIES+OF+EL+CAJON%2C+SAN+DIEGO%2C+LA+MESA%2C+AND+SANTEE%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, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 22, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW HALLS CROSSING AIRPORT, SAN JUAN COUNTY, UTAH. AN - 36408393; 2472 AB - PURPOSE: Replacement of the Halls Crossing Airport is proposed to serve the existing and future general aviation users visiting the Halls Crossing and Bullfrog marinas on Lake Powell in San Juan County, Utah. The replacement facility would be located eight miles east of the Halls Crossing Marina on land currently administered by the Bureau of Land Management (BLM); hence, the project would require the transfer of approximately 300 to 500 acres of land from BLM to San Juan County. The airport would include a 60-foot-wide, 5,700-foot-long runway; a 120-foot-wide, 6,180-foot-long graded safety area; a 250-foot-wide, 6,100-foot-long primary surface above and adjacent to the runway; a 120-foot-wide, 750-foot-long apron; and an access road. The facility would be designed to General Utility Stage I standards so as to accommodate existing and forecast users; such a facility is designed to serve all small aircraft (12,500 pounds or less) in design group I (wingspans of less than 49 feet). POSITIVE IMPACTS: Facility replacement would fulfill a planning goal that has been under consideration in the area for more than 20 years. The new airport would be much safer and more efficient than the currently existing dirt airstrip. National Park Service and BLM administration of the surrounding lands would be eased significantly. NEGATIVE IMPACTS: Land would be taken from the Glen Canyon National Recreation Area, and operation of the airport would result in overflights affecting the recreational value of the 1.3-million-acre area, as well as the 1.8-million-acre San Juan Resource Area. Aircraft-related noise would constitute the major impact of overflights. Airport lighting may be visible to some recreationists under cloudy conditions. Cultural resources consisting of scattered lithic fragments could be removed, but this would not result in a significant adverse impact as the resources would be recovered. 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.). JF - EPA number: 900015, 379 pages, January 17, 1990 PY - 1990 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Cultural Resources KW - Noise KW - Recreation Resources KW - Roads KW - Section 4(f) Statements KW - Utah KW - Airport and Airway Improvements Act of 1982, Compliance KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408393?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+HALLS+CROSSING+AIRPORT%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=NEW+HALLS+CROSSING+AIRPORT%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 17, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-44 RECONSTRUCTION, CITY OF TULSA, TULSA COUNTY, OKLAHOMA. AN - 36405197; 2518 AB - PURPOSE: Reconstruction of a segment of Interstate 44 (I-44) in Tulsa, Tulsa County, Oklahoma is proposed. The segment under consideration would extend from the I-44 Arkansas River bridge eastward approximately five miles to the western edge of the I-44/Broken Arrow Expressway (State Highway 51) interchange. The project would involve the addition of two travel lanes on the existing alignment to create a six-lane, controlled-access freeway. In general, the cross-section would feature a 36-foot driving pavement in each direction, separated by a 22-foot barrier median, and flanked by 10-foot outside shoulders. Auxiliary lanes would be provided between the Yale Avenue and Sheridan Road interchanges and the latter interchange and the Broken Arrow Expressway interchange; these auxiliary lanes would create an eight-lane section in these areas and would add capacity for increased demand for ramp-to-ramp movements. Interchanges at Riverside Drive and at Lewis, Harvard, and Yale avenues would be reconstructed. Existing two-way frontage roads would be converted to one-way frontage roads to accommodate increased traffic movements. Unobstructed turnarounds or the so-called ""Texas turnarounds'' would be added at Peoria and Yale avenues to make frontage road movement easier and more efficient. The eastbound off-ramps west of Lewis Avenue on East 51st Street South would be relocated further east to provide safer ramp movements. Other ramps and nearly all frontage roads would require minor alignment shifts to accommodate the new design. Project design would include free-standing noise walls where feasible. POSITIVE IMPACTS: Freeway development would add the needed capacity to the I-44 corridor, making the facility safer and more efficient. Traffic flow on adjacent service roads would also be likely to improve. Congestion on the surrounding arterial street system would be relieved. Improvements to drainage structures and the drainage plan would lessen the chances for flood impacts along the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of 57 residences and 17 businesses. Future noise levels would exceed federal standards for residential areas along the I-44 corridor. The River Park at the I-44/Riverside Drive interchange would experience temporary disruption due to construction of a drainage structure and modification of the Arkansas River Bridge. There is a possibility of contamination from underground storage tanks from four previous or existing gasoline stations within the rights-of-way to be acquired and developed. The tanks would require removal prior to or during construction activities. Dredge or fill material would be placed within Joe Creek, and drainage improvements at the Perryman Ditch could also affect wetlands. Floodplain land would be traversed. LEGAL MANDATES: Department of Transportation Act of 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: 900014, 167 pages and maps, January 16, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-89-01-D KW - Bridges KW - Creeks KW - Drainage KW - Dredging KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Wetlands KW - Oklahoma 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/36405197?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-44+RECONSTRUCTION%2C+CITY+OF+TULSA%2C+TULSA+COUNTY%2C+OKLAHOMA.&rft.title=I-44+RECONSTRUCTION%2C+CITY+OF+TULSA%2C+TULSA+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 16, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT METROPOLITAN WAYNE COUNTY AIRPORT, ROMULUS, MICHIGAN. AN - 36409390; 2471 AB - PURPOSE: Approval of a Master Plan Update and Noise Compatibility Plan for the Detroit Metropolitan Wayne County Airport in Michigan is proposed. The airport encompasses approximately 5,000 acres of land on a site located 20 miles southwest of downtown Detroit. The project would involve construction of a second, 8,500-foot crosswind runway (9R /27L) (eventually expected to extend approximately 10,000 feet) and a fourth parallel runway (4/22) with associated taxiways and navigational aids; extension of runway 3L/21R by 1,500 feet and Taxiway Z to connect with the existing taxiway for Runway 9L/27R, Runway 21R, and navigational aids; construction of a south airport access road; development of a southern terminal and satellite concourse; and further development of the existing terminal. Additional support facilities to be developed would include cargo /aviation development areas, new fuel farm facilities, and rental car service lots. In addition to assessing the effects of runway developments, this environmental impact statement addresses the airport Noise Compatibility Plan and the installation of navigational equipment, airspace use, and approach and departure procedures associated with the proposed development. The Noise Compatibility Plan would involve the runway 3C extension; preferential runway use in a southern direction at night and during nonpeak periods; preferential flight tracks at night and during nonpeak periods; restrictions on ground run-up locations; flight training restrictions; periodic noise monitoring; the establishment of a single location for the receipt of noise complaints; installation of earth berms using fill from construction; consideration of a run-up hush house; corrective land use actions, including land acquisition and soundproofing; and preventive land use actions. POSITIVE IMPACTS: Improvement of the airport, which serves southeastern Michigan, parts of Canada, and northwestern Ohio, would accommodate needed service expansion for the region. Delays due to increased passenger loads following the designation of the airport as a hub by Republic Airlines (now merged with Northwest Airlines) would be remedied. Total airport operations and enplaned passengers in the post-1995 time period would be higher. The increase in terminal space and aircraft gates would provide for air carrier traffic. Noise levels associated with the airport's operations would be lessened significantly in some areas. The airport's contribution to the regional economy, which has been estimated at $1.2 billion, would be enhanced. NEGATIVE IMPACTS: Some areas would be affected by increases in aircraft-associated noise levels. The acquisition of approximately 604 acres of land would require the relocation of numerous residences and businesses. Pollutant emissions--carbon monoxide, hydrocarbons, nitrogen oxides, sulfur dioxide, and total suspended particulates--would increase in the future, regardless of whether the improvement project is undertaken. Water cogeneration would increase. Construction on 1,338 acres of undeveloped lands, including wetlands, would result in losses of vegetation and associated wildlife habitat. Increases in the levels of glare effects would be expected due to changes in the airport lighting scheme. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 89-0245D, Volume 13, Number 5. JF - EPA number: 900011, 1,191 pages and maps, January 12, 1990 PY - 1990 KW - Air Transportation KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites Surveys KW - Emissions KW - Hydrocarbons KW - Impact Assessment Methodology KW - Land Acquisitions KW - Land Management KW - Navigation KW - Noise KW - Noise Control KW - Particulates KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Detroit Metropolitan Wayne County Airport KW - Michigan KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+METROPOLITAN+WAYNE+COUNTY+AIRPORT%2C+ROMULUS%2C+MICHIGAN.&rft.title=DETROIT+METROPOLITAN+WAYNE+COUNTY+AIRPORT%2C+ROMULUS%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Belleville, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 12, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - USH 53, TREGO TO KENT ROAD, WASHBURN AND DOUGLAS COUNTIES, WISCONSIN. AN - 36400183; 2525 AB - PURPOSE: Improvement of a segment of U.S. Highway (USH) 53 in Washburn and Douglas counties, Wisconsin is proposed. The project would upgrade USH 53 from its present two-lane configuration to a four-lane expressway from a point 0.5 mile north of the intersection of USH 63 at Trego northward for a distance of 43.9 miles to a point approximately 0.1 mile south of the intersection with Kent Road in the town of Hawthorne. Frontage roads, bridges, and grade separation structures would be provided as necessary to meet expressway standards. Some sections of USH 53 would be realigned and/or relocated. The rights-of-way width would most likely be 300 feet for relocated sections and 250 feet for those segments where the existing highway corridor would be simply expanded to the east or west. The highway project has been divided into eight segments, each of which is described in detail in this environmental impact statement. Project costs and impacts are presented by section. POSITIVE IMPACTS: A gap between two four-lane expressway segments of USH 53 would be closed. The resulting facility would be consistent with existing and future regional and interstate transportation system goals. Additional continuity in a multilane highway system between Interstate 94 (I-94) at Eau Claire and I-35 in Duluth would be provided, and a more efficient connection between the two major population centers would be available. Forest, mineral, and recreational resources of northwestern Wisconsin would be more accessible. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of residences, nonprofit organizations, and businesses, as well as woodland, wetland, and agricultural land. Noise levels along the corridor would exceed federal standards at some locations. Archaeologically significant resources would be disturbed. Widening of the facility could hinder the movements of an endangered species, the timber wolf. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 900012, 411 pages and maps, January 12, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-89-05-D KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Water Quality Assessments KW - Wildlife Habitat KW - Wildlife Surveys KW - Wisconsin KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400183?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=USH+53%2C+TREGO+TO+KENT+ROAD%2C+WASHBURN+AND+DOUGLAS+COUNTIES%2C+WISCONSIN.&rft.title=USH+53%2C+TREGO+TO+KENT+ROAD%2C+WASHBURN+AND+DOUGLAS+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: January 12, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF A LIMITED ACCESS HIGHWAY FROM I-759 NORTH TO U.S. 431 /278 IN ETOWAH COUNTY, ALABAMA: PROJECT F-503(1). AN - 36399668; 2509 AB - PURPOSE: Construction of a limited access, divided, four- to six-lane major arterial highway located in the city of Attalla in Etowah County, Alabama is proposed. The project would connect the existing Interstate 59 (I-59)/I-759 interchange to U.S. 11 and U.S. 431/U.S. 278. Four alternative alignments are under consideration. The alignments would range in length from 1.7 miles to 3.0 miles. Interchanges and/or grade separation structures would be provided to maintain full access control, and a bridge structure would carry the highway across the Big Wills Creek Floodplain, Country Club Road, and Southern Railroad. Noise mitigation measures would be included in the project design. The estimated costs of the project range from $35.9 million to $43.1 million, depending on the alternative selected. Benefit-cost ratios are estimated at between 5.93 and 9.57. POSITIVE IMPACTS: The highway would provide a direct connection between the Attalla Central Business District (CBD) and the interstate system. The project would also link the I-759 Gadsden bypass to U.S. 431/U.S. 278, thereby providing a route for through traffic on U.S. 431/U.S. 278 to bypass most of Attalla and Gadsden. Access to and from the study corridor west of I-59 would be improved significantly. Traffic volumes on heavily congested local roads, particularly Alabama 77, would be lowered, reducing traffic through downtown Attalla through the year 2012. Direct access would be provided to the Gadsden CBD. NEGATIVE IMPACTS: Rights-of-way requirements would displace 7 to 22 individuals and 13 to 82 families, as well as 3 to 13 businesses and as many as 2 nonprofit organizations. Access to several local residential streets would be impeded, and traffic volumes on U.S. 431/U.S. 278 west of the study area would increase. Noise impacts would be significant for some receptors along the project corridor. The project would cross the 100-year floodplain of Big Wills Creek, but for the most part, the floodplain would be traversed via a bridge structure. LEGAL MANDATES: Executive Order 11988 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 900008, 310 pages and maps, January 10, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-89-02-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Bridges KW - Central Business Districts KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Water Quality Assessments KW - Alabama KW - Executive Order 11988, 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/36399668?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+A+LIMITED+ACCESS+HIGHWAY+FROM+I-759+NORTH+TO+U.S.+431+%2F278+IN+ETOWAH+COUNTY%2C+ALABAMA%3A+PROJECT+F-503%281%29.&rft.title=CONSTRUCTION+OF+A+LIMITED+ACCESS+HIGHWAY+FROM+I-759+NORTH+TO+U.S.+431+%2F278+IN+ETOWAH+COUNTY%2C+ALABAMA%3A+PROJECT+F-503%281%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 - Draft. Preparation date: January 10, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST 11TH STREET - GARFIELD STREET, FLORENCE-EUGENE HIGHWAY, LANE COUNTY, EUGENE, OREGON. AN - 36406712; 2519 AB - PURPOSE: Construction of a 5.5-mile extension of the 6th and 7th avenue couplet on new alignment in the city of Eugene, Lane County, Oregon is proposed. The project would consist of two segments. The eastern terminus of the project would be a connection to Pacific Highway West (99W) north of West 5th Avenue. The western terminus of the project would lie just beyond the Green Hill Road intersection with Goble Road. Four cross-sections would be included in the project design. For the most part, between Seneca Road and the western terminus, the typical section would have four 12-foot lanes, a 14-foot median, and 8-foot shoulder bikelanes. One section would feature four 12-foot lanes, a 14-foot median, 8-foot shoulder /bikelanes, and 5-foot sidewalks with curbs. A third section, between West 6th and 7th avenues, would have two 12-foot travel lanes, a 4-foot shoulder on the south side of the roadway, a 6-foot shoulder on the north side of the roadway, and 5-foot sidewalks with curbs. From 5th Avenue to Garfield Street, the existing 6th and 7th avenue roadways would be reconstructed within existing rights-of-way to a width of 46 feet, with curb and sidewalks on both sides. Rights-of-way widths would range from 70 to 190 feet. The estimated cost of the project is $20.4 million. POSITIVE IMPACTS: The project would serve the city of Eugene's economic diversification plans. The corridor would provide access for the development of an additional industrial and business base, inducing economic growth along either side of the respective proposed alignments. Improved east-west traffic flow would improve access to the West Eugene industrial area. NEGATIVE IMPACTS: Rights-of-way development would displace 80 acres of land, 5 to 9 businesses, and 2 homes; 60 properties would be affected. Approximately 28 acres of wetlands would be impacted, and the Amazon Creek floodplain would be traversed, requiring fill in 13 acres of floodplain. Habitat conditions for endangered plant species also could be affected. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and a draft supplement to the DEIS, see 85-0480D, Volume 9, Number 10, and 86-0250D, Volume 10, Number 6, respectively. JF - EPA number: 900004, 3 volumes and maps, January 5, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-05-F KW - Birds KW - Community Development KW - Endangered Species (Plants) KW - Floodplains KW - Geologic Surveys KW - Highways KW - Industrial Districts KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+11TH+STREET+-+GARFIELD+STREET%2C+FLORENCE-EUGENE+HIGHWAY%2C+LANE+COUNTY%2C+EUGENE%2C+OREGON.&rft.title=WEST+11TH+STREET+-+GARFIELD+STREET%2C+FLORENCE-EUGENE+HIGHWAY%2C+LANE+COUNTY%2C+EUGENE%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 - Final. Preparation date: January 5, 1990 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 20 IN TARRANT COUNTY TO PROPOSED US 67 IN JOHNSON COUNTY, TEXAS. AN - 36403892; 2521 AB - PURPOSE: Construction of a segment of State Highway 121 (SH 121) on a new alignment from Interstate Highway 20 (IH-20) in Fort Worth, Tarrant County to proposed US 67 near Cleburne in Johnson County, Texas is proposed. The facility would consist of a four- to six-lane controlled-access highway flanked by frontage roads. The proposed route was divided into two segments for the purpose of the study. The north section, which is not proposed in this environmental impact statement, would extend from the northern terminus at IH-35W to the north approach to IH-20. The 21.5-mile south section, proposed herein, would extend southward from the IH-20 interchange, just north of Bellaire Drive, to the southern terminus at proposed US 67 in Johnson County. Engineering and environmental studies for the two segments have proceeded concurrently, but independently. The overall project would traverse a large portion of the city of Fort Worth with major interchanges at IH-35W, IH-30, IH-20/SH 183, and the proposed US 67 highway in Johnson County. All major intersecting roads and railroad crossings would be grade separated. Exit and entrance ramps would be provided as necessary. Other structures would include culverts and/or bridges at stream crossings. POSITIVE IMPACTS: The freeway would provide a major link in the regional highway network. The extension of SH 121 would implement part of the North Central Texas Council of Governments Regional Transportation Plan, known as ""Mobility 2000,'' and the city of Fort Worth's Master Thoroughfare and Comprehensive Plans. A needed alternative relief route to the already congested SH 174 corridor would be provided without having to resort to major construction of large portions of SH 174 north of Cleburne. NEGATIVE IMPACTS: Acquisition of 1,084 acres of land for the 460-foot-wide rights-of-way would result in the displacement of 46 residences and 11 businesses and the elimination of 16 palustrine wetlands formed by the construction of small livestock watering ponds. Two riverine wetlands would be disturbed temporarily. Noise levels and carbon monoxide levels would increase within the corridor, but federal standards would not be violated. The rate of change from rural to urban and suburban land uses along the corridor would be accelerated 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). JF - EPA number: 900000, 81 pages and maps, January 2, 1990 PY - 1990 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-89-01-D KW - Air Quality KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Land Use KW - Noise KW - Relocations-Property Acquisitions KW - Roads 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/36403892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1990-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+20+IN+TARRANT+COUNTY+TO+PROPOSED+US+67+IN+JOHNSON+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+20+IN+TARRANT+COUNTY+TO+PROPOSED+US+67+IN+JOHNSON+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: January 2, 1990 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Federal Highway Administration's technology transfer activities in geotechnical engineering AN - 50332442; 1996-016285 JF - Proceedings of the Annual Highway Geology Symposium AU - Chang, Chien-Tan AU - White, Kenneth R Y1 - 1990 PY - 1990 DA - 1990 SP - 8 PB - Highway Geology Symposium, Atlanta, GA VL - 41 SN - 0160-9564, 0160-9564 KW - stabilization KW - soil mechanics KW - technology KW - erosion KW - site exploration KW - data processing KW - prefabricated materials KW - technology transfer KW - education KW - cost KW - rock mechanics KW - computer programs KW - compaction KW - engineering geology KW - slope stability KW - construction KW - roads KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50332442?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Federal+Highway+Administration%27s+technology+transfer+activities+in+geotechnical+engineering&rft.au=Chang%2C+Chien-Tan%3BWhite%2C+Kenneth+R&rft.aulast=Chang&rft.aufirst=Chien-Tan&rft.date=1990-01-01&rft.volume=41&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 41st annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - PubXState - GA N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - compaction; computer programs; construction; construction materials; cost; data processing; education; engineering geology; erosion; prefabricated materials; roads; rock mechanics; site exploration; slope stability; soil mechanics; stabilization; technology; technology transfer ER - TY - JOUR T1 - Rockfall mitigation along I-40, Cocke and Cumberland counties, Tennessee AN - 50331602; 1996-016273 JF - Proceedings of the Annual Highway Geology Symposium AU - Moore, Harry AU - White, Kenneth R Y1 - 1990 PY - 1990 DA - 1990 SP - 25 PB - Highway Geology Symposium, Atlanta, GA VL - 41 SN - 0160-9564, 0160-9564 KW - United States KW - rockfalls KW - North America KW - geologic hazards KW - Blue Ridge Province KW - Appalachians KW - Cumberland Plateau KW - remediation KW - safety KW - mass movements KW - Tennessee KW - slope stability KW - Cumberland County Tennessee KW - roads KW - Cocke County Tennessee KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50331602?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Rockfall+mitigation+along+I-40%2C+Cocke+and+Cumberland+counties%2C+Tennessee&rft.au=Moore%2C+Harry%3BWhite%2C+Kenneth+R&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1990-01-01&rft.volume=41&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 41st annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - Number of references - 3 N1 - PubXState - GA N1 - Document feature - illus. incl. block diags. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Appalachians; Blue Ridge Province; Cocke County Tennessee; Cumberland County Tennessee; Cumberland Plateau; geologic hazards; mass movements; North America; remediation; roads; rockfalls; safety; slope stability; Tennessee; United States ER - TY - JOUR T1 - Field tests and evaluation of rockfall restraining nets AN - 50331398; 1996-016275 JF - Proceedings of the Annual Highway Geology Symposium AU - Duffy, John D AU - Smith, Duane D AU - White, Kenneth R Y1 - 1990 PY - 1990 DA - 1990 SP - 18 PB - Highway Geology Symposium, Atlanta, GA VL - 41 SN - 0160-9564, 0160-9564 KW - rockfalls KW - geologic hazards KW - restraining nets KW - mass movements KW - testing KW - geotextiles KW - impacts KW - roads KW - preventive measures KW - energy KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50331398?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Field+tests+and+evaluation+of+rockfall+restraining+nets&rft.au=Duffy%2C+John+D%3BSmith%2C+Duane+D%3BWhite%2C+Kenneth+R&rft.aulast=Duffy&rft.aufirst=John&rft.date=1990-01-01&rft.volume=41&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 41st annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - Number of references - 7 N1 - PubXState - GA N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - energy; field studies; geologic hazards; geotextiles; impacts; mass movements; preventive measures; restraining nets; roads; rockfalls; testing ER - TY - JOUR T1 - Analysis and design of the tie-back wall No. 5 in Steubenville, Ohio AN - 50331206; 1996-016281 JF - Proceedings of the Annual Highway Geology Symposium AU - Humphries, Richard W AU - Elliott, Gordon M AU - Hollenbaugh, John AU - Cafarelli, Gerald AU - Geiger, Gene AU - White, Kenneth R Y1 - 1990 PY - 1990 DA - 1990 SP - 12 PB - Highway Geology Symposium, Atlanta, GA VL - 41 SN - 0160-9564, 0160-9564 KW - United States KW - Steubenville Ohio KW - site exploration KW - stability KW - joints KW - hydrogeology KW - excavations KW - ground water KW - fractures KW - style KW - tunnels KW - tie-back wall KW - Jefferson County Ohio KW - construction KW - Ohio KW - pressure KW - cost KW - structures KW - models KW - water table KW - walls KW - planning KW - efficiency KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50331206?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Analysis+and+design+of+the+tie-back+wall+No.+5+in+Steubenville%2C+Ohio&rft.au=Humphries%2C+Richard+W%3BElliott%2C+Gordon+M%3BHollenbaugh%2C+John%3BCafarelli%2C+Gerald%3BGeiger%2C+Gene%3BWhite%2C+Kenneth+R&rft.aulast=Humphries&rft.aufirst=Richard&rft.date=1990-01-01&rft.volume=41&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 41st annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - Number of references - 3 N1 - PubXState - GA N1 - Document feature - illus. incl. sect., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - construction; cost; design; efficiency; excavations; fractures; ground water; hydrogeology; Jefferson County Ohio; joints; models; Ohio; planning; pressure; roads; site exploration; stability; Steubenville Ohio; structures; style; tie-back wall; tunnels; United States; walls; water table ER - TY - JOUR T1 - Use of waste and by-products in highway construction AN - 50314706; 2001-005000 AB - The technologies for using many waste materials including industrial, domestic, and mining/metallurgical wastes were developed by the Federal Highway Administration during the 1970s. Studies on fly ash, bottom ash, incinerator residue, sulfate wastes, digested sewage sludge, coal mine refuse, waste rubber, and cement manufacturing wastes have been completed. Materials investigated were stabilized with various binders including lime, lime-fly ash, asphalt cement, and portland cement. Both laboratory evaluations and field tests were performed. Many of the systems evaluated developed strength and other physical properties adequate for use in embankments, subbases, and bases. Some materials (e.g., fused incinerator residue) were technically adequate for use in bituminous concrete-wearing surfaces. While the emphasis of the research was on engineering behavior, assessments of economic and environmental factors were made in some cases. Information generated should be of interest and of use today when more and more emphasis is being placed on saving the environment from further dessecration. JF - Transportation Research Record AU - Ormsby, W C AU - Fohs, D G Y1 - 1990 PY - 1990 DA - 1990 SP - 47 EP - 58 PB - Transportation Research Board, Commission on Sociotechnical Systems, National Research Council, National Academy of Sciences, Washington, DC VL - 1288 SN - 0361-1981, 0361-1981 KW - physical properties KW - ash KW - engineering properties KW - strength KW - industrial waste KW - economics KW - chemical waste KW - waste disposal KW - construction KW - roads KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50314706?accountid=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=Transportation+Research+Record&rft.atitle=Use+of+waste+and+by-products+in+highway+construction&rft.au=Ormsby%2C+W+C%3BFohs%2C+D+G&rft.aulast=Ormsby&rft.aufirst=W&rft.date=1990-01-01&rft.volume=1288&rft.issue=&rft.spage=47&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&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 - 50 N1 - PubXState - DC N1 - Document feature - illus. incl. 7 tables N1 - Last updated - 2012-06-07 N1 - CODEN - TRREDM N1 - SubjectsTermNotLitGenreText - ash; chemical waste; construction; construction materials; economics; engineering properties; industrial waste; physical properties; roads; strength; waste disposal ER - TY - JOUR T1 - Sound barrier wall foundations in granular material AN - 50314015; 2001-005008 AB - Sound barrier walls are necessary for highways when alignments cross residential areas. Drilled shafts (caissons) are simple foundations for sound barrier walls. Four different design methods for drilled shafts are discussed and compared. All methods result in comparable capacities for shafts up to certain embedment depths, as is indicated by the analysis. Two of the methods, which originally were developed only for level ground, are modified to accommodate sloped ground surfaces. JF - Transportation Research Record AU - Boghrat, Alireza Y1 - 1990 PY - 1990 DA - 1990 SP - 158 EP - 167 PB - Transportation Research Board, Commission on Sociotechnical Systems, National Research Council, National Academy of Sciences, Washington, DC VL - 1288 SN - 0361-1981, 0361-1981 KW - sound barrier walls KW - failures KW - foundations KW - Woodward and Gardner method KW - slopes KW - North Carolina method KW - construction KW - roads KW - design KW - New York department of Transportation method KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50314015?accountid=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=Transportation+Research+Record&rft.atitle=Sound+barrier+wall+foundations+in+granular+material&rft.au=Boghrat%2C+Alireza&rft.aulast=Boghrat&rft.aufirst=Alireza&rft.date=1990-01-01&rft.volume=1288&rft.issue=&rft.spage=158&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&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 - 7 N1 - PubXState - DC N1 - Document feature - illus. incl. 5 tables N1 - Last updated - 2012-06-07 N1 - CODEN - TRREDM N1 - SubjectsTermNotLitGenreText - construction; design; failures; foundations; New York department of Transportation method; North Carolina method; roads; slopes; sound barrier walls; Woodward and Gardner method ER - TY - JOUR T1 - Florida's mineral aggregate control program AN - 50068117; 1996-016287 JF - Proceedings of the Annual Highway Geology Symposium AU - Wisner, W A AU - White, Kenneth R Y1 - 1990 PY - 1990 DA - 1990 SP - 22 PB - Highway Geology Symposium, Atlanta, GA VL - 41 SN - 0160-9564, 0160-9564 KW - United States KW - programs KW - aggregate KW - statistical analysis KW - government agencies KW - data processing KW - qualitative analysis KW - management KW - Florida KW - construction KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50068117?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Florida%27s+mineral+aggregate+control+program&rft.au=Wisner%2C+W+A%3BWhite%2C+Kenneth+R&rft.aulast=Wisner&rft.aufirst=W&rft.date=1990-01-01&rft.volume=41&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 41st annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - aggregate; construction; construction materials; data processing; Florida; government agencies; management; programs; qualitative analysis; statistical analysis; United States ER - TY - JOUR T1 - Menu of coupled velocity and sediment-discharge relations for rivers AN - 13733501; 199100764 AB - Data on 339 river flows and 608 flume flows were used as the basis of nonlinear multiple-regression analysis to derive relationships among the velocity, sediment discharge, bed-form geometry, and friction factor of alluvial rivers. Progressively more interdependencies among velocity, depth, sediment discharge and bed-form geometry were revealed as a hierarchy of formulations was developed. Velocity- and sediment-rating curves were prepared for several rivers, and the accuracies of various methods of deriving rating curves were compared in terms of the mean normalized errors of predicted friction factors, depths, velocities and sediment discharges. The rating curves were as accurate as the accuracy of the available stream-flow data would permit. There are 34 references. JF - Journal of Hydraulic Engineering AU - Karim, M F AU - Kennedy, J F AD - Pima County Department of Transportation and Flood Control District, Tucson, Ariz. Y1 - 1990 PY - 1990 DA - 1990 SP - 978 EP - 996 VL - 116 IS - 8 SN - 0733-9429, 0733-9429 KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13733501?accountid=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+Hydraulic+Engineering&rft.atitle=Menu+of+coupled+velocity+and+sediment-discharge+relations+for+rivers&rft.au=Karim%2C+M+F%3BKennedy%2C+J+F&rft.aulast=Karim&rft.aufirst=M&rft.date=1990-01-01&rft.volume=116&rft.issue=8&rft.spage=978&rft.isbn=&rft.btitle=&rft.title=Journal+of+Hydraulic+Engineering&rft.issn=07339429&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - US HIGHWAY 189, UTAH VALLEY TO HEBER VALLEY, UTAH AND WASATCH COUNTIES, UTAH (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1979). AN - 36403645; 2453 AB - PURPOSE: Widening and realignment of 22 miles of U.S. Highway 189 between its junctions with Utah Route 52 and U.S. Highway 40 in Utah and Wasatch counties, Utah are proposed. This final supplement to the final environmental impact statement of September 1979 addresses some of the improvements to roads between the junction of Utah Route 52 with Interstate 15 (I-15) in Orem on the west and the intersection of U.S. 189 with U.S. Highway 40 approximately 0.5 mile south of Heber City on the east. A 5-mile section of the 25-mile overall route, from the western terminus to the Murdock Diversion in Provo Canyon, has been improved to a 4-lane facility. The preferred alternative would have two lanes in each direction, divided by a median, with minimum pavement and clear zone widths and a separate recreation path. POSITIVE IMPACTS: Proposed roadway improvements would enhance the capacity and safety of the highway while maintaining the recreational and aesthetic qualities of the canyon. Road realignment would correct substandard geometry to meet current design criteria. Access to developed recreation facilities in Provo Canyon and Heber Valley would be improved significantly, and turnouts would be provided for use by sightseers. NEGATIVE IMPACTS: Rights-of-way requirements would displace 227 acres of land, involving displacement of one housing unit. A total of 29 receptors would sustain noise impacts, and 227 acres of terrestrial habitat would be impacted. Although 21 acres of wetlands would be impacted by the project, all of this habitat would be replaced at other sites. A total of 183 acres of terrestrial habitat would also be replaced. Approximately 1,530 feet of Provo River would require relocation, and the river would be affected by five river crossings. One archaeological site, two historic sites, and two miles of historic railroad tracks that are eligible for inclusion in the National Register of Historic Places would be affected. Two public parks and one recreation area would also be affected by the project. 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 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: 890368, 399 pages and maps, December 29, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-76-02-FS KW - Archaeological Sites KW - Bridges KW - Fisheries KW - Floodplains KW - Highways KW - Historic Sites KW - Parks KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Vegetation KW - Waterways KW - Wetlands KW - Wildlife 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/36403645?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-12-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+189%2C+UTAH+VALLEY+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1979%29.&rft.title=US+HIGHWAY+189%2C+UTAH+VALLEY+TO+HEBER+VALLEY%2C+UTAH+AND+WASATCH+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1979%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: December 29, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF THE TOLEDO EXPRESS AIRPORT, TOLEDO, OHIO: ESTABLISHMENT OF AIR CARGO HUB. AN - 36399502; 2404 AB - PURPOSE: Approval of an Airport Layout Plan for the establishment of a national air cargo hub at Toledo Express Airport in the Swanton and Monclova townships of Lucas County, Ohio is proposed by Burlington Air Express. The new designation as a national air cargo hub would result in increased total airport operations and would modify the overall aircraft fleet mix. Total operations in the first year of operation have been estimated at 14,560, based on 24 aircraft operating a five-day-per-week nighttime schedule and 4 aircraft operating a five-day-per-week daytime schedule. Burlington's fleet consists of B-707-300, DC-8-63F, DC-8-61, B-727-100F, DC-8-54, and Convair aircraft. The proposed layout plan would provide for the development of a 40-acre ramp, a 279,000-square-foot sortation warehouse, a fuel farm, an access road, a maintenance building, a 3,300-foot extension of Runway 7-25, the installation of a Category II instrument landing system on Runway 7 (including touchdown zone lights and ALSF-2), taxiway extensions on each side of Runway 7-25, and the acquisition of 96.16 acres of land for the development of a new access road (43.56 acres) and a runway protection zone (49.6 acres). This document also addresses the installation/relocation of navigational aids, airspace use, and approach and departure procedures associated with the proposed development. Finally, owners of the aircraft used to support Burlington Air Express's cargo forwarding operations are requesting issuance of operating certificates to allow their aircraft to use this air cargo hub. POSITIVE IMPACTS: Having operated a temporary hub at Fort Wayne, Indiana for the past five years, Burlington Air Express has chosen Toledo Express Airport as its permanent hub due to geographic advantages, highway access benefits, local workforce quality, appropriateness of existing facilities, designation of the airport as a foreign trade zone, and funding conditions. Operation of the airport as a national cargo hub would provide local and regional economic benefits. NEGATIVE IMPACTS: The majority of air cargo activity would take place between 12:00 midnight and 7:00 A.M., although several flights would take place during daytime hours. Aircraft-related noise impacts would, therefore, be concentrated at night. A total of 2,186 additional residents would be impacted by noise commencing at project startup. Two nursing homes, one campground, Oak Openings Park, and Louis W. Campbell Nature Preserve would experience significant increases in noise levels. A total of 100 homes could be relocated to prevent exposure to excessive noise. The runway extension would eventually encroach on a 100-year floodplain. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890370, 278 pages and maps, December 29, 1989 PY - 1989 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Buildings KW - Floodplains KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Preserves KW - Roads KW - Relocations-Property Acquisitions KW - Storage KW - Ohio KW - Toledo Express Airport KW - Airport and Airway Improvements Act of 1982, 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/36399502?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-12-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+THE+TOLEDO+EXPRESS+AIRPORT%2C+TOLEDO%2C+OHIO%3A+ESTABLISHMENT+OF+AIR+CARGO+HUB.&rft.title=EXPANSION+OF+THE+TOLEDO+EXPRESS+AIRPORT%2C+TOLEDO%2C+OHIO%3A+ESTABLISHMENT+OF+AIR+CARGO+HUB.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Belleville, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 29, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATION OF ROUTE PR-3, HUMACAO-GUAYAMA, PUERTO RICO. AN - 36402460; 2451 AB - PURPOSE: Relocation of Puerto Rico Highway PR-3 between the municipalities of Humacao and Guayama along the southeast coast of Puerto Rico is proposed. The project would extend approximately 42.9 kilometers (25.8 miles) between the two cities. The highway would begin via a southeast extension of the PR-30 South Bypass from its present terminus at existing PR-3 south of Humacao. The facility would extend southeastward for approximately 1.5 kilometers to the interchange with the proposed Fajardo-Humacao PR-3 relocation project. From this point the route would extend south and southwest through Yabucoa, crossing the wide Yabucoa Valley via a 3.2-kilometer bridge. Turning slightly toward the southeast, the route would parallel PR-901 skirting the eastern and southern slopes of the Pandura Range, turning toward the southwest toward the municipality of Maunabo, crossing the Maunabo River valley and paralleling the existing PR-3 roadway along the coastline on the west side of the valley. It would then continue in a southwesterly direction around the Guardarraya Range, crossing a small coastal valley between Maunabo and Patillas before continuing westward across the northern sector of the Guardarraya community of Patillas and south of the Lamboglia community. It would then cross the Patillas/Chico River Valley entering the southern sector of the Las Palmas community of Arroyo. The section between Lamboglia and Las Palmas, known as the Patillas Bypass, is already under construction. From the Las Palmas community, the proposed roadway would continue westward across a large sugarcane field, crossing PR-753 north of the town of Arroyo. From that point, the route would continue in a northwesterly direction, intersecting PR-748 just south of the Corazon community of Guayama and continuing westward to connect with PR-15 immediately north of the city of Guayama, where the route would connect with the proposed segment of the Guayama-to-Salinas PR-3 relocation. The highway would be a four-lane divided expressway with a 4.2-meter to 11.5-meter median; the facility would have full access control, requiring construction of grade separations and interchanges. The project would be implemented in stages beginning in 1990 and not ending before 2010. Depending on the exact alignment and design selected, the estimated project cost ranges from $204.3 million to $219.0 million. POSITIVE IMPACTS: The relocated facilities would serve the cities of Humacao, Yabucoa, Maunabo, Patillas, Arroyo, and Guayama, representing a total population of more than 164,000. The new highway would promote needed development of the affected municipalities, provide a safe and direct connection with regional resources and facilities, and complete a continuous upgraded roadway system along the entire coastal region of Puerto Rico. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of at least 209 structures, including 164 residences, 1 church, and 11 businesses. Cohesion of several large rural communities could be affected by the presence of the highway. Large amounts of vegetation and habitat, including some endangered species, would be affected by highway development, and the highway would traverse the Pandura Mountain Range in the Camino Nuevo Ward of Yabucoa, which provides critical wildlife habitat to a tree frog. Half of the project would traverse areas of high and medium archaeological potential and of high erosion potential. Wetland and passive agricultural land would also be crossed. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisitions Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890349, 217 pages, December 11, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-PR-89-04-D KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Farmlands KW - Highway Structures KW - Highways KW - Islands KW - Relocations-Property Acquisitions KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Puerto Rico KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+ROUTE+PR-3%2C+HUMACAO-GUAYAMA%2C+PUERTO+RICO.&rft.title=RELOCATION+OF+ROUTE+PR-3%2C+HUMACAO-GUAYAMA%2C+PUERTO+RICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hato Rey, Puerto Rico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 11, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHAWANO BYPASS, STATE TRUNK HIGHWAY 29, SHAWANO COUNTY, WISCONSIN. AN - 36399940; 2456 AB - PURPOSE: Construction of a 16.1- to 16.7-mile State Trunk Highway (STH) 29 bypass around the village of Bonduel and city of Shawano in Shawano County, Wisconsin is proposed. The 1989 traffic volume on the existing 15.4-mile route was 10,300 vehicles per day (vpd), and this figure is projected to increase to 11,900 vpd by 2014. Respective traffic figures for these years in Shawano are 13,900 to 16,800 vpd and 15,250 to 25,250 vpd. In addition to the option of improving the existing through route, two southern and one northern bypass alternatives are under consideration. Improvement of the existing through route would involve construction of a four-lane curb-and-gutter section. The bypass project would consist of a four-lane controlled-access facility, with two 12-foot driving lanes in each direction, 6-foot inside and 10-foot outside shoulders, ditch sections on either side, and a 60-foot grass median. The project would begin on STH 29 approximately 1.5 miles east of Bonduel and would rejoin existing STH 29 approximately 0.5 mile west of Thornton. All build alternatives would require a new crossing of the Wolf River. A bypass to the south of Bonduel would require a crossing of the Shioc River. The north bypass would also require a crossing of the Shawano Lake Outlet and could require interchanges at Highway 47/55 south of Bonduel, at the intersection of Highway 22/29 east of Shawano, and at Highway 47/55 north of Shawano. One southern bypass could require interchanges at Highway 47/55 south of Bonduel, near the intersection of Highway ""B'' and Highway ""T,'' at Pit Road, and at Highway ""MM.'' The far southern bypass would require interchanges at Highway 47/55, at Highway ""T,'' and at Highway 22. The estimated cost for improving the existing facility is $12.3 million, while costs of the bypass alternatives are estimated at $30.5 million to $40.4 million. Benefit-cost ratios for the bypass alternatives range from 2.7 to 3.3. POSITIVE IMPACTS: Bypass availability would separate through traffic, including numerous large trucks that make up 40 percent of STH 29 traffic, from local traffic within Shawano, easing local congestion and reducing long-distance travel times. Projected traffic capacity and safety problems would be forestalled. The bypass would route 80 percent of through traffic around Bonduel and 40 to 64 percent around Shawano in 2014. The bypass would constitute a portion of a multilane route along STH 29 that would ultimately cross the entire state. NEGATIVE IMPACTS: Improvement of the existing facility would require the acquisition of 138 acres, including 101 acres of farmland within 25 farms and 10 acres of wetland, and displace 14 residences and 18 businesses. Traffic noise on the improved through route would exceed federal standards at 93 residential receptors. Construction of a northern or southern bypass would require the acquisition of 488 to 506 acres, including 306 to 351 acres of farmland, impacting 37 to 44 farms; the conversion of 49 to 72 acres of wetland; and the displacement of 17 to 20 residences, 2 to 3 farms and, possibly, 1 business. Bypass alternatives would result in potential disturbance at 20 to 45 archaeological sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890336, 397 pages and maps, November 28, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-89-03-D KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wisconsin KW - Department of Transportation Act of 1966, Archaeologic Sites 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/36399940?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-11-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHAWANO+BYPASS%2C+STATE+TRUNK+HIGHWAY+29%2C+SHAWANO+COUNTY%2C+WISCONSIN.&rft.title=SHAWANO+BYPASS%2C+STATE+TRUNK+HIGHWAY+29%2C+SHAWANO+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: November 28, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 35W (HATTIE STREET TO LUELLA STREET) AND INTERSTATE 30 (FOREST PARK BOULEVARD TO RIVERSIDE DRIVE) INTERCHANGE IMPROVEMENTS, FORT WORTH, TEXAS. AN - 36399758; 2452 AB - PURPOSE: Improvement of Interstate 30 (I-30) and I-35 West (I-35W) in the area just south and east of downtown Fort Worth, Texas is proposed. The termini of the I-30 improvements would be Forest Park Boulevard at I-30 on the west and Riverside Drive at I-30 on the east, a distance of 2.3 miles. The termini of the I-35W improvements would be Hattie Street at I-35W on the south and Luella Street at I-35W on the north, a distance of 0.77 mile. The project would involve relocation of the west leg of I-30 approximately 800 feet to the south into the Vickery/Texas and Pacific Railroad corridor. The alternative would generally provide an eight-lane facility with several portions along I-30 tapering to three lanes in each direction. The median width would be 22 feet along I-30 and I-35W, with a transition to the existing 12-foot median along the eastern segment of I-30. The mainlanes of I-30 would be situated between the Union Pacific railroad and Vickery Boulevard, south of the existing alignment. The facility would depart from the existing alignment on the western segment under Summit Avenue. Existing mainline and spur railroad tracks would be bridged by the 10 proposed main traffic lanes of I-30. Skewed bridges would carry the I-30 mainlanes over the railroad in three locations: in the vicinity of Henderson Street, just east of Main Street, and west of I-35W. The mainlanes of I-30 would cross I-35W just north of Lancaster Avenue and return to the existing alignment east of the interchange. Access, egress, and through lane modifications along I-30 in the western segment (at approximately Summit Avenue) would allow for safe vehicle operations during the transition from the existing I-30 corridor to the Vickery corridor. Lane transitions leading to the I-30 interchange with I-35W would allow for safe connection from and to I-30 and I-35W within the interchange. The estimated cost of the project is $150.4 million. POSITIVE IMPACTS: The improved facilities would enhance mobility and access within the corridor, and improve local air quality via carbon monoxide reductions due to increased travel speeds and freeway operating efficiency in the vicinity of the I30/I-35W interchange. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 116 dwelling units and 9 businesses employing 1,277 persons. Community cohesion along the corridor would be adversely affected. A portion of the property associated with the Public Market Building, a historic site, would be displaced. During the 4.5-year construction period, local residents and businesses would experience congestion on arterials serving the corridor, degradation of air quality due to emissions and dust generation, and interruptions in utility services. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890318, 2 volumes and maps, November 8, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-89-7-031-D KW - Air Quality KW - Emissions KW - Employment KW - Highway Structures KW - Highways KW - Historic Sites KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Texas 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/36399758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+35W+%28HATTIE+STREET+TO+LUELLA+STREET%29+AND+INTERSTATE+30+%28FOREST+PARK+BOULEVARD+TO+RIVERSIDE+DRIVE%29+INTERCHANGE+IMPROVEMENTS%2C+FORT+WORTH%2C+TEXAS.&rft.title=INTERSTATE+35W+%28HATTIE+STREET+TO+LUELLA+STREET%29+AND+INTERSTATE+30+%28FOREST+PARK+BOULEVARD+TO+RIVERSIDE+DRIVE%29+INTERCHANGE+IMPROVEMENTS%2C+FORT+WORTH%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: November 8, 1989 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Galactic cosmic radiation exposure and associated health risks for air carrier crewmembers. AN - 79331249; 2818404 AB - The dose equivalent to air carrier crewmembers from galactic cosmic radiation was estimated for each of 32 nonstop flights on a variety of routes to and from, or within, the contiguous United States. Flying times were from 0.4 to 13 hours. The annual dose equivalents received on the flights ranged from 0.2 to 9.1 mSv (20 to 910 mrem), or 0.4 to 18% of the recommended annual limit for occupational exposure of an adult. We reviewed some of the characteristics of galactic and solar cosmic radiation and provided example calculations for estimating radiation-induced risks of fatal cancer, genetic defects and harm to an embryo or fetus. The estimated increased risk of dying from cancer because of galactic radiation exposure received during 20 years of flying ranged from 0.1 to 5 in 1,000. For the adult U.S. population the risk of dying from cancer is about 220 in 1,000. JF - Aviation, space, and environmental medicine AU - Friedberg, W AU - Faulkner, D N AU - Snyder, L AU - Darden, E B AU - O'Brien, K AD - Civil Aeromedical Institute, Federal Aviation Administration, Oklahoma City, OK 73125. Y1 - 1989/11// PY - 1989 DA - November 1989 SP - 1104 EP - 1108 VL - 60 IS - 11 SN - 0095-6562, 0095-6562 KW - Index Medicus KW - Space life sciences KW - United States KW - Risk KW - Altitude KW - Humans KW - Dose-Response Relationship, Radiation KW - Bone Marrow -- radiation effects KW - Male KW - Female KW - Pregnancy KW - Leukemia, Radiation-Induced -- epidemiology KW - Leukemia, Radiation-Induced -- etiology KW - Occupational Diseases -- etiology KW - Aerospace Medicine KW - Occupational Diseases -- epidemiology KW - Abnormalities, Radiation-Induced -- etiology KW - Cosmic Radiation -- adverse effects KW - Abnormalities, Radiation-Induced -- epidemiology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/79331249?accountid=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=Galactic+cosmic+radiation+exposure+and+associated+health+risks+for+air+carrier+crewmembers.&rft.au=Friedberg%2C+W%3BFaulkner%2C+D+N%3BSnyder%2C+L%3BDarden%2C+E+B%3BO%27Brien%2C+K&rft.aulast=Friedberg&rft.aufirst=W&rft.date=1989-11-01&rft.volume=60&rft.issue=11&rft.spage=1104&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 - 1989-12-19 N1 - Date created - 1989-12-19 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-17 ER - TY - RPRT T1 - SOUTHERN TIER EXPRESSWAY-CORNING AREA, PAINTED POST TO STATE ROUTE 414, STEUBEN COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1973). AN - 36407731; 2450 AB - PURPOSE: Construction of 2.8 miles of the Southern Tier Expressway (STE) as a limited-access facility on new location in Steuben County, New York is proposed. This supplement to the final environmental impact statement (FEIS) of July 1973 on construction of the expressway has been prepared because the alternatives in one section of the proposed project fall outside of the locations recommended in the FEIS and because design alternatives in the Village of Riverside provide interchange and design features not considered in the FEIS. The highway segment would begin just west of the CONRAIL grade separation over existing Route 17 in the Village of Painted Post and curve to the northeast to traverse the Village of Riverside, crossing Cutler Creek, Pulteney Street, and CONRAIL's mainline tracks. The alignment would then continue to the northeast to the former roadbed of the Delaware Lackawanna and Western Railroad, cross Reynolds Avenue, and cut deeply into the slope of Pine Hill in the city and town of Corning, some 700 feet north of Winfield Street, to miss an elementary school before turning to the southeast. Continuing to the southeast, the alignment would cross over Winfield Street and continue in a southeasterly direction, severing Baker Street and crossing over CONRAIL's connector and mainline tracks as well as relocated New York State Route 414 before ending at the western limits of the STE construction completed in 1986. An interchange would connect the new highway segment to relocated Route 414 via four ramps. Route 414 would be relocated from the northern end of the Centerway Boulevard project, which was completed in 1980, to a point just north of Winfield Street. The new Route 414 alignment would extend northward, passing under the STE and crossing over both CONRAIL's mainline and connector tracks. Continuing to the north, the new alignment would follow along the western bank of Post Creek through the abandoned railroad yard before connecting with existing Route 414 north of Winfield Street. POSITIVE IMPACTS: Project implementation would close a major gap in the Southern Tier Expressway, increasing safety and providing more efficient travel for local and interregional travelers. The project would support areawide and local planning for future land use and urban and community revitalization and development. The highway segment would contribute to regional and local economic development, which has been impeded in the past because of inadequate highway facilities. Traffic noise along most existing roads and streets in the corridor would decline. NEGATIVE IMPACTS: Rights-of-way requirements would displace 62 families and 15 businesses and would convert 109 to 133 acres of land to highway uses; community cohesion would be affected adversely. Traffic noise would increase at some residential and other activity sites along the corridor, and some sites would be affected by noise in excess of federal standards. Project structures would result in major visual impacts along the construction corridors. Personal and community activity and transportation patterns would be disrupted during construction. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the final environmental impact statement (FEIS) and the draft supplement to the FEIS, see 73-2619F, EIS Cumulative 1970-1976, Volume 2, and 88-0328D, Volume 12, Number 9-10, respectively. JF - EPA number: 890307, 9 volumes and maps, October 31, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-72-13F(S) KW - Bridges KW - Creeks KW - Highway Structures KW - Highways KW - Land Use KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Urban Development KW - Visual Resources KW - New York KW - Federal Aid Highway Act of 1968, 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/36407731?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+TIER+EXPRESSWAY-CORNING+AREA%2C+PAINTED+POST+TO+STATE+ROUTE+414%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1973%29.&rft.title=SOUTHERN+TIER+EXPRESSWAY-CORNING+AREA%2C+PAINTED+POST+TO+STATE+ROUTE+414%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1973%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: October 31, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR-18, AUBURN-BLACK DIAMOND ROAD TO INTERSTATE 90, KING COUNTY, WASHINGTON. AN - 36408083; 2384 AB - PURPOSE: Widening existing State Route (SR) 18 to a multilane, divided highway from the Auburn-Black Diamond Road to Interstate 90 (I-90), a distance of 22 miles, in King County, Washington is proposed. Beginning at Auburn-Black Diamond Road, the project would widen the existing roadway asymmetrically on the left with a 16-foot median. A symmetrical widening on the right with a 40-foot median would extend from SE 304th Street to a point just past SR 516. The roadway would be widened symmetrically with a 16-foot median through the Covington section and SE 180th Avenue. From the vicinity of SE 256th Street to Issaquah-Hobart Road, the existing highway would be widened asymmetrically on the left with a 40-foot median. From Issaquah-Hobart Road to I-90, the exact alignment has not yet been determined; however, the alignment along this section would follow the existing roadway with median widths varying from 16 to 40 feet. The project would involve widening SR 18 to a four-lane, divided highway with full access control; provision of new interchanges at SE 304th Street, SE 256th Street, SE 288th Street, 244th Avenue SE, the Tiger Mountain State Forest access road, Kerriston Road, and SE 104th Street; and construction of grade separations at SE 240th Street, Covington Way, and SE 200th Street. The cost of the project is estimated at $184.0 million. POSITIVE IMPACTS: Project implementation would improve SR 18 to enable it to meet current design standards for a multilane state arterial, improve traffic operations and capacity to meet demands for traffic volume through the year 2010, improve safety in the corridor, support planned development, and support existing and planned county road facilities. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 17 residences and up to 2 businesses and 43 acres of wetlands, clearance of more than 300 acres of vegetation, and loss of 11,000 square feet of the King County Auburn Narrows Park and 25 acres of Tiger Mountain State Forest. Federal noise standards would be violated in the Covington area due to increased traffic noise. Clearance of vegetation from river banks could affect the quality of the associated fishery. A total of 120 acres of new rights-of-way would have to be acquired. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 88-0409D, Volume 12, Number 11-12. JF - EPA number: 890299, 373 pages, October 27, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-1988-04-F KW - Fisheries KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Vegetation KW - Wetlands KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR-18%2C+AUBURN-BLACK+DIAMOND+ROAD+TO+INTERSTATE+90%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SR-18%2C+AUBURN-BLACK+DIAMOND+ROAD+TO+INTERSTATE+90%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: October 27, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PATTON ISLAND BRIDGE AND APPROACHES CROSSING THE TENNESSEE RIVER AND CONNECTING THE CITIES OF FLORENCE AND MUSCLE SHOALS, COLBERT AND LAUDERDALE COUNTIES, ALABAMA. AN - 36399407; 2370 AB - PURPOSE: Construction of a multilane bridge and approaches across the Tennessee River to connect Colbert and Lauderdale counties, Alabama is proposed. The 3.5-mile project would begin in Florence, near the intersection of Hermitage Drive and Helton Drive (State Route (SR) 157), extend southward across the Tennessee River, and terminate in Muscle Shoals at the intersection of SR 133. Two alignments were considered within the preferred project corridor. The area transportation plan calls for future upgrading and additional lane provisions for SR 133; these improvements would be accomplished as a separate project. The estimated cost of the project is $63.14 million, and the benefit-cost ratio is estimated at 6.2. POSITIVE IMPACTS: Provision of the bridge would enhance the safety of vehicular transportation and improve access by emergency vehicles. Economic growth in the local area would be promoted. In general, transportation between the cities of Florence and Muscle Shoals would improve significantly. The project would employ 350 to 375 workers during the employment season. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 24 businesses, 21 residential units, three public/community facilities, 10 acres of prime farmland, and 29 acres of upland habitat. Some slight effect on river habitat would be expected, and a moderate effect on archaeological resources would be anticipated. Rockpile Trail would be crossed, requiring relocation of a small section of the trail, and the project would result in the removal of a segment of the Cherry Hills Housing Authority Playground. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890304, 197 pages and maps, October 27, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-89-01-D KW - Archaeological Sites KW - Bridges KW - Employment KW - Farmlands KW - Highways KW - Motor Vehicles KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wildlife Habitat KW - Alabama 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 - 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/36399407?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PATTON+ISLAND+BRIDGE+AND+APPROACHES+CROSSING+THE+TENNESSEE+RIVER+AND+CONNECTING+THE+CITIES+OF+FLORENCE+AND+MUSCLE+SHOALS%2C+COLBERT+AND+LAUDERDALE+COUNTIES%2C+ALABAMA.&rft.title=PATTON+ISLAND+BRIDGE+AND+APPROACHES+CROSSING+THE+TENNESSEE+RIVER+AND+CONNECTING+THE+CITIES+OF+FLORENCE+AND+MUSCLE+SHOALS%2C+COLBERT+AND+LAUDERDALE+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: October 27, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 27, CAMP NELSON TO THE NICHOLASVILLE BYPASS, JESSAMINE COUNTY, KENTUCKY. AN - 36399449; 2376 AB - PURPOSE: Construction of 4.5 miles of four-lane highway (U.S. 27) in south-central Jessamine County, Kentucky is proposed to provide a connecting link between the four-lane improvements along U.S. 27 south of the project to the Nicholasville Bypass to the north. The project would begin at Camp Nelson and parallel existing U.S. 27, 150 to 175 feet to the west, to allow existing U.S. 27 to be converted to a frontage road. The alignment would continue along the west side of U.S. 27 until a point just north of Roberts Chapel (just south of Kentucky 1268/Wilmore Road), cross U.S. 27, and intersect with Kentucky 1268 approximately 250 feet east of the existing U.S. 27/Kentucky 1268 intersection. Continuing in a northeasterly direction, the new alignment would then intersect East Lane approximately 850 feet east of the existing intersection of U.S. 27 and East Lane. The only difference distinguishing the two build alternatives would involve the possible relocation of 3,000 to 3,500 linear feet of the highway between Kentucky 1268 /Wilmore Road and Kentucky 1268, a relocation that would allow the project to avoid impacting a Civil War site known as the Robert Chapel property. The site bypass would be to the east under one alternative and to the west under the other. The west bypass is currently designated as the preferred alternative. The highway, which would have a 60-mile-per-hour design speed, would feature two 12-foot-wide travel lanes in each direction, 12-foot shoulders, and a 30-foot clear zone from the edge of the pavement and bituminous pavement surface. Town Fork of Jessamine Creek near the bypass tie-in would be crossed via twin, three-span structures. POSITIVE IMPACTS: Expansion of the highway from two to four lanes would increase traffic capacity on a heavily traveled section of U.S. 27; projected traffic demand in the corridor is expected to increase by 60 percent above 1986 levels by the year 2006 (an average increase from 10,000 to 16,000 vehicles per day). The project would generally improve travel safety and efficiency and complete the missing link of improved U.S. 27 between the Kentucky River and Lexington. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 6 homes, 1 business, 15 farm buildings, 134 acres of prime and unique or important farmland, and, possibly, an historically significant Civil War fortification, the Camp Nelson Historic District. Two residences along the southern portion of the new highway segment would experience increases in noise levels that would exceed federal standards. Approximately 2,000 feet of Town Fork would be rechannelized, resulting in the loss of aquatic and terrestrial wildlife habitat and a reduction in water quality. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890293, 134 pages and maps, October 25, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-89-02-D KW - Bridges KW - Creeks KW - Farmlands KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Water Quality KW - Wildlife Habitat KW - Kentucky KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, 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/36399449?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+27%2C+CAMP+NELSON+TO+THE+NICHOLASVILLE+BYPASS%2C+JESSAMINE+COUNTY%2C+KENTUCKY.&rft.title=U.S.+27%2C+CAMP+NELSON+TO+THE+NICHOLASVILLE+BYPASS%2C+JESSAMINE+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 25, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF STATE ROUTE 267 ON NEW ALIGNMENT BETWEEN I-80 AND THREE MILES EAST OF TRUCKEE IN NEVADA COUNTY, CALIFORNIA. AN - 36404626; 2374 AB - PURPOSE: Construction of a State Route (S.R.) 267 bypass of the downtown Truckee area in Nevada County, California is proposed. Of the eight alternatives originally considered, only two have been deemed feasible. Alternative E would begin just east of the existing Route I-80/89N/267 Interchange, cross the Southern Pacific Railroad and the Truckee River with a bridge, and connect to existing Route 267 near the Truckee Airport. The existing Route 80/89N/267 Interchange would be removed. Alternative F would begin at the Route 80 /Fibreboard Undercrossing, where a new interchange would be constructed, and follow approximately the same bypass alignment as Alternative E south of the river, connecting to existing Route 267 near the airport. If Alternative F is constructed, the existing Route 80/89N/267 Interchange would remain, but the existing structure would have to be raised (to provide standard vertical clearance) and rehabilitated. Initial construction of either alternative would involve development of a two-lane access-controlled expressway (Phase 1), with climbing lanes provided when increases in traffic warrant (Phase 2). Rights-of-way width would be acquired immediately to provide for the four-lane facility. Earthworks would also be created to provide for the requirements of a four-lane facility. Noise control features could be incorporated into the project design. Under Alternative E, the costs of the the two-lane expressway, the two-lane expressway with climbing lanes, and four-lane facilities are estimated at $25.8 million, $34.1 million, and $40.0 million, respectively. Under Alternative F, the costs of the two-lane expressway, the two-lane expressway with climbing lanes, and four-lane facilities are estimated at $20.1 million, $22.0 million, and $28.6 million, respectively. POSITIVE IMPACTS: The bypass would remove through traffic from the downtown area of Truckee, easing both long-distance and local traffic movements. Creation of a grade-separated railroad crossing would eliminate motor vehicle/train conflicts, easing movement of police, fire, and other emergency and public service vehicles. Traffic movement in general would be eased by the grade-separated crossing. The bypass would encourage commercial development in the vicinities of the existing I-80/Route 267 interchange and the proposed Route 267 connection to existing Route 267 near the airport. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives E and F would amount to 126 acres and 162 acres, respectively. Alternative E would result in the elimination of an undercrossing that mitigates vehicle /wildlife conflicts, particularly those involving migrating deer. The 100-year floodplain of the Truckee River would be crossed, and drainage facilities would encroach somewhat on the floodplain. One hazardous waste site would lie within the project rights-of-way. Approximately 20 acres of commercial timber would lie within the Alternative E rights-of-way, while 35 acres of commercial timber would lie within the Alternative F rights-of-way. Some sagebrush scrub and Jeffrey pine habitat would be displaced, and rural agricultural and open space lands would be traversed. Traffic-generated noise levels would be significant in the vicinity of the Ponderosa Fairway subdivision and could be somewhat significant in the Olympic Heights subdivision. JF - EPA number: 890287, 61 pages and maps, October 20, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-04-D KW - Bridges KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise KW - Noise Control KW - Open Space KW - Relocations-Property Acquisitions KW - Rivers KW - Structural Rehabilitation KW - Timber KW - Traffic Analyses KW - Vegetation KW - Waste Management KW - Wildlife KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404626?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+STATE+ROUTE+267+ON+NEW+ALIGNMENT+BETWEEN+I-80+AND+THREE+MILES+EAST+OF+TRUCKEE+IN+NEVADA+COUNTY%2C+CALIFORNIA.&rft.title=CONSTRUCTION+OF+STATE+ROUTE+267+ON+NEW+ALIGNMENT+BETWEEN+I-80+AND+THREE+MILES+EAST+OF+TRUCKEE+IN+NEVADA+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: October 20, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELMIRA NORTH-SOUTH ARTERIAL-SOUTH SECTION, CITY OF ELMIRA AND TOWN OF SOUTHPORT, CHEMUNG COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1974). AN - 36401933; 2378 AB - PURPOSE: Construction of approximately 2.6 miles of four-lane arterial highway on new location through portions of the town of Southport and the city of Elmira in Chemung County, New York is proposed. This draft supplement to the final environmental impact statement of August 1974 on the entire 7.5-mile north-south arterial provides alternative design studies concerned with the southernmost 2.6 miles. The highway would extend from State Route (S.R.) 18 to S.R. 328 in the town of Southport, then northward and eastward through the city of Elmira, the village of Elmira Heights and towns of Elmira and Horseheads to the Route 17-13 interchange area near the village of Horseheads. The southern two miles of the project would be located on vacant land or along the floodplain of Seeley Creek and through an abandoned Penn Central railyard. The northern 0.6 mile would pass through an area of mixed residential, commercial, and industrial land. Generally, the arterial would have 12-foot lanes, 10-foot outside and 6-foot inside shoulders, and a median with a minimum width of 16 feet; the design speed would range from 40 to 60 miles per hour. The project would include noise control measures. The estimated cost of the project ranges from $21.2 million to $24.1 million, depending on the alternative chosen. POSITIVE IMPACTS: The overall arterial project would provide for a reasonable, continuous north-south route through the Southport-Elmira-Horseheads Valley. In addition, the project would improve access to existing businesses, local industries, and the Elmira Central Business District. The project would also enhance development potential in the valley by providing access to underused lands, particularly those with potential for commercial and industrial development. A major portion of north-south traffic, particularly heavy truck traffic, would be shifted from local residential streets to commercial/industrial areas along the project corridor. NEGATIVE IMPACTS: Rights-of-way development would encroach on the Seeley Creek floodplain, which is currently undeveloped. Some residential and business relocations would be required. Traffic, and the attendant noise and visual impacts, would be introduced into an area previously unaffected by such an intrusion. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 74-3412F, EIS Cumulative 1970-1976, Volume I. JF - EPA number: 890291, 232 pages and maps, October 20, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-73-05D(S) KW - Central Business Districts KW - Cost Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation Surveys KW - Wildlife Surveys KW - New York KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36401933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELMIRA+NORTH-SOUTH+ARTERIAL-SOUTH+SECTION%2C+CITY+OF+ELMIRA+AND+TOWN+OF+SOUTHPORT%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1974%29.&rft.title=ELMIRA+NORTH-SOUTH+ARTERIAL-SOUTH+SECTION%2C+CITY+OF+ELMIRA+AND+TOWN+OF+SOUTHPORT%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1974%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hornell, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 20, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST LOS ANGELES VELOWAY PROJECT, COUNTY OF LOS ANGELES, CALIFORNIA. AN - 36403244; 2372 AB - PURPOSE: Construction of the West Los Angeles Veloway system in Los Angeles County, California is proposed to serve West Los Angeles, Westwood Village, and the campus of the University of California at Los Angeles (UCLA). The preferred alternative would consist of a combined system of at- and above-grade bicycle paths. The study area is bounded by 23rd Street on the west, Santa Monica Freeway on the south, Beverly Boulevard on the east, and Sunset Boulevard on the north. The system has three components: (1) a core element of Class I bikeways (paths completely separated from vehicular travel lanes) that would mostly be grade separated for the exclusive use of bicycles; (2) a network of Class II bikeways (separate travel lanes for bicycles on public streets) and Class III bikeways (bikeways that lie within a street right-of-way designated by signs) that would be at-grade to serve the West Los Angeles region within a four-mile radius of the Westwood/UCLA core; and (3) a system of ramps to link the at-grade routes with the grade-separated bikeways and provide access to the major destination points. Components (1) and (2) would extend 1.6 and 15.0 miles, respectively. The ramps would have a maximum grade of five percent and range from 300 feet to 400 feet in length; two 8-foot lanes would facilitate ingress/egress. Access ramps would be situated at the UCLA main campus near Lots 1 and 14, UCLA west campus near the Red Cross Building on Veteran Avenue, Westwood Park, Veterans Administration property, and Sepulveda Boulevard south of Santa Monica Boulevard. In an effort to eliminate acquisition costs and enhance the use of public lands, virtually the entire route would lie on public roadway or property controlled by public entities. Physically, the grade-separated bikeway would consist of a 16-foot-wide riding deck with two 8-foot travel lanes separated by striping and a rough but safe rumble strip to discourage ""wrong way'' riders. Exterior railings, rising five feet, would flank the deck. The lower six inches of the railings would remain open to facilitate cleaning of the deck. At minimum, the riding deck would be positioned 16 feet above any roadway surface. At maximum, the Veloway would have a vertical clearance of 22 feet. The structure would be supported by either 14-foot-wide tetrapod precast concrete piers or 2.5-foot-diameter concrete columns (along public street center lines). Typical Class II bike paths would consist of five-foot-wide reserved lanes, demarcated by striping and signage on each side of existing roadways. Standard signage would be used to delineate Class III bike routes. POSITIVE IMPACTS: Projection models estimate that the Veloway would have an average daily ridership of 4,300 bicyclists. The Veloway would reduce conflicts between motor vehicles and bicycles, alleviate traffic demand on local streets from origins in West Los Angeles and Santa Monica to the Westwood Village and UCLA campus area by increasing bicycle use in these areas, and facilitate bicycle travel and promote the bicycle as a healthful, pollution-free, and economical travel mode. Demands for auto parking in West Los Angeles would decline, and opportunities for housing in the greater West Los Angeles area would be increased. NEGATIVE IMPACTS: Some motor vehicle/bicycle conflicts would continue to affect users of the system, and collisions could continue to occur. Left turns for motor vehicles would be limited to Ohio Avenue, Massachusetts Avenue, and Santa Monica Boulevard, and access to driveways would be limited. Additional fixed objects would be placed along the center line of Sepulveda Boulevard, and the grade-separated bikeway would be aesthetically unpleasing. Site development in the UCLA west campus area would be limited. At several locations, the Veloway would not maintain a 20-foot clearance of existing structures; this would represent a violation of the city fire code. Fixed objects in the center of streets would impede emergency vehicles. A rights-of-way purchase could be required on Sepulveda Boulevard south of Santa Monica Boulevard to accommodate a ramp. A portion of the Veloway would traverse the Westwood Park property, and the park's existing Class I bikeway would be removed. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). JF - EPA number: 890285, 423 pages, October 16, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-05-D KW - Highway Structures KW - Motor Vehicles KW - Parking KW - Parks KW - Recreation Facilities KW - Traffic Analyses KW - Trails KW - Transportation KW - Urban Development KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403244?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+LOS+ANGELES+VELOWAY+PROJECT%2C+COUNTY+OF+LOS+ANGELES%2C+CALIFORNIA.&rft.title=WEST+LOS+ANGELES+VELOWAY+PROJECT%2C+COUNTY+OF+LOS+ANGELES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 16, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH DOUGLAS HIGHWAY EXTENSION CORRIDOR IDENTIFICATION, CITY AND BOROUGH OF JUNEAU, ALASKA. AN - 36399260; 2371 AB - PURPOSE: Identification of a transportation corridor for selection of an alignment to extend the North Douglas Highway a distance of 8.4 miles from its current terminus at Outer Point to Point Hilda on Douglas Island in the city and borough of Juneau, Alaska is proposed. The current action is not a proposal to construct a road. The preferred plan would involve construction of a 34-foot-wide, gravel-topped, two-lane road. The road would have the same centerline as the two- and four-lane paved roadways that could be developed in the future. This would ensure that the geometrics of the road would conform to any future construction and also that the road material would be useable within a future paved-road prism. Approximately 3.5 miles of the facility would be constructed on rockfill. Other highway design features would include permanent and temporary settling ponds, armor rock bank protection, and run-off drainage diversions. The estimated cost of the initial two-lane gravel highway is $20.4 million. POSITIVE IMPACTS: The new facility would help the city of Juneau handle a population increase of 7,900 by 1997 by opening a new area for development of housing and related amenities. Construction of the new roadway facility would provide land access to a proposed vessel landing at Middle Point, expediting transport of workers to the developing mine at Greens Creek on Admiralty Island. NEGATIVE IMPACTS: Existence of the highway would encourage development of currently undeveloped natural lands associated with a heavily wooded shoreline. Water quality in the Peterson Creek watershed could be degraded somewhat. Traffic levels on the existing North Douglas Highway would be increased by as much as 5,300 additional vehicles per day. Hunting for Sitka blacktail deer, black bear, waterfowl, and small game would be affected by the construction and use of the highway. Noise from construction and use of the highway could impact the 22 bald eagles nesting in the vicinity. A total of 214.9 acres of rights-of-way, including approximately 81.3 acres of wetlands, would be lost to other uses or disturbed. LEGAL MANDATES: Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0091D, Volume 12, Number 3-4. JF - EPA number: 890284, 2 volumes and maps, October 16, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-02-F KW - Archaeological Sites Surveys KW - Bank Protection KW - Coastal Zones KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Hydrologic Assessments KW - Noise Assessments KW - Shores KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399260?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+DOUGLAS+HIGHWAY+EXTENSION+CORRIDOR+IDENTIFICATION%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.title=NORTH+DOUGLAS+HIGHWAY+EXTENSION+CORRIDOR+IDENTIFICATION%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 16, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 71 IMPROVEMENTS BETWEEN INTERSTATE 10 AND STATE ROUTE 91, LOS ANGELES, SAN BERNARDINO, AND RIVERSIDE COUNTIES, CALIFORNIA. AN - 36405913; 2373 AB - PURPOSE: Improvements to 15.6 miles of Route 71 from the Holt Avenue interchange near Route 10 in the city of Pomona, Los Angeles County, California to State Route (S.R.) 91 in Riverside County, California are proposed. The corridor traverses three counties, two cities, and the Prado Flood Control Basins. The preferred alternative would involve implementation of a full freeway design within a depressed alignment. More specifically, the project would involve widening the highway cross-section to accommodate six to eight lanes north of Route 60 and four to six lanes south of Route 60, construction of grade separations at selected sites, improvements to the Route 60/Route 71 and Route 91/Route 71 interchanges, and provision of full interchanges to control access along the corridor. The freeway would begin in Los Angeles County at the Valley Boulevard/Holt Avenue interchange in Pomona and extend southeasterly along the current Route 71 alignment, and across the Route 60 freeway into San Bernardino County. It would continue along the approximate alignment of Route 71 through San Bernardino County and portions of Chino and Riverside County, with a connection at the current terminus of Route 71 at the Route 91 freeway. The freeway would be on new alignment from a point south of Chino Avenue, where it would cross the Chino Creek flood control channel, to Edison Avenue. The freeway alignment would include elevated, at-grade, and depressed sections throughout its length. The depressed sections would be in the city of Pomona from just north of Mission Boulevard to just south of North Ranch Road. The freeway would be elevated over Riverside Drive, Chino Avenue, and Grand Avenue. The roadway would be at-grade at Pipeline Avenue, with Pipeline Avenue carried over the freeway, raising up and over Carbon Canyon Road and Ramona Avenue before returning to the existing roadway elevation. From Soquel Canyon Road southward, the profile would be dictated by the high-water elevation of the Prado Flood Basin. Estimated costs of rights-of-way acquisition and construction are $30.0 million and $152.0 million, respectively. POSITIVE IMPACTS: Improvement of the S.R. 71 facility to full freeway standards would provide an acceptable level of traffic service and would enhance planned development and growth in the S.R. 71 corridor. This major northwest-southeast link in the regional highway system would continue to provide adequate service to Pomona, Chino, and Corona, as well as to other rapidly developing regions. Existing capacity deficiencies at many locations would be ameliorated. Construction activities would employ significant numbers of persons. NEGATIVE IMPACTS: Rights-of-way requirements, totalling 345 acres, would result in the displacement of 26 residential buildings, containing 72 residents, as well as 10 businesses. Acquisition of land would result in a $300,000 decline in the annual property tax base. New freeway features would constitute a substantial visual encroachment. Habitat to be displaced would include four acres of riparian brush, two acres of riparian woodlands, 20 acres of coastal sage scrub, and 100 acres of grasslands. Noise levels would exceed federal standards at 26 residential locations. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0200D, Volume 10, Number 5. JF - EPA number: 890274, 165 pages and maps, October 6, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-03-F KW - Community Development KW - Employment KW - Flood Control KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405913?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+71+IMPROVEMENTS+BETWEEN+INTERSTATE+10+AND+STATE+ROUTE+91%2C+LOS+ANGELES%2C+SAN+BERNARDINO%2C+AND+RIVERSIDE+COUNTIES%2C+CALIFORNIA.&rft.title=ROUTE+71+IMPROVEMENTS+BETWEEN+INTERSTATE+10+AND+STATE+ROUTE+91%2C+LOS+ANGELES%2C+SAN+BERNARDINO%2C+AND+RIVERSIDE+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: October 6, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT METROPOLITAN WAYNE COUNTY AIRPORT, ROMULUS, MICHIGAN. AN - 36390848; 2343 AB - PURPOSE: Approval of a master plan update and noise compatibility plan for the Detroit Metropolitan Wayne County Airport in Michigan is proposed. The airport encompasses approximately 5,000 acres of land on a site located 20 miles southwest of downtown Detroit, within Wayne County. The plan would involve construction of a second, 10,000-foot crosswind runway (9R/27L) and a new parallel runway (4 /22) along with associated taxiways and navaids, extension of runways 3L by 1,500 feet and 3C by 1,300 feet along with associated taxiways and navaids, construction of a south airport access road, and development of a southern terminal and satellite concourse, as well as an eastern cargo complex and earth berms. In addition to assessing these major developments, this environmental impact statement addresses the airport noise compatibility plan and installation of navigational equipment, airspace use, and approach and departure procedures associated with the proposed development. The noise compatibility plan would involve the runway 3C extension, preferential runway use in a southern direction at night and during nonpeak periods, preferential flight tracks for use at night and during nonpeak periods, nighttime ground run-up procedures, flight training restrictions, periodic noise monitoring, establishment of a single location for receipt of noise complaints, installation of earth berms, a feasibility evaluation for construction of a run-up bush house, corrective land use actions including land acquisition soundproofing, and preventive land use actions. POSITIVE IMPACTS: Improvement of the airport, which serves southeastern Michigan, parts of Canada, and northwestern Ohio, would accommodate needed service expansion for the region. Delays due to growth in passenger loads following the designation of the airport as a hub by Republic Airlines (now merged with Northwest Airlines) would be remedied. Total airport operations and enplaned passengers in the post-1995 time period would increase. The increase in terminal space and aircraft gates would provide for a 15-percent increase in commercial air carrier traffic. Noise levels associated with the airport would be lessened significantly in some areas. The airport's contribution to the regional economy, which has been estimated at $1.2 billion annually, would be increased. NEGATIVE IMPACTS: Some areas would be affected by increases in aircraft-associated noise levels. Acquisition of approximately 604 acres of land would require relocation of numerous residences, businesses, and roadways. Emissions of carbon monoxide, hydrocarbons, nitrogen oxides, sulfur dioxide, and total suspended particulates would increase in the future regardless of whether the improvement project is undertaken. Water consumption and solid and liquid generation would increase. Construction on 1,338 acres of undeveloped lands, including wetlands, would result in losses of vegetation and associated wildlife habitat. Increases in the levels of airport lighting would result in glare effects. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 890273, 1,121 pages and maps, October 5, 1989 PY - 1989 KW - Air Transportation KW - Airports KW - Air Quality KW - Emissions KW - Hydrocarbons KW - Land Acquisitions KW - Land Management KW - Navigation KW - Noise KW - Noise Control KW - Particulates KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Michigan KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+METROPOLITAN+WAYNE+COUNTY+AIRPORT%2C+ROMULUS%2C+MICHIGAN.&rft.title=DETROIT+METROPOLITAN+WAYNE+COUNTY+AIRPORT%2C+ROMULUS%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Belleville, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 5, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 90: FOUR LAKES TO IDAHO STATE LINE, SPOKANE COUNTY, WASHINGTON. AN - 36382988; 2383 AB - PURPOSE: Improvements to a 30-mile segment of Interstate 90 (I-90) in Spokane County, Washington are proposed. I-90 has served Spokane for approximately 30 years. Most of the facility from Four Lakes to the Idaho state line would be in need of major repair by the year 2010. Traffic on I-90 has increased by approximately five percent per year since the facility was completed. This trend is expected to continue at least through the year 2010. Improvements under the currently proposed plan would involve construction of additional, general purpose driving lanes, new interchanges, interchange improvements, noise wall construction, and removal of the gravel median strip. In addition to continued maintenance of the highway corridor segment, the project would include improvements to the Sprague Avenue Interchange at mile post (MP) 285, Sprague Argonne Mainline (MP 285 to MP 288), Harvard Road Interchange at MP 296, Thor/Freya Interchange at MP 283, Argonne-Pines Mainline (MP 288 to MP 290), Pines Interchange (MP 290), University Road Interchange (MP 289), Hamilton-Thor Mainline (MP 282 to MP 284), Freya-Sprague Mainline (MP 284 to MP 285), Pines-Sullivan Mainline (MP 290 to MP 292), Idaho Road Interchange (MP 299), Truck Lane at Sunset Hill (MP 276 to MP 278), Medical Lake Interchange (MP 273), Greenacres Interchange (MP 295), Sullivan-Harvard Mainline (MP 292 to MP 296), Lincoln Westbound Off Ramp (MP 281), Division Eastbound Off Ramp (MP 281), State Route (SR) 2 Interchange (MP 278), Barker Road Interchange (MP 294), and Evergreen Interchange (MP 291). Construction costs, disregarding inflation, are estimated at $150 million. POSITIVE IMPACTS: Congestion on I-90, which has been on the increase over recent years, would be largely relieved, and the project would provide the most flexibility in responding to proposed residential and commercial developments in the area. An estimated 100 to 400 seasonal construction jobs would be created each year during project implementation. Air pollution levels would be less than if nothing other than maintenance improvements were implemented. NEGATIVE IMPACTS: Rights-of-way requirements would result in the dislocation of 58 homes, 109 mobile homes, and 10 businesses. Project features would impinge on visual aesthetics of the area. The Altamont Street ramps would be closed, hindering some motorists attempting to access Liberty Park and Playfair Race Track. Less than one acre of wetlands would be removed during improvement of the SR 902 ramp. Water pollutant loadings within the corridor would increase somewhat, as would noise levels. Hazardous waste or asbestos could be encountered during construction activities. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974, as amended (42 U.S.C. 300(f) et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0181D, Volume 12, Number 5-6. JF - EPA number: 890271, 322 pages, October 5, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-88-3-F KW - Employment KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Noise Control KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Washington KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Safe Drinking Water Act of 1974, 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/36382988?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+90%3A+FOUR+LAKES+TO+IDAHO+STATE+LINE%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=INTERSTATE+90%3A+FOUR+LAKES+TO+IDAHO+STATE+LINE%2C+SPOKANE+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: October 5, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FINLEY-EAST LAKE BOULEVARD EXTENSION, 26TH STREET NORTH TO CARSON ROAD, CITY OF BIRMINGHAM AND JEFFERSON COUNTY, ALABAMA (PROJECTS M-7173(1) AND M-7173(2)). AN - 36403202; 2369 AB - PURPOSE: Construction of a four-lane divided arterial highway within the city of Birmingham and Jefferson County, Alabama is proposed. The study corridor extends nine miles on a generally southwest-northeast axis in the Birmingham Valley. The southwest terminus would be on Finley Boulevard at 26th Street in North Birmingham, while the northeast terminus would be on Carson Road near 14th Avenue, N.W. The southwest terminus would lie approximately 1.5 miles north of the Birmingham central business district, and the northeast terminus would lie in the Birmingham suburbs near Center Point. The project would run along the northern boundary of the Birmingham municipal airport. Two distinct projects would be combined to form the overall project, namely, the Finley Boulevard Extension and the East Lake Boulevard Extension. The Finley Boulevard section would run from the southwest terminus at 26th Street to existing East Lake Boulevard at 43rd Street in Inglenook north of the airport, and the East Lake Boulevard Extension section would cover the remaining distance between 43rd Street and Carson Road. The sections would extend 3.5 miles and 5.5 miles, respectively. Elevated bridge structures would carry the main roadway from 26th Street to 40th Street, passing over five railroad lines. This section would feature interchanges at Huntsville Road on the west side of the Collegeville neighborhood and at Tallapoosa Street-Vanderbilt Road. A pair of two-lane, one-way traffic service roads would provide surface access between 27th Avenue and Tallapoosa Street. In the East Lake section, the project would follow existing East Lake Boulevard to the vicinity of Henry Graham Armory north of the airport, turn northward to follow Airport Road to 90th Place in Airport Highlands, diverge from Airport Road and become superimposed on Sherman Drive to Tarrant-Huffman Road. North of that point, the project would traverse undeveloped areas, paralleling Tarrant Spring Branch for approximately the last two miles to Carson Road. Interchanges would be provided at Lawson Road and Valley Crest Drive. One option would divert from this overall scheme on a two-mile segment in the middle of the East Lake section of the corridor. POSITIVE IMPACTS: The new highway would play a significant role in improving traffic movements between the Birmingham downtown area and the suburbs to the northeast out to the Center Point area by providing an alternative continuous traffic route. Access between North Birmingham, Collegeville, East Birmingham, and Inglenook would be improved. Delays and accidents at railroad crossings would be reduced due to separation of the two modes of transport. NEGATIVE IMPACTS: Rights-of-way requirements, ranging from 243.6 acres to 260.5 acres, would result in the displacement of 72 to 82 households involving 194 to 228 individuals, the Layman Chapel Church, 5 National Guard facility buildings, and utility lines. Numerous minors, black persons, and elderly persons would be among the displacees. The highway would encroach on the floodplains of Village Creek, Fivemile Creek, and a branch along Lawson Road. LEGAL MANDATES: Executive Order 11988, National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890272, 467 pages and maps, October 4, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-87-01-D KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Minorities KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Traffic Analyses KW - Alabama KW - Executive Order 11988, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403202?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FINLEY-EAST+LAKE+BOULEVARD+EXTENSION%2C+26TH+STREET+NORTH+TO+CARSON+ROAD%2C+CITY+OF+BIRMINGHAM+AND+JEFFERSON+COUNTY%2C+ALABAMA+%28PROJECTS+M-7173%281%29+AND+M-7173%282%29%29.&rft.title=FINLEY-EAST+LAKE+BOULEVARD+EXTENSION%2C+26TH+STREET+NORTH+TO+CARSON+ROAD%2C+CITY+OF+BIRMINGHAM+AND+JEFFERSON+COUNTY%2C+ALABAMA+%28PROJECTS+M-7173%281%29+AND+M-7173%282%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 - Draft. Preparation date: October 4, 1989 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Port Development in the U.S.: Status and Outlook AN - 19102994; 9004574 AB - The strategic and economic importance of the nation 's ports is reviewed, as are current issues and future concerns involving the ports. With the present port system, development has been the responsibility of both the public and private sectors. However, the Water Resources Development Act of 1986 made significant changes in the roles, obligations, and opportunities of U.S. ports. This act altered the roles of federal, state, and local authorities in accomplishing harbor and waterway channel improvements and maintenance. The current status of deep-draft and shallow-draft ports is reviewed in terms of use, traffic, commerce movement, financing, and environmental, safety, and security issues. The American Association of Port Authorities has described five of the current major environmental challenges facing commercial ports as (1) public involvement in environmental law, (2) dredged material disposal, (3) contaminated sediments, (4) mitigation and wetlands preservation , and (5) reducing and relocating urban ports. Additional concerns include the safe and environmentally sound management of wastes generated by vessels and facilities in ports and the control of air pollution caused by marine vessels. The issue of container ships is addressed, as they are becoming larger and more complex, and are effecting immense problems on shoreside operating logistics. The need to improve bridge and tunnel clearances o main and port-access lines is and issue that inhibits the growth of double-stack operations. In the future, increased demand will be exerted on vessel and port terminal operators to become more productive, and hold down the costs of shipping the additional cargo brought about by the opening of new global ports and foreign trade. (Friedmann-PTT) JF - Oceanus OCEAAK Vol. 32, No. 3, p 37-45, Fall 1989. 3 tab. AU - Pisani, J M AD - Maritime Administration Washington, DC. Office of Ports and Intermodal Development Y1 - 1989/10// PY - 1989 DA - Oct 1989 KW - Water Resources Abstracts KW - Water resources development KW - Water resources management KW - Port facilities KW - Ships KW - Harbors KW - Foreign trade KW - Economic aspects KW - Financing KW - Trafficability KW - SW 4070:Ecological impact of water development KW - SW 4020:Evaluation process UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19102994?accountid=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=&rft.atitle=Port+Development+in+the+U.S.%3A+Status+and+Outlook&rft.au=Pisani%2C+J+M&rft.aulast=Pisani&rft.aufirst=J&rft.date=1989-10-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - U.S. ROUTE 1 FROM SILVER SPRING ROAD IN BALTIMORE COUNTY TO MARYLAND ROUTE 152 IN HARFORD COUNTY, MARYLAND. AN - 36391032; 2377 AB - PURPOSE: Reconstruction of U.S. Route 1 (Belair Road) from Silver Spring Road in Baltimore County to Maryland Route 152 in Harford County, Maryland is proposed. Two basic build alternatives, a six-lane cross-section and a four-lane cross-section, were considered before the six-lane alternative was determined to be preferable for the nine-mile project. The project would generally follow the existing horizontal alignment with widening on one or both sides, depending on physical constraints and environmental considerations. Where possible, consideration was given to modifying the rolling nature and steep grades on the existing alignment. A minimum of six through lanes would be provided throughout the project length. The typical cross-section would vary from segment to segment. Frequent median crossovers would be provided in urbanized areas. In less developed areas, the median crossovers would be restricted to major crossroads. Through park areas, a narrow New Jersey type concrete median would be used to minimize rights-of-way requirements. A number of options were studied for the Kingsville Community in an attempt to minimize community impacts and avoid impacts to historic sites. Depending on the option chosen, estimated costs of the project range from $97.8 million to $105.7 million. POSITIVE IMPACTS: Project improvements would alleviate safety deficiencies and provide adequate capacity for vehicular traffic through the year 2015; a 100 percent increase in traffic volumes is expected over the next 20 years. Access to and from areas in the adjacent northeastern Baltimore area would be eased. Linkages to Kingsville, Fork, Benson, Fallston, Belair, Forest Hill, Hickory, and Churchville would be improved substantially. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 21 to 22 residential structures housing 21 to 22 families and 52 to 60 businesses. Approximately 19.4 acres of parkland, 11.4 acres of prime farmland, 1.4 to 1.5 acres of wetland, and 1.5 acres of floodplain would be displaced. Traffic noise along the corridor would exceed federal standards at six sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 88-0403D, Volume 12, Number 11-12. JF - EPA number: 890269, 312 pages and maps, September 29, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-88-01-F KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391032?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+1+FROM+SILVER+SPRING+ROAD+IN+BALTIMORE+COUNTY+TO+MARYLAND+ROUTE+152+IN+HARFORD+COUNTY%2C+MARYLAND.&rft.title=U.S.+ROUTE+1+FROM+SILVER+SPRING+ROAD+IN+BALTIMORE+COUNTY+TO+MARYLAND+ROUTE+152+IN+HARFORD+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 29, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNIONTOWN BYPASS, S.R. 6040, SECTION A04, FAYETTE COUNTY, PENNSYLVANIA. AN - 36390805; 2380 AB - PURPOSE: Construction of a four-lane, limited access highway link is proposed between U.S. Route 40 south of Hopwood and U.S. Route 119 near Chadville in Fayette County, Pennsylvania, south of the city of Uniontown. The 3.3-mile section of the bypass, known as State Route (S.R.) 6040, would feature two 12-foot lanes in each direction. An intersection would provide for access to and from the section of highway in the Hopwood area. A connection for exiting westbound traffic onto existing U.S. 119 near Chadville would also be provided. Relocation of Brownfield Road would be included in the project to assure access to the neighborhood traversed by the bypass section. POSITIVE IMPACTS: By completing the fourth, and final, section of the Uniontown Bypass, the project would provide for a full bypass of Uniontown, reducing congestion on city streets and improving long-distance travel. The project would be compatible with land use plans directing patterned urban growth and would improve regional access. The market competitiveness of local businesses would be enhanced, and the project would constitute an inducement for new businesses to locate within the area. The potential for runaway trucks through the city of Hopwood would be removed. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of three residences and one business, as well as the loss of 148.2 acres of prime farmland and 35.21 acres of active farmland. The roadway would traverse a community, resulting in some disruption of community cohesion and impairment of visual aesthetics; it would also cross four streams, resulting in impacts to associated palustrine wetlands. Mainline construction and construction of the U.S. 40 interchange connection would result in displacement of 60 to 75 percent of the Barnes Estate, an historic site; two outbuildings would have to be removed. Two prehistoric sites would lie within the project rights-of-way. Wildlife habitat, including 2.4 acres of palustrine wetlands, would be destroyed and wildlife movements impeded. Approximately 200 feet of Lick Run would be relocated. There would be some potential for roadway subsidence due to solution cavities, settlement of backfilled strip mines, and/or collapse of underground mines. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890268, 242 pages and maps, September 29, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-PA-DEIS-89-02-D KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Mines KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Subsidence KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - Pennsylvania KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36390805?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNIONTOWN+BYPASS%2C+S.R.+6040%2C+SECTION+A04%2C+FAYETTE+COUNTY%2C+PENNSYLVANIA.&rft.title=UNIONTOWN+BYPASS%2C+S.R.+6040%2C+SECTION+A04%2C+FAYETTE+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 29, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATION OF ROUTE PR-3 BETWEEN FAJARDO AND HUMACAO, PUERTO RICO. AN - 36399209; 2381 AB - PURPOSE: Relocation of Puerto Rico Highway 3 (PR-3) between the municipalities of Fajardo and Humacao along the coast of Puerto Rico is proposed. The project would extend south and southwest for approximately 35 kilometers (21.75 miles) between the two cities. More specifically, the highway would begin at kilometer 47.3 on existing PR-3 in Fajardo and extend southward through the western and southern sectors of Ceiba; a segment of the highway would border the Roosevelt Roads Naval Base (RRNB) and another would traverse these facilities. Once clear of the RRNB, the roadway would proceed westward through the Municipality of Naguabo, traversing the town on its northward sector. The highway would then parallel PR-31 westward and turn southwestward across the Rio Blanco and Rio Anton Ruiz Valleys before entering the Municipality of Humacao via the PR-925 alignment and the Junquitos Sector, east of the city. Finally, PR-3 would extend southeastward across the Humacao River and connect with the PR-30 South Extension near kilometer 87.7 of existing PR-3. The divided expressway facility would feature four 3.65-meter lanes with a 4.2- to 11.5-meter median; full control of access would be provided. Noise mitigation features would likely be included in the design. As currently planned, the PR-3 expressway would be implemented in stages as programmed in the Puerto Rico Highway Authority's Five-Year Program (1988-1989 to 1992-1993). Preliminary staging would include acquisition of all necessary rights-of-way and construction of a two-lane undivided roadway with shoulders and at-grade intersections. Where traffic levels warrant, four-lane sections, with access controlled via interchanges, would be provided in some areas. POSITIVE IMPACTS: The highway would serve the municipalities of Fajardo, Ceiba, Naguabo, and Humacao, which have a combined population of 113,782 (1980 U.S. Census). The facility would promote further development of the municipalities served. Safer, more direct access to population centers within the coastal region would be provided. NEGATIVE IMPACTS: Traversing both urban and rural areas, the highway would disrupt cohesion in several of the six identifiable communities crossed. The most negatively affected community would be Aguas Claras, due to numerous relocations. Other communities that could or would be affected include Jardines de Cieba, Villa Avile, Machos Parcels, Daguao, and the north urban sector of Naguabo Town. A minimum of 117 families, 6 businesses, and 3 churches would be displaced, as well as farmlands. A historic site in Naguabo and historic and prehistoric sites in Quebrada Seca Ward east of the Daguao Community could be affected. Noise increases associated with traffic on the new roadway would impact several communities. Federal noise standards would be violated at several receptors. The highway would traverse major floodplains and coastal areas, and the latter could be impacted. 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: 890267, 3 volumes and maps, September 25, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-PR-89-02-D KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Bridges KW - Coastal Zones KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Soils Surveys KW - Traffic Analyses KW - Water Quality Assessments KW - Puerto Rico 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/36399209?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+ROUTE+PR-3+BETWEEN+FAJARDO+AND+HUMACAO%2C+PUERTO+RICO.&rft.title=RELOCATION+OF+ROUTE+PR-3+BETWEEN+FAJARDO+AND+HUMACAO%2C+PUERTO+RICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Juan, Puerto Rico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 25, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 101 BYPASS FROM 0.5 MI. SOUTH OF MAY CREEK BRIDGE #4-42, HUMBOLDT COUNTY, TO 0.5 MI. NORTH OF HUMBOLDT/DEL NORTE COUNTY LINE, REDWOOD NATIONAL PARK AND PRAIRIE CREEK REDWOODS STATE PARK, INCLUDING GRAVEL EXTRACTION AND PROCESSING NEAR KLAMATH GLEN, DEL NORTE COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1984). AN - 36399303; 2375 AB - PURPOSE: Construction of 12 miles of four-lane highway to provide a bypass around 9.8 miles of U.S. 101 of Redwood National Park and Prairie Creek Redwoods State Park in Humboldt and Del Norte counties, California is proposed. The bypass would begin at a point 0.5 mile south of the May Creek bridge, follow the north side of May Creek drainage, and skirt the eastern edge of the state park to intersect with existing U.S. 101 approximately 0.5 mile north of the Humboldt /Del Norte county line. The initial 4.5 miles of road would climb approximately 1,400 feet at a sustained grade of 5 to 7 percent. From its high point on the east side of the state park, the road would begin a descent at a grade of 4 to 6 percent for approximately 1.5 miles, followed by a slight upgrade for approximately 1.0 mile. The downgrade on the final 4.6 miles would be approximately 6 percent. Large embankments and long cut areas would be required. This draft supplement to the final environmental impact statement of February 1984 on the highway construction project proposes three possible new sources of gravel for the manufacture of aggregate needed to complete the third stage of the bypass project, which would begin in the spring of 1990 and involve placing the base and paving, and installing a drainage system. Extraction and processing of approximately 500,000 cubic yards of gravel would be required to produce material for the subbase, base, and asphaltic-treated base, and the asphalt concrete needed to complete the bypass project. Gravel processing would include crushing, sorting, washing, and manufacturing of the final product. Available gravel source sites include the Blake Bar property located on the Klamath River just south of Klamath Glen, an active two-mile reach of Turwar Creek just north of Klamath Glen, and the Tracy property located adjacent to the downstream end of the Blake Bar property. Alternatives under consideration could involve the use of one or various combinations of these sites. POSITIVE IMPACTS: The bypass would remove through traffic from the existing portion of U.S. 101 within the park and improve commercial and long-distance travel on the only north-south highway in the north coast region of the state. Congestion caused by slow-moving tourists passing along the segment of highway that traverses the park would be eliminated by separating through traffic from tourist traffic. Extraction would enlarge channel capacity, thereby reducing flood risk. NEGATIVE IMPACTS: The project would require 1,128 acres of rights-of-way, including 631 acres of land belonging to Simpson Timber Company, and would necessitate clearance of nearly 400 acres of second-growth redwood forest, an acre of wetland, and 4.5 acres of old-growth redwoods. Lands within the Redwood National Park and Prairie Creek Redwoods State Park would be displaced. Approximately 882 acres of land would be severed from the remainder of the holdings of the Simpson Timber Company. Required earthwork for cuts and fills would be extensive. A temporary decrease in air quality due to dust from extracting and processing operations is expected. Odors may result from asphalt processing. Some disturbance of wildlife habitat may occur. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), Public Law 95-250, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 81-0885D, Volume 5, Number 11, and 84-0128F, Volume 8, Number 3, respectively. JF - EPA number: 890260, 42 pages and maps, September 20, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-81-01-SD KW - Air Quality KW - Crushing and Grinding KW - Flood Protection KW - Forests KW - Gravel KW - Highways KW - Odor Assessments KW - Parks KW - Roads KW - Section 4(f) Statements KW - Traffic Control KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance KW - Public Law 95-250, 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/36399303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+101+BYPASS+FROM+0.5+MI.+SOUTH+OF+MAY+CREEK+BRIDGE+%234-42%2C+HUMBOLDT+COUNTY%2C+TO+0.5+MI.+NORTH+OF+HUMBOLDT%2FDEL+NORTE+COUNTY+LINE%2C+REDWOOD+NATIONAL+PARK+AND+PRAIRIE+CREEK+REDWOODS+STATE+PARK%2C+INCLUDING+GRAVEL+EXTRACTION+AND+PROCESSING+NEAR+KLAMATH+GLEN%2C+DEL+NORTE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1984%29.&rft.title=U.S.+101+BYPASS+FROM+0.5+MI.+SOUTH+OF+MAY+CREEK+BRIDGE+%234-42%2C+HUMBOLDT+COUNTY%2C+TO+0.5+MI.+NORTH+OF+HUMBOLDT%2FDEL+NORTE+COUNTY+LINE%2C+REDWOOD+NATIONAL+PARK+AND+PRAIRIE+CREEK+REDWOODS+STATE+PARK%2C+INCLUDING+GRAVEL+EXTRACTION+AND+PROCESSING+NEAR+KLAMATH+GLEN%2C+DEL+NORTE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1984%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: September 20, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KAHULUI LIGHT DRAFT NAVIGATION IMPROVEMENTS, KAHULUI, ISLAND OF MAUI, HAWAII. AN - 36404701; 2397 AB - PURPOSE: Implementation of commercial light draft navigational improvements at Kahului, Maui, Hawaii is proposed. The project study area is located within the Kahului Deep Draft Harbor on the north coast of the island of Maui. The project would involve development of a 130-foot breakwater with a crest elevation of 9.0 feet above mean lower low water; a 100-foot-long by 100-foot-wide by 8.5-foot-deep turning basin; a 1,030-foot-long entrance channel, 50.0 feet wide and 9.5 feet deep; and a two-lane boat launch ramp. Channel and turning basin development would require dredging of 13,200 cubic yards of material. The estimated cost of the project is $2.183 million, and the benefit-cost ratio is estimated at 1.6. POSITIVE IMPACTS: Harbor facilities would provide for safe navigation and launch /recovery of vessels and could promote the growth of related public facilities and services. Recreational activities, including fishing, would be supported and promoted. Commercial fishing, employment, and other economic indicators would be enhanced. The breakwater would provide habitat for fish and invertebrates. NEGATIVE IMPACTS: Commitment of 5,500 tons of quarried stone would be required for breakwater development. Approximately 0.1 acre of terrestrial habitat would be modified due to ramp construction. Dredging and possible blasting would kill some invertebrates and fish. Harbor improvements would constitute visual intrusions on the landscape. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1960, as amended (P.L. 86-645). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 89-0094D, Volume 13, Number 2. JF - EPA number: 890256, 457 pages, September 14, 1989 PY - 1989 KW - Water KW - Breakwaters KW - Channels KW - Cost Assessments KW - Cultural Resources Assessments KW - Dredging KW - Employment KW - Geologic Surveys KW - Harbor Structures KW - Harbors KW - Islands KW - Marine Systems KW - Navigation KW - Recreation Facilities KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Wildlife Habitat KW - Waterways KW - Hawaii KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1960, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404701?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KAHULUI+LIGHT+DRAFT+NAVIGATION+IMPROVEMENTS%2C+KAHULUI%2C+ISLAND+OF+MAUI%2C+HAWAII.&rft.title=KAHULUI+LIGHT+DRAFT+NAVIGATION+IMPROVEMENTS%2C+KAHULUI%2C+ISLAND+OF+MAUI%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Fort Shafter, Hawaii; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 14, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEASTERN EXPRESSWAY, FROM I-464/I-64 TO ROUTE 44, CITIES OF CHESAPEAKE AND VIRGINIA BEACH, VIRGINIA. AN - 36391000; 2382 AB - PURPOSE: Construction of the Southeastern Expressway is proposed to provide for east-west travel through the cities of Chesapeake and Virginia Beach, Virginia. The expressway would be located in the extreme southeastern section of Virginia known geographically as the Hampton Roads region. Project study limits extend from Interstate 64 (I-64) between Bainbridge Road and Indian River Road in Chesapeake to the Norfolk-Virginia Beach Expressway (Route 44) between Laskin Road and Birdneck Road, a length of approximately 21 miles and a width averaging approximately 3.5 miles. The expressway would be a multilane, grade-separated, access-controlled, divided highway. Interchanges would be constructed at major existing and proposed crossroads. The design would incorporate eight lanes and would have a design speed of 70 miles per hour. Initial corridors under consideration have been reduced to eight alternative groups providing for a total of 39 possible alignments. Alignments extend from 17.9 to 21.6 miles. The estimated project costs range from $354.6 million to $545.2 million, depending on the alignment selected and specific design considerations. POSITIVE IMPACTS: Traffic congestion on existing routes would be relieved through redistribution of traffic patterns. Safety, efficiency, and convenience within the corridor would be improved. The number of accidents on area arterial roads would decline significantly. NEGATIVE IMPACTS: Rights-of-way acquisitions totalling 982 to 1,334 acres would result in the displacement of 87 to 660 families; displacements could be exacerbated due to the shortage of low- to moderate-income housing in the area. As a result, minority group residents could be inconvenienced. Nine to 68 businesses would be displaced, along with 6 to 12 nonprofit organizations, 1 school and 4 churches, and 34 to 109 public institutional facilities. Parkland, farmland, wetlands, forestland, and archaeologically, historically, and architecturally significant sites also could be impacted, as well as associated wildlife habitat, and two locally important scenic waterways. Five to 15 neighborhoods would be disrupted, including minority neighborhoods. Noise levels would exceed federal standards in the vicinity of some sensitive receptors. The endangered Dismal Swamp southeastern shrew would be impacted. LEGAL MANDATES: Executive Order 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 890253, 455 pages and maps, September 11, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-89-02-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Virginia KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Funding 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEASTERN+EXPRESSWAY%2C+FROM+I-464%2FI-64+TO+ROUTE+44%2C+CITIES+OF+CHESAPEAKE+AND+VIRGINIA+BEACH%2C+VIRGINIA.&rft.title=SOUTHEASTERN+EXPRESSWAY%2C+FROM+I-464%2FI-64+TO+ROUTE+44%2C+CITIES+OF+CHESAPEAKE+AND+VIRGINIA+BEACH%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 11, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - N.E. 181ST AVENUE TO SANDY RIVER, COLUMBIA RIVER HIGHWAY (I-84), MULTNOMAH COUNTY, OREGON. AN - 36405869; 2379 AB - PURPOSE: Widening of Interstate 84 (I-84) between the 181st Avenue interchange and the Troutdale interchange from four to six lanes in Multnomah County, Oregon is proposed. The project would extend 4.7 miles within the city limits of Fairview, Wood Village, Gresham, and Troutdale. All interchanges within the project termini would be modified. The partial interchange connecting I-84 with Sandy Boulevard west of NE 223rd Avenue would be replaced by a full interchange at NE 207th Avenue, with access to Sandy Boulevard. A new roadway would be constructed from the interchange ramps to Sandy Boulevard. The interchange at NE 238th Avenue would be rebuilt as a standard diamond interchange. The Troutdale interchange would be modified to provide adequate vertical clearance and improve ramp terminal intersections. A bicycle path would be constructed within the highway rights-of-way, and grade separations would be provided at major cross streets. Graham Road would be realigned slightly, and the two bridges carrying I-84 over Graham Road would be replaced. The intersections between the ramps and Marine Drive and Graham Road would be changed to include traffic signals and channelization. In order to mitigate wetlands impacts, 1.5 acres of palustrine wetlands would be created from existing uplands; these wetlands would constitute an extension of an existing marsh. Special features would be added to the project design to contain hazardous waste spills due to the existence of a public water well field northwest of the project corridor. The estimated cost of the project is $53.7 million for construction and $9.3 million for rights-of-way acquisition. POSITIVE IMPACTS: Expansion of the freeway's capacity would improve traffic flow and decrease accident potential and operating costs. Federal Interstate and Defense Highway standards would be met. The NE 207th Avenue interchange would serve traffic from all directions, unlike the existing interchange that only serves traffic to and from the east. An at-grade railroad crossing on NE 238th Avenue would be replaced by a grade separation. Significant noise impacts would be reduced for numerous residences and one motel. NEGATIVE IMPACTS: Rights-of-way development would result in the filling of 1.5 acres of wetlands and displacement of 27 residences and 7 businesses. A total of 48 residences would be affected by noise. There would be a potential for hazardous waste material spills from vehicles using the freeway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 890251, 89 pages and maps, September 8, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-02-D KW - Highway Structures KW - Highways KW - Hotels KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Wastes KW - Wells KW - Wetlands KW - Oregon KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=N.E.+181ST+AVENUE+TO+SANDY+RIVER%2C+COLUMBIA+RIVER+HIGHWAY+%28I-84%29%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=N.E.+181ST+AVENUE+TO+SANDY+RIVER%2C+COLUMBIA+RIVER+HIGHWAY+%28I-84%29%2C+MULTNOMAH+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: September 8, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GLENN HIGHWAY, EKLUTNA TO PARKS HIGHWAY, ANCHORAGE AND MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36404661; 2308 AB - PURPOSE: Widening of 8.5 miles of Glenn Highway in the extreme northern portion of Anchorage and the southern portion of the Matanuska-Susitna Borough, Alaska is proposed. More specifically, the project would proceed from a point near the village of Ekluta to a point approximately 0.33 mile east of the Glenn Highway/Parks Highway intersection and, on the Parks Highway, to a point approximately two miles northwest of Glenn Highway. The project would involve widening the last two-lane segment of the Glenn Highway between Anchorage and the Parks Highway to a six-lane divided highway. Project design would provide for full control of access, with interchanges at the Old Glenn Highway, Knik River Access Site, Parks Highway, and the New Trunk Road. Three new driving lanes would be provided on the southbound side of the highway and an additional driving lane would be added to the northbound side of the highway over most of the length of the project. The existing bridge across the northern channel of the Knik River would be reconstructed to accommodate northbound traffic, and a new bridge would be constructed to accommodate southbound traffic crossing the river. The bridge over the middle channel of the Knik River would be eliminated as recommended by the project's hydrological study. The southern channel of the Knik River would be crossed via new bridges constructed for both northbound and southbound traffic. North of Rabbit Slough, the highway would be realigned to the east for the proposed Glenn Highway/Parks Highway interchange. New access roads connecting local roads to the proposed New Trunk Road interchange would be provided north of the Parks Highway/Glenn Highway interchange by extending Trunk Road to Nelson Road. No access would be provided to the property east of the Glenn Highway between Rabbit Slough and the Parks Highway. POSITIVE IMPACTS: Expansion of the capacity of the highway would meet the needs of the increasing number of residential and business establishments in the Matanuska-Susitna Borough and Anchorage areas that have been growing steadily since 1970. Commuters working in Anchorage and travelling to and from residential areas in the borough would benefit from reduced congestion. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three to seven residences and businesses, a loss of 254 acres of wetlands, a loss of fish and wildlife habitat, and encroachment on floodplains. Noise generated by traffic on the facility would affect residential areas. Implementation of full control of access would alter access and travel patterns in the area. LEGAL MANDATES: Executive Orders 11988 and 11990, 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 environmental impact statement, see 88-0023D, Volume 12, Number 1-2. JF - EPA number: 890239, 702 pages and maps, August 18, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-01-F KW - Bridges KW - Energy Consumption Assessments KW - Fisheries Surveys KW - Floodplains KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Noise KW - Noise Assessments KW - Preserves KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36404661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-08-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GLENN+HIGHWAY%2C+EKLUTNA+TO+PARKS+HIGHWAY%2C+ANCHORAGE+AND+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=GLENN+HIGHWAY%2C+EKLUTNA+TO+PARKS+HIGHWAY%2C+ANCHORAGE+AND+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 18, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MUNI METRO TURNAROUND FACILITIES, SAN FRANCISCO, CALIFORNIA. AN - 36407512; 2313 AB - PURPOSE: Improvement of the turnback operation of the MUNI Metro system at the eastern terminus of the Market Street subway in San Francisco, California is proposed. The project study area is located in San Francisco along The Embarcadero from Clay Street to Brannon, with Davis and Beale Streets serving as the western project boundaries. The preferred alternative, known as the Underground Alternative, would result in a system in which turnback operations would occur exclusively underground in a tunnel below the Embarcadero Parkway. Portal and storage track would be located immediately south of Howard Street. The project would begin at the eastern end of the Embarcadero Station and proceed northeastward in twin tunnels beneath Market Street, generally over the BART tunnels, to Steuart Street. The tunnels would continue from the existing Spear Street Shaft to a ventilation structure under the Embarcadero Roadway clear of Justin Herman Plaza. The main tracks would continue southeasterly in the subway open-cut structure, then curve to the right under the elevated Embarcadero Freeway and close to the westerly property line of The Embarcadero between Mission and Howard streets. The main tracks would spread to accommodate a center turnback track with access from both ends, followed by a second center track with access only from the north. The main tracks would then ascend to the median of the realigned Embarcadero Parkway south of Howard Street. One main track would continue on the surface across Folsom Street and 330 feet beyond for temporary storage of a four-car disabled train. All turnback movements would occur underground. POSITIVE IMPACTS: The project would provide the operational capability of running 30 trains per hour in the Market Street subway, accommodating the projected 20-year demand. The design would allow for completely concealed turnback operations, eliminating the visual and noise disturbances to adjacent lands that would occur if more surface track were constructed in the area. NEGATIVE IMPACTS: The only significant, unmitigated impact would involve visual intrusions into the area during the construction period; cut-and-cover excavation would occur along The Embarcadero to a point south of Howard Street. Construction of the Underground Alternative would result in displacement of 141 Port parking spaces for a maximum of 40 months, and access across The Embarcadero at Howard Street would be temporarily disrupted. Relocation of a sewer line could be required. Cut-and-cover excavation would result in the potential risk of cracking the facades of adjacent buildings. LEGAL MANDATES: Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0238D, Volume 12, Number 7-8. JF - EPA number: 890232, 334 pages and maps, August 17, 1989 PY - 1989 KW - Roads and Railroads KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Visual Resources KW - California KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407512?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-08-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUNI+METRO+TURNAROUND+FACILITIES%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.title=MUNI+METRO+TURNAROUND+FACILITIES%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 17, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 82, EAST OF BASALT TO ASPEN, PITKIN COUNTY, COLORADO. AN - 36408117; 2314 AB - PURPOSE: The widening of a 17-mile segment of Colorado State Highway (SH) 82 between a point east of Basalt and Aspen in Pitkin County, Colorado, is proposed. The two-lane facility would be widened to a four-lane highway. Specific termini are a point 0.75 miles east of Basalt and the intersection of 7th and Main streets on the west side of Aspen. Seven alternatives, including a No-Build Alternative (Alternative 1), which would include minor, short-term safety and maintenance improvements, are considered in this draft EIS. Alternative 2A would provide for widening along existing SH 82, with some realignment northeast of the Aspen/Pitkin County Airport. Alternative 2B would provide for widening along the existing alignment, with some realignment southwest of the airport. Alternative 3, Alternative 4, Alternative 5, and Alternative 6 would all provide for widening along existing SH 82 between Basalt and Old Snowmass. From that point, Alternative 3 would cross the Roaring Fork River and parallel the Denver & Rio Grande Western Railroad tracks through Snowmass Canyon, widen along the existing highway between Snowmass Canyon and Shale Bluffs, proceed on a new alignment to northeast of the airport, and create a new highway connection to Main Street in Aspen. Alternative 4 would cross the Roaring Fork River, follow the northeast side of the valley floor through Snowmass Canyon, widen along the existing alignment between Snowmass Canyon and Shale Bluffs, realign the highway to southwest of the airport, and widen along the existing highway between the airport and Aspen. Alternative 5 would create a one-way couplet through Snowmass Canyon, with eastbound lanes on the existing alignment and westbound lanes parallel to the railroad rights-of-way, widen along the existing alignment between Snowmass Canyon and Shale Bluffs, realign the highway to northeast of the airport, and create a new highway connection to Main Street in Aspen. Alternative 6 would duplicate Alternative 3, except that the airport realignment would bypass the southwest side of the airport. POSITIVE IMPACTS: Safety and capacity of SH 82 would be enhanced, and traffic congestion on the facility would be relieved. The facility would provide infrastructural support for the economy of Pitkin County. Provisions for realignment in the vicinity of the airport would provide needed space for expansion of the airport. NEGATIVE IMPACTS: The development of the highway would require the relocation of residences and businesses and encroach on the property of residences and businesses that are not relocated. Rights-of-way development would also encroach on sites eligible for the National Register of Historic Places and on recreational and open space and wetlands. Construction activities would result in sedimentation of the Roaring Fork River. Wildlife habitat would be displaced, and potential for animal/vehicle collisions would be increased. The visual quality of the Roaring Fork Valley would be degraded. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890229, 2 volumes and maps, August 15, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-89-01-D KW - Airports KW - Bridges KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Open Space KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Sediment Assessments KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Colorado KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36408117?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+82%2C+EAST+OF+BASALT+TO+ASPEN%2C+PITKIN+COUNTY%2C+COLORADO.&rft.title=STATE+HIGHWAY+82%2C+EAST+OF+BASALT+TO+ASPEN%2C+PITKIN+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: August 15, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED MIDPOINT BRIDGE CORRIDOR AND MIRACLE/EVEREST PARKWAY CORRIDORS, INCLUDING CONSTRUCTION OF THE MIDPOINT BRIDGE ACROSS THE CALOOSAHATCHEE RIVER BETWEEN CAPE CORAL AND FORT MYERS, LEE COUNTY, FLORIDA. AN - 36407550; 2315 AB - PURPOSE: Improvements to the Miracle Parkway/Everest Parkway roadway corridor in the city of Cape Coral and development of a Midpoint Bridge Corridor in the cities of Cape Coral and Fort Myers and portions of incorporated Lee County, Florida are proposed. The Miracle Parkway /Everest Parkway project is located in south-central Cape Coral. The proposed corridor would extend in an east-west direction from the intersection of Burnt Store Road Extension with Miracle Parkway on the west to Del Prado Boulevard in the Everest Parkway area on the east, a distance of approximately 5.75 miles. The Miracle Parkway /Everest Parkway project would consist of an ultimate six-lane arterial roadway from the Burnt Store Road Extension/Miracle Parkway intersection to Everest Parkway at Del Prado Boulevard. The proposed Midpoint Bridge Corridor would begin on the west at Del Prado Boulevard in Cape Coral, with a connection to the Miracle Parkway/Everest Parkway project, as described above. From that point eastward, the Midpoint project would provide a four-lane, divided, limited-access facility for a length of approximately 8.8 miles, including a bridge over the Caloosahatchee River, approximately 1.5 miles in length. The Caloosahatchee River, along this reach, includes a federal navigation channel known as the Okeechobee Waterway. The Midpoint Bridge Corridor would provide grade-separated interchange facilities with major cross streets, including Del Prado Boulevard, Summerlin Road, Cleveland Avenue (US 41), and Metro Parkway, as well as grade-separated overpasses at other cross streets, including McGregor Boulevard, Fowler Street, and Evans Avenue. POSITIVE IMPACTS: Overall, the project would link the Everest Parkway in Cape Coral with the Midpoint Bridge crossing. Future land use plans for the area would be supported by providing the necessary transportation capacity for residents. With the enhancement of transportation in the project corridor and reduced congestion on other routes in the system, overall system safety would be improved. Energy savings would be realized with reduced travel distances and more efficient vehicle operations. Road user cost studies have indicated that implementation of the Midpoint Corridor would save approximately $100,000 per day in road user costs in the design year. NEGATIVE IMPACTS: Rights-of-way requirements for the Miracle Parkway/Everest Parkway project would result in the displacement of numerous single-family residences and some businesses. The Midpoint project would displace 107 residences, 59 businesses, and one nonprofit organization. The Miracle Parkway/Everest Parkway project would displace acres of forested wetlands and would encroach on existing open water and fresh water canal systems and floodplain lands. The Midpoint project would also encroach on floodplains. Noise levels would increase in the affected corridors. City property tax rolls could be reduced. An historic district and an historic roadway could suffer encroachment. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890219, 334 pages and maps, August 3, 1989 PY - 1989 KW - Roads and Railroads KW - Bridges KW - Channels KW - Cost Assessments KW - Energy Consumption KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Land Use KW - Navigation KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Florida KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+MIDPOINT+BRIDGE+CORRIDOR+AND+MIRACLE%2FEVEREST+PARKWAY+CORRIDORS%2C+INCLUDING+CONSTRUCTION+OF+THE+MIDPOINT+BRIDGE+ACROSS+THE+CALOOSAHATCHEE+RIVER+BETWEEN+CAPE+CORAL+AND+FORT+MYERS%2C+LEE+COUNTY%2C+FLORIDA.&rft.title=PROPOSED+MIDPOINT+BRIDGE+CORRIDOR+AND+MIRACLE%2FEVEREST+PARKWAY+CORRIDORS%2C+INCLUDING+CONSTRUCTION+OF+THE+MIDPOINT+BRIDGE+ACROSS+THE+CALOOSAHATCHEE+RIVER+BETWEEN+CAPE+CORAL+AND+FORT+MYERS%2C+LEE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Miami, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 3, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WIDENING AND RECONSTRUCTION OF A 3.9-MILE SEGMENT OF BRISTOL STREET IN THE CITY OF SANTA ANA, ORANGE COUNTY, CALIFORNIA. AN - 36401993; 2310 AB - PURPOSE: Widening of a 3.9-mile segment of Bristol Street in the city of Santa Ana, Orange County, California is proposed. Project termini would be Warner Avenue on the south and Memory Lane on the north. The project would provide six lanes of through traffic in accordance with the adopted Orange County and Santa Ana standards for a major arterial highway. Street rights-of-way would be expanded to 120 feet, with a 100-foot curb-to-curb width between Warner Avenue and Santiago Creek. Additional rights-of-way expansions would be required at several major intersections. The bridge over Santiago Creek would be widened to accommodate the continuation of six through travel lanes to Memory Lane. The project would be implemented in phases. A three-phase approach is envisioned, with Phase I consisting of the Warner Avenue to First Street section. Phase II would consist of widening and reconstructing the Santiago Creek Bridge. Phase III would involve the widening of Bristol Street between First Street and Memory Lane. Sound walls would be constructed along the boundaries of selected properties. POSITIVE IMPACTS: Areas with deficient curb-and-gutter sections would be replaced by new and properly designed drainage sections. Carbon monoxide concentrations within the corridor would decline substantially due to reduced traffic congestion and higher traffic speeds. The visual continuity of the area would be improved. Significant goals of the Orange County Master Plan of Arterial Highways and the Circulation Element of the City of Santa Ana would be achieved. Pedestrian circulation in the immediate area would be significantly enhanced. NEGATIVE IMPACTS: Long-term increases in emissions of nitrogen dioxides would occur. The widened roadway would result in a wider dispersion of traffic noise along the roadway, possibly resulting in noise levels in excess of federal and state standards for sensitive receptors if adequate sound barriers cannot be provided. Rights-of-way requirements would result in the removal of 133 to 236 housing units, displacing 439 to 779 residents. A proper and adequate relocation program would be complicated by the mixed Hispanic, Asian, and Caucasian ethnicity of the displaced households and by the expected high percentage of lower income households. From 41 to 99 commercial establishments, employing 246 to 594 employees, would also be displaced. The project would encroach on several community facilities. The amount of property subject to tax assessment would decline, reducing revenues to the local governments. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890217, 258 pages, August 3, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-01-D KW - Air Quality KW - Bridges KW - Drainage KW - Emissions KW - Highways KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - California KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WIDENING+AND+RECONSTRUCTION+OF+A+3.9-MILE+SEGMENT+OF+BRISTOL+STREET+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=WIDENING+AND+RECONSTRUCTION+OF+A+3.9-MILE+SEGMENT+OF+BRISTOL+STREET+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+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: August 3, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CUSHMAN STREET UPGRADING, VAN HORN ROAD TO GAFFNEY ROAD, FAIRBANKS, ALASKA. AN - 36390778; 2307 AB - PURPOSE: Improvement of 1.8 miles of South Cushman Street in Fairbanks, Alaska is proposed. The project would extend from Van Horn Road to Gaffney Road. The minor urban arterial would be upgraded from the existing two- and three-lane configuration to five lanes; the center lane would be used for left-turn storage. The typical rights-of-way width for the enlarged highway would be 78.5 feet; an 8-foot-wide utility easement would be added to this width. The existing right-of-way is 50 feet from 10th to 26th avenues, with variable widths between 26th and 31st avenues and 100 feet from 31st Avenue to Van Horn Road. Two options would be open for the portion of the roadway between 31st Avenue and Van Horn Road. The first proposes a storm drain with 8-foot shoulders, a 6-foot sidewalk on the east side, and a 14-foot utility area on the west. The second option would involve a 14.5-foot open drainage ditch on the west, 8-foot shoulders, and a 6-foot sidewalk on the east. The estimated cost of the project is $7.1 million. POSITIVE IMPACTS: Enlargement of the capacity of South Cushman Street would improve service to local businesses and ease travel on the shortest link between the commercial/industrial area of southeast Fairbanks and the central business district. The accident rate for the roadway would decline by 60 percent, and mass transit use within the corridor would be more efficient. The goals and policies of the Fairbanks North Star Borough Comprehensive Plan and Fairbanks Metropolitan Area Transportation Study would be supported. Air pollution levels along the corridor would drop substantially due to increased traffic efficiency. NEGATIVE IMPACTS: Limited existing rights-of-way between Airport Way and 26th Avenue would necessitate the acquisition of land, which would require relocating 12 commercial buildings and displacing numerous parking spaces. The number of buildings fronting South Cushman Street that are in violation of setback requirements would increase from 24 to 46. Existing access and travel patterns would be altered somewhat, and noise levels along the corridor would increase slightly. 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 environmental impact statement, see 88-0320D, Volume 12, Number 9-10. JF - EPA number: 890211, 2 volumes and maps, July 31, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-03-F KW - Air Quality KW - Central Business Districts KW - Drainage KW - Easements KW - Land Acquisitions KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Alaska KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390778?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CUSHMAN+STREET+UPGRADING%2C+VAN+HORN+ROAD+TO+GAFFNEY+ROAD%2C+FAIRBANKS%2C+ALASKA.&rft.title=SOUTH+CUSHMAN+STREET+UPGRADING%2C+VAN+HORN+ROAD+TO+GAFFNEY+ROAD%2C+FAIRBANKS%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 - Final. Preparation date: July 31, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES RAIL RAPID TRANSIT PROJECT - METRO RAIL, LOS ANGELES, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1983). AN - 36390889; 2309 AB - PURPOSE: Implementation of a rapid rail transit Metro Rail Project, to provide access within the regional core of Los Angeles, California, is proposed. This final supplement to the final environmental impact statement (FEIS) of December 1983, which proposed an 18.6-mile subway from Union Station to North Hollywood, analyzes the impacts of the new locally preferred alternative that would run from Union Station through downtown, west along Wilshire Boulevard to Vermont Avenue, where it would branch into two lines. One branch would proceed west to a Wilshire/Western Station, while the other branch would proceed along Vermont Avenue, west along Hollywood Boulevard, then north through the Santa Monica Mountains, with a terminal point in North Hollywood. Revisions to the previously approved alignment would occur between the Wilshire/Alvarado and the Universal City stations. The portion of the project extending from Union Station to Wilshire/Alvarado and from Universal City to North Hollywood would remain essentially as proposed in the 1983 FEIS. In all, the system would include 17.3 miles of subway, 16 stations, and 100 cars. Annual rail car miles traveled would amount to 6.3 million, with a daily boarding rate of 1.648 million. The estimated cost of the project is $3.0 billion in December 1985 dollars. POSITIVE IMPACTS: The overall rail system, including the initial segment, would attract 298,000 riders for daily boardings which, along with the supporting bus network, would result in a substantial increase in transit use. Land use policies of local and regional plans would be supported. Daily automobile mileage within the area would decline significantly, resulting in substantial energy savings. Traffic conditions on more than half of Southern California's most intensely developed section, the regional core, would improve, and the project would allow creation of a significant amount of commercial development within the core. Employment near metro rail stations would increase significantly, and per-passenger transit costs would decrease. NEGATIVE IMPACTS: Additional traffic would affect local arterial and collector streets near metro stations, and parking in nearby residential areas could become a problem. Displacement of 87 commercial and 150 residential units and two nonprofit organizations would occur, and some units would be required to relocate outside the area. Approximately 834 jobs would be displaced due to commercial relocations. Ground-borne noise from subway train operations and airborne noise from aerial train operations could result in impacts that cannot be mitigated at some locations for economic or technical reasons. Subsurface gas could be encountered along Vermont Avenue and Hollywood Boulevard. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements (EISs) and two draft supplemental EISs, see 83-0355D, Volume 7, Number 7; 84-0077F, Volume 8, Number 2; 87-0444D, Volume 11, Number 11; and 88-0171D, Volume 12, Number 5-6, respectively. JF - EPA number: 890209, 428 pages, July 27, 1989 PY - 1989 KW - Roads and Railroads KW - Commercial Zones KW - Employment KW - Energy Consumption KW - Lakes KW - Natural Gas KW - Noise Standards Violations KW - Paleontological Sites KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT+-+METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1983%29.&rft.title=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT+-+METRO+RAIL%2C+LOS+ANGELES%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH MARINE DRIVE, I-5 TO RIVERGATE INDUSTRIAL DISTRICT, MULTNOMAH COUNTY, OREGON: PROJECT IX-9962(1). AN - 36408841; 2324 AB - PURPOSE: Improvement of 1.3 miles of North Marine Drive from Interstate 5 (I-5) at the Union Avenue Interchange to a connection with the Rivergate section of North Marine Drive in Portland, Multnomah County, Oregon is proposed. The preferred alternative would consist of two design sections, the first extending from I-5 to the railroad structure and the second from that point to a connection with Marine drive in Rivergate. The eastern segment would consist of four travel lanes, a center left-turn lane, and a six-foot sidewalk on the south side of the roadway. A 72-foot right-of-way width would be required. The median-turn lane would be dropped approximately 350 feet east of the railroad structure, reducing the right-of-way width to 60 feet. A 10-foot-wide bicycle/pedestrian path would parallel the highway section from I-5 to North Portland Road, atop or adjacent to the flood control structure along the Oregon Slough. The existing structure through the cross-levee supporting the Burlington Northern rail line would accommodate the two westbound traffic lanes and the bicycle/pedestrian path. A new underpass for eastbound traffic would be constructed south of the present trestle. Immediately west of the structure, the intersection with North Portland Road would be redesigned and signalized. The roadway design would be modified to include four travel lanes, six-foot shoulder bicycle lanes, and five-foot sidewalks on both sides of the roadway. On the new alignment, the highway would veer slightly south to avoid direct impacts to two houseboat marinas. A 500-foot median-turn lane would be provided in the vicinity of the moorages to increase access safety and efficiency. West of the moorage driveway, the alignment would turn back to the north and follow the southern bank of the Oregon Slough. An overpass of the rail line serving North Rivergate would be constructed near the western terminus of the alignment. The structure would be wide enough to allow for expansion of the tracks and an extension of Suttle Road to Port of Portland property. POSITIVE IMPACTS: The project would improve and expand the traffic network on the North Portland peninsula by providing a more efficient connection between I-5 and the Rivergate Industrial District. Significant growth is anticipated in the Rivergate/West Hayden Island area of the Columbia Corridor by the year 2008, and the resulting increased traffic demand would be met by the project. Rail and water access to the industrial district would be maintained. Particulate, ozone, and lead emissions in the design year would be less than if no action were taken. NEGATIVE IMPACTS: Rights-of-way development in association with the project would result in the displacement of 38 acres of land, most of which would involve a long, narrow strip of land between the new alignment and the Oregon Slough. Seven businesses, employing 70 to 100 persons, would be relocated. Noise impacts violating federal standards would affect two structures in the northwest and southwest corners of the intersection of Suttle Road and North Portland Road. LEGAL MANDATES: Executive Order 11990 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0485D, Volume 10, Number 11. JF - EPA number: 890198, 2 volumes and maps, July 20, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-04-F KW - Biologic Assessments KW - Community Development KW - Employment KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Industrial Districts KW - Noise Standards Violations KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Trails KW - Transportation KW - Wildlife Surveys KW - Oregon KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408841?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+MARINE+DRIVE%2C+I-5+TO+RIVERGATE+INDUSTRIAL+DISTRICT%2C+MULTNOMAH+COUNTY%2C+OREGON%3A+PROJECT+IX-9962%281%29.&rft.title=NORTH+MARINE+DRIVE%2C+I-5+TO+RIVERGATE+INDUSTRIAL+DISTRICT%2C+MULTNOMAH+COUNTY%2C+OREGON%3A+PROJECT+IX-9962%281%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 20, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW AUSTIN AIRPORT, MANOR, TEXAS. AN - 36409663; 2274 AB - PURPOSE: Construction of a new airport facility just northeast of the city of Manor in Travis County, Texas is proposed. The city's existing Robert Mueller Municipal Airport is in the initial stages of an expansion program designed to meet aviation demand during the next few years; however, to meet longer term capacity requirements, the acquisition of additional land and significant changes in the current airfield layout would be necessary. Moreover, current and future expansion plans at Mueller would not significantly resolve airspace conflicts resulting from its proximity to Bergstrom Air Force Base. The new facility would include three parallel, fully instrumented commercial and general aviation runways. The runways would meet federal wind coverage requirements with a north-south orientation (designated Runway 17-35). To meet wind coverage requirements for small general aviation aircraft during occasional crosswind conditions, a fourth visual flight rules, northwest-southeast runway (designated Runway 13-31) would also be constructed. The two commercial service runways would extend 9,000 feet at a proposed width of 150 feet to accommodate large aircraft during hot summer months. Initially, the parallel primary general aviation runway would be 5,000 feet long and 150 feet wide; eventually, the length would be expanded to 7,500 feet. The crosswind runway, designed for small, piston-powered aircraft, would be 3,500 feet long and 75 feet wide. Clear and visual approach zones would be provided as appropriate. The prototype layout would require 3,460 acres of land for the terminal area, clear zones, runways, taxiways, and general aviation facilities. POSITIVE IMPACTS: Provision of the new airport would meet the long-term aviation needs of the city of Austin and surrounding areas. Passenger and other uses of the airport would be provided through the year 2006. Airspace conflicts associated with Bergstrom Air Force Base would be eliminated by locating the airport at the new site. The airport would constitute a boost to employment rolls and other economic indicators. NEGATIVE IMPACTS: Noise and traffic increases, property acquisition and displacements, relocation of a cemetery, and changes in the rural nature of the area would constitute the most significant impacts associated with the facility. Approximately 967 persons residing within the area that would be significantly affected by aircraft noise and within the New Katy Subdivision would be relocated due to airport development. Land displaced by the project would include agricultural land, wetlands, floodplains, and associated wildlife habitat. LEGAL MANDATES: Airport and Airway Development Act of 1976 (P.L. 94-353), Executive Orders 11998 and 11990, Federal Water Pollution Control Act of 1972 (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: 890196, 2 volumes and maps, July 18, 1989 PY - 1989 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Archaeological Sites Surveys KW - Cemeteries KW - Employment KW - Farmlands KW - Floodplains KW - Land Acquisitions KW - Noise KW - Relocations-Property Acquisitions KW - Site Surveys (Airports) KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Airport and Airway Development Act of 1976, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+AUSTIN+AIRPORT%2C+MANOR%2C+TEXAS.&rft.title=NEW+AUSTIN+AIRPORT%2C+MANOR%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 18, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WIDENING OF INTERSTATE 5 (SANTA ANA FREEWAY) AND RECONSTRUCTION OF INTERCHANGES BETWEEN STATE ROUTES 22 AND 91 IN THE CITIES OF SANTA ANA, ORANGE, ANAHEIM, FULLERTON, AND BUENA PARK, ORANGE COUNTY, CALIFORNIA. AN - 36402047; 2311 AB - PURPOSE: Widening of approximately 8.1 miles of Interstate 5 (I-5) freeway between State Route (SR) 22 (Garden Grove Freeway) and SR 91 (Riverside Freeway) in Orange County, California is proposed. The project corridor lies within the cities of Santa Ana, Orange, Anaheim, Buena Park, and Fullerton. The freeway would be widened from 6 to 8 or 12 lanes. The 12-lane alternative would also include reconstruction of a portion of the SR 91/I-5 freeway-to-freeway interchange, as well as modification of all local interchanges. The eight-lane alternative would add one lane in each direction. Design variations under the 12-lane alternative would: (1) add four all-vehicle lanes and two auxiliary lanes in each direction; (2) add two all-vehicle lanes, two high-occupancy-vehicle (HOV) lanes, and two auxiliary lanes in each direction; and (3) add two transitway lanes (from SR 55 to Katella), at which point these lanes would become HOV lanes, two all-vehicle lanes, and two auxiliary lanes in each direction. Under design option (3) for the 12-lane alternative, the transitway would carry van pools, buses, and cars with two or more passengers. The transitway would have its own exclusive access and exit ramps at Grand Avenue and at Main Street in Santa Ana and, perhaps, at Lewis Street and Pacifico Avenue in Anaheim. The estimated cost of the 8-lane alternative ranges from $50.6 million to $58.4 million, depending on the exact design option chosen, while the estimated cost for the 12-lane alternative is $509.3 million. POSITIVE IMPACTS: Expanding the capacity of I-5, which was constructed approximately 30 years ago and has become deficient in capacity, would help alleviate current and projected freeway congestion and operational problems, particularly during peak travel times. Emissions of carbon monoxide and total hydrocarbons would decline, regardless of the alternative chosen. If noise control walls are constructed, noise levels could decrease by as much as 11 decibels on the A-weighted scale along the corridor. NEGATIVE IMPACTS: Rights-of-way development for the eight-lane alternative would result in the displacement of five residential units housing 12 persons and four commercial enterprises employing 33 persons. Rights-of-way requirements for the 12-lane alternative would displace 396 residential units housing 831 persons and 214 businesses employing 4,333 persons. The 12-lane alternative would displace 3,500 parking spaces associated with commercial uses, 1,504 residential parking spaces, and 250 storage spaces. Nitrogen oxide emissions would increase within the corridor, regardless of the alternative chosen. Unless noise control walls are constructed, noise along the corridor would increase by 3 to 12 decibels on the A-weighted scale. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 890195, 299 pages and maps, July 18, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-03-D KW - Air Quality KW - Emissions KW - Employment KW - Highway Structures KW - Highways KW - Hydrocarbons KW - Motor Vehicles KW - Nitrogen Oxides KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation 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/36402047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+OF+INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+STATE+ROUTES+22+AND+91+IN+THE+CITIES+OF+SANTA+ANA%2C+ORANGE%2C+ANAHEIM%2C+FULLERTON%2C+AND+BUENA+PARK%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+WIDENING+OF+INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+STATE+ROUTES+22+AND+91+IN+THE+CITIES+OF+SANTA+ANA%2C+ORANGE%2C+ANAHEIM%2C+FULLERTON%2C+AND+BUENA+PARK%2C+ORANGE+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 18, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RECONSTRUCTION OF M-45 FROM WEST OF 68TH AVENUE TO EAST OF 24TH AVENUE, OTTAWA COUNTY, MICHIGAN. AN - 36398912; 2319 AB - PURPOSE: Reconstruction of 6.2 miles of Michigan Route 45 (M-45) from a point west of 68th Avenue to a point east of 24th Avenue in Ottawa County, Michigan is proposed. The precise project termini would be 1,500 feet west of 68th Avenue in Allendale Township and 2,100 feet east of 24th Avenue in Tallmadge Township. The full length of M-45 extends from US 31 near Lake Michigan eastward to US 131 in Grand Rapids. M-45 provides one of the only crossings of the Grand River west of Grand Rapids. Within the project area, existing M-45 is a two-lane, 22-foot roadway with some additional turn lanes at the Grand Valley State University entrance and truck climbing lanes near the Grand River crossing. Three build alternatives are under consideration. Alternative 1 would involve reconstruction of the existing roadway to a five-lane facility generally following the existing alignment. A new five-lane structure across the Grand River would be constructed south of the existing structure. Alternative 2 would involve reconstruction of the existing roadway to a boulevard consisting of two 24-foot pavements separated by a 60-foot median west of the Grand River in the Allentown Township. In Tallmadge Township, east of the Grand River, the divided pavement would be relocated 700 feet south of the existing roadway. New structures would be built over the Grand River and Sand Creek. Alternative 3, which would combine alternatives 1 and 2, would involve construction of a five-lane road from west of 68th Avenue to 52nd Avenue and a boulevard from 52nd Avenue to east of 24th Avenue. Depending on the alternative chosen, project cost estimates range from $18.7 million to $21.2 million. POSITIVE IMPACTS: The project would improve a regional arterial highway that serves local traffic as well as commuting traffic originating outside the project area. The five-lane highway would be less costly than the boulevard, but the boulevard would provide greater capacity. The boulevard would be more pleasing, aesthetically, than the five-lane alternative. NEGATIVE IMPACTS: Both the five-lane and boulevard alternatives would result in displacement of housing and businesses within the project corridor. Wetlands would be destroyed regardless of the alternative chosen. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 890191, 162 pages and maps, July 13, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-89-02-D KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Highways KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - Wetlands 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/36398912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RECONSTRUCTION+OF+M-45+FROM+WEST+OF+68TH+AVENUE+TO+EAST+OF+24TH+AVENUE%2C+OTTAWA+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+RECONSTRUCTION+OF+M-45+FROM+WEST+OF+68TH+AVENUE+TO+EAST+OF+24TH+AVENUE%2C+OTTAWA+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 13, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOPSHAM-BRUNSWICK BYPASS, FROM ROUTE I-95 IN TOPSHAM TO ROUTE 1 IN BRUNSWICK, MAINE (PROJECT DE-0091(801)). AN - 36391111; 2316 AB - PURPOSE: Construction of a two- to four-lane bypass of Topsham, Maine for Routes 196 and 201 is proposed. Two alignments, extending approximately 2.8 and 2.9 miles, are under consideration. Either alignment would extend from the Interstate 95 (I-95)/Route 196 interchange southeast to Route 1. In addition, four alternative treatments of the bypass/Route 201 intersection are under consideration. Bypass Alternative 1 would involve widening of Route 196 to four lanes between I-95 and a point west of Route 201 in Topsham. This alternative would proceed eastward as a two-lane roadway through largely undeveloped forestland and continue south to cross the Maine Central railroad and Elm Street. A connector between the bypass and Foreside Road would be provided just south of the railroad crossing. The bypass would cross the Androscoggin River on a bridge wide enough to accommodate future expansion to four travel lanes. Alternative alignment 1 would terminate at a three-level interchange with Route 1, just east of the railroad bridge. Alternative 2 would have the same alignment as Alternative 1, except in the area east of Route 201, where it would pass north close to the Maine Central Powerline, rejoining Alternative 1 east of the railroad. Options for the bypass/Route 201 intersection would include at-grade and grade-separated designs. Depending on the combination of alternatives chosen, project cost estimates range from $31.1 million to $38.6 million. POSITIVE IMPACTS: The bypass would improve routes that provide critical access between Interstate 95 and Route 1 in Topsham and Brunswick. The local, through-town route, which is heavily congested, would be relieved of through traffic. Approximately half of the traffic currently using the Frank J. Wood bridge would be diverted to the bypass crossing, providing significantly greater total river crossing capacity. Access to downtown areas and businesses would be improved by the reduction in nonlocal traffic and the easing of Main Street congestion. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 3 to 10 residences and 4 to 8 businesses, depending on the intersection alternative selected. An historic house and associated outbuildings would have to be relocated, as would archaeological resources. Approximately 3.57 to 4.12 acres of wetlands would be taken, depending on the intersection alternative selected, and 1.79 acres of floodway would be displaced. LEGAL MANDATES: Coastal Zone Management Act of 1973, as amended (16 U.S.C. 1451 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: 890190, 3 volumes and maps, July 10, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-89-01-D KW - Archaeological Sites KW - Bridges KW - Coastal Zones KW - Floodways KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Maine KW - Coastal Zone Management Act of 1973, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOPSHAM-BRUNSWICK+BYPASS%2C+FROM+ROUTE+I-95+IN+TOPSHAM+TO+ROUTE+1+IN+BRUNSWICK%2C+MAINE+%28PROJECT+DE-0091%28801%29%29.&rft.title=TOPSHAM-BRUNSWICK+BYPASS%2C+FROM+ROUTE+I-95+IN+TOPSHAM+TO+ROUTE+1+IN+BRUNSWICK%2C+MAINE+%28PROJECT+DE-0091%28801%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 10, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF EAST 71ST STREET SOUTH FROM SOUTH LEWIS AVENUE TO SOUTH MEMORIAL DRIVE, TULSA, OKLAHOMA. AN - 36382787; 2323 AB - PURPOSE: Reconstruction of approximately four miles of 71st Street South between Lewis Avenue and Memorial Road in Tulsa, Oklahoma, is proposed. The two-lane city street with no sidewalks or shoulders would be improved to provide a six-lane arterial street with sidewalks and curbs. The facility would include a 16-foot median. The centerline of the street would be realigned at two locations. Freestanding noise walls would be provided at four locations to minimize traffic-related noise impacts, and five retaining walls would be constructed. Existing privacy fences would be replaced at five locations. Storm sewers would be installed as part of the project. A landscaping plan would also be developed and implemented. POSITIVE IMPACTS: Traffic congestion along 71st Street would be relieved, reducing travel times for commuters and emergency vehicles. Changes in grade elevation would increase stopping sight distances within the corridor, improving traffic safety. The potential for flooding would be decreased through provisions for detention ponds and larger structural drainage openings. In general, the aesthetics of the corridor would improve. The project would be consistent with past, present, and future long-range transportation planning goals of the city of Tulsa, the Indian National Council of Governments, and Tulsa County. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of approximately 6 residences and partial removals from approximately 20 backyards. The potential for accelerated strip development along the corridor would continue to exist. A limited number of residences would be exposed to noise levels in excess of 70 decibels on the A-weighted scale, a violation of federal noise standards; these noise levels would generally be two to four decibels higher than they would be if the project were not implemented. Noise increases would occur over time through the year 2010. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 890182, 134 pages and maps, July 3, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-88-01-D KW - Drainage KW - Flood Control KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Sewers KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Oklahoma KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-07-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+EAST+71ST+STREET+SOUTH+FROM+SOUTH+LEWIS+AVENUE+TO+SOUTH+MEMORIAL+DRIVE%2C+TULSA%2C+OKLAHOMA.&rft.title=RECONSTRUCTION+OF+EAST+71ST+STREET+SOUTH+FROM+SOUTH+LEWIS+AVENUE+TO+SOUTH+MEMORIAL+DRIVE%2C+TULSA%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: July 3, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORRIDOR X FROM THE WALKER/JEFFERSON COUNTY LINE TO THE INTERSECTION OF U.S. HIGHWAY 31 IN THE METROPOLITAN AREA OF BIRMINGHAM, JEFFERSON COUNTY, ALABAMA: PROJECT APD-471(7). AN - 36401552; 2235 AB - PURPOSE: Construction of a freeway facility within Corridor X of the Appalachian Development Highway in the metropolitan area of Birmingham, Jefferson County, Alabama is proposed. The 16-mile freeway would extend eastward from a point near the Walker /Jefferson County line to U.S. 31. Access to the freeway would be fully controlled via grade separations and interchanges. The project would require a minimum rights-of-way width of 300 feet. Design year traffic volumes would range from 9,000 to 40,000 vehicles per day. The preferred alternative would extend directly east from the county line for approximately five miles and pass just north of Graysville before turning southeastward for approximately six miles, passing south of the community of Republic. At that point, the freeway would extend to the east for approximately five miles to intersect with U.S. 31 in the North Smithville area. The exact length of the alternate alignment would be 16.38 miles. A subalternative to this alternative would use an elevated structure over the final 0.9 mile of the project to limit rights-of-way widths. The estimated cost of the project is $90.04 million, and the benefit-cost ratio is estimated at 9.52. POSITIVE IMPACTS: As part of Corridor X, the full length of which would extend from Fulton, Mississippi to Birmingham, Alabama, the freeway would improve transportation and enhance economic growth and safety in the area. Time and energy savings due to enhancement of traffic movements would result. Exploitation and marketing of coal and timber resources in the area would be improved as connections with Montgomery, Birmingham, and Memphis are enhanced. Development of small urban centers near the major metropolitan area would be encouraged, and accessibility to points within the area would generally be enhanced. Use of the elevated structures over the westernmost 0.9 mile of the project would obviate the displacement of 11 minority families. Average annual user savings resulting from the freeway segment would amount to $85.3 million. NEGATIVE IMPACTS: Rights-of-way development would displace 40 residences and 2 churches. Traffic levels along the route would result in noise levels in excess of federal standards at three noise-sensitive sites. Fourteen minority households would require relocation, and 13 jobs would be displaced. Highway structures would encroach on the natural beauty of the area, and urbanization would be encouraged in a currently rural area. Wildlife habitat would be displaced, and disturbance of wildlife would be increased. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Executive Orders 11988 and 11990, Surface Transportation Assistance Act of 1978, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft EIS (DEIS) and a draft supplement to the DEIS, see 86-0430D, Volume 10, Number 10, and 88-0022D, Volume 12, Number 1-2, respectively. JF - EPA number: 890170, 238 pages and maps, June 21, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-86-01-F KW - Air Quality KW - Appalachian Development Highways KW - Employment KW - Highway Structures KW - Highways KW - Landfills KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Visual Resources KW - Wildlife KW - Wildlife Habitat KW - Alabama KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Surface Transportation Assistance Act of 1978, 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/36401552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORRIDOR+X+FROM+THE+WALKER%2FJEFFERSON+COUNTY+LINE+TO+THE+INTERSECTION+OF+U.S.+HIGHWAY+31+IN+THE+METROPOLITAN+AREA+OF+BIRMINGHAM%2C+JEFFERSON+COUNTY%2C+ALABAMA%3A+PROJECT+APD-471%287%29.&rft.title=CORRIDOR+X+FROM+THE+WALKER%2FJEFFERSON+COUNTY+LINE+TO+THE+INTERSECTION+OF+U.S.+HIGHWAY+31+IN+THE+METROPOLITAN+AREA+OF+BIRMINGHAM%2C+JEFFERSON+COUNTY%2C+ALABAMA%3A+PROJECT+APD-471%287%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: June 21, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AN EXPRESSWAY ON NEW ALIGNMENT BETWEEN I-5 AND FRONTIER DRIVE IN THE CITY OF OCEANSIDE, COUNTY OF SAN DIEGO, CALIFORNIA. AN - 36390510; 2237 AB - PURPOSE: Construction of an expressway along the San Luis Rey Valley from Interstate 5 (I-5) to Mission Avenue near Frontier Drive in the city of Oceanside, San Diego County, California is proposed. A narrow width expressway would be built up and into the hillside that lies along the corridor. Major project features would include acquisition of rights-of-way and grading for an ultimate six-lane expressway; construction of two 12-foot lanes in each direction; provision of a 30-foot median that would include two 5-foot shoulders; provision of 10-foot outside shoulders and 12-foot wide recovery area outside shoulders; placement of a 10-foot strip of riprap bench outside and below the north side recovery area for use as a future bicycle path that would be built by other interests; and construction of a bridge structure from southbound I-5 to eastbound State Route (SR) 76. Additional features include mitigation of wetlands and destruction of least Bell's vireo habitat in an area near the west end of Oceanside Municipal Airport; placement of a 6-foot-high, 2,600-foot long combination earthen and concrete jersey barrier to protect the wetland mitigation area; realignment of Nevada Street/Riverside Drive near I-5; and rehabilitation of freshwater/brackish marsh west of I-5. Connections to the expressway would be provided at the northbound I-5 exit ramp to eastbound SR 76, southbound I-5 exit ramp to eastbound SR 76, westbound SR 76 left-turn pocket to the northbound I-5 entrance loop ramp, and signalized at-grade intersections at Loretta Street, Benet Road, Airport Road, Foussant Road, and Mission Avenue. POSITIVE IMPACTS: By providing a bypass for a section of Mission Avenue, the expressway would relieve heavy traffic congestion on that facility and separate long-distance and local traffic flows. Traffic-generated noise along Mission Avenue would decline significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 80 acres of land within the city of Oceanside and relocation of up to 14 homes and 23 families, 7 commercial establishments, and 40 aircraft hanger units. A total of 60 jobs would be lost due to displacements. Noise levels would increase by three decibels or more on the A-weighted scale for 17 homes; federal noise standards would be exceeded at 7 homes. Three least Bell's vireo territories, containing a total of 5.1 acres of wetland habitat, would be impacted, and up to 2,000 Dudleya viscida would be removed. Cut-and-fill slopes, with heights up to 190 feet, would result in scars that would remain for as many as 10 years before mature plantings would blend them into the native hillside. LEGAL MANDATES: Executive Order 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 environmental impact statement, see 79-0139D, Volume 3, Number 2. JF - EPA number: 890169, 189 pages and maps, June 21, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-78-04-F KW - Airports KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Trails KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California 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/36390510?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AN+EXPRESSWAY+ON+NEW+ALIGNMENT+BETWEEN+I-5+AND+FRONTIER+DRIVE+IN+THE+CITY+OF+OCEANSIDE%2C+COUNTY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=AN+EXPRESSWAY+ON+NEW+ALIGNMENT+BETWEEN+I-5+AND+FRONTIER+DRIVE+IN+THE+CITY+OF+OCEANSIDE%2C+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, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHERN WAKE EXPRESSWAY FROM N.C. 55 NEAR MORRISVILLE TO U.S. 64 NEAR KNIGHTDALE, WAKE AND DURHAM COUNTIES, NORTH CAROLINA (FEDERAL AID PROJECT NO. F-123-1(1)). AN - 36403940; 2250 AB - PURPOSE: Construction of the Northern Wake Expressway in Wake and Durham counties, North Carolina is proposed. The expressway would extend from N.C. 55 near Morrisville to U.S. 64 near Knightdale, bypassing the northern portion of the city of Raleigh. The four- to six-lane controlled-access facility would extend 28.5 to 33.3 miles along a new alignment. Three alternative alignments were evaluated for the portion of the alignment northwest of Raleigh International Airport between Interstate 40 (I-40) and U.S. 70. Four alternative alignments were considered east of Creedmoor Road through the Shannon Woods subdivision. Two alternative alignments were investigated between Litchford Road and Fox Road. Three alternative alignments were considered east of the Neuse River. Noise abatement measures could be implemented at 266 sites. POSITIVE IMPACTS: Traffic congestion within the Raleigh central business district would be lessened significantly by the removal of through traffic from local streets. Travel times for through travelers would decline significantly, and emergency response time would decrease. Objectives of numerous local and regional transportation plans would be achieved. Access to the Raleigh International Airport would be eased significantly. NEGATIVE IMPACTS: Rights-of-way requirements could result in impacts to 5 cemeteries and displacement of 75 to 131 businesses, nonprofit organizations, and households. Possible passage of the expressway through the Shannon Woods and Thorpshire Farms subdivisions could affect community cohesion in those neighborhoods. The corridor to be affected contains 128 cultural resource sites, including 18 standing structures, 59 historic archaeological sites, and 51 prehistoric archaeological sites; 11 of the prehistoric sites are not eligible for inclusion in the National Register of Historic Places. Five historic properties that could be affected are listed or are eligible for listing on the National Register. One alignment alternative would directly impact the northwest corner of the Knightdale Quarry, and a portion of the Rowland Sanitary Landfill would lie within the construction limits of another alternative. A total of 736 noise-sensitive receptors would lie within the corridor. Approximately 7.6 percent (186 acre-feet) of storage capacity would be lost from the Stirrup Iron Creek flood control lake due to placement of fill. From 22 acre-feet to 55 acre-feet would be lost from the Brier Creek flood control lake. Stormwater runoff would increase by 2.6 percent within the study area. From 86.3 to 104.5 acres of floodplains and 111.9 to 142.2 acres of wetlands would be impacted 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: 890164, 2 volumes and maps, June 16, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-89-01-D KW - Archaeological Sites KW - Cemeteries KW - Central Business Districts KW - Flood Control KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Lakes KW - Landfills KW - Noise KW - Noise Control KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Storage 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/36403940?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHERN+WAKE+EXPRESSWAY+FROM+N.C.+55+NEAR+MORRISVILLE+TO+U.S.+64+NEAR+KNIGHTDALE%2C+WAKE+AND+DURHAM+COUNTIES%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-123-1%281%29%29.&rft.title=NORTHERN+WAKE+EXPRESSWAY+FROM+N.C.+55+NEAR+MORRISVILLE+TO+U.S.+64+NEAR+KNIGHTDALE%2C+WAKE+AND+DURHAM+COUNTIES%2C+NORTH+CAROLINA+%28FEDERAL+AID+PROJECT+NO.+F-123-1%281%29%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: June 16, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KAHEKILI HIGHWAY WIDENING AND INTERCHANGE, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36405607; 2240 AB - PURPOSE: Implementation of transportation improvements within the Kahekili Highway corridor on the Island of Oahu, Hawaii is proposed. The project would be located on the windward side of Oahu between the Likelike Highway in Kaneohe and Kamehameha Highway near Kahaluu Stream. Kahekili Highway passes through Kaneohe, Heeia, Haiku, and Ahuimanu. The existing highway, a two-lane facility, intersects Likelike Highway, a four-lane, divided facility, at a T-type intersection. A third lane between Likelike Highway and Haiku Road was recently completed to accommodate left-turning movements in both directions. The project would involve construction of a traffic interchange at the intersection of Likelike (Federal Aid Primary (FAP) 63) and Kahekili (FAP 83) highways and widening of Kahekili Highway from a two-lane facility to a four- to six-lane divided facility; the widened section would extend from the interchange to Kamehameha Highway, a distance of approximately 4.4 miles. POSITIVE IMPACTS: The expanded facility would accommodate increases in traffic within the Kahekili Highway corridor, which has experienced an increase in average daily traffic from 15,500 vehicles in 1970 to 27,000 vehicles in 1989. In addition to alleviating congestion, the project would enhance safety within the corridor. Improved traffic flow would reduce energy consumption and contribute to improved air quality. NEGATIVE IMPACTS: Major impacts expected to result from the expanded highway would include degradation of area aesthetics and increased noise levels within the corridor. Residents near the intersection of Kahekili Highway and Likelike Highway would be particularly affected by noise impacts. Pedestrian movements across the highway would become more difficult and dangerous; this would be of particular concern for children walking to and from school or Kaneohe District Park during peak traffic flow periods. Rights-of-way requirements would result in the relocation of two to nine households. Expansion of the highway capacity could contribute to urban development in currently nonurbanized areas in Kahaluu and beyond. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 890158, 334 pages and maps, June 13, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-89-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Water Quality Assessments KW - Hawaii KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KAHEKILI+HIGHWAY+WIDENING+AND+INTERCHANGE%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=KAHEKILI+HIGHWAY+WIDENING+AND+INTERCHANGE%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 Highway Administration, Honolulu, Hawaii; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 13, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 31 STUDY: JAMES RIVER CROSSING FROM ROUTE 10 TO ROUTE 5, CHARLES CITY, JAMES CITY, AND SURRY COUNTIES, VIRGINIA. AN - 36402695; 2255 AB - PURPOSE: Improvement of the Route 31 crossing of the James River in Charles City, James City, and Surry counties, Virginia is proposed. The existing crossing is served by the Jamestown-Scotland Wharf Ferry System. Alternatives under consideration include improvement of ferry service, construction of bridge or tunnel crossings of the river, and construction of new or improved approach roadways. These alternatives would involve the construction of two-lane facilities to modern design standards and the use of portions of existing rights-of-way, as well as acquisition and development of new rights-of-way. Alternatives range in length from 6.7 to 9.2 miles. The improved ferry alternative would involve the addition of boats and scheduled trips. The current four-boat fleet would be expanded to six, and operations would be increased for the peak period from a two-boat to four-boat schedule at 15 minute intervals; a fifth boat would be added during future peak seasonal periods. Depending on the alternative chosen, project cost estimates range from $29.5 million for the improved ferry alternative to $352.0 million for the most expensive tunnel alternative. POSITIVE IMPACTS: Current and future traffic service within the corridor served by Route 31 would be improved significantly. Permanent river crossing alternatives would increase access to commercial, cultural, educational, and employment centers in the Jamestown corridor. NEGATIVE IMPACTS: Construction of a tunnel or a bridge would result in the displacement of up to one household. Land losses could include 34 to 46 acres of farmlands, including 22 to 36 acres of prime farmlands, 31 to 74 acres of forests, and 71 to 120 acres of terrestrial habitat. As many as six prehistoric sites and 12 historic sites could be affected by structural crossings of the river. Carbon monoxide levels would rise slightly should a structural crossing be chosen. Noise levels would exceed federal standards at as many as 12 households. 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: 890159, 257 pages and maps, June 13, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-88-05-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Farmlands KW - Ferries KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Traffic Analyses KW - Transportation KW - Wildlife Habitat KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402695?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+31+STUDY%3A+JAMES+RIVER+CROSSING+FROM+ROUTE+10+TO+ROUTE+5%2C+CHARLES+CITY%2C+JAMES+CITY%2C+AND+SURRY+COUNTIES%2C+VIRGINIA.&rft.title=ROUTE+31+STUDY%3A+JAMES+RIVER+CROSSING+FROM+ROUTE+10+TO+ROUTE+5%2C+CHARLES+CITY%2C+JAMES+CITY%2C+AND+SURRY+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 13, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 265, DANVILLE EXPRESSWAY, FROM 0.082 MI. N. ROUTE 58 TO ROUTE 29 (NORTH OF BLAIRS), PITTSYLVANIA COUNTY, DANVILLE, VIRGINIA (STATE PROJECT 6265-071-102, PE 102, FEDERAL PROJECT F-045-1(111)). AN - 36382693; 2256 AB - PURPOSE: Completion of the final section of the Route 265 Danville Expressway, located primarily in Pittsylvania County, Virginia is proposed. A short southern section of the highway, as well as part of the Franklin Turnpike Extension, would be located in the city of Danville. The 8.9-mile project would extend from Route 58 approximately one mile east of the Danville city limits to Route 29 north of Blairs. The section of the Route 265 expressway extending from Route 58 (east of Danville) to Route 29 (south of Danville) is already open to traffic. The typical cross-section for the facility would feature two 12-foot travel lanes in each direction, separated by a 60-foot and variable median. The project would proceed in a northerly direction, passing just east of the intersection of Routes 360 and 732, where the alignment would proceed nearly due north to Route 695 then turn in a northeastward direction crossing Route 721 just west of its intersection with Route 695. The alignment would then continue to cross Route 719 west of its intersection with Route 695, cross Route 719 just west of its intersection with Route 29, and cross Route 726 just west of its intersection with Route 29. Three short extensions or relocations, involving Route 360, the Franklin Turnpike Extension, and the Fall Creek Spur, would be implemented. Interchanges along Route 265 would be provided at Route 29, Route 726, and the Franklin Turnpike Extension. At-grade crossings would be located at the Franklin Turnpike Extension and Route 360. POSITIVE IMPACTS: The facility would provide a needed through route for traffic in the vicinity of Danville, improve access to Danville Municipal Airport, and ease the movement of emergency vehicles and rescue equipment. The new highway would adhere to the Danville Area Transportation Study Year 2000 Transportation Plan, Danville Comprehensive Plan, Pittsylvania Comprehensive Plan, and Fiscal year 1986-1988 Transportation Improvement Program for the Danville Urbanized Area. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 23 families and 5 businesses, the loss of approximately 101 acres of prime and unique farmlands, and the loss of approximately 438 acres of medium- to low- quality wildlife habitat. Ambient noise levels along the corridor would increase significantly. LEGAL MANDATES: Executive Order 11988, Farmland Protection Policy Act, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0292D, Volume 10, Number 7. JF - EPA number: 890156, 191 pages, June 12, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-86-02-F KW - Air Quality KW - Erosion KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Wildlife Habitat KW - Virginia KW - Executive Order 11988, Compliance KW - Farmland Protection Policy Act, 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/36382693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+265%2C+DANVILLE+EXPRESSWAY%2C+FROM+0.082+MI.+N.+ROUTE+58+TO+ROUTE+29+%28NORTH+OF+BLAIRS%29%2C+PITTSYLVANIA+COUNTY%2C+DANVILLE%2C+VIRGINIA+%28STATE+PROJECT+6265-071-102%2C+PE+102%2C+FEDERAL+PROJECT+F-045-1%28111%29%29.&rft.title=ROUTE+265%2C+DANVILLE+EXPRESSWAY%2C+FROM+0.082+MI.+N.+ROUTE+58+TO+ROUTE+29+%28NORTH+OF+BLAIRS%29%2C+PITTSYLVANIA+COUNTY%2C+DANVILLE%2C+VIRGINIA+%28STATE+PROJECT+6265-071-102%2C+PE+102%2C+FEDERAL+PROJECT+F-045-1%28111%29%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: June 12, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THIRD HARBOR TUNNEL, INTERSTATE 90/CENTRAL ARTERY, INTERSTATE 93 (SOUTH BOSTON HAUL ROAD), BOSTON, MASSACHUSETTS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1985). AN - 36407324; 2245 AB - PURPOSE: Extension of Interstate 90 (I-90) (Massachusetts Turnpike) from its terminus at the Central Artery in Boston across Boston Harbor to a new terminus in East Boston, Massachusetts is proposed. The project, which would be known as the Third Harbor Tunnel, would be located entirely in the city of Boston in Suffolk County. The one-way tunnel in Fort Point Channel would carry all northbound traffic to a widened and depressed Central Artery. This draft supplement to the final environmental impact statement of August 1985 addresses construction of the South Boston Haul Road, an early construction traffic mitigation measure for the Central Artery /Third Harbor Tunnel I-93/I-90 project. The Haul Road would be a two-lane, limited-access truck route for construction-related vehicles, for commercial truck traffic, and for buses destined to and from Logan Airport via the proposed cross harbor ferry, a separate construction period mitigation measure. The Haul Road would be built substantially within an existing depressed railroad rights-of-way. The alignment would connect Dorchester Avenue and Congress Street with access to the Massport Haul Road via Congress and B streets. Beginning on the west side of Dorchester Avenue, the Haul Road would traverse the existing Massachusetts Bay Area Transit Authority (MBTA) Cabot Yard parking lot to gain access to the existing depressed freight railroad rights-of-way of the Consolidate Rail Corporation (Conrail). The roadway would follow the west side of the tracks for its full length, approximately 1.1 miles, to a terminus at existing Congress Street. The project would also include installation of new drainage and railroad facilities. The drainage facilities would direct stormwater through a new 16-inch flow force main and a new 24-inch high flow force main under Dorchester Avenue. Both would run to a new 42-inch gravity storm drain to be located west of Dorchester Avenue and south of West Fourth Street to a new outlet structure at the southern end of Upper Fort Point Channel. Other project actions would include the replacement of railroad tracks, relocation of a freight loading dock, and construction of other railroad facilities. POSITIVE IMPACTS: Construction of the Haul Road would maintain surface street traffic patterns during the extended construction period of the Artery /Tunnel project. Completion of the Haul Road at the earliest possible date would be important to the success of the Artery /Tunnel project and the improvement of existing traffic circulation conditions. Truck traffic on South Boston streets would decline substantially, significantly improving circulation within this area of the city. NEGATIVE IMPACTS: The Haul Road would displace 228 surface parking spaces on two public properties and one private property. Approximately 18 acres of land presently owned by four parties would be permanently acquired. An additional eight acres would be acquired via easements for construction period and drainage easements. Rail track and utility relocations would be necessary, and one Conrail loading dock and an MBTA office trailer would be relocated. Truck traffic on the Haul Road during peak hours in 1993 would result in noise levels above existing levels on surface streets in the corridor. Truck-generated noise levels within 150 feet of the Conrail cut would exceed federal standards for some land uses. Approximately 51,000 cubic yards of material, including some hazardous materials, would be excavated during the project. The Boston Crown Glassworks archaeological site could be affected. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (EIS), a draft supplement to the draft EIS, and the final EIS, see 83-0139D, Volume 7, Number 3; 83-0414D, Volume 7, Number 8; and 85-0579F, Volume 9, Number 12, respectively. JF - EPA number: 890153, 226 pages and maps, June 7, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-82-02-DS1 KW - Archaeological Sites KW - Cultural Resources KW - Drainage KW - Easements KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Pipelines KW - Railroads KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Waterways KW - Massachusetts KW - Federal Aid Highway Act of 1968, 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/36407324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THIRD+HARBOR+TUNNEL%2C+INTERSTATE+90%2FCENTRAL+ARTERY%2C+INTERSTATE+93+%28SOUTH+BOSTON+HAUL+ROAD%29%2C+BOSTON%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.title=THIRD+HARBOR+TUNNEL%2C+INTERSTATE+90%2FCENTRAL+ARTERY%2C+INTERSTATE+93+%28SOUTH+BOSTON+HAUL+ROAD%29%2C+BOSTON%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 7, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALII HIGHWAY PROJECT, KAILUA-KEAUHOU, COUNTY OF HAWAII, STATE OF HAWAII, PROJECT NO. RS-0187(04). AN - 36404377; 2239 AB - PURPOSE: Construction of approximately four miles of new highway between Kailua-Kona and Keauhou on the Island of Hawaii is proposed. The new roadway would consist of four 12-foot lanes, two lanes in each direction, with paved shoulders, within a minimum 100-foot rights-of-way. Access to adjoining properties would generally be limited to one per parcel. Where appropriate, acceleration, deceleration, and turning storage lanes would be provided. New construction would extend from the south end of Alii Drive near Kamehameha III Road at Keauhou to the Hawaii Belt Road. Roads connecting the proposed highway with Kuakini Highway and/or Alii Drive would be constructed at several points. POSITIVE IMPACTS: By maintaining adequate highway capacity along the Kailua-Kona to Keauhou corridor, the project would enable already planned growth to occur without significant degradation of environmental quality or traffic delays. The ease of access provided by the highway would allow the area to continue to function as an effective economic and social unit. The new alignment would cross land that is either undeveloped or reserved for roadway use, thereby eliminating the need for any residential displacements. The paved shoulders would be suitable for use by bicyclists, joggers, and pedestrians. Improved traffic flow would reduce peak air pollution and lead to energy savings of approximately 75,000 gallons per year. NEGATIVE IMPACTS: Rezoning for the new alignment would create several substandard lots along the highway corridor. The highway would cross floodplain areas and would be visible from four religious structures that have been recommended for preservation. All of the Alii Highway corridor would fall within two historic districts containing many sites that meet the criteria for nomination to the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0547D, Volume 8, Number 11. JF - EPA number: 890154, 273 pages, June 7, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-84-01-F KW - Air Quality KW - Archaeological Sites KW - Employment KW - Energy Consumption KW - Floodplains KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Hawaii KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404377?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALII+HIGHWAY+PROJECT%2C+KAILUA-KEAUHOU%2C+COUNTY+OF+HAWAII%2C+STATE+OF+HAWAII%2C+PROJECT+NO.+RS-0187%2804%29.&rft.title=ALII+HIGHWAY+PROJECT%2C+KAILUA-KEAUHOU%2C+COUNTY+OF+HAWAII%2C+STATE+OF+HAWAII%2C+PROJECT+NO.+RS-0187%2804%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: June 7, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATED MARYLAND ROUTE 32 FROM MARYLAND ROUTE 108 TO PINDELL SCHOOL ROAD, HOWARD COUNTY, MARYLAND (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1977). AN - 36401629; 2243 AB - PURPOSE: Improvement of Maryland (MD) Route 32 from Pindell School Road to MD Route 108 in central Howard County, Maryland is proposed. MD Route 32 extends from Westminster in Carroll County to proposed Interstate Route 97 near Annapolis in Anne Arundel County, a distance of approximately 59 miles. The relocated highway segment under consideration would begin at the existing northbound lanes of MD Route 32 just west of MD Route 108 and pass through the Trotter Road area approximately 2,360 feet north of existing MD Route 32. In the vicinity of the W. R. Grace Property and Stretmater Pond, it would shift north to avoid impacts to the pond and residences along the south side of old MD Route 32. The alignment would then proceed easterly to meet the existing MD Route 32 construction east of Pindell School Road. Within this segment, full diamond interchanges would be constructed at existing MD Route 108 and Pindell School Road. A cul-de-sac would be constructed at Trotter Road on both the north and south sides of relocated MD Route 32. The project would also include construction of two service roads, one connecting existing MD Route 32 to relocated Sanner Road/Pindell School Road on the south and the other on the north, connecting Cedar Lane to the W. R. Grace and Riverhill Game Farm property entrances. Relocation of MD Route 32 and the construction of service roads, together with MD Route 108 improvements, would be built to current state and federal highway standards. Improvements to Trotter Road and Pindell School Road would meet county standards. The typical roadway section for MD Route 32 would consist of two 24-foot roadway surfaces with a 46-foot median, and 4-foot inside and 10-foot outside shoulders within a minimum rights-of-way of 300 feet. A box culvert would be constructed where relocated MD Route 32 would cross over Cricket Creek, and a bridge structure would carry relocated Pindell School Road/Cedar Lane over the Middle Patuxent River. The estimated cost of the project, in 1988 dollars, ranges from $41.0 million to $45.0 million, depending on the service road option chosen. POSITIVE IMPACTS: Additional highway capacity would be available in central Howard County, a rapidly developing area within the Baltimore-Washington corridor. The existing two-lane segment would be replaced by a controlled access, high-speed, east-west facility, relieving much of the congestion on the existing roadway network by redirecting truck and commuter traffic. Traffic using relocated MD Route 32 would no longer be diverted through Clarksville. The completion of the project would create a continuous link between Interstate Route 70 near Cooksville in Howard County and the city of Annapolis in Anne Arundel County. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of one resident, 1 acre of public land, 29 acres of natural woodland habitat, 2.35 acres of wetlands, 3.52 acres of floodplains, and 28.5 acres of prime farmlands. Eight streams would be crossed. Two archaeological sites would be affected by construction activities. Three noise sensitive areas would be exposed to traffic noise in violation of federal standards. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the final environmental impact statement (FEIS) and the draft supplement to the FEIS, see 77-1013F, Volume 1, Number 10, and 88-0097D, Volume 12, Number 3-4, respectively. JF - EPA number: 890150, 187 pages and maps, June 5, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-72-07-FS KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Pipelines KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36401629?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATED+MARYLAND+ROUTE+32+FROM+MARYLAND+ROUTE+108+TO+PINDELL+SCHOOL+ROAD%2C+HOWARD+COUNTY%2C+MARYLAND+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1977%29.&rft.title=RELOCATED+MARYLAND+ROUTE+32+FROM+MARYLAND+ROUTE+108+TO+PINDELL+SCHOOL+ROAD%2C+HOWARD+COUNTY%2C+MARYLAND+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1977%29.&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: June 5, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 50 (SALISBURY BYPASS) FROM EXISTING U.S. ROUTE 50 EAST OF ROCKAWALKIN ROAD TO THE INTERCHANGE WITH U.S. ROUTE 13 BYPASS, WICOMICO COUNTY, MARYLAND. AN - 36382730; 2244 AB - PURPOSE: Construction of a U.S. Route 50 bypass around the city of Salisbury in Wicomico County, Maryland is proposed. The study area extends from existing U.S. Route 50 east of Rockawalkin Road to its interchange with the U.S. Route 13 Bypass north of the city. The preferred alternative would begin at existing U.S. Route 50 just west of Naylor Mill Road, with a directional interchange. Naylor Mill Road would be closed south of the bypass for safety reasons. North of the bypass, Naylor Mill Road would be relocated to tie into the northern service road along U.S. Route 50, allowing local access between U.S. Route 50 and Naylor Mill Road. Naylor Mill Road would remain open to traffic between U.S. Route 50, extending east to U.S. Route 13; access would still be provided to Naylor Mill Road from U.S. Route 13. A frontage road would also be provided south of the proposed bypass. These frontage roads would provide access to adjoining properties. The partial diamond interchange proposed at Naylor Mill Road has been eliminated. The proposed alignment would depart from the existing highway and curve to the east, underpassing the relocated section of the westbound roadway of existing U.S. Route 50. Continuing northeast, the selected alternate would pass under West Road and curve to the east, underpassing Jersey Road. The full-diamond interchange is no longer being considered at Jersey Road. The alignment would then cross the North Prong of the Wicomico River. Scenic Drive would be closed north and south of the bypass. The majority of traffic to the industrial park would be routed through Goddard and Armstrong parkways, which would reduce the volume of trucks near the entrance of the athletic complex on Naylor Mill Road. Crossing over Goddard Parkway, the Conrail Railroad tracks, and Armstrong Parkway on one structure, the alignment would curve northeast and cross over Northwood Drive and turn southerly, crossing over the existing interchange ramp and U.S. Route 13 Business before meeting the existing bypass. West Zion Road would be closed at the bypass and relocated along the northern right-of-way of the bypass, west to Northwood Drive, allowing for the construction of the ramp from southbound U.S. Route 13 to the westbound bypass. The selected alternate is approximately four miles long. POSITIVE IMPACTS: The bypass would provide improved traffic service to through traffic and remove through traffic from currently congested local streets. Heavy truck traffic generated by Northwood Industrial Park would be removed by rerouting through Goddard and Armstrong parkway. The bypass would be in conformance with local and regional land use plans. NEGATIVE IMPACTS: Rights-of-way development could result in the displacement of as many as seven owner-occupied and three tenant residences and five businesses; some minority members would be affected by displacements. Prime farmland would be lost. Four noise-sensitive areas would be exposed to noise in excess of federal standards. The alignment would cross the North Prong of the Wicomico River, where well developed floodplain land and forested wetlands would be displaced. A farm pond would be lost. The Salisbury Paleochannel, the area's primary groundwater source and a designated Area of Critical State Concern, would lie below the rights-of-way. The project would encroach somewhat upon Naylor Mill Park Annex. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0031D, Volume 12, Number 1-2. JF - EPA number: 890151, 2 volumes and maps, June 5, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-06-F KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Land Use KW - Minorities KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Water Supply KW - Wetlands KW - Maryland 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/36382730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+50+%28SALISBURY+BYPASS%29+FROM+EXISTING+U.S.+ROUTE+50+EAST+OF+ROCKAWALKIN+ROAD+TO+THE+INTERCHANGE+WITH+U.S.+ROUTE+13+BYPASS%2C+WICOMICO+COUNTY%2C+MARYLAND.&rft.title=U.S.+ROUTE+50+%28SALISBURY+BYPASS%29+FROM+EXISTING+U.S.+ROUTE+50+EAST+OF+ROCKAWALKIN+ROAD+TO+THE+INTERCHANGE+WITH+U.S.+ROUTE+13+BYPASS%2C+WICOMICO+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: June 5, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 18/151, VERONA, DANE COUNTY, WISCONSIN. AN - 36405427; 2257 AB - PURPOSE: Improvement of U.S. Highway 18/151 in the vicinity of the city of Verona in Dane County, Wisconsin is proposed. The study section extends four miles from County Trunk Highway (CTH) G west of Verona to CTH PD east of Verona. Average daily traffic (ADT) on U.S. 18 /151 within central Verona was approximately 13,000 to 14,000 vehicles per day in 1987. By the design year of 2012, the ADT is expected to increase to more than 20,000 vehicles, a 40 percent increase. Three build alternatives are under consideration: widening the existing highway from two to four lanes, with a median, through Verona; constructing a 2.2- to 4.0-mile bypass north of Verona; and (3) constructing a 1.3- to 3.4-mile bypass south of Verona. Two northern bypass routes and four southern bypass routes are under consideration. Regardless of the route selected, if a bypass option is selected, the highway would be a four-lane divided facility consisting of two 12-foot lanes in each direction, separated by a 50-foot-wide grassed median and flanked by 10-foot outside shoulders. Bypass construction would require a minimum rights-of-way of 228 feet. If selected, a bypass alternative would have interchanges at either end of the highway. A northern bypass would also provide access, via an interchange, at CTH M, while a southern bypass would provide additional interchanges at State Trunk Highway 69 and CTH PB. All local roads crossing a bypass route would be maintained via grade separations. Alternative 1 would begin west of Verona and west of Nine Mound Road and would extend approximately 1.3 miles east to meet the existing four-lane section east of Verona. This alternative, which would pass through Verona, would consist of two 12-foot-wide travel lanes in each direction, separated by either a raised median (with turning lanes) or a 14-foot-wide two-way left-turn lane. The minimum required rights-of-way width would vary from 84 to 88 feet. On-street parking would be prohibited. The estimated cost of Alternative 1 is $3.8 million. Depending on the exact alignment chosen, the estimated costs of alternatives 2 and 3 range from $10.1 million to $13.3 million and $5.6 million to $12.4 million, respectively. POSITIVE IMPACTS: Upgrading this principal arterial would improve transport for long-distance travelers crossing the state. Access to and from Wisconsin would be enhanced, and economic development within the region surrounding the corridor would be promoted. Bypass construction would reduce the accident rate along this section of the highway by 12 percent, and relieve congestion within Verona that is caused by mixing through and local traffic. NEGATIVE IMPACTS: Rights-of-way requirements for bypass alternatives would result in the displacement of 29 to 96 acres of farmlands, severance of 3 to 5 farms, and possible encroachment into Badger Prairie Park and Military Ridge Trail. Upland forestlands, wetlands, and floodplains would be lost due to bypass construction, but acreages for any particular alternative would be low. Terrestrial and aquatic wildlife habitat associated with these land uses would be displaced according to the amount of land displaced. All bypass alternatives but one would result in moderate to severe noise impacts for some receptors, although Alternative 1 would result in moderate and severe impacts to far more receptors. Implementation of a bypass alternative could result in one residential and one commercial displacement, while implementation of Alternative 1 would result in the displacement of five commercial displacements and one institutional displacement. A north bypass would reduce access to Verona Industrial Park. Alternative 1 would result in an increase in the accident rate for the facility, as well as in impacts to the Matts House historic site. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.SC. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890147, 526 pages and maps, June 1, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-89-02-D KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Industrial Parks KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wisconsin 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/36405427?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+18%2F151%2C+VERONA%2C+DANE+COUNTY%2C+WISCONSIN.&rft.title=U.S.+HIGHWAY+18%2F151%2C+VERONA%2C+DANE+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: June 1, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VAN DORN CONNECTION (PROJECT F-2-6(112)), LINCOLN, LANCASTER COUNTY, NEBRASKA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1987). AN - 36407131; 2249 AB - PURPOSE: Construction of a 0.7-mile road connection from Nebraska Highway 2 (N-2) (10th Street) to US 77 (West Bypass) in the general area of Van Dorn Street in the southwestern portion of Lincoln, Lancaster County, Nebraska is proposed. This supplement to the draft environmental impact statement (DEIS) of November 1987 covers an alternative alignment not proposed when the DEIS was prepared. The new alignment, described in this supplement, was formulated due to public opposition to the number of residential and commercial relocations required for implementation of the preferred alternative. Under either alternative, the four-lane, divided highway would pass over the Burlington Northern and Union Pacific Railroad tracks by means of a viaduct. The DEIS preferred alignment would begin on Van Dorn Street just east of 10th Street and would extend diagonally in a northwesterly direction to intersect with 10th and 9th streets prior to intersecting with Hill Street at approximately 7th Street. The alignment would then extend west, following the alignment of Hill Street. The new roadway would intersect with 6th Street, cross over the railroad tracks, and continue westward to an intersection with Park Boulevard and the planned roadway leading to the West Bypass. Between 10th Street and Park Boulevard, the highway would consist of a four-lane divided roadway with a 16-foot raised median. Curbs and gutters would be provided along the new roadway from the east end to a point near 8th Street. West of 8th Street, the highway would be flanked by surface shoulders. West of Park Boulevard, the road would consist of a four-lane divided roadway with surfaced shoulders. East of 10th Street, the roadway would be tied into existing Van Dorn Street as a typical two-lane urban street. Access control would be acquired along N-2. The estimated cost of constructing the DEIS preferred alternative is $6.3 million. The newly proposed alignment would begin on Van Dorn Street near the intersection of 11th Street and would extend west on and along the north side of existing Van Dorn Street. The new street would extend west to near 6th Street; the alignment would then curve to the northwest. The roadway would extend diagonally in a northwesterly direction to intersect with the Union Pacific and Burlington Northern Railroad tracks, where a viaduct would be constructed, and would continue northwesterly to an intersection with Park Boulevard and the planned roadway leading to the West Bypass. POSITIVE IMPACTS: Availability of the connector would reroute N-2 traffic out of downtown Lincoln and provide for existing and projected traffic demands in the Van Dorn Street area. Truck traffic would be able to avoid the central business district and pass through Lincoln via a smoother, faster route. Access to US 77, the major north-south route in the area, would be enhanced. NEGATIVE IMPACTS: Under the DEIS preferred alternative, rights-of-way development for the connector would require displacement of 24 acres of land and relocation of 11 homes and 4 businesses. A number of trees and shrubs would be removed, and land would be cleared and reshaped. Roadway alignment would cross a portion of the Salt Creek floodplain. Ten of the 69 receptors listed as adjacent to the project corridor would be affected by increasing noise levels in the year 2005. The desirable noise level abatement criteria would be exceeded by two decibels at an apartment house and by one decibel at eight homes. Under the newly considered alternative, rights-of-way development would result in the displacement of 15 acres of land, 4 residences, and 3 businesses. With regard to construction impacts, pollution control, and impacts on land use geology, aesthetics, wildlife, wetlands, floodplains, aquifers, utilities, borrow materials, energy, and traffic movement, the newly preferred alternative would be similar to the DEIS preferred alternative. Noise impacts would affect 10 receptors in the year 2005. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the DEIS, see 87-0451D, Volume 11, Number 11-12. JF - EPA number: 890146, 33 pages and maps, May 30, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FWHA-NEB-EIS-87-01-DS KW - Air Quality Assessments KW - Central Business Districts KW - Floodplains KW - Highway Structures KW - Highways KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Nebraska KW - Executive Order 11988, Floodplains KW - Federal Aid Highway Act of 1968, 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/36407131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VAN+DORN+CONNECTION+%28PROJECT+F-2-6%28112%29%29%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1987%29.&rft.title=VAN+DORN+CONNECTION+%28PROJECT+F-2-6%28112%29%29%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1987%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 - Draft. Preparation date: May 30, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 17, BYPASS EXTENSION, FAUQUIER COUNTY, TOWN OF WARRENTON, VIRGINIA: STATE PROJECT 6017-030-108, P101, R201, C501; FEDERAL PROJECT F-117-1(103). AN - 36405390; 2254 AB - PURPOSE: Implementation of highway improvements in central Fauquier County, Virginia, north of Warrenton and within the town limits is proposed. The highway improvements would begin east of Warrenton at the intersection of Route 15/29 and Route 15/29 Business and end northwest of Warrenton at Route 17. Several alternatives have been considered. These alternatives include three dual-lane designs on new alignment and an alternative that would involve widening of the existing roadway to six lanes with new intersections, as well as mass transit, rail, truck restrictions, minor improvements to the existing alignment, and implementation of a transportation management system. The dual-lane options extend 2.6 to 4.3 miles, while the option of widening the existing highway would involve 1.5 miles of road improvements. The 2.6-mile option could include depression of a portion of the highway. Noise walls could be included in the project design. Depending on the alternative considered, project cost estimates range from $18.5 million to $30.4 million. POSITIVE IMPACTS: Project improvements would dovetail with improvements of other roadways in the Warrenton area during the past five years. Both Route 17 north of Warrenton and Route 15/29 east of Warrenton were dual-laned, with the intention of connecting them to a road such as the one proposed. Truck and other through traffic, which currently must pass through the congested Warrenton commercial area, would be able to bypass the city entirely. The new road network would accommodate the ever increasing traffic in the Route 29 and Route 17 corridors. Long-term planning at the state, county, and township level would be supported. NEGATIVE IMPACTS: Depending on the alternative chosen, the project could displace up to 2 families and 10 businesses and 0.34 to 9.96 acres of wetlands. An additional crossing of the tributaries to a local reservoir project would be created, and the highway would be moved closer to the reservoir. Noise levels at various locations would increase significantly, with levels increasing by more than 10 decibels on the A-weighted scale at up to 182 locations and exceeding federal standards at up to 31 locations. Two historic properties eligible for inclusion in the National Register of Historic Places could be affected. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 890142, 167 pages, May 26, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-89-01-D KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Railroads KW - Relocations-Property Acquisitions KW - Reservoirs KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Virginia KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+17%2C+BYPASS+EXTENSION%2C+FAUQUIER+COUNTY%2C+TOWN+OF+WARRENTON%2C+VIRGINIA%3A+STATE+PROJECT+6017-030-108%2C+P101%2C+R201%2C+C501%3B+FEDERAL+PROJECT+F-117-1%28103%29.&rft.title=STATE+ROUTE+17%2C+BYPASS+EXTENSION%2C+FAUQUIER+COUNTY%2C+TOWN+OF+WARRENTON%2C+VIRGINIA%3A+STATE+PROJECT+6017-030-108%2C+P101%2C+R201%2C+C501%3B+FEDERAL+PROJECT+F-117-1%28103%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: May 26, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIRPORT PARKWAY-SOUTHERN EXPRESSWAY, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36398723; 2252 AB - PURPOSE: Reconstruction of State Route (S.R.) 60 as a multilane, limited-access highway and construction of a new limited-access Southern Expressway are proposed to link the U.S. 22/30-S.R. 60 Interchange and the Beaver Valley Expressway (S.R. 60) and to provide access to the Greater Pittsburgh International Airport's new Midfield Terminal. The project would lie entirely in Allegheny County, Pennsylvania. The Southern Expressway would skirt the airport on its south and west sides. Major reconstruction would be undertaken on S.R. 60, to include safety upgrades and new interchanges. The expressway would extend from White Swan Park (on the Airport Parkway) to the Flaugherty Run Interchange (on the Beaver Valley Expressway). Construction and rights-of-way costs for the project are estimated at $157.3 million and $9.0 million, respectively. POSITIVE IMPACTS: Project implementation would complete a limited-access link in the Regional Transportation Plan and provide access to the Midfield Terminal of the area's airport, increase safety and improve traffic flow in the S.R. 60 corridor, and facilitate the economic development of the region. More specifically, the project would ease access to the terminal from the Parkway West and the Beaver Valley Expressway. Construction activities would contribute numerous jobs to regional employment rolls. Removal of materials from an uncontrolled closed solid waste disposal area to a state-approved facility in association with the project would relieve the area of a health and safety hazard. A transportation framework for orderly development of the airport area and adjacent townships would be provided. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 11 families and 13 businesses that provide 225 jobs. An initial loss of $400,000 in local tax revenues would result. Removal of the solid waste from the uncontrolled site would be expensive. Noise levels in excess of Federal Highway Administration standards would occur at five locations. A total of 2,860 linear feet along six streams would be relocated and 3,250 linear feet would be covered by culverts. Highway development would result in the loss of 1,170 upland units of terrestrial habitat and 13.9 acres of wetlands. LEGAL MANDATES: Surface Transportation Assistance Act of 1987 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0248D, Volume 12, Number 7-8. JF - EPA number: 890139, 429 pages and maps, May 26, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-88-01-F KW - Airports KW - Cost Assessments KW - Creeks KW - Employment KW - Highway Structures KW - Highways KW - Landfills KW - Noise Standards Violations KW - Pipelines KW - Public Health KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Waste Disposal KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania KW - Surface Transportation Assistance Act of 1987, 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/36398723?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRPORT+PARKWAY-SOUTHERN+EXPRESSWAY%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=AIRPORT+PARKWAY-SOUTHERN+EXPRESSWAY%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 - Final. Preparation date: May 26, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOWER COLUMBIA RIVER HIGHWAY (U.S. 30), COLUMBIA CITY N.C.L.-WARREN SECTION, COLUMBIA COUNTY, OREGON. AN - 15224598; 2251 AB - PURPOSE: Improvement of 6.96 miles of the Lower Columbia River Highway (U.S. 30) from a point just north of Bennett Road (mile post 26.11) in Warren to just north of Columbia City (mile post 32.40) in Columbia County, Oregon is proposed. The project corridor passes through Columbia City, an unincorporated residential area known as Chimes Crest, and the city of St. Helens. The existing highway is two lanes with left-turn lanes through Columbia City, widens to four lanes in the Chimes Crest area, and narrows to two lanes with left-turn lanes from Chimes Crest southward to Pittsburg Road. Four- and five-lane sections run from St. Helens Street south to Sykes Road, where the highway narrows to two lanes with left-turn lanes. This section continues to Bennett Road where the highway widens to five lanes. The project would involve widening the existing roadway to a fully standard five-lane section throughout the length of the project corridor. Right-turn lanes and channelization would be provided where necessary, and bicycle lanes /shoulders would flank the roadway. Two alignment alternatives are under consideration. Noise control structures would be installed where necessary and possible. The estimated cost of the project ranges from $18.5 million to $18.9 million, depending on the alternative chosen. POSITIVE IMPACTS: Peak hour traffic capacity and flow along the highway would be adequate through the year 2010. Safety along the section would be improved, and railroad crossing points and access to industrial and commercial lands would be eased. Provision of sidewalks, bicycle paths, and illumination would generally improve the safety of pedestrians and other nonmotorists using the corridor. NEGATIVE IMPACTS: Rights-of-way development would displace 12.6 to 13.5 acres of land, requiring the relocation of 13 to 15 businesses and 13 residences. Traffic-generated noise levels would exceed federal standards by the year 2010. Approximately one acre of wetlands would be affected. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 890138, 177 pages and maps, May 26, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-89-01-D KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15224598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOWER+COLUMBIA+RIVER+HIGHWAY+%28U.S.+30%29%2C+COLUMBIA+CITY+N.C.L.-WARREN+SECTION%2C+COLUMBIA+COUNTY%2C+OREGON.&rft.title=LOWER+COLUMBIA+RIVER+HIGHWAY+%28U.S.+30%29%2C+COLUMBIA+CITY+N.C.L.-WARREN+SECTION%2C+COLUMBIA+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: May 26, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-5 WIDENING AND INTERCHANGE IMPROVEMENTS IN SAN DIEGO, CALIFORNIA (BETWEEN I-5 AT GENESEE AVENUE, I-805 AT MIRA MESA BOULEVARD, AND I-5 AT DEL MAR HEIGHTS ROAD). AN - 15225800; 2236 AB - PURPOSE: Widening of Interstate 5 (I-5) and improvements to interchange access along that freeway in the city of San Diego, San Diego County, California are proposed. The project would involve seven miles of interstate highway between I-5 at Genesee Avenue, I-805 at Mira Mesa Boulevard, and I-5 at Del Mar Heights Road. The existing I-5 freeway, an eight-lane facility, had an average daily traffic volume of approximately 200,000 vehicles. Traffic demand forecasts predict continued increases in traffic volumes. The project would involve construction of additional traffic lanes and improved interchanges along I-5. Two design alternatives are under consideration. The dual freeway design variation would involve widening the existing 8-lane freeway to 10 lanes between Carmel Mountain Road and Carmel Valley Road; constructing 6 new freeway lanes outside of and separated by a media barrier from existing I-5 between the I-5/I-805 junction and Carmel Valley Road; widening the existing 8-lane I-5 freeway to 12 lanes between Carmel Valley Road and Del Mar Heights Road; constructing I-5 direct connectors northbound to eastbound, and westbound to southbound, at Carmel Valley Road (future Route 56); constructing direct connectors at the I-5/I-805 junction between the new separated freeway lanes and existing lanes; constructing a partial interchange on Carmel Valley Road at El Camino Real; and widening ramps, adding auxiliary lanes, and other improvements on I-5 and I-805. The main lane widening design variation would involve widening the existing 8-lane I-5 freeway to 14 lanes between I-5/I-805 and Carmel Valley Road and to 12 lanes between Carmel Valley Road and Del Mar Heights Road; constructing I-5 direct connectors northbound to eastbound, and westbound to southbound, at Carmel Valley Road; constructing direct connectors at the I-5/I-805 junction; constructing a partial interchange on Carmel Valley Road at El Camino Real; and modifying ramps, adding auxiliary lanes, and other improvements. The estimated costs of the dual freeway and main line widening variations are $128.0 million to $139.2 million and $76.5 million, respectively. POSITIVE IMPACTS: Implementation of the project would alleviate traffic congestion along the corridor, meet regional transportation needs, and support economic development within the city and county. The project would address undesirable weaving conditions at I-5/I-805 as traffic merges, slow moving truck traffic on the northbound I-5 grade between Carmel Valley Road and Del Mar Heights Road, narrow shoulders on I-5 bridges over the Atchinson Topeka and Santa Fe Railroad, an embankment failure on a portion of I-5, and a major drainage problem caused by accumulated sediment in culverts under I-5 at Carmel Valley Creek. NEGATIVE IMPACTS: The dual freeway design would displace 71 to 82 acres of land for rights-of-way acquisition, while the main line alternative would displace 47 acres of land. Land displaced would include wetlands associated with Los Penasquitos Creek and Carmel Valley Creek. Up to 2.2 acres would be removed from Los Penasquitos Canyon Reserve. Placement of 7,000 to 15,000 feet of retaining walls would mar area aesthetics, and significant cut and fill slope development would alter topography along the corridor. The main line design may not provide an acceptable level of service for peak period travel. Existing noise levels, which exceed federal standards, would be increased for numerous receptors. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 890133, 322 pages and maps, May 19, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-89-02-D KW - Creeks KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Land Use KW - Noise Control KW - Noise Standards Violations KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, 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/15225800?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-5+WIDENING+AND+INTERCHANGE+IMPROVEMENTS+IN+SAN+DIEGO%2C+CALIFORNIA+%28BETWEEN+I-5+AT+GENESEE+AVENUE%2C+I-805+AT+MIRA+MESA+BOULEVARD%2C+AND+I-5+AT+DEL+MAR+HEIGHTS+ROAD%29.&rft.title=I-5+WIDENING+AND+INTERCHANGE+IMPROVEMENTS+IN+SAN+DIEGO%2C+CALIFORNIA+%28BETWEEN+I-5+AT+GENESEE+AVENUE%2C+I-805+AT+MIRA+MESA+BOULEVARD%2C+AND+I-5+AT+DEL+MAR+HEIGHTS+ROAD%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: May 19, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HAGGERTY ROAD CONNECTOR, FROM I-96/I-696/I-275 TO PONTIAC TRAIL, OAKLAND COUNTY, MICHIGAN. AN - 36402870; 2246 AB - PURPOSE: Implementation of a plan for improvements along the Interstate 696 (I-696) corridor in the vicinity of Haggerty Road in Oakland County, Michigan is proposed. Three alternatives are under consideration. Alternative 1 is no action. Alternative 2 was rejected. Alternative 3 would provide access to Haggerty Road from the I-96/I-696/I-275 interchange. The connection with Haggerty Road would be made just north of the intersection of 13 Mile Road and Haggerty Road. An interchange would be constructed at 12 Mile Road, and Haggerty Road would be improved from 13 Mile Road north to Pontiac Trail. Improvements to Haggerty Road would provide a 6- to 8-lane controlled-access boulevard with 12-foot lanes and an 84-foot median. Service roads would be provided along either side for local access. Significant alignment modifications would be required between 14 Mile Road and Pontiac Trail. Alternative 4 would provide a new connector road on an alignment west of Haggerty Road, with freeway access provided at the I-96/I-696/I-275 interchange; a connection with Haggerty Road would be provided via Pontiac Trail. The new section of Haggerty Road would be a 6- to 8-lane boulevard with an 84-foot median. Intersections with existing roads would be improved. At the northern terminus and intersection with Pontiac Trail, Pontiac Trail would be improved to a five-lane facility. The estimated cost of Alternative 3 ranges from $72.6 million to $74.5 million, while cost estimates for Alternative 4 range from $72.0 million to $73.1 million. POSITIVE IMPACTS: Congestion along the I-696 corridor between I-96 and US 24 would be relieved, particularly in the Haggerty Road area. The quality of life for residents in the vicinity of Haggerty Road would improve significantly, and the environs would be safer. Response time for emergency vehicles would decline significantly. NEGATIVE IMPACTS: Alternative 3 would result in alteration of the surface topography within the corridor, encroachment on the Carus Lake floodplain by Pontiac Trail, possible encroachment on Minnow Pond Drain, and displacement of 10 to 24 acres of wetlands, 13 acres of farmlands, 71 to 74 vacant parcels, 35 to 50 single-family dwellings, one or two multifamily dwellings, 14 to 15 commercial structures, and one or two public facilities. Eleven of the 38 sensitive receptors along the Haggerty Road connector would be exposed to noise levels in violation of federal standards. Alternative 4 would alter the surface topography of the corridor, encroach on the Carus Lake floodplain near the Pontiac Trail/Haggerty Road intersection improvements, and displace 14 to 23 acres of wetlands, 12 acres of farmlands, 72 to 76 vacant parcels, 25 to 27 single-family dwellings, and 2 commercial parcels. Habitat for plants and wildlife and migratory paths would be disrupted under Alternative 4, and sensitive receptors along Haggerty Road would be affected by increased noise levels. Under either alternative, runoff from the highway would degrade surface and groundwater quality somewhat. Construction and operation of the highway under Alternative 3 could result in disturbance of the Redside dace, a state-listed threatened species. LEGAL MANDATES: Executive Orders 11988 and 11990 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890123, 327 pages and maps, May 15, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-89-01-D KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - Michigan KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402870?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HAGGERTY+ROAD+CONNECTOR%2C+FROM+I-96%2FI-696%2FI-275+TO+PONTIAC+TRAIL%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.title=HAGGERTY+ROAD+CONNECTOR%2C+FROM+I-96%2FI-696%2FI-275+TO+PONTIAC+TRAIL%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 15, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH RIVERFRONT EXPRESSWAY, CITIES OF INDEPENDENCE, KANSAS CITY, SUGAR CREEK, AND UNINCOPORATED JACKSON COUNTY, MISSOURI. AN - 36382664; 2248 AB - PURPOSE: Construction of a 12-mile roadway in the cities of Independence, Kansas City, and Sugar Creek, and unincorporated Jackson County, Missouri is proposed. The expressway would begin at the Front Street interchange on Interstate 435 (I-435) in Kansas City and extend easterly along the south side of the Missouri River. The corridor would pass through the vicinity of Amoco's Sugar Creek Refinery and continue to a major interchange with Missouri 291 (M-291). The alignment would then continue east of M-291 to the vicinity of the Missouri Pacific Railroad and turn south to an interchange/intersection with U.S. 24 in Independence. Of the three alternatives under consideration, the preferred alternative would pass farthest to the south of the KCP&L and Mobay industrial sites on the west end of the project corridor. It would remain in the Missouri River floodplain until a point east of M-291. The alignment would climb the river bluff in the vicinity of the Santa Fe Railroad tracks and River Bluff Park, would parallel Union School Road to a point near the Missouri-Pacific Railroad tracks where the alignment would turn southerly, and generally parallel the railroad to an intersection with U.S. 24. The project would feature four 12-foot-wide lanes, with 10-foot outside and 4- to 6-foot inside shoulders. The median width would be 10 to 60 feet, and a 30-foot lateral clearance zone would be provided. Design speed would be 60 miles per hour. The estimated cost of the project is $60.6 million. POSITIVE IMPACTS: The facility would serve the area immediately south of the Missouri River in the eastern portion of the Kansas City metropolitan area. Access to heavy industrial sites, which dominate the area, would be improved significantly. Reliance on rail transport by the affected industries would decline. Access for residential development in the area would also be improved. NEGATIVE IMPACTS: Approximatley 317.4 acres of rights-of-way would be developed, including 156.2 acres of prime farmland. One farm and two businesses would be displaced. Vehicular traffic on the new facility would increase noise levels within the corridor. The project would take 8.14 acres of River Bluff Park and a portion of the historic Lewis and Clark Trail. An important wintering area for wildlife, including eagles, would be impacted. Sixteen archaeological sites lie within the broad project corridor; nine would be impacted by the proposed expressway. The highway would pass through an area containing numerous hazardous waste disposal sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890122, 217 pages and maps, May 12, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-89-02-D KW - Archaeological Sites KW - Biologic Surveys KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazards KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Waste Disposal KW - Wildlife Habitat KW - Missouri 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 KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382664?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+RIVERFRONT+EXPRESSWAY%2C+CITIES+OF+INDEPENDENCE%2C+KANSAS+CITY%2C+SUGAR+CREEK%2C+AND+UNINCOPORATED+JACKSON+COUNTY%2C+MISSOURI.&rft.title=SOUTH+RIVERFRONT+EXPRESSWAY%2C+CITIES+OF+INDEPENDENCE%2C+KANSAS+CITY%2C+SUGAR+CREEK%2C+AND+UNINCOPORATED+JACKSON+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: May 12, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CONNECTOR, CUMBERLAND COUNTY, PENNSYLVANIA. AN - 36407654; 2253 AB - PURPOSE: Construction of a four-lane, limited-access highway, designated as Legislative Route 1067 (Interstate 81 (I-81) Connector), in the eastern portion of Cumberland County in southcentral Pennsylvania is proposed. The new facility would consist of two 12-foot-wide lanes in each direction, separated by a median of variable width. The facility would have 8-foot inside and 10-foot outside shoulders. It would extend from the end of the Harrisburg Expressway just west of Sporting Hill road, northward to the existing interchange on I-81 east of Lamb's Gap Road, a distance of approximately three miles. One alignment, with four build options, is given detailed consideration in this document. A preferred build option is identified. The highway would begin at the end of the Harrisburg Expressway and extend northwesterly, crossing under Skyport Road. The alignment would then cross the Conodoguinet Creek at a point approximately 4,600 feet downstream of the existing Lamb's Gap Road Bridge, cross Creekview Road, and continue northwesterly over Locust Lane, connecting with the existing ramps of the I-81 interchange. Noise barriers would be included in the project design. The cost of the project is estimated at $39.1 million. POSITIVE IMPACTS: The I-81 Connector would complete a missing link in the regional highway network serving the Harrisburg area; the network includes Routes I-81, I-83, U.S. 11, and U.S. 15. The highway would also serve to reduce traffic volumes on local roads, particularly the Carlisle Pike by providing a limited-access connection between I-81 on the north and the Harrisburg Expressway on the south. NEGATIVE IMPACTS: Development of 128.9 to 136.1 acres of rights-of-way would affect two farm parcels containing 37.8 to 45 acres of land. Access to farm fields and movement of livestock would also be affected. All four build options would have a major impact on the visual quality of the predominantly rural area. Property associated with the Croghan House historic site, which is eligible for inclusion on the National Register of Historic Places, and six archaeological sites lie within the project impact area. A number of sensitive receptors would be exposed to significant noise levels; 42 to 44 sensitive receptors would be exposed to noise levels in excess of federal standards. The project would encroach on the open-water channel of Conodoguinet Creek. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (32 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 890119, 243 pages and maps, May 9, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-89-01-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Pennsylvania 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, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CONNECTOR%2C+CUMBERLAND+COUNTY%2C+PENNSYLVANIA.&rft.title=I-81+CONNECTOR%2C+CUMBERLAND+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 9, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 115 EXTENSION, ROUTE I-70 T0 ROUTE 94 AND ROUTE I-70 (JOB NUMBERS 6-U-115-759 AND 6-I-70-879), SAINT CHARLES COUNTY, MISSOURI. AN - 36405647; 2247 AB - PURPOSE: The construction of a limited-access freeway to connect Interstate Route 70 (I-70) and Missouri Route 94 through Saint Charles County, Missouri, is proposed. The 7.75-mile facility would provide a 36-foot-wide pavement in each direction, separated by a 22-foot-wide median and a concrete median barrier. Four access points are proposed. More specifically, access to the freeway would be provided via interchanges at Route 94 in Saint Charles, Elm Street, Harry S. Truman Road, and I-70. Service roads and outer roadways would also be provided. The project would begin at Route 94, continue northwest across Boschertown Road, curve west between Elm Point Road and Mueller Road as it enters the Mississippi River floodplain, continue west within the floodplain and south of the Union Electric substation and an associated overhead powerline, turn southwest near Hayford Road (now abandoned) to cross the Norfolk Southern Railroad, and reenter the uplands north of the I-70 weighing stations. The estimated cost of the preferred alternative, including rights-of-way acquisition, construction, incidentals, and inflation, is estimated at approximately $101.4 million. POSITIVE IMPACTS: The freeway would reduce congestion on existing highway facilities in the area, reducing travel times and costs as well as pollution. The economic bases of Saint Charles County and the cities within the highway corridor would be improved substantially. Adverse travel conditions on local highway connectors would improve, and public safety would be enhanced. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 249.7 acres of prime and unique farmlands and 5.6 acres of farmlands of statewide or local importance; the proportion of farmlands to be impacted in the county would be 0.182 percent. Three households, housing nine persons, would be displaced; these households would include two farmsteads near the weighing station at the western end of the project. The project would traverse 100-year floodplain land and associated wetlands. The freeway would result in the development of natural land, exacerbating the effects of the project on natural resources directly affected by construction. Two archaeological sites and two sites of historic architectural significance would lie within the highway corridor. Additional sites could be identified. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890116, 197 pages and maps, May 2, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-89-01-D KW - Archaeological Sites KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Missouri KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36405647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+115+EXTENSION%2C+ROUTE+I-70+T0+ROUTE+94+AND+ROUTE+I-70+%28JOB+NUMBERS+6-U-115-759+AND+6-I-70-879%29%2C+SAINT+CHARLES+COUNTY%2C+MISSOURI.&rft.title=ROUTE+115+EXTENSION%2C+ROUTE+I-70+T0+ROUTE+94+AND+ROUTE+I-70+%28JOB+NUMBERS+6-U-115-759+AND+6-I-70-879%29%2C+SAINT+CHARLES+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: May 2, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OHIO RIVER BRIDGE NEAR MAYSVILLE, MASON COUNTY, KENTUCKY AND BROWN COUNTY, OHIO. AN - 36390635; 2241 AB - PURPOSE: Construction of a new bridge over the Ohio River between Mason County, Kentucky and Brown County, Ohio in the vicinity of Maysville, Kentucky is proposed. The bridge would have two 12-foot traffic lanes with 12-foot shoulders and safety barriers. The approaches would have two 12-foot lanes and 12-foot shoulders with safety slopes and clearances. Three alternative alignments, numbers 2, 3, and 5, are under consideration. Alternatives 2 and 3 would begin at the AA Highway two miles west of the intersection with US 62/68. Alternative 2 would proceed generally northward, crossing Kentucky (KY) 435 and the South Fork of Lawrence Creek and follow Beasley Creek to the Ohio River. The alignment would connect to US 52 at the eastern city limits of Ripley, Ohio. Alternative 3 would proceed northeastward from US 62/68 to follow the shoulder of a ridge, cross Lawrence Creek east of Moranburg, cross Jersey Ridge and Boone Lane, and descend the north face to cross KY 8, the railroad, and the river to intersect US 52 approximately 1.8 miles west of Aberdeen, Ohio. Alternative 5 would begin at US 62/68 at the bottom of the hill near the intersection of KY 11. The alignment would be elevated to cross over Limestone Creek, two railroads, and a portion of Maysville. POSITIVE IMPACTS: The new bridge would supplement the existing Simon Kenton Bridge by providing an alternative crossing of the river, relieving congestion caused by inferior approaches, narrow roadway conditions, and a lack of required maintenance. The existing bridge is structurally sound, considering its 1931 construction date, but it is anticipated that maintenance requirements will increase. The new bridge would prolong the useful life of the historic bridge by decreasing the traffic load on the latter structure. NEGATIVE IMPACTS: Alternative 2 would not reduce traffic sufficiently on the existing bridge, and the comparatively long southern approach would make it inferior to alternative 3. Alternative 5 would require the use of an undesirable design for an interchange at US 52 due to the steep bluff and lack of floodplains in the area. Rights-of-way development would result in the displacement of 3 to 12 businesses, 5 to 49 families, and 8 to 73 acres of prime farmlands. In addition, 26 to 176 acres of terrestrial habitat and up to 4 acres of aquatic habitat would be destroyed. 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: 890105, 130 pages and maps, April 24, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-89-01-D KW - Air Quality Assessments KW - Bridges KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Marine Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Kentucky KW - Ohio 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/36390635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OHIO+RIVER+BRIDGE+NEAR+MAYSVILLE%2C+MASON+COUNTY%2C+KENTUCKY+AND+BROWN+COUNTY%2C+OHIO.&rft.title=OHIO+RIVER+BRIDGE+NEAR+MAYSVILLE%2C+MASON+COUNTY%2C+KENTUCKY+AND+BROWN+COUNTY%2C+OHIO.&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: April 24, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHERN OUTER BYPASS, U.S. 501 WEST OF CONWAY TO U.S. 17 NORTH OF MYRTLE BEACH, HORRY COUNTY, SOUTH CAROLINA. AN - 36406721; 2176 AB - PURPOSE: Construction of a Northern Outer Bypass in Horry County, South Carolina is proposed. The new 30-mile highway would extend eastward from U.S. Route 501 between the town of Aynor and the city of Conway, proceed around the north side of Conway and end on U.S. Route 17 in the vicinity of the city of North Myrtle Beach. Design features would include four lanes from U.S. Route 501 to S.C. Route 95 and six lanes from S.C. Route 905 to U.S. Route 17, 12-foot-wide travel lanes, 10- to 12-foot safety shoulders, and an 80- to 104-foot graded median within a general rights-of-way width of approximately 260 feet. The rights-of-way would be able to accommodate expansion of the facility to six and eight lanes in the future if necessary. Rights-of-way requirements would be greater at interchanges. A high-level bridge would be provided over the Intracoastal Waterway. Bridges would also be provided over major stream crossings, at major crossroads and railroads, and at other locations where necessary to accommodate soil and hydraulic conditions. Interchanges would be provided at U.S. Route 501, S.C. Route 319, U.S. Route 701, S.C. Route 905, S.C. Route 90, and U.S. Route 17. The diamond interchange configuration would be used at the less heavily travelled interchanges, while directional ramps and loops would be used at the more heavily travelled interchanges. Eight alternative alignment combinations are under consideration. The estimated costs of the projects range from $28.6 million to $31.7 million, depending on the alternative combination chosen. POSITIVE IMPACTS: Access to beach resort areas in the vicinity of the Grand Strand would be improved. Additional regional traffic volumes expected in Horry County would be accommodated. Internal circulation conditions in Conway and along the Grand Strand would be eased. An additional emergency evacuation route from the coast would be provided for hurricane relief. The highway design would preserve the rural freeway appearance, eliminate the need for costly median barriers, eliminate the need to acquire additional rights-of-way in the future when it would be more difficult and costly, and preclude additional impacts associated with expanding rights-of-way limits. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 5 to 13 homes, 2 to 14 businesses, 215 to 300 acres of wetlands, and 169 to 438 acres of farmlands. Noise levels would exceed federal standards at 8 to 28 sites. Highway development would affect three to five archaeological sites potentially eligible for inclusion in the National Register of Historic Places and four to nine additional archaeological sites, the status of which are as yet undetermined. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890096, 156 pages and maps, April 20, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-89-01-D KW - Archaeological Sites KW - Beaches KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36406721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHERN+OUTER+BYPASS%2C+U.S.+501+WEST+OF+CONWAY+TO+U.S.+17+NORTH+OF+MYRTLE+BEACH%2C+HORRY+COUNTY%2C+SOUTH+CAROLINA.&rft.title=NORTHERN+OUTER+BYPASS%2C+U.S.+501+WEST+OF+CONWAY+TO+U.S.+17+NORTH+OF+MYRTLE+BEACH%2C+HORRY+COUNTY%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: April 20, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH ROSEBURG INTERCHANGE, PACIFIC HIGHWAY, DOUGLAS COUNTY, OREGON (NO. I-5-3(126) 127). AN - 36403760; 2175 AB - PURPOSE: Construction of a new interchange on Interstate 5 (I-5) at the north end of the city of Roseburg in Douglas County, Oregon is proposed. The project, which lies approximately one mile north of the Garden Valley Interchange in Roseburg, would connect to the Oakland-Shady Highway on the east side of the freeway and Broad Street on the west. The project site lies between Mile Point 126 and Mile Point 128. The Skewed Diamond alternative, with modifications, has been selected as the preferred alternative. The project would involve construction of a complete interchange with northbound and southbound on- and off-ramps. The southern half of Broad Street would be modified to serve as a connector to Stewart Parkway. A cul-de-sac would be created on Hooker Road at a point just south of the National Guard Armory. A noise barrier would be provided to mitigate noise impacts potentially affecting 29 properties. POSITIVE IMPACTS: New access would be provided from I-5 to the Oakland-Shady Highway and Stewart Parkway via Broad Street or a frontage road. Traffic congestion would be reduced at the Garden Valley Interchange, south of the new interchange. East-west access for the northern part of the urban area would be improved. Commercial development around the interchange and along the Oakland-Shady Highway could be encouraged. Improved access to emergency medical facilities and improved traffic patterns for other emergency services would result. NEGATIVE IMPACTS: A total of 39 residential and 3 commercial units and 1 church would be displaced due to rights-of-way development. Substantial noise impacts to residential receptors along Broad Street and near the interchange would be expected. The Joseph Lane Homestead site, an historically significant structure, and riparian habitat within the project area could be impacted. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft and draft supplemental environmental impact statements, see 86-0341D, Volume 10, Number 8, and 88-0034D, Volume 12, Number 1-2, respectively. JF - EPA number: 890089, 3 volumes, April 13, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-01-F KW - Commercial Zones KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36403760?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-04-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+ROSEBURG+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+DOUGLAS+COUNTY%2C+OREGON+%28NO.+I-5-3%28126%29+127%29.&rft.title=NORTH+ROSEBURG+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+DOUGLAS+COUNTY%2C+OREGON+%28NO.+I-5-3%28126%29+127%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 13, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGIA PROJECT MLP-813(1): RELOCATION OF EXISTING U.S. 27 ON NEW LOCATION NEAR COUNTY ROAD 144 AND S.R. 2, WALKER AND CATOOSA COUNTIES, GEORGIA. AN - 36402336; 2170 AB - PURPOSE: Relocation of U.S. 27 to a corridor outside the western boundary of the Chickamauga-Chattanooga National Military Park in Walker and Catoosa counties, Georgia is proposed. The new facility would extend northward 5.1 miles from a point on U.S. 27 near County Road 144 to the intersection of State Route (S.R.) 27 and U.S. 27. The typical cross-section would feature four 12-foot travel lanes, separated by a 44-foot-wide grassed median within an overall rights-of-way width of 200 to 400 feet. S.R. 2 would be intersected via a trumpet interchange. Three alternative alignments are under consideration. All alternatives would follow a common alignment from existing U.S. 27 to a point approximately 150 feet north of the proposed crossing of Long Hollow Road. All alternatives would intersect most local streets at-grade. Overpasses would be provided at two crossings of the Central of Georgia Railroad and at the crossing of Old S.R. 2 (McFarland Gap Road). Access would be provided to and from McFarland Gap Road via a short access road. Regardless of the alternative chosen, a short relocation of Long Hollow Road would be required to provide a more efficient intersection with the proposed highway. Little Road/County Route 297 would be relocated to pass under the bypass highway to avoid the need to redirect current neighborhood traffic patterns. The estimated cost of the project is $30.0 million. POSITIVE IMPACTS: Removal of the facility from the park would reduce travel time and improve vehicle efficiency for commuters and local users. Access for emergency vehicles would improve significantly along the project corridor. Economic activity along the new corridor could be boosted, depending on local zoning regulations. NEGATIVE IMPACTS: One wetland site would be impacted, and approximately 60 acres of farmlands would be displaced. Some build alternatives would require the use of land from the Chickamauga-Chattanooga National Military Park. Rights-of-way requirements would result in displacement of 36 to 80 owner-occupied residential units and 2 to 3 tenant-occupied units. Depending on the alternative chosen, noise levels would exceed federal standards at 17 to 20 residences, and 74 to 88 sites would be affected by substantial increases in noise levels. The facility would bypass the business area of Fort Oglethorpe, resulting in the loss of commerce. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq). Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890088, 239 pages and maps, April 13, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: DEIS-89-01-(D) KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Georgia KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36402336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-04-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGIA+PROJECT+MLP-813%281%29%3A+RELOCATION+OF+EXISTING+U.S.+27+ON+NEW+LOCATION+NEAR+COUNTY+ROAD+144+AND+S.R.+2%2C+WALKER+AND+CATOOSA+COUNTIES%2C+GEORGIA.&rft.title=GEORGIA+PROJECT+MLP-813%281%29%3A+RELOCATION+OF+EXISTING+U.S.+27+ON+NEW+LOCATION+NEAR+COUNTY+ROAD+144+AND+S.R.+2%2C+WALKER+AND+CATOOSA+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Atlanta, Georgia; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 13, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BOONTON LINE-MONTCLAIR BRANCH CORRIDOR STUDY, HUDSON, ESSEX, PASSAIC, AND MORRIS COUNTIES, NEW JERSEY. AN - 36403703; 2172 AB - PURPOSE: Construction of a rapid rail transit system within the Boonton Line-Montclair Branch Corridor in Hudson, Essex, Passaic, and Morris counties, New Jersey is proposed. The study corridor is defined as the area served by the Boonton Line and the Montclair Branch rail lines. These lines connect points in Hudson, Essex, Passaic, and Morris counties with NJ TRANSIT's Hoboken Terminal, where passengers connect with Port Authority Trans-Hudson (PATH) trains for travel to Manhattan or points in Jersey City and Newark. The Boonton Line is a nonelectrified passenger railroad running 34 miles from Hoboken to Denville, where it joins the Morris and Essex System and continues 14 miles farther to Netcong. The Montclair Branch is electrified and extends 3.8 miles from Montclair to Newark, where it joins the Morristown Line in Newark; it serves the Newark central business district at the Broad Street Station. A network of commuter buses serves the Boonton Line/Montclair Branch Corridor. Under the preferred alternative, the Boonton Line would be connected to the Montclair Branch in the vicinity of the Bay Street Station in Montclair, consolidating the two lines into a single service. Commuter rail service on the Boonton Line from the Montclair connection point east to Hoboken would be discontinued. POSITIVE IMPACTS: Implementation of the preferred alternative would provide Boonton Line riders with access to Newark's central business district via the Broad Street Station. The connection would eliminate route duplication and consolidate two weak services. Two alignments are under consideration. Alignment 1 would run generally through the eastern part of the Bay Street neighborhood, while alignment 2 would run through the center of the same neighborhood. NEGATIVE IMPACTS: The 1,200-foot-long, 60-foot-wide connection would require property acquisitions through a residential neighborhood in Montclair. Rights-of-way development would result in the displacement of 28 to 58 families and 2 to 4 local businesses. Some additional housing construction could be required to accommodate relocatees. Residents living along the rail line would be exposed to noise and vibration due to deisel train operations. Demolition or relocation of structures associated with the Bay Street neighborhood, which is eligible for inclusion in the National Register of Historic Places, could be required. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 890083, 323 pages and maps, April 11, 1989 PY - 1989 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - New Jersey 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 KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BOONTON+LINE-MONTCLAIR+BRANCH+CORRIDOR+STUDY%2C+HUDSON%2C+ESSEX%2C+PASSAIC%2C+AND+MORRIS+COUNTIES%2C+NEW+JERSEY.&rft.title=BOONTON+LINE-MONTCLAIR+BRANCH+CORRIDOR+STUDY%2C+HUDSON%2C+ESSEX%2C+PASSAIC%2C+AND+MORRIS+COUNTIES%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 11, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RECONSTRUCTION OF M-59 FROM MOUND ROAD TO I-94, MACOMB COUNTY, MICHIGAN. AN - 36408361; 2171 AB - PURPOSE: Reconstruction of a 10.8-mile section of Michigan 59 (M-59), also known as Hall Road, in Macomb County, Michigan is proposed. The study corridor extends from Mound Road easterly to Interstate 94 (I-94). The project would involve construction of a depressed freeway from Mound Road to Utica Road and a boulevard from Utica Road to I-94; the project would lie along the existing M-59 alignment. More specifically, the facility would be a six-lane freeway from Mound Road to Utica Road, a seven-lane boulevard from the Clinton River to Van Dyke Road, an eight-lane boulevard from Van Dyke Road to Garfield Road, and a six-lane boulevard from Garfield Road to I-94. The boulevard sections would have median widths ranging from 26 to 124 feet. Mound Road would overpass M-59. An urban diamond interchange would provide access to M-59 from Mound Road. U-turn structures, both east and west of the interchange, would be provided. One-way service roads between Mound and Utica roads would be constructed; the service roads would be 24 feet wide with curb-and-gutter sections and an internal drainage system. Service drives would also be extended west of Mound Road for approximately 0.5 mile. At this point, a structure would be constructed over M-59 to route westbound traffic onto Doby Road. Doby Road would be a two-way facility from Ryan Road easterly to the bridge, where it would be converted to a one-way facility to Mound Road. A bridge at Merrill Street would be constructed to provide a more direct connection for north- and southbound commercial traffic to M-59. A three-lane bridge would be constructed north of the existing Clinton River Bridge to carry westbound traffic. An overpass would separate the boulevard from M-53. A new bridge would be constructed at the Middle Branch of the Clinton River to carry westbound traffic; the existing bridge would be widened. A partial cloverleaf interchange would be constructed at Rosso Highway and I-94. The estimated cost of the project is $81.1 million in 1988 dollars. POSITIVE IMPACTS: Reconstruction of this section of M-59 as a freeway would increase safety by relieving congestion and reducing traffic flow conflicts, accommodate both present and future traffic volumes, improve accessibility to properties adjacent to M-59 and beyond the immediate area, result in fuel conservation, improve profitability of businesses in the corridor, increase the value of taxable property, and complete a vital section of a regional transportation system. The project would be compatible with land uses in the downtown area of Utica. NEGATIVE IMPACTS: Rights-of-way requirements would displace 120 residential units, including 98 single-family units, 60 commercial establishments, and 3 farm units. Approximately 234 parcels would be directly affected. Acquisition of land and displacement of these structures would reduce the local tax base in the short term. Construction activities would result in the removal of some natural and ornamental vegetation in the rights-of-way, and expansion of the area under pavement would increase surface runoff of stormwater. In addition, the facility would modify 10 to 12 drainages and cross the Main, Middle, and North branches of the Clinton River, taking significant portions of the 100-year floodplain from these waterways. Encroachment on the floodplain could affect flooding characteristics in the Clinton River drainage basin, particularly within the watersheds of the North and Middle branches of the river. The freeway would traverse a nonattainment area for photochemical oxidants, and ambient noise levels would increase within the corridor. LEGAL MANDATES: Executive Order 11988, 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 abstracts of the draft and draft supplemental environmental impact statements, see 82-0827D, Volume 6, Number 12, and 86-0020D, Volume 10, Number 1, respectively. JF - EPA number: 890060, 3 volumes and maps, March 16, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-82-02-F KW - Air Quality Standards Violations KW - Bridges KW - Drainage KW - Farmlands KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Historic Sites KW - Hydrologic Assessments KW - Land Acquisitions KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Vegetation KW - Water Quality KW - Watersheds KW - Michigan KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance 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/36408361?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-03-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RECONSTRUCTION+OF+M-59+FROM+MOUND+ROAD+TO+I-94%2C+MACOMB+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+RECONSTRUCTION+OF+M-59+FROM+MOUND+ROAD+TO+I-94%2C+MACOMB+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 16, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COQUILLE REROUTE SECTION, COOS BAY-ROSEBURG HIGHWAY (HIGHWAY 42), COOS COUNTY, OREGON. AN - 36402377; 2174 AB - PURPOSE: Widening and realignment of the Coos Bay-Roseburg Highway (Highway 42) through the city of Coquille in Coos County, Oregon is proposed. The facility would feature four travel lanes, paved shoulders, and a paved median, with provisions for left-turn storage. Bicycle traffic would be accommodated on the shoulder, except in the downtown area, where bicycle lanes would be provided on both sides of the street. The design would include sidewalks and on-street parking along Main Street. The project would establish a new, shorter route, extending approximately 1.5 miles, across the Coquille River/Cunninghan Creek floodplain. Beginning at a point approximately 1,100 feet east of Cedar Point Road, the alignment would veer southeast to parallel the railroad tracks to a junction with Main Street at the north approach to the new Coquille River Bridge. From that point, the alignment would follow Main Street east to Adams Street and merge with the existing Coos Bay-Roseburg Highway. The highway would be built across portions of two log ponds and the Cunningham Creek/Coquille River floodplain on an earth and rock fill approximately 15 feet high and 1 mile long. An earth berm would be constructed to protect Sanford Heights from excessive noise. POSITIVE IMPACTS: Rerouting of the highway segment would reduce traffic congestion currently affecting the highway and improve traffic safety along the route. A more direct route would be provided through the downtown area to replace the narrow roadway, characterized by right-angle turns, that currently serves the corridor. NEGATIVE IMPACTS: Rights-of-way development would require displacement of eight businesses and two residences and placement of fill within 17 acres of floodplain and wetland areas characterized by weak underlying soils. The project would require 300,000 cubic yards of fill and 90,000 tons of rock and paving mix. Significant noise impacts would affect 36 receptors along the highway. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 87-0452D, Volume 11, Number 11-12. JF - EPA number: 890054, 2 volumes and maps, March 10, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-87-01-F KW - Biologic Surveys KW - Bridges KW - Cultural Resources Assessments KW - Floodplains KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402377?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COQUILLE+REROUTE+SECTION%2C+COOS+BAY-ROSEBURG+HIGHWAY+%28HIGHWAY+42%29%2C+COOS+COUNTY%2C+OREGON.&rft.title=COQUILLE+REROUTE+SECTION%2C+COOS+BAY-ROSEBURG+HIGHWAY+%28HIGHWAY+42%29%2C+COOS+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 - Final. Preparation date: March 10, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MT. HOOD MEADOWS SKI AREA, MT. HOOD NATIONAL FOREST, HOOD RIVER COUNTY, OREGON. AN - 36408503; 2114 AB - PURPOSE: Implementation of a new master plan for the Mt. Hood Meadows Ski Area in Hood River County and the Mt. Hood National Forest, Oregon is proposed. Mt. Hood Ski Area lies on the southeast side of Mt. Hood and occupies 3,136 acres of scattered subalpine meadows, forested slopes, and above-timberline slopes. The site lies 70 miles east of Portland via U.S. 26. The area extends from elevation 4,000 feet at the east boundary near State Highway 35 to elevation 8,100 feet at the west boundary. The preferred alternative would provide for use of the ski area by 15,000 persons at one time. Facilities would include 13 lifts, five bases covering a total of 133.03 acres, 500 to 1,000 overnight units at each of one to three locations, a day lodge at Stringer Meadows, a restaurant, nordic center, handicapped skiers building, a picnic area and campground, and parking facilities for 6,752 vehicles. The permit for facility development and use would expand the Hood River Meadows permit area by 96 acres and extend 1,000 acres into the White River drainage. The total permit area would expand to 4,232 acres. Base facilities would include a 3.57-acre expansion of the Main Lodge Base, a 4.0-acre expansion at Hood River Meadows, a 64-acre Eastside Base, a 37-acre Westside Base, and a 5.6-acre Hotel Base. Overnight accommodations could include 500 units at the Westside Base, 500 units at the Hotel Base, and 1,000 units at the Eastside Base. Overnight accommodations would be built in phases, with a maximum of 250 units per phase. A summer use plan would be developed to ensure intensive management of all summer uses within designated areas to reduce and mitigate impacts. Summer uses would include hiking, horseback riding, tennis, swimming, and organized mountain biking. POSITIVE IMPACTS: Master plan implementation would prevent deterioration of the present quality of recreational opportunities due to overcrowding, provide high-quality downhill skiing and terrain balance for all levels of skiing proficiency, increase midweek and year-round use of the area in order to optimize operating economics, provide for sound land use and mountain resort design principles, maximize implementation of technological innovation, mitigate weekend traffic congestion problems on Highways 26 and 35, and maintain a reasonable and affordable recreational pricing structure for a broad base of the populace. NEGATIVE IMPACTS: Increased visitation would raise the risk of fire and traffic congestion. Alpine and critical soils would be particularly affected by construction activities. Summer use would result in soil compaction. Soil disturbances and increased impervious surface areas would increase runoff significantly in the long-term. Facility development would displace wetland and riparian habitat, degrade groundwater quality somewhat, and result in the permanent loss of vegetation and associated wildlife habitat. Some facilities would be visible from Gnarl Ridge and the Mt. Hood Wilderness, and these and other areas would be affected by increased visitation. Noise levels within the permit area would increase, and the commercial forest land base would decline. Other recreational activities would be displaced by alpine skiing. The demand for affordable employee housing and other human resources would rise in the area, while the availability of these resources is likely to decline. 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.). JF - EPA number: 890043, 547 pages and maps, February 24, 1989 PY - 1989 KW - Parks, Refuges and Forests KW - Cost Assessments KW - Forests KW - Hotels KW - Housing KW - Land Use KW - Parking KW - Recreation Facilities KW - Recreation Resources KW - Ski Areas KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Vegetation KW - Vegetation Surveys KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Oregon 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/36408503?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MT.+HOOD+MEADOWS+SKI+AREA%2C+MT.+HOOD+NATIONAL+FOREST%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=MT.+HOOD+MEADOWS+SKI+AREA%2C+MT.+HOOD+NATIONAL+FOREST%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Gresham, Oregon; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 24, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUCK HIGHWAY 26 (FORT ATKINSON BYPASS), JEFFERSON COUNTY, WISCONSIN. AN - 36402221; 2126 AB - PURPOSE: Reconstruction of State Trunk Highway (STH 26) in the townships of Koshkonong and Jefferson in southwestern Jefferson County, Wisconsin is proposed. The current roadway section extends northward from the intersection of Old STH 26 and existing STH 26 to a point on existing STH 26 approximately 0.9 mile south of Airport Road. The existing two-lane rural and two- to four-lane urban facility would be upgraded under one of four construction alternatives. Alternative 1 would consist of upgrading existing STH 26 to a four-lane urban facility from Hackbarth Road through the north Fort Atkinson city limits, for a total length of 4.4 miles. Alternative 2 would constitute a variation of Alternative 1, with a design alteration to provide for a new urban arterial connection between South Third and North Third streets, paralleling the C&NW railroad corridor along the east side for a distance of 0.4 mile. This alternative would consolidate the current split routing system that involves South Third Street, Main Street, Madison Avenue, and Robert Street. The new single facility would run between South and North Third streets. Alternative 3 would consist of a rural, four-lane divided bypass extending west of the city of Fort Atkinson; access would be controlled via interchanges. This alternative would extend 6.6 miles from the Old STH 26/existing STH 26 intersection to STH 26 approximately 0.9 miles south of Airport Road, a distance of 6.6 miles. Alternative 4 would consist of a rural, four-lane divided bypass east of Fort Atkinson; access would be controlled via interchanges. The east bypass would extend 7.9 miles from the Old STH 26/existing STH 26 intersection to existing STH 26 at a point approximately 0.5 mile north of County Trunk Highway K. Alternatives 3 or 4 initially would be constructed as a two-lane facility, with immediate acquisition of rights-of-way for future expansion to four lanes. POSITIVE IMPACTS: The project would improve a principal north-south arterial and provide access from Illinois and southern Wisconsin to the industrial and recreational facilities of the Fox River Valley, Lake Winnebago, Green Bay, and Door County areas. Regional commodity transport among communities, including Janesville, Watertown, Madison, Milwaukee, Jefferson, Fort Atkinson, Whitewater, and Oconomowoc, would be improved substantially. NEGATIVE IMPACTS: Alternative 1 would result in the displacement of two residences and one business, changes in access along some sections, loss of parkland and historic property, utility relocations, and tree removal. Alternative 2 would result in the acquisition of four commercial establishments, including one historic structure, displacement of parkland, removal of parking stalls from businesses and a municipal parking lot, relocation of a city well, and acquisition of one residence. Alternative 3 would involve the acquisition of agricultural land, severance of farms, changes in local road access, one residential relocation, and wetland and woodland encroachment. Alternative 4 would involve the displacement and severance of agricultural land, changes in local road access, wetland and woodland encroachment, relocation of two residences, and acquisition of the Hoard's Dairyman Farm, a national historic property. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C 1251 et seq.), National Historic Preservation Act of 1966 (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: 890037, 235 pages and maps, February 14, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-89-01-D KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Wells KW - Wetlands KW - Wisconsin 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 - 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/36402221?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUCK+HIGHWAY+26+%28FORT+ATKINSON+BYPASS%29%2C+JEFFERSON+COUNTY%2C+WISCONSIN.&rft.title=STATE+TRUCK+HIGHWAY+26+%28FORT+ATKINSON+BYPASS%29%2C+JEFFERSON+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: February 14, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 20, WEEMAN BRIDGE TO WINTHROP, OKANOGAN COUNTY, WASHINGTON. AN - 36402136; 2125 AB - PURPOSE: Improvement of 6.8 miles of State Route (SR) 20 west of the town of Winthrop in Okanogan County, Washington is proposed. The roadway under consideration lies in north-central Washington near the eastern gateway to the North Cascade Mountains. The project would begin at a point approximately 0.95 mile east of the Weeman Bridge at mile post (MP) 185.56 and continue to a point near Winthrop at MP 192.37. The roadway would be reconstructed on the existing alignment, with some minor vertical and horizontal alignment revisions to achieve current state standards. The finished roadway section would be similar in design to the sections previously constructed to the west of the project. Specifically, the proposal would provide for two 12-foot travel lanes and 4-foot shoulders. Bicycle, pedestrian, and equestrian travel would be allowed on the shoulders. Modified control of access would be established on this section of the highway; thus, most approaches, including commercial, would be allowed. Commercial approaches for further development could be considered to avoid land-locking. Fencing could be implemented on segments of the project to control access and prevent livestock from entering the rights-of-way. The estimated cost of the project is $4.7 million. Construction would begin in 1990 and would be completed in 1991. POSITIVE IMPACTS: Project improvements would maintain the structural integrity of the roadway subgrade and surfacing and would correct unsafe alignments and other problems, including narrow, vertically and horizontally undulating alignments, and roadside hazards. Safety problems and traffic delays would be eliminated. The project would complement projects that have improved SR 20 west of the project's western terminus. The direct route from the upper Methow Valley communities of Winthrop, Twisp, and Mazama to Burlington on Interstate 5 would be improved significantly. NEGATIVE IMPACTS: Rights-of-way development would displace 67 acres of vegetation, of which 12 acres are of special value to wildlife. LEGAL MANDATES: Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 88-0105D, Volume 12, Number 3-4. JF - EPA number: 890032, 286 pages and maps, February 9, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-87-01-F KW - Highways KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Trails KW - Vegetation KW - Wildlife KW - Wildlife Habitat KW - Washington KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-02-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+20%2C+WEEMAN+BRIDGE+TO+WINTHROP%2C+OKANOGAN+COUNTY%2C+WASHINGTON.&rft.title=SR+20%2C+WEEMAN+BRIDGE+TO+WINTHROP%2C+OKANOGAN+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: February 9, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 94, HORACE ROAD TO U.S. HIGHWAY 75, CASS COUNTY, NORTH DAKOTA AND CLAY COUNTY, MINNESOTA. AN - 36403901; 2122 AB - PURPOSE: Rehabilitation of Interstate 94 (I-94) from just west of the Horace Road interchange at West Fargo to the U.S. 75 interchange in Cass County, North Dakota and Clay County, Minnesota, is proposed. The project would extend approximately nine miles. The highway would be expanded to six lanes from I-29 to U.S. 75. Damaged pavement would be removed and replaced with a 38-foot-wide slab of plain 10-inch recycled concrete to provide two 12-foot driving lanes, a 10-foot outside shoulder, and a 4-foot inside shoulder; this section would extend from the Horace Road interchange to the I-29 interchange. From the I-29 interchange to the U.S. 75 interchange, a 12-foot lane would be added to the existing cross-section in each direction. Interchange modifications would be implemented at Horace Road and I-29. New interchanges would be constructed at 45th and 25th streets. Noise barriers could be constructed from I-29 to U.S. 75. At Horace Road, the interchange would be improved by upgrading the ramps and tapers. At I-29, ramps and loops would be altered to improve safety and operational characteristics. A diamond interchange would be constructed at 45th Street, and a modified diamond interchange would be constructed at 25th Street; loops would be installed in the southwest and northeast quadrants. A culvert could be built to replace the bridge crossing of the Sheyenne River. The estimated cost of the project is $30 million. POSITIVE IMPACTS: The existing concrete pavement, which shows severe distress in the form of transverse cracking and transverse joint spalling, would be replaced with a safe modern pavement. Noise impacts, which have caused a community controversy, would be lessened by the design of the reconstructed highway and construction of noise barriers. NEGATIVE IMPACTS: Rights-of-way requirements could result in partial displacement of one farmstead and total displacement of another. Year 2008 traffic would result in a noise increase along the corridor of two decibels on the A-weighted scale; existing and predicted noise levels would exceed federal standards at some locations. The two new interchanges would encroach upon the visual qualities of the area. The corridor would cross the base floodplain of the Sheyenne and Red rivers. The Milwaukee Road Bikeway would be affected by the 25th Street interchange. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890029, 112 pages and maps, February 2, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-89-01-D KW - Bridges KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Pipelines KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Trails KW - Visual Resources KW - Minnesota KW - North Dakota KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403901?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-02-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+94%2C+HORACE+ROAD+TO+U.S.+HIGHWAY+75%2C+CASS+COUNTY%2C+NORTH+DAKOTA+AND+CLAY+COUNTY%2C+MINNESOTA.&rft.title=INTERSTATE+HIGHWAY+94%2C+HORACE+ROAD+TO+U.S.+HIGHWAY+75%2C+CASS+COUNTY%2C+NORTH+DAKOTA+AND+CLAY+COUNTY%2C+MINNESOTA.&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: February 2, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE PR-26, BALDORIOTY DE CASTRO FREEWAY, SAN JUAN AND CAROLINA, PUERTO RICO. AN - 36407248; 2123 AB - PURPOSE: Reconstruction and realignment of 3.34 miles of Puerto Rico (PR) 26, known as the Baldorioty de Castro Freeway, in San Juan and Carolina, Puerto Rico are proposed. The project has been divided into two sections. The first section, extending from San Jorge to the San Jose Lagoon, would run along a viaduct structure, providing six travel lanes and frontage roads. The second section, extending from the San Jose Lagoon to the airport access road intersection, would provide a six-lane roadway on an embankment. Four construction alternatives are under consideration. Two of the alternatives would diverge from the existing alignment in front of the Llorens Torres Complex, close to the northwestern part of the lagoon. The other two alternatives would diverge from the existing alignment after traversing the Mundo Feliz Apartments. POSITIVE IMPACTS: The improved highway section would provide for expected average daily traffic volumes of 81,000 to 130,000 vehicles by the year 2010. The project would conform to the Land Use and Transportation Plan of San Juan Metropolitan Area and constitutes an integral part of the proposed transportation network. Improved travel times and safety would benefit both local and through travel highway users, and users would be provided with an improved view of the surroundings. NEGATIVE IMPACTS: Approximately 50 acres of mangroves would be converted to highway rights-of-way should an alternative involving divergence from the existing alignment in front of the Llorens Torres Complex be chosen. Area residents would be adversely affected due to the visual barrier created by the highway. A total of 12 structures would be displaced. Water quality within the San Jose Lagoon would be degraded temporarily under two of the alternatives. Increased traffic along the corridors would reduce air quality in the area. Projected noise levels would exceed federal standards in some areas; noise barriers would be ineffectual. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 890027, 2 volumes and maps, February 1, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-PR-EIS-89-01-D KW - Air Quality KW - Forests KW - Highway Structures KW - Highways KW - Lagoons KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Puerto Rico KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+PR-26%2C+BALDORIOTY+DE+CASTRO+FREEWAY%2C+SAN+JUAN+AND+CAROLINA%2C+PUERTO+RICO.&rft.title=ROUTE+PR-26%2C+BALDORIOTY+DE+CASTRO+FREEWAY%2C+SAN+JUAN+AND+CAROLINA%2C+PUERTO+RICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hato Rey, Puerto Rico; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 1, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW DENVER AIRPORT, DENVER COUNTY, COLORADO. AN - 36407126; 2099 AB - PURPOSE: Development of a new major airport is proposed by the city and county of Denver, Colorado to serve the aeronautical needs of the metropolitan Denver area. The airport site would lie approximately 10 miles east of the existing Stapleton International Airport on a 52.7-square-mile site. Design for the facility would permit phased development. Present planning anticipates an initial development of six runways, four of which would lie along a north-south alignment and two on an east-west alignment. The facility would also include a midfield terminal that would serve both the initially developed runways and those that could be developed at some future date. Full development under the present plan would result in the construction and operation of 12 runways, 8 of which would run on a north-south alignment and 4 on an east-west alignment. An airport access road would connect to Interstate 70 at its present intersection with Buckley Road. POSITIVE IMPACTS: The new airport would serve as a hub and focal point for aeronautical activity, not only for the Denver area but also for the state of Colorado and the Rocky Mountain region. Nearly 8,000 fewer persons would be affected by the significant noise levels associated with airline operations in the Denver area. NEGATIVE IMPACTS: Approximately 559 residents in the vicinity of the airport would live within the significant noise contour area during the year 1995. Agricultural uses currently occupying the airport site and neighboring lands would be displaced by commercial, industrial, and residential developments. Acquisition of 186 privately owned land parcels and relocation of 152 residential structures would result. Approximately 21,414 acres of water and grazing habitat would be lost during the first phase of the project, and a total of 28,502 acres would be displaced once the project is completed. Over the long-term, 19.4 acres of wetlands, 1,536 acres of floodplains, 13.5 miles of creek channels, and 18,524 acres of farmland would require filling. Operations at up to 40 oil and 30 gas wells could be discontinued. 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 890026, 3 volumes and maps, February 1, 1989 PY - 1989 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Community Development KW - Creeks KW - Farmlands KW - Floodplains KW - Grazing KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Ranges KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407126?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+DENVER+AIRPORT%2C+DENVER+COUNTY%2C+COLORADO.&rft.title=NEW+DENVER+AIRPORT%2C+DENVER+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 1, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPGRADE TO FREEWAY OF STATE ROUTE 237 BETWEEN MATHILDA AVENUE AND INTERSTATE 880, SANTA CLARA COUNTY, CALIFORNIA. AN - 36398630; 2117 AB - PURPOSE: Upgrading to freeway standards of 6.3 miles of State Route (SR) 237 from Mathilda Avenue in Sunnyvale to Route 880 in the city of Milpitas, Santa Clara County, California is proposed. The existing highway between the Mathilda Avenue and Fair Oaks Avenue interchange consists of two lanes in each direction, separated by a landscaped median varying in width from 22 to 46 feet, with 8-foot outside shoulders. Moffett Park Drive on the north and Persian Drive on the south constitute the facility's frontage roads. The project would involve widening the roadway to eight lanes with auxiliary and high-occupancy-vehicle lanes, constructing three new interchanges at existing intersections, and reconstructing three interchanges and a railroad grade separation. The new cross-section would consist of an eight-lane facility with a 30-foot median. To accommodate the eight lane design, the project would involve realignment of the roadway north of the existing alignment, construction of two new through lanes in the eastbound direction and four lanes in the westbound direction, construction of noise walls along the south side of the alignment or along Persian Drive, construction of a median barrier, reconstruction of Moffett Park Drive, widening existing bridges over the Sunnyvale East Channel, and construction of 10-foot inside and outside shoulders. Interchanges providing access to and from Fair Oaks Avenue and the Lawrence Expressway would be reconstructed, and a new interchange would be constructed at the Great America Parkway. Grade separations would be provided at the railroad tracks and Lafayette Street. Signalized intersections would be provided at several locations. All bridges across Calabazas Creek, San Tomas Aquino Creek, and the Guadalupe River would be replaced. New interchange and roadway construction would be implemented near the points at which SR 237 crosses North First Street and Zanker Road, and the Coyote Creek bridges would be reconstructed. The estimated costs of rights-of-way acquisition, utility relocation, and construction are $81.7 million, $34.4 million, and $186.7 million, respectively. POSITIVE IMPACTS: The expanded facility would replace a facility that has been deemed inadequate to meet future demands. As a result, a major east-west thoroughfare between major north-south thoroughfares, such as SRs 101, 880, and 680, would be improved significantly. The socioeconomic status of lands served by the highway would improve significantly due to improved access and decreased travel times. NEGATIVE IMPACTS: Construction activities would result in the loss of agricultural land, displacement of residences and commercial establishments, loss of riparian land and other wetlands, loss of parkland, and relocation of utilities. The expanded capacity of SR 237 would induce socioeconomic growth, resulting in the further loss of nonurban land uses. Traffic patterns in the areas flanking the SR 237 corridor would change significantly. Approximately 3.8 acres of parkland would be displaced, and a frontage road providing access to a partly developed park would be removed. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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: 890022, 171 pages and maps, January 30, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-88-03-D KW - Bridges KW - Cost Assessments KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Control KW - Parks KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - California 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/36398630?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UPGRADE+TO+FREEWAY+OF+STATE+ROUTE+237+BETWEEN+MATHILDA+AVENUE+AND+INTERSTATE+880%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=UPGRADE+TO+FREEWAY+OF+STATE+ROUTE+237+BETWEEN+MATHILDA+AVENUE+AND+INTERSTATE+880%2C+SANTA+CLARA+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: January 30, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 413 (FAP 413) FROM FEDERAL AID INTERSTATE 270 (FAI-270) AT THE NORTHERN TERMINUS OF FAI-255 TO ILLINOIS ROUTE 267, NORTH OF ALTON, MADISON COUNTY, ILLINOIS. AN - 36403568; 2120 AB - PURPOSE: Construction of a four-lane, fully access-controlled, divided highway is proposed, to be known as Federal Aid Primary (FAP) Route 413, extending from Interstate 270 (I-270) to Illinois Route 267 in Madison County, Illinois. The project would lie north of Alton, Illinois and would extend in a northerly and northwesterly direction from I-270 for approximately 22 miles. Five build alternatives are under consideration. The alternatives would share a common alignment from I-270 to Madison Avenue and from east Seminary Road to Illinois Route 267, the northern terminus of the project. Along the middle portions of the corridor, alternatives 1 through 4 would follow the western alignments, while alternative 5 would follow an eastern alignment. Three major bridge crossings and numerous interchanges would be constructed in association with the freeway. The estimated cost of the project ranges from $190.0 million to $197.0 million, depending on the alternative chosen. POSITIVE IMPACTS: Traffic congestion on existing roadways within the project area would be relieved, and the safety, efficiency, and convenience of the area's road system would be generally improved. Under any of the construction alternatives, future commercial, industrial, and residential development would be encouraged, enhancing the local tax base of those communities near the proposed highway and providing additional employment and housing opportunities. Being closer to population centers, the western alignments would service 3,100 more vehicles per day than the eastern alignment over the 20-year design period. NEGATIVE IMPACTS: Western alignments would cross urbanized areas while the eastern alternative would cross primarily agricultural land. Construction along a western alignment would result in displacement of up to 125 households, while the eastern alternative would only require relocation of 40 households. The western alignment would bisect some existing neighborhoods and communities and change access to commercial services and community facilities. From 6 to 19 commercial buildings occupied by 6 to 26 businesses would be displaced. Any alternative would affect schools, churches, private parks, and recreational areas; these facilities would be affected by loss of property, visual and/or noise level changes, or access changes. Depending on the alternative chosen, three to seven schools, three to four churches, and two to four parks or recreational areas would be affected; none of the parks or recreational areas are significant to the needs of the community. From 788 to 1,050 acres of farmland would be displaced, and five wetland areas and five to seven acres of wetlands would be affected. If one of the western alignments is chosen, improvement to portions of Illinois Route 111 could be delayed from 6 to 12 years. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 890020, 2 volumes and maps, January 26, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-89-01-D KW - Air Quality Assessments KW - Bridges KW - Employment KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Illinois KW - Executive Order 11990, Wetlands 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/36403568?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+413+%28FAP+413%29+FROM+FEDERAL+AID+INTERSTATE+270+%28FAI-270%29+AT+THE+NORTHERN+TERMINUS+OF+FAI-255+TO+ILLINOIS+ROUTE+267%2C+NORTH+OF+ALTON%2C+MADISON+COUNTY%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+413+%28FAP+413%29+FROM+FEDERAL+AID+INTERSTATE+270+%28FAI-270%29+AT+THE+NORTHERN+TERMINUS+OF+FAI-255+TO+ILLINOIS+ROUTE+267%2C+NORTH+OF+ALTON%2C+MADISON+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: January 26, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALVERT ROAD, U.S. ROUTE 1 TO MD ROUTE 201, PRINCE GEORGE'S COUNTY, MARYLAND. AN - 36404919; 2121 AB - PURPOSE: Replacement of the Calvert Road at-grade crossing of the Baltimore and Ohio (B&O) Railroad in Prince Georges County, Maryland is proposed. The Calvert Road study area is located in the northwestern portion of the county, northeast of Washington, D.C. It is bounded by MD Route 193 to the north, MD Route 201 to the east, MD Route 410 to the south, and U.S. Route 1 to the west. The project would provide a means of vehicular access between U.S. Route 1 and MD Route 201 and to the College Park Metro Station following the closing of the existing Calvert Road at-grade crossing of the B&O Railroad. The at-grade crossing must be closed due to the future placement of a Washington Metrorail track along this portion of the B&O railway; Metro's use of ""third rail'' electrification would prevent the possibility of an at-grade crossing. The existing average daily traffic at the crossing is 16,400 vehicles. The preferred alternative would involve construction of a four- to five-lane roadway on the south side of Paint Branch from the U.S. Route 1 /Campus Drive intersection to existing Calvert Road just west of the Northwest Branch of the Anacostia River, widening the existing Calvert Road from just west of the Northeast Branch to MD Route 201, and improvements to the MD Route 201/Calvert Road intersection. The existing Calvert Road crossing of the B&O Railroad would be closed. The estimated cost of the project is $24.1 million. POSITIVE IMPACTS: The new crossing would allow traffic to move efficiently through the study area at increased speeds, thereby reducing the amount of air pollutants per vehicle. The proposal would make the study area more attractive for economic development, thereby increasing employment opportunities and producing an increase in the tax base. NEGATIVE IMPACTS: Residential displacements could be required during implementation of the project. In addition, 14 to 16 commercial developments would result. Traffic noise impacts would affect residences between Rhode Island Avenue and the railway, where six residences would be within 200 feet of the road; noise impacts would be mitigated via provision of a berm and/or barrier. Approximately 1.2 acres of wetland would be lost, and sites listed on or eligible for the National Register of Historic Places would be impacted. Portions of the Anacostia River Park, Paint Branch Stream Valley Park, College Park Airport, and College Park City Park could or would be lost to rights-of-way development. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft and draft supplemental environmental impact statements, see 85-0531D, Volume 9, Number 11, and 87-0147D, Volume 11, Number 4, respectively. JF - EPA number: 890015, 2 volumes and maps, January 19, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-85-01-F KW - Air Quality KW - Bridges KW - Creeks KW - Employment KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Sediment KW - Traffic Analyses KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36404919?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALVERT+ROAD%2C+U.S.+ROUTE+1+TO+MD+ROUTE+201%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.title=CALVERT+ROAD%2C+U.S.+ROUTE+1+TO+MD+ROUTE+201%2C+PRINCE+GEORGE%27S+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 19, 1989 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO INTERSTATES 40 AND 275, KNOX COUNTY, TENNESSEE: I-40 /I-275 INTERCHANGE CONNECTOR TO HENLEY STREET AND THE WESTERN AVENUE VIADUCT REPLACEMENT (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1978). AN - 36401103; 2124 AB - PURPOSE: Widening and reconstruction of approximately 5.5 miles of Interstates 40 and 275 (I-40 and I-275) are proposed within the central city of Knoxville, Knox County, Tennessee. I-275 was previously I-75. Mainline roadway lanes have been added throughout the length of the project as a result of activities under the first stage of the project, proposed in the final environmental impact statement (EIS) of October 1978. This draft supplement to the final EIS proposes to complete the reconstruction of the I-40 and I-275 interchange and to restore the access from I-275 to the study area. The connection would involve construction of ramps, bridges, and an underpass to the northern section of the central business district at Henley Street. Two alternatives are under consideration. The first, Alternative J, would provide inbound ramps from I-275 and I-40 (eastbound) to the downtown area via an underpass at the Henley /Western/Broadway/Summit Hill intersection. Outbound ramps from Henley Street (via an underpass) would provide traffic movements to I-40 east, I-40 west, and I-275 north. The inbound ramps would be one lane until they merge and become two lanes to the south of the intersection. The outbound ramps would be two lanes from south of the intersection to a point where the I-275 north and I-40 east ramps diverge; from this point, one-lane ramps would be adequate to accommodate the traffic volume. The Henley/Broadway/Summit Hill /Western Avenue intersection would be upgraded, and 11th Street would be relocated to the east to provide a two-lane connection to Western Avenue. Western Avenue would be reconstructed from the relocated section of 11th Street to the Henley Street intersection. A pedestrian overpass would be constructed just south of the Western/Summit Hill/Broadway/Henley Street intersection. The second alternative being considered, Alternative F, would provide inbound ramps from I-275 and I-40 eastbound via an underpass at the Western /Broadway/Henley/Summit Hill intersection to Henley Street, south of the intersection. Ramps would also connect from I-275 and I-40 west (eastbound) to the intersection of Western Avenue at 11th Street. Outbound ramps would be provided from Henley Street (via an underpass) for traffic movements to I-40 east, I-275 north, and I-40 west. Ramp design under Alternative F would be somewhat different, generally allowing for more lane space. The Henley /Broadway/Summit Hill/Western Avenue intersection would be upgraded. Grand Avenue would be extended under Western Avenue to connect with the northern end of the World's Fair Site. A two-lane loop ramp off Western Avenue would be constructed. A pedestrian overpass with the same design and location as that proposed under Alternative J would be provided under Alternative F. The estimated costs of alternatives J and F are $29.7 million and $41.1 million, respectively. POSITIVE IMPACTS: Provision of the interchange improvements would enhance local and regional accessibility, safety and operating conditions in the study area, future planned growth proposed by local and regional land use planning agencies, and efficient dispersion and circulation of traffic, and would reduce travel times. NEGATIVE IMPACTS: Construction of either alternative would require closure of three local roads. Some residential and commercial displacement would result. Noise standards would be violated at numerous sites within the study areas. Second Creek would be spanned four times by either alternative, affecting the floodway and floodplain, and the project would impact area aesthetics. LEGAL MANDATES: 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 abstracts of the draft and final environmental impact statements, see 78-0276D, Volume 2, Number 3, and 79-0038F, Volume 3, Number 1, respectively. JF - EPA number: 890013, 287 pages and maps, January 18, 1989 PY - 1989 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-77-05-DS KW - Central Business Districts KW - Cultural Resources Assessments KW - Floodplains KW - Floodways KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Tennessee 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/36401103?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1989-01-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+INTERSTATES+40+AND+275%2C+KNOX+COUNTY%2C+TENNESSEE%3A+I-40+%2FI-275+INTERCHANGE+CONNECTOR+TO+HENLEY+STREET+AND+THE+WESTERN+AVENUE+VIADUCT+REPLACEMENT+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1978%29.&rft.title=IMPROVEMENTS+TO+INTERSTATES+40+AND+275%2C+KNOX+COUNTY%2C+TENNESSEE%3A+I-40+%2FI-275+INTERCHANGE+CONNECTOR+TO+HENLEY+STREET+AND+THE+WESTERN+AVENUE+VIADUCT+REPLACEMENT+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1978%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 18, 1989 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Drinking and driving among youth: a study of situational risk factors. AN - 79231577; 2793493 AB - The situational factors associated with youthful driving while intoxicated (DWI) and riding with an impaired driver (RWID) are examined. Data were collected from separate samples of youth who had driven while impaired by alcohol and who had ridden with an alcohol-impaired driver. The purpose of the study was to determine whether there are consistent situational factors associated with DWI and RWID among youth, and to ascertain whether the situational factors vary as a function of demographic variables. The results indicate that DWI and RWID are largely a function of the role alcohol plays in the youth culture. When situationally determined, DWI and RWID appear to be controlled by a perceived need to get home or to get a passenger home. The implications of these results for future prevention program planning are discussed. JF - Health education quarterly AU - Vegega, M E AU - Klitzner, M D AD - U.S. Department of Transportation, National Highway Traffic Safety Administration, Washington, DC 20590. Y1 - 1989 PY - 1989 DA - 1989 SP - 373 EP - 388 VL - 16 IS - 3 SN - 0195-8402, 0195-8402 KW - Index Medicus KW - Transportation KW - Risk-Taking KW - Risk Factors KW - Humans KW - Substance-Related Disorders KW - Social Conformity KW - Adolescent KW - Male KW - Female KW - Social Environment KW - Alcoholic Intoxication -- psychology KW - Psychology, Adolescent KW - Alcohol Drinking -- psychology KW - Automobile Driving UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/79231577?accountid=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=Health+education+quarterly&rft.atitle=Drinking+and+driving+among+youth%3A+a+study+of+situational+risk+factors.&rft.au=Vegega%2C+M+E%3BKlitzner%2C+M+D&rft.aulast=Vegega&rft.aufirst=M&rft.date=1989-01-01&rft.volume=16&rft.issue=3&rft.spage=373&rft.isbn=&rft.btitle=&rft.title=Health+education+quarterly&rft.issn=01958402&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 1989-11-09 N1 - Date created - 1989-11-09 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-17 ER - TY - JOUR T1 - Special treatment of mine openings in rock cut slopes AN - 50334580; 1994-038519 JF - Proceedings of the Annual Highway Geology Symposium AU - Wright, E M AU - Armstrong, Stanley AU - Keller, Kathy AU - Cain, Cheryl Y1 - 1989 PY - 1989 DA - 1989 SP - 223 EP - 240 PB - Highway Geology Symposium, Atlanta, GA VL - 40 SN - 0160-9564, 0160-9564 KW - United States KW - stabilization KW - mines KW - engineering geology KW - embankments KW - Kentucky KW - Hazard Kentucky KW - Knott County Kentucky KW - roads KW - Prestonburg Kentucky KW - abandoned mines KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50334580?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Special+treatment+of+mine+openings+in+rock+cut+slopes&rft.au=Wright%2C+E+M%3BArmstrong%2C+Stanley%3BKeller%2C+Kathy%3BCain%2C+Cheryl&rft.aulast=Wright&rft.aufirst=E&rft.date=1989-01-01&rft.volume=40&rft.issue=&rft.spage=223&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 40th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 4 N1 - PubXState - GA N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - abandoned mines; embankments; engineering geology; Hazard Kentucky; Kentucky; Knott County Kentucky; mines; Prestonburg Kentucky; roads; stabilization; United States ER - TY - JOUR T1 - The Nature of the Alcohol Problem in U. S. Fatal Crashes AN - 21158016; 11103644 AB - Alcohol is involved in more than half of all U.S. traffic fatalities. In 1987, an esti mated 23,630 people were killed in alcohol-related crashes. Alcohol-related traffic fatalities continue to be the leading cause of death for young people. Alcohol is involved in almost 80% of the fatal crashes that occur between 8 p.m. and 4 a.m. on any night of the week. During the 1980s, alcohol involvement in fatal crashes declined. The proportion of drivers involved in fatal crashes who were intoxicated at the time of the crash decreased 17% from 1982 to 1987. The reduction was especially signifi cant for teenaged drivers, females, surviving drivers, teenaged pedestrians, older drivers, and drivers in daytime crashes. On the other hand, there was little or no change for drivers aged 25-34, motorcycle drivers, pedestrians aged 20 to 64, and drivers in late- night crashes. Reasons for the reduction in alcohol appear to be: (1) increased public awareness of the problem during that time period; (2) tougher laws and better enforce ment of existing laws by state and local governments; (3) the raising of the drinking age to 21 in most states; (4) other public and private programs to reduce drinking and driving, and (5) socioeconomic and demographic factors. JF - Health Education & Behavior AU - Fell, James C AU - Nash, Carl E AD - Fatal Accident Reporting System in the National Highway Traffic Safety Administration (NHTSA), U.S. Department of Transportation Y1 - 1989 PY - 1989 DA - 1989 SP - 335 EP - 343 PB - Sage Publications Ltd., 6 Bonhill St. London EC2A 4PU UK VL - 16 IS - 3 SN - 1090-1981, 1090-1981 KW - Health & Safety Science Abstracts KW - demography KW - Age KW - Socioeconomics KW - Accidents KW - driving ability KW - Adolescents KW - traffic safety KW - Mortality KW - Alcohol KW - public awareness KW - pedestrians KW - USA KW - Education KW - traffic KW - Motorcycles KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21158016?accountid=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=Health+Education+%26+Behavior&rft.atitle=The+Nature+of+the+Alcohol+Problem+in+U.+S.+Fatal+Crashes&rft.au=Fell%2C+James+C%3BNash%2C+Carl+E&rft.aulast=Fell&rft.aufirst=James&rft.date=1989-01-01&rft.volume=16&rft.issue=3&rft.spage=335&rft.isbn=&rft.btitle=&rft.title=Health+Education+%26+Behavior&rft.issn=10901981&rft_id=info:doi/10.1177%2F109019818901600303 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - demography; Alcohol; Mortality; Age; public awareness; pedestrians; Socioeconomics; Accidents; Education; traffic; driving ability; Motorcycles; traffic safety; Adolescents; USA DO - http://dx.doi.org/10.1177/109019818901600303 ER - TY - JOUR T1 - An engineering approach to waterline thrust restraint AN - 13755238; 199000687 AB - The main methods to restrain joints or fittings included providing thrust blocks or connecting the bends or fittings to the pipe with a solid connection. The force acting on a fitting depended on the pressure in the pipe, the inside cross sectional area and the deflection angle of the bend. Formulae are presented for defining the pressure in a pipe that had to be restrained and for the resisting force generated by the surrounding soil. Exact restraint details for each system were dependent upon native soils, backfill characteristics, water system materials and construction methods. Typical thrust restraint errors are considered. JF - Public Works AU - Dennison, R A AU - Chinoy, P D AD - New York State Department of Transportation Y1 - 1989 PY - 1989 DA - 1989 SP - 75 VL - 120 IS - 9 SN - 0033-3840, 0033-3840 KW - Pipes (see also conduits, drains, pipelines,sewers) KW - Thrust blocks KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13755238?accountid=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=Public+Works&rft.atitle=An+engineering+approach+to+waterline+thrust+restraint&rft.au=Dennison%2C+R+A%3BChinoy%2C+P+D&rft.aulast=Dennison&rft.aufirst=R&rft.date=1989-01-01&rft.volume=120&rft.issue=9&rft.spage=75&rft.isbn=&rft.btitle=&rft.title=Public+Works&rft.issn=00333840&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Theoretical. N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Ecological functions of a created freshwater tidal wetland AN - 13740613; S199136878 AB - Experience with a 3.1 acre constructed freshwater wetland on the Rancocas Creek, New Jersey, is reviewed. The wetland was constructed in partial compensation for damage to existing tidal marshes associated with a highway bridge project. Vegetation, fish and benthic invertebrates, use of the marsh by wildlife, and sediment depth were monitored during a period of 2-3 years following construction. Unplanted vegetation became established throughout the wetland. The ecosystem structure was comparable with that of a natural freshwater tidal wetland, displaying the functions of primary productivity and food chain support, fish and wildlife habitat, sediment trapping, nutrient transformation, and flood storage. JF - Transportation Research Record AU - Caiazza, N AD - New Jersey Department of Transportation, Trenton Y1 - 1989 PY - 1989 DA - 1989 SP - 34 EP - 39 IS - 1224 SN - 0361-1981, 0361-1981 KW - Animals (invertebrates) (see also individ groups) KW - Fish (see also individual groups listed below) KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13740613?accountid=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=Transportation+Research+Record&rft.atitle=Ecological+functions+of+a+created+freshwater+tidal+wetland&rft.au=Caiazza%2C+N&rft.aulast=Caiazza&rft.aufirst=N&rft.date=1989-01-01&rft.volume=&rft.issue=1224&rft.spage=34&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - US 24 ROAD RELOCATION, SR 13 TO SR 9/37, WABASH AND HUNTINGTON COUNTIES, INDIANA. AN - 36389726; 2064 AB - PURPOSE: Relocation of a 15.1-mile-long section of US 24 from State Route (SR) 13 (east end of Wabash bypass) in Wabash County to SR 9/37 (Huntington bypass, SR 9) in Huntington County, Indiana is proposed. The proposed design elements for the relocation of US 24 would provide a four-lane highway within a 300-foot-wide right-of-way; the facility would also feature a 60-foot-wide median, partial control of access, and include local service /frontage roads. The total project length would be 14.6 to 15.2 miles, depending on the alternative selected. Three alternatives are under consideration. Alternative 1 would place the four-lane corridor generally coincident with existing US 24, except for a section from a point 1.7 miles west of SR 524 to a point 0.2 miles east of the Wabash-Huntington County line, where the line would bypass north of Largo; the total length of the facility would be 15.2 miles. Alternative 2 would place the four-lane corridor on new location, except for the westernmost section; the total length of the project would be 14.9 miles. Alternative 3 would place the four-lane corridor entirely on new location, mostly south of the Wabash River; the total length of the facility would be 14.6 miles. The estimated costs of alternatives 1, 2, and 3 are $43.3 million, $44.1 million, and $42.98 million, respectively. POSITIVE IMPACTS: The project would constitute an integral part of a long-range objective to improve the road transportation system in the northcentral region of Indiana. The development of this facility would be essential to the economic development of the region. The facility would be used by local and through travelers on U.S. 24, which would be brought up to current design standards, adequate carrying capacity, and efficient and safe operating levels. Access to the network of roads that links the U.S. corridor with Chicago, South Bend, Fort Wayne, Indianapolis, and numerous other towns and cities in Indiana would be improved significantly. NEGATIVE IMPACTS: Construction of Alternative 1 would require 604 acres of rights-of-way, resulting in the displacement of 15 residences, 1 church, and 1 business, and the loss of 132 acres of woodland wildlife habitat, 60 acres of wetland, and 300 acres of cropland. Alternative 1 would not be consistent with the development plans of the Historic Forks of Wabash Inc. Alternative 2 would displace 568 acres of rights-of-way, resulting in the displacement of four residents, 167 acres of woodland wildlife habitat, 31 acres of wetland, and 306 acres of cropland. Alternative 3 would displace 536 acres of land, resulting in the displacement of four residents, 104 acres of woodland wildlife habitat, 17 acres of wetland, and 363 acres of cropland. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 880423, 217 pages and maps, December 22, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-79-09-D KW - Farmlands KW - Flood Hazard Surveys KW - Forests KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Soils Surveys KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Indiana KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389726?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+24+ROAD+RELOCATION%2C+SR+13+TO+SR+9%2F37%2C+WABASH+AND+HUNTINGTON+COUNTIES%2C+INDIANA.&rft.title=US+24+ROAD+RELOCATION%2C+SR+13+TO+SR+9%2F37%2C+WABASH+AND+HUNTINGTON+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: December 22, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HONOAPIILANI HIGHWAY (FAP ROUTE 30), PUAMANA TO HONOKOWAI, LAHAINA DISTRICT, MAUI COUNTY, HAWAII. AN - 36402030; 2063 AB - PURPOSE: Reconstruction and realignment of Honoapiilani Highway (Federal Aid Primary Route 30) between Puamana Beach Park and Kaanapali Parkway in the Lahaina District of Maui County, Hawaii are proposed. The highway is the only state highway serving the area, which includes commercial, agricultural, resort, and residential land uses. The project termini are 5.4 miles apart; future expansion alternatives would extend the proposed action to Honokowai, a distance of approximately three miles. Design of the new highway would be the result of a two-part corridor alignment study that evaluates alignment alternatives from Puamana Beach Park to Honokowai. The first portion of the study would consist of three independent alternatives from Puamana to Kaanapali. The second portion of the study would involve possible extension alternatives from Lahaina or Kaanapali to Honokowai, depending on the selected Puamana to Kaanapali alignment. The project would provide two to four travel lanes with medians and shoulders. The estimated cost of the project ranges from $23.6 million to $38.3 million for the Kaanapali to Puamana segment and from $7.7 million to $16.5 million for the Honokowai to Kaanapali segment, depending on the alternatives chosen. POSITIVE IMPACTS: Increasing the capacity of the highway would support the rapid growth of the resort areas in the region which, together with increased commercial and residential development and activities in West Maui, have resulted in a significant increase of vehicular traffic on the existing highway. NEGATIVE IMPACTS: Rights-of-way development for the project would result in the loss of agricultural lands. Site-clearing and construction would create fugitive dust and result in some temporary traffic disruptions and increases in noise levels. Residential displacement could occur due to rights-of-way acquisition. Some park and other recreational land could be affected by the project. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 880421, 430 pages, December 16, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-88-02-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Energy Consumption Assessments KW - Farmlands KW - Highways KW - Noise Assessments KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Hawaii KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOAPIILANI+HIGHWAY+%28FAP+ROUTE+30%29%2C+PUAMANA+TO+HONOKOWAI%2C+LAHAINA+DISTRICT%2C+MAUI+COUNTY%2C+HAWAII.&rft.title=HONOAPIILANI+HIGHWAY+%28FAP+ROUTE+30%29%2C+PUAMANA+TO+HONOKOWAI%2C+LAHAINA+DISTRICT%2C+MAUI+COUNTY%2C+HAWAII.&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 - Draft. Preparation date: December 16, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED BOBBY JONES EXPRESSWAY EXTENSION, PROJECT F-117-1(11), RICHMOND COUNTY, GEORGIA AND AIKEN COUNTY, SOUTH CAROLINA. AN - 36398207; 2062 AB - PURPOSE: Extension of the Bobby Jones Expressway from Old Savannah Road in Augusta, Georgia to U.S. Route 1 in Aiken County, South Carolina is proposed. The four-lane, controlled-access facility would extend easterly from Old Savannah Road for a short distance to a point on the existing Bobby Jones Expressway located in the vicinity of New Savannah Road. Curving slightly north of the existing intersection with New Savannah Road, the alignment would then extend northeasterly on new location for an overall distance of 8.1 miles to its terminus on U.S. 1. Some modifications of the already completed expressway in the vicinity of New Savannah Road would be required. The alignment would include construction of a bridge structure over a partial cloverleaf interchange at New Savannah Road, a split-diamond interchange at Laney Walker Boulevard and San Bar Ferry Road, and a partial cloverleaf interchange at the project terminus on U.S. 1. Bridges with wildlife passage would be provided at Phinizy Ditch and Beaverdam Ditch within the Georgia section. The estimated costs of rights-of-way acquisition and construction for the Georgia portion of the project are $1.7 million and $46.6 million, respectively. The construction cost for the South Carolina portion of the project is estimated at $20.6 million; the cost of rights-of-way acquisition for the South Carolina portion of the project is unknown. POSITIVE IMPACTS: The proposed facility would provide a link from the central business district of Augusta to Interstate 20 (I-20) in South Carolina; I-20 provides a bypass of Augusta. Traffic accidents and congestion on local arterial streets would decline, and fuel efficiency and air quality within the central business district would improve. NEGATIVE IMPACTS: One partial commercial displacement would be required due to rights-of-way development. Construction activities would impact 12 archaeological sites, 5 of which would require mitigation measures. The project would displace significant amounts of wetlands and forest habitat. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0598D, Volume 8, Number 12. JF - EPA number: 880416, 603 pages, December 14, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-84-02-F KW - Air Quality Assessments KW - Archaeological Sites KW - Central Business Districts KW - Emission Assessments KW - Floodplains KW - Highways KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - South Carolina KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+BOBBY+JONES+EXPRESSWAY+EXTENSION%2C+PROJECT+F-117-1%2811%29%2C+RICHMOND+COUNTY%2C+GEORGIA+AND+AIKEN+COUNTY%2C+SOUTH+CAROLINA.&rft.title=PROPOSED+BOBBY+JONES+EXPRESSWAY+EXTENSION%2C+PROJECT+F-117-1%2811%29%2C+RICHMOND+COUNTY%2C+GEORGIA+AND+AIKEN+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 14, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HIGHWAY BYPASS OF THE CITY OF CLOVERDALE ON ROUTE 101 FROM 0.6 MILE NORTH OF HIATT ROAD TO PRESTON OVERHEAD IN SONOMA COUNTY, CALIFORNIA. AN - 36382385; 2058 AB - PURPOSE: Construction of a 4.4-mile-long bypass of the city of Cloverdale in northern Sonoma County, California is proposed. The project would involve construction of a four-lane freeway bypass of the developed portions of Cloverdale from a point 0.6 mile north of Hiatt Road to Preston Overhead. South of First Street/Crocker Road, the alignment would traverse nearly flat to gently rolling terrain on alluvial terraces. North of First Street, the alignment would pass through a low ridge and then back on to nearly flat alluvial terraces at the confluence of the Russian River with Oat Valley and Big Sulphur creeks. Interchanges would be provided at the projected termini and at a point approximately midway along the alignment at the extension of Cloverdale Boulevard. An undercrossing would be constructed at North First Street and a railroad underpass at Cloverdale Boulevard extension. The existing truck weighing station at the south end of the project would be relocated; this latter element of the plan would be cleared for implementation as a separate project when preliminary plans are drawn up. A Pacific Gas and Electric Company substation would also be relocated to a site adjacent to the Cloverdale Sewage treatment plant. Relocation of track owned and operated by the Northwestern Pacific Railroad would be required to prevent numerous crossings of the rail line by the bypass. In addition, the freeway would feature a frontage road along its east side between the south end of the alignment and North First Street/Crocker Road; the frontage road would provide local access to severed lands between the facility and the Russian River. The cost of construction is estimated at $33.0 million in 1986 dollars; this figure excludes rights-of-way costs and certain mitigation costs. The estimated rights-of-way costs for the acquisition of 35 acres and relocation of the substation amount to $2.2 million in 1986 dollars. POSITIVE IMPACTS: The freeway would provide a bypass for Route 101 which, within the project limits, constitutes one of the last highway segments through a city as large as Cloverdale that has not been improved to freeway or expressway standards. The freeway would relieve traffic congestion in the business district of Cloverdale. Local east-west circulation would be improved substantially, and community disruption caused by the passage of long-distance travelers through the local area would be eliminated. NEGATIVE IMPACTS: Rights-of-way development would displace approximately 200 acres, approximately 80 percent of which are now under state ownership, and would affect the Northwestern Pacific Railroad Depot, a property included on the National Register of Historic Places. Riparian and other wetland vegetation would be lost. Noise levels along portions of the freeway would increase. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 880414, 148 pages and maps, December 13, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-88-02-D KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands 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/36382385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+BYPASS+OF+THE+CITY+OF+CLOVERDALE+ON+ROUTE+101+FROM+0.6+MILE+NORTH+OF+HIATT+ROAD+TO+PRESTON+OVERHEAD+IN+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=HIGHWAY+BYPASS+OF+THE+CITY+OF+CLOVERDALE+ON+ROUTE+101+FROM+0.6+MILE+NORTH+OF+HIATT+ROAD+TO+PRESTON+OVERHEAD+IN+SONOMA+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 13, 1988 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Functional model of an eye protection program: guide for the clinical optometrist. AN - 78595880; 3209788 AB - An eye protection program is needed in occupational medicine policies. Typical eye injuries and eye accidents, as they relate to occupational accidents, justify the management advocating such a program. A recommended model for a functional eye protection program is provided and defined. JF - Journal of the American Optometric Association AU - Nakagawara, V B AD - Federal Aviation Administration, Civil Aeromedical Institute, Oklahoma City, OK 73125. Y1 - 1988/12// PY - 1988 DA - December 1988 SP - 925 EP - 928 VL - 59 IS - 12 SN - 0003-0244, 0003-0244 KW - Index Medicus KW - Eye Protective Devices KW - Vision Disorders -- complications KW - Humans KW - Accidents, Occupational KW - Eye Injuries -- prevention & control KW - Optometry KW - Occupational Health Services KW - Models, Theoretical UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/78595880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+American+Optometric+Association&rft.atitle=Functional+model+of+an+eye+protection+program%3A+guide+for+the+clinical+optometrist.&rft.au=Nakagawara%2C+V+B&rft.aulast=Nakagawara&rft.aufirst=V&rft.date=1988-12-01&rft.volume=59&rft.issue=12&rft.spage=925&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+American+Optometric+Association&rft.issn=00030244&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 1989-02-22 N1 - Date created - 1989-02-22 N1 - Date revised - 2017-01-13 N1 - SuppNotes - Comment In: J Am Optom Assoc. 1989 Jul;60(7):502-3 [2760391] N1 - Last updated - 2017-01-17 ER - TY - RPRT T1 - U.S. ROUTE 1 FROM SILVER SPRING ROAD IN BALTIMORE COUNTY, MARYLAND TO MARYLAND ROUTE 152 IN HARFORD COUNTY, MARYLAND. AN - 36398268; 2067 AB - PURPOSE: Reconstruction of U.S. Route 1 (Belair Road) from Silver Spring Road in Baltimore County to Maryland Route 152 in Harford County, Maryland is proposed. Two basic build alternatives, a six-lane cross-section and a four-lane cross-section, were considered before the six-lane alternative was determined to be preferable. The project would generally follow the existing horizontal alignment with widening on one or both sides, depending on physical constraints and environmental considerations. Where possible, consideration was given to modifying the rolling nature and steep grades on the existing alignment. A minimum of six through lanes would be provided throughout the project length. The typical cross-section would vary from segment to segment. Frequent median crossovers would be provided in urbanized areas. In less developed areas, the median crossovers would be restricted to major crossroads. Through park areas, a narrow New Jersey type concrete median would be used to minimize rights-of-way requirements. A number of options were studied for the Kingsville Community in an attempt to minimize community impacts and to avoid impacts to historic sites. Depending on the option chosen, estimated costs of the project range from $73 million to $79 million. POSITIVE IMPACTS: Project improvements would alleviate safety deficiencies and provide adequate capacity for vehicular traffic through the year 2015; a 100 percent increase in traffic volumes is expected over the next 20 years. Access to and from areas in the adjacent northeastern Baltimore area would be eased. Linkages to Kingsville, Fork, Benson, Fallston, Belair, Forest Hill, Hickory, and Churchville would be improved substantially. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 24 to 25 residential structures housing 44 to 45 families and 63 to 68 commercial structures containing 50 to 68 businesses. Approximately 5.9 acres of parkland, 17.3 acres of prime farmland, 1.5 to 1.6 acres of wetlands, and 1.5 acres of floodplain would be displaced. Traffic noise along the corridor would exceed federal standards at four to seven sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 880394, 272 pages and maps, November 28, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-88-01-D KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398268?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+1+FROM+SILVER+SPRING+ROAD+IN+BALTIMORE+COUNTY%2C+MARYLAND+TO+MARYLAND+ROUTE+152+IN+HARFORD+COUNTY%2C+MARYLAND.&rft.title=U.S.+ROUTE+1+FROM+SILVER+SPRING+ROAD+IN+BALTIMORE+COUNTY%2C+MARYLAND+TO+MARYLAND+ROUTE+152+IN+HARFORD+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: November 28, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 29 FROM SLIGO CREEK TO THE PATUXENT RIVER, MONTGOMERY COUNTY, MARYLAND. AN - 36408022; 2068 AB - PURPOSE: Implementation of intersection improvements and construction of high-occupancy vehicle (HOV) lanes are proposed for the Montgomery County portion of U.S. Route 29 from Sligo Creek Parkway, south of Interstate 495, to the Patuxent River Bridge at the Howard County line in Maryland. The project corridor extends 10.58 miles in a north-south direction. Two major construction alternatives are under consideration. In addition, one alternative involving minor improvements to intersections is also under consideration. Major construction Alternative C would involve implementation of access control via grade separations and/or service roads. All median crossovers and traffic signals would be removed. Several interchange concepts have been developed as part of this alternative. Major construction Alternative D would involve replacement of the existing median and left-turn lanes with a single reversible HOV lane. Included with this project design would be a provision to widen Sligo Creek Parkway's approaches to U.S. 29, Leighton Avenue, and U.S. 29 near Maryland Route 650. This alternative would include jughandle ramps for left turning movements at Crestmoor and Prelude drives. During off-peak hours, the HOV lane would operate as a continuous left-turn lane. Alternative D would also provide for the addition of sidewalks on either side of U.S. 29 from Stewart Lane to the Sligo Creek Parkway. Pedestrian crossings would be accommodated by pedestrian bridges at Hastings Road, Lorain Avenue, and Oak Leaf Drive. The estimated costs of the two major construction alternatives are $118.4 million and $127.9 million. The cost of the intersection-improvement alternative is estimated at $10.0 million. POSITIVE IMPACTS: The project would provide additional safe and efficient capacity for this segment of the U.S. 29 corridor, which supports numerous major residential, commercial, and industrial developments extending north from the Washington, D.C. metropolitan area. Land use planning and development would be eased significantly. Response time for emergency services would decline. NEGATIVE IMPACTS: Rights-of-way requirements could displace up to 54 properties. In some cases, access to and from local neighborhoods would be made more circuitous. Culvert construction and extension and up to two stream relocations could affect surface flows slightly. As much as 2.93 acres of wetlands and 181 acres of vegetation could be lost. Noise levels would increase within the corridor at as many as 295 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: 880393, 296 pages and maps, November 25, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-88-04-D KW - Creeks KW - Highway Structures KW - Highways KW - Land Use KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408022?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+29+FROM+SLIGO+CREEK+TO+THE+PATUXENT+RIVER%2C+MONTGOMERY+COUNTY%2C+MARYLAND.&rft.title=U.S.+ROUTE+29+FROM+SLIGO+CREEK+TO+THE+PATUXENT+RIVER%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: November 25, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 19 (STATE ROAD 55) FROM STATE ROAD 694 (GANDY BOULEVARD) IN PINELLAS COUNTY TO STATE ROAD 595 (ALTERNATE U.S. 19) IN PASCO COUNTY, FLORIDA. AN - 36408228; 2060 AB - PURPOSE: Improvement of U.S. 19 to create a six- and eight-lane mainline freeway with two-lane frontage roads for a distance of 24.6 miles in Pinellas and Pasco counties, Florida is proposed. The project would extend from Gandy Boulevard (State Road (SR) 694)) in Pinellas County to Alternate U.S. 19 (SR 595) in Pasco County. One eight-lane section would extend from the terminus of the project at Gandy Road to a point north of 78th Avenue, while an alternating six- and eight-lane segment would extend from Whitney Road north to Enterprise Road. No frontage roads would be provided for the eight-lane section between Gandy Boulevard and 78th Avenue. Interchanges would be constructed or improved at 49th Street, Belleair Road, SR 60, Drew Street, Coachman Road, Sunset Point Road, Curlew Road, Ozona-Tampa Highway, Nebraska Avenue, Alderman Road, Klosterman Road, Tarpon Avenue, and the terminus at Alternate U.S. 19. Overpasses would be provided or improved at 86th Avenue North, Mainlands Boulevard, 118th Avenue North, the CSX Transportation Railroad, Nursery Road, Druid Road, Enterprise Road, 3rd Avenue South, Michigan Boulevard Extension, Northside Drive, County Road 39/95, Old Post Road, Meres Avenue, the railroad crossings south of Alternate U.S. 19 and north of Live Oak Street, Live Oak Street, and Flora Avenue. Other facilities associated with the project would include frontage road bridges at Cross Bayou Canal, a ramp reversal north and south of 3rd Avenue South, a parallel north-south local access road north of Drew Street and east of U.S. 19, a two-way secondary frontage road connector between the Highland Lakes entrance and Nebraska Avenue, bridges across the Anclote River, and provision for U-turn movements for northbound and southbound frontage road circulation north and south of the railroad overpass north of Live Oak Street. POSITIVE IMPACTS: The proposed improvements would decrease travel time and fuel consumption for motorists on U.S. 19 and parallel facilities. Increased roadway capacity would provide for an acceptable peak level of service throughout the corridor. Improvements to U.S. 19 would allow for continued large-scale development in the corridor and needed economic growth for Pinellas County. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 16 residences and 26 businesses. Traffic noise generated by movements on the new freeway would impact several residential areas by increasing sound levels by three to five decibels on the A-weighted scale. The freeway would traverse wetlands and floodplains. Interchange construction, extension of drainage culverts, and improvements to waterway crossings would be the chief actions resulting in damage to riparian resources. Runoff associated with operation of the freeway could degrade water quality in receiving surface waters. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 880390, 477 pages and maps, November 22, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-88-02-D KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36408228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+19+%28STATE+ROAD+55%29+FROM+STATE+ROAD+694+%28GANDY+BOULEVARD%29+IN+PINELLAS+COUNTY+TO+STATE+ROAD+595+%28ALTERNATE+U.S.+19%29+IN+PASCO+COUNTY%2C+FLORIDA.&rft.title=U.S.+HIGHWAY+19+%28STATE+ROAD+55%29+FROM+STATE+ROAD+694+%28GANDY+BOULEVARD%29+IN+PINELLAS+COUNTY+TO+STATE+ROAD+595+%28ALTERNATE+U.S.+19%29+IN+PASCO+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: November 22, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED NEW FREMONT GENERAL AVIATION AIRPORT, FREMONT, CALIFORNIA (DRAFT REPORT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1985). AN - 36406937; 2018 AB - PURPOSE: Development of a new general aviation airport in Freemont, Alameda County, California is proposed. The 355-acre project site lies southeast of the Durham Road Landfill and north and northeast of the San Francisco Bay National Wildlife Refuge. Access to the site is provided by Cushing Road, which enters the site at the southeastern corner. The project would include construction of parallel 3,500-foot and 3,000-foot runways, associated aprons, hangars, and other fixed-base operations as determined necessary to satisfy aviation demand in the southern portion of the San Francisco Bay Area. Portions of the runways and terminal buildings that would be located within the 100-year floodplain would be placed on fill. Runoff from the terminal portion of the site would be drained northeastward to an existing drainage channel. Runoff from the runways would be allowed to drain with the slope toward the west. The airport plan would provide for visual approaches to all ends of the runways; these approaches would be 5,000 feet long and sloped at 20 to 1 (horizontal to vertical). The approach surfaces flare from an inner width of 250 feet to an outer width of 1,250 feet. All approaches begin 200 feet beyond the runway threshold, at the threshold elevation. Year 2005 projections for the airport would include 580 based aircraft and 460,000 annual operations. POSITIVE IMPACTS: The general aviation airport would meet community business and recreational needs for use of propeller aircraft of less than 12,500 pounds. Some jets would also be allowed to use the airport. NEGATIVE IMPACTS: Construction activities would require clearance of 190 acres, although once construction was completed, only 89 acres with impervious surfaces would remain developed. Seasonal wetland habitat covering 42 acres would be displaced. Overflights of the San Francisco Bay National Wildlife Refuge would disturb birds and other wildlife, as well as recreationists. Aesthetic qualities of the immediate area would be degraded. Farmland would also be displaced, and archaeological sites could be disturbed, since the project site lies in an archaeologically sensitive zone. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0196D, Volume 9, Number 5. JF - EPA number: 880383, 411 pages, November 18, 1988 PY - 1988 KW - Air Transportation KW - Agency number: EIR 83-58 (Revised) KW - Airports KW - Archaeological Sites KW - Birds KW - Buildings KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Landfills KW - Noise KW - Preserves KW - Seismic Surveys KW - Site Planning KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+NEW+FREMONT+GENERAL+AVIATION+AIRPORT%2C+FREMONT%2C+CALIFORNIA+%28DRAFT+REPORT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1985%29.&rft.title=PROPOSED+NEW+FREMONT+GENERAL+AVIATION+AIRPORT%2C+FREMONT%2C+CALIFORNIA+%28DRAFT+REPORT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1985%29.&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: November 18, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED KIRBY PARKWAY FROM SPLIT OAK DRIVE TO STAGE ROAD AND SYCAMORE VIEW ROAD EXTENSION FROM MULLINS STATION ROAD TO KIRBY PARKWAY IN MEMPHIS, SHELBY COUNTY, TENNESSEE. AN - 36400814; 2072 AB - PURPOSE: Construction of a new north-south route in the West Memphis Area of Shelby County, Tennessee is proposed. The project would proceed from Split Oak Drive northward to Stage Road, a distance of approximately 10.0 miles. Sycamore Road would be extended by approximately 1.3 miles from Mullins Station Road to Kirby Parkway. The project would consist of improving some existing roads and some construction on new alignment to form a continuous route, to be designated as Kirby Parkway. The sections between Split Oak Drive and Stout Road and between Mullins Station Road and Reese Road would be widened. Construction on new alignment would be required between Stout Road and Messick Road, as well as between Humphreys Boulevard and Mullins Station Road, including the Sycamore View Road extension. One of the alternatives would require construction on new alignment at the north end of the project. While not proposed at this time, the section between Quail Hollow Road and Humphreys Boulevard would need to be widened to create the ultimate six-lane facility. The facility would provide three traffic lanes in each direction and either a continuous center lane or a raised median with turning lanes. The roadways would be flanked by curb-and-gutter sections and sidewalks. The design speed would be 50 miles per hour (mph) with a posted speed of 45 mph. Major structures would be constructed to carry the highway over the Wolf River, Interstate 40, Fletcher Creek, and Nonconnah Creek. Cost estimates of the project range from $39.8 million to $63.1 million, depending on the alternative alignment chosen. POSITIVE IMPACTS: Project implementation would improve local and regional accessibility and traffic service, improve route continuity, reduce traffic congestion on existing highways within the corridor, improve safety and operating conditions, and enhance future planned growth and development. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of up to 44 residences and 23 businesses and a reduction of wildlife habitat. A total of 95 to 145 acres of additional rights-of-way would be acquired and developed. Existence of the new highway would increase traffic volumes in some adjacent residential areas. The highway would traverse the Wolf River, Fletcher Creek, and Nonconnah Creek floodplains; however, none of the crossings would constitute a significant encroachment. Crossing of the Wolf River could result in the loss of wetland habitat. Whitten Park, hiking trails in the Shelby Forest Area, and the Shelby Farms Forest Natural Area could be impacted by rights-of-way development. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 880388, 196 pages and maps, November 16, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-86-02-D KW - Archaeological Sites Surveys KW - Bridges KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wildlife Habitat KW - Tennessee KW - Department of Transportation 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/36400814?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+KIRBY+PARKWAY+FROM+SPLIT+OAK+DRIVE+TO+STAGE+ROAD+AND+SYCAMORE+VIEW+ROAD+EXTENSION+FROM+MULLINS+STATION+ROAD+TO+KIRBY+PARKWAY+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=PROPOSED+KIRBY+PARKWAY+FROM+SPLIT+OAK+DRIVE+TO+STAGE+ROAD+AND+SYCAMORE+VIEW+ROAD+EXTENSION+FROM+MULLINS+STATION+ROAD+TO+KIRBY+PARKWAY+IN+MEMPHIS%2C+SHELBY+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: November 16, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 96 IMPROVEMENT, FROM MEADOW STREET IN THE CITY OF ITHACA TO DUBOISE ROAD IN THE TOWN OF ITHACA, TOMPKINS COUNTY, NEW YORK. AN - 36397976; 2069 AB - PURPOSE: Improvement of Route 96 from Meadow Street in the city of Ithaca to Duboise Road in the town of Ithaca, Tompkins County, New York is proposed. The project would constitute localized improvement and would not be part of any long-range plan for Route 96 improvements. Three construction alternatives are under consideration. The project would consist of a one-way pair utilizing Meadow and Fulton streets within the city of Ithaca regardless of the alternative chosen. Alternative A would constitute a low-scale facility that would provide improvements only within the city. Route 96 traffic would be directed via an improved Buffalo Street, extending west from the intersection at Meadow Street, across the Old Cayuga Inlet and the Flood Control Channel, and connecting into Cliff Street (existing Route 96) at a point approximately 600 feet north of the existing Route 89 (Park Road) intersection with Cliff Street. A four-lane bridge would replace the existing crossing of the Old Cayuga Inlet, and a three-lane bridge would be built across the Flood Control Channel. Alternative B would consist of a two-lane facility with a truck climbing lane on new location. This alternative would resemble Alternative A except that Route 96 would be on new location from the Buffalo Street extension, across the Flood Control Channel in the city, to the vicinity of the Tompkins Community Hospital in the town of Ithaca. A new two-lane bridge would be constructed over new Route 96 near the south end of Cass Park to provide access to Cass Park from the West Hill area. Alternative C would be a four-lane divided facility on new location. The four-lane divided section would split into one-way directional pairs near the southern end of Cass Park. The new southbound Route 96 would connect into Buffalo Street and the new northbound Route 96 would connect into Meadow Street. Regardless of the alternative chosen, routes 96 and 89 would be separated from the "Octopus" intersection. The estimated costs of alternatives A, B, and C are $10.7 to $12.6 million, $27.9 million, and $39.8 to $40.4 million, respectively. The cost differential ranges for alternatives A and C are associated with alignment options. POSITIVE IMPACTS: Traffic congestion and dangerous movements at the intersection of routes 13A, 79, 89, and 96 (locally known as the "Octopus") would be eliminated. Travel time between the city and town would decline significantly. NEGATIVE IMPACTS: Rights-of-way requirements would result in up to 10 residential and 10 commercial displacements. Alternative B would result in displacement of the Paleontological Research Institution, and one structure eligible for inclusion on the National Register of Historic Places could be displaced. The project would require some relocation of the existing Cayuga Inlet Trail that runs along the west bank of the Flood Control Channel and displacement of some land at Cass Park. The project would encroach visually on Cass Park and the island area. The property tax base would be reduced slightly. Two to six sites would be impacted by traffic noise once the roadway facility was in operation; one site would be affected by noise levels in excess of federal standards. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 880376, 2 volumes and maps, November 7, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-88-01-D KW - Bridges KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - New York 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/36397976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+96+IMPROVEMENT%2C+FROM+MEADOW+STREET+IN+THE+CITY+OF+ITHACA+TO+DUBOISE+ROAD+IN+THE+TOWN+OF+ITHACA%2C+TOMPKINS+COUNTY%2C+NEW+YORK.&rft.title=ROUTE+96+IMPROVEMENT%2C+FROM+MEADOW+STREET+IN+THE+CITY+OF+ITHACA+TO+DUBOISE+ROAD+IN+THE+TOWN+OF+ITHACA%2C+TOMPKINS+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 7, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR-18, AUBURN-BLACK DIAMOND ROAD TO INTERSTATE 90, KING COUNTY, WASHINGTON. AN - 36406386; 2073 AB - PURPOSE: Widening existing State Route (SR) 18 to a multilane, divided highway from the Auburn-Black Diamond Road to Interstate 90 (I-90), a distance of 22 miles, in King County, Washington is proposed. Three construction alternatives are under consideration. Features common to all alternatives would include widening SR 18 to a four-lane, divided highway with full access control; construction of new interchanges at SE 256th Street, 244th Avenue SE, Issaquah-Hobart Road, the Tiger Mountain State Forest access road, Kerriston Road, and SE 104th Street; and construction of grade separations at SE 240th Street, Covington Way, and SE 200th Street. In addition, two interchanges would be constructed at the southern end of the proposed project. The location of these two interchanges constitutes the only difference distinguishing the three alternatives. Alternative 1 would place the new interchanges at SE 312th Way and 144th Avenue. Alternative 2 would place the new interchanges at SE 304th Street and SE 288th Street. Alternative 3 would place the interchanges at SE 312th Way and SE 288th Street. The estimated costs of alternatives 1, 2, and 3 are $89.0 million, $91.0 million, and $88.0 million, respectively. POSITIVE IMPACTS: Project implementation would improve SR 18 to enable it to meet current design standards for a multilane state arterial; improve traffic operations and capacity to meet demands for traffic volume through the year 2010; improve safety in the corridor; support planned development; and support existing and planned county road facilities. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 18 to 19 homes and as many as 2 businesses and 21 to 25 acres of wetlands, clearance of more than 300 acres of vegetation, and loss of 11,000 square feet of the King County Auburn Narrows Park and 25 acres of Tiger Mountain State Forest. Federal noise standards would be violated in the Covington area due to increased traffic noise. Clearance of vegetation from river banks could affect the quality of the associated fishery. A total of 120 acres of new rights-of-way would have to be acquired at a cost of $12.0 million. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 880371, 202 pages, November 3, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-1988-04-D KW - Fisheries KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Vegetation KW - Wetlands KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR-18%2C+AUBURN-BLACK+DIAMOND+ROAD+TO+INTERSTATE+90%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SR-18%2C+AUBURN-BLACK+DIAMOND+ROAD+TO+INTERSTATE+90%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: November 3, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WIDENING OF INTERSTATE 5 (SANTA ANA FREEWAY) AND CONSTRUCTION OF INTERCHANGES WITH AND A TRANSITWAY BETWEEN STATE ROUTES 22 AND 55 IN THE CITIES OF SANTA ANA AND TUSTIN, ORANGE COUNTY, CALIFORNIA. AN - 36382409; 2059 AB - PURPOSE: Widening of Interstate 5 (I-5) (Santa Ana Freeway), including reconstruction of associated interchanges, and construction of a two-lane transitway facility in the cities of Santa Ana and Tustin, Orange County, California are proposed. The freeway improvement project would extend from State Route (SR) 55 to SR 22. The proposed alternative would involve the addition of general purpose and auxiliary lanes to I-5 and a two-lane transitway in the median, as well as improvements to the I-5/SR 55 and I-5/SR 22/SR 57 interchanges. More specifically, the project would involve widening I-5 by one lane in each direction for mixed-traffic flow. One auxiliary lane would also be constructed in each direction. One barrier-separated, high-occupancy-vehicle lane (i.e., the transitway) would be constructed in each direction. The transitway would be located at-grade in the freeway median, with the freeway widened into the Southern Pacific Railroad rights-of-way located on the southwest side of I-5. Access to and egress from the transitway would be provided on either end at SR 55 and SR 57 and locally at North Main Street and Grand Avenue. Numerous bridges would be constructed, modified, or replaced. The estimated cost of the project is $239 million. POSITIVE IMPACTS: In general, the project would relieve congestion, improve traffic operational problems, and promote carpooling. Improvements to the interchanges would reduce the substantial congestion and high number of accidents and increase the operational efficiency of the freeway network. Local transportation planning goals would be supported. Air quality within the corridor would improve due to improved vehicular operation. Inclusion of noise control structures in the project design would decrease noise levels along the corridor by 5 to 16 decibels on the A-weighted scale. Fuel use associated with transportation along the corridor would decline from 48,500 gallons per day to 40,500 gallons per day. NEGATIVE IMPACTS: Rights-of-way requirements for the transitway would result in the displacement of 233 properties, 564 persons, 112 businesses, and 648 employees. Approximately 380 parking spaces associated with business operations would be lost. Six properties located in the North Broadway Park Historic District would be affected, and project structures would degrade the visual environment of the area. Noise levels along the corridor would increase from one to six decibels on the A-weighted scale, unless noise control walls are added to the project design. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and a supplement to the DEIS, see 86-0515D, Volume 10, Number 12, and 88-0092D, Volume 12, Number 3-4, respectively. JF - EPA number: 880372, 378 pages, November 2, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-06-F KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - California 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/36382409?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+OF+INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+AND+CONSTRUCTION+OF+INTERCHANGES+WITH+AND+A+TRANSITWAY+BETWEEN+STATE+ROUTES+22+AND+55+IN+THE+CITIES+OF+SANTA+ANA+AND+TUSTIN%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+WIDENING+OF+INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+AND+CONSTRUCTION+OF+INTERCHANGES+WITH+AND+A+TRANSITWAY+BETWEEN+STATE+ROUTES+22+AND+55+IN+THE+CITIES+OF+SANTA+ANA+AND+TUSTIN%2C+ORANGE+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: November 2, 1988 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Alcohol and highway safety in a public health perspective. AN - 78528940; 3141961 AB - The Public Health Service and the National Highway Traffic Safety Administration share the responsibility for problems related to injury prevention and control regarding the alcohol-impaired operation of motor vehicles. NHTSA activities have evolved over several decades within a general framework which emphasizes community-based systems. The National Highway Traffic Safety Administration is promoting program activities that stress community-level involvement in problems of alcohol and highway use. The public health approach to the mortality and morbidity resulting from alcohol use and motor vehicle operation entails examining and promoting those activities that address human factors. Techniques for Effective Alcohol Management (TEAM) is a cooperative effort representing sports, entertainment, insurance, vehicle manufacturer, and other organizations and agencies building community coalitions. The Centers for Disease Control is establishing research and collaborating centers to stimulate studies and exchange information on injury-related research. Alcohol countermeasures programs include training for law enforcement and legal officials, technology development efforts, and changes in laws applied to use of alcohol and other drugs. Outreach and networking activities have encouraged the initiation and coordination of community level groups active in promoting highway safety with regard to the use of alcohol. Statistical method changes are being discussed for surveillance of motor vehicle-related injuries for Health Objectives for the Nation for the Year 2000. NHTSA data systems being discussed are thought to be more timely and more sensitive to crash activity than methods now in use. Public health approaches to the problems of alcohol and highway safety are benefiting from growing cooperation among highway safety and public health officials to reduce the morbidity and mortality resulting from operation of motor vehicles by performance-impaired drivers. JF - Public health reports (Washington, D.C. : 1974) AU - Dickman, F B AD - National Highway Traffic Safety Administration, Office of Alcohol and State Programs, Washington, DC 20590. PY - 1988 SP - 653 EP - 658 VL - 103 IS - 6 SN - 0033-3549, 0033-3549 KW - Abridged Index Medicus KW - Index Medicus KW - United States KW - Consumer Organizations KW - Humans KW - Government Agencies KW - Alcoholic Intoxication -- prevention & control KW - Legislation as Topic KW - Public Health KW - Accidents, Traffic -- statistics & numerical data KW - Alcohol Drinking KW - Accidents, Traffic -- prevention & control KW - Automobile Driving UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/78528940?accountid=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=Public+health+reports+%28Washington%2C+D.C.+%3A+1974%29&rft.atitle=Alcohol+and+highway+safety+in+a+public+health+perspective.&rft.au=Dickman%2C+F+B&rft.aulast=Dickman&rft.aufirst=F&rft.date=1988-11-01&rft.volume=103&rft.issue=6&rft.spage=653&rft.isbn=&rft.btitle=&rft.title=Public+health+reports+%28Washington%2C+D.C.+%3A+1974%29&rft.issn=00333549&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 1988-12-12 N1 - Date created - 1988-12-12 N1 - Date revised - 2017-01-13 N1 - SuppNotes - Cited By: MMWR CDC Surveill Summ. 1988 Feb;37(1):5-12 [3127686] N1 - Last updated - 2017-01-17 ER - TY - RPRT T1 - SOUTHERN TIER EXPRESSWAY-CORNING AREA, PAINTED POST TO STATE ROUTE 414, STEUBEN COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1973). AN - 36403168; 1992 AB - PURPOSE: Construction of 2.8 miles of the Southern Tier Expressway as a limited-access facility on new location in Steuben County, New York is proposed. This supplement to the final environmental impact statement (FEIS) of July 1973 on construction of the expressway has been prepared because the alternatives in one section of the proposed project fall outside of the locations recommended in the FEIS and because design alternatives in the Village of Riverside provide interchange and design features not considered in the FEIS. The highway segment would begin at the CONRAIL grade separation over existing Route 17 in the Village of Painted Post, traverse the Village of Riverside along Cutler Creek, follow alignments along the slope of Pine Hill in the city and town of Corning north of Winfield Street, and end just east of Baker Street at the western terminus of the recently completed segment of the Southern Tier Expressway. An interchange would connect the new highway segment to relocated New York State Route 414. Four alternatives have been developed for the Riverside Section; two alternatives for the section north of Winfield Street; and two alternatives in the Baker Street Section. The alternatives in all project sections can be combined to provide 16 overall alternative locations and/or designs. Each alternative would provide access into the Village of Riverside and to existing Route 17. POSITIVE IMPACTS: Project implementation would close a major gap in the Southern Tier Expressway, increasing safety and providing more efficient travel for local and interregional travelers. The project would support areawide and local planning for future land use and urban and community revitalization and development. The highway segment would contribute to regional and local economic development, which has been impeded in the past because of inadequate highway facilities. Traffic noise along most existing roads and streets in the corridor would decline. NEGATIVE IMPACTS: Rights-of-way requirements would displace 54 to 67 families and 13 to 15 businesses and would convert 109 to 133 acres of land to highway uses. The project could require acquisition of the Winfield Street Elementary School, causing relocation of the school or relocation of the school population to other schools. Traffic noise would increase at some residential sites and other activity sites along the corridor, and some sites would be affected by noise in excess of federal standards. Personal and community activity and transportation patterns would be disrupted during construction. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 73-2619F, EIS Cumulative 1970-1976, Volume 2. JF - EPA number: 880352, 8 volumes and maps, October 21, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-72-13D(S) KW - Cultural Resources Assessments KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Schools KW - Socioeconomic Assessments KW - Traffic Analyses KW - Urban Development KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - New York KW - Federal Aid Highway Act of 1968, 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/36403168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-10-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+TIER+EXPRESSWAY-CORNING+AREA%2C+PAINTED+POST+TO+STATE+ROUTE+414%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1973%29.&rft.title=SOUTHERN+TIER+EXPRESSWAY-CORNING+AREA%2C+PAINTED+POST+TO+STATE+ROUTE+414%2C+STEUBEN+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1973%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 - Draft. Preparation date: October 21, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLMA/BART STATION, TOWN OF COLMA, SAN MATEO COUNTY, CALIFORNIA. AN - 36389811; 1986 AB - PURPOSE: Implementation of a plan to improve transit accommodations for passengers using the Colma Bay Area Rapid Transit (BART) Station on the Daly City/Colma Corridor in northern San Mateo County, California is proposed. In addition to the Transportation Systems Management (TSM) Alternative, two build alternatives are under consideration. Alternative 1 would involve construction of a BART passenger station in unincorporated Colma at the end of the newly constructed turnback adjacent to the BART yard. BART trains would operate at an average nine-minute headway from this station during peak periods. A 100-foot retarder track would be provided beyond the station for operational safety. A bus bay and kiss-and-ride area would be located on the east side of the station platforms. Parking facilities would be located on the west side of the station in a 1,400-car garage, with additional at-grade parking at the SamTrans Colma Park and Ride site and on-street sites within 0.5 mile of the station. Alternative 2 would have the same station platform-concourse, existing turnback connection, bus area, parking, pedestrian access, and BART track and yard lead configuration as Alternative 1. In addition, Alternative 2 would include a new turnback that would extend 1,630 feet from the station platform across El Camino Road into the Southern Pacific Railroad rights-of-way and four off-street parking areas that would be constructed as demand requires. The turnback would enable BART trains to operate at an average headway of 4.5 minutes during the peak period. The estimated cost of the TSM Alternative is $4.1 million. The costs of Alternatives 1 and 2 are estimated at $66.5 million to $88.9 million and $83.1 million to $110.2 million, respectively. POSITIVE IMPACTS: Unsatisfactory access conditions at the Daly City BART Station, resulting in unmet passenger demand, would be relieved under either Alternative 1 or 2. Effects of anticipated growth in the San Francisco and northern San Mateo County area on the station would be accommodated over the next two decades. Some improvement in access and use would be experienced under the TSM Alternative. All alternatives would shift employment into the study area from the rest of the region. NEGATIVE IMPACTS: Alternatives 1 and 2 would impact land use in the study area by increasing the general level of activity, particularly activity associated with commercial and retail uses; this activity could decrease the attractiveness of the area for residents. Businesses on D Street west of El Camino Road would lose a portion of their current sites when the right-of-way is enforced for the station access road under Alternatives 1 or 2. Small portions of other privately owned sites would also be displaced. The parking garage would mar area aesthetics. Alternatives 1 and 2 would affect the acoustic and vibrational environments of the area and would create approximately six areas of impervious surface. LEGAL MANDATES: Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 880351, 271 pages, October 21, 1988 PY - 1988 KW - Roads and Railroads KW - Employment KW - Land Use KW - Noise KW - Parking KW - Rapid Transit Systems KW - Transportation KW - California KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389811?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-10-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLMA%2FBART+STATION%2C+TOWN+OF+COLMA%2C+SAN+MATEO+COUNTY%2C+CALIFORNIA.&rft.title=COLMA%2FBART+STATION%2C+TOWN+OF+COLMA%2C+SAN+MATEO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 21, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CUSHMAN STREET UPGRADING, VAN HORN ROAD TO GAFFNEY ROAD, FAIRBANKS, ALASKA. AN - 36400706; 1984 AB - PURPOSE: Improvement of 1.8 miles of South Cushman Street in Fairbanks, Alaska is proposed. The project would extend from Van Horn Road to Gaffney Road. The minor urban arterial would be upgraded from the existing two- and three-lane configuration to five lanes; the center lane would be used for left-turn storage. The typical rights-of-way width for the enlarged highway would be 78.5 feet; an eight-foot-wide utility easement would be added to this width. The existing right-of-way is 50 feet from 10th to 26th avenues with variable widths between 26th and 31st avenues, and 100 feet from 31st Avenue to Van Horn Road. Two options would be open for the portion of the roadway between 31st Avenue and Van Horn Road. The first proposes a storm drain with 8-foot shoulders, a 6-foot sidewalk on the east side, and a 14-foot utility area on the west. The second option would involve a 14.5-foot open drainage ditch on the west, 8-foot shoulders, and a 6-foot sidewalk on the east. The estimated cost of the project is $7.1 million. POSITIVE IMPACTS: Enlargement of the capacity of South Cushman Street would improve service to local businesses and ease travel on the shortest link between the commercial/industrial area of southeast Fairbanks and the central business district. The accident rate for the roadway would decline by 60 percent, and mass transit use within the corridor would be more efficient. The goals and policies of the Fairbanks North Star Borough Comprehensive Plan and Fairbanks Metropolitan Area Transportation Study would be supported. Air pollution levels along the corridor would drop substantially due to increased traffic efficiency. NEGATIVE IMPACTS: Limited existing rights-of-way between Airport Way and 26th Avenue would necessitate the acquisition of land, which would require relocating 12 commercial buildings and displacing numerous parking spaces. The number of buildings fronting South Cushman Street that are in violation of setback requirements would increase from 24 to 46. Existing access and travel patterns would be altered somewhat, and noise levels along the corridor would increase slightly. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880344, 152 pages and maps, October 7, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-03-D KW - Air Quality Assessments KW - Central Business Districts KW - Drainage KW - Easements KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Alaska KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CUSHMAN+STREET+UPGRADING%2C+VAN+HORN+ROAD+TO+GAFFNEY+ROAD%2C+FAIRBANKS%2C+ALASKA.&rft.title=SOUTH+CUSHMAN+STREET+UPGRADING%2C+VAN+HORN+ROAD+TO+GAFFNEY+ROAD%2C+FAIRBANKS%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: October 7, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNIVERSITY AVENUE REHABILITATION AND WIDENING, COLLEGE ROAD TO PARKS HIGHWAY, FAIRBANKS, ALASKA (PROJECT NO. 63213). AN - 36389378; 1985 AB - PURPOSE: Improvement of 2.2 miles of University Avenue from College Road to the Parks Highway South Fairbanks Extension on the west side of Fairbanks, Alaska is proposed. The existing four-lane section would be upgraded to create a five-lane cross-section with shoulders. The additional lane would provide a continuous center lane for left-turn movements. Spot improvements at various access points and intersections would also be implemented. The typical section would consist of four 12-foot-wide through-lanes, a 16-foot-wide left-turn lane, 8-foot shoulders, a 5-foot pedestrian sidewalk on the east side, and an 8-foot pedestrian/bicycle path on the west side. A railroad overpass would be constructed to carry the facility over the Alaska Railroad tracks that traverse the alignment. The expanded highway would be designed for an average daily traffic (ADT) flow of 24,800 vehicles; the design hourly flow would represent 11 percent of the ADT flow. Design speed of the highway would be 40 to 45 miles per hour. POSITIVE IMPACTS: Project improvements would ease traffic flow on the principal north-south route on the west side of Fairbanks. Expected traffic flows to the year 2010 would be accommodated. The enlarged highway would generally increase the safety and efficiency of traffic movements, reduce delays, provide for greater traffic carrying capacity, allow for upgraded and extended pedestrian and bicycle facilities, and further the goals of the North Star Borough Comprehensive Plan for the ongoing development and improvement of the Fairbanks road system. Access and egress from the Chena River State Park would be eased. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of four rental residences and one apartment building. Minor changes in existing access and travel patterns would inconvenience some travelers for a short period. Some wetlands and floodplains would be displaced; areas affected would include the Chena River floodplain and Deadman Slough. The Chena River State Recreation Site, which lies adjacent to University Avenue southeast of the University Avenue Bridge, would be affected by the project; specifically, the highway would encroach into the west side of the park, requiring removal of vegetation. Traffic volumes affecting the park would increase. The project has caused some negative public reaction. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 880341, 148 pages and maps, October 7, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-04-D KW - Air Quality Assessments KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Alaska KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNIVERSITY+AVENUE+REHABILITATION+AND+WIDENING%2C+COLLEGE+ROAD+TO+PARKS+HIGHWAY%2C+FAIRBANKS%2C+ALASKA+%28PROJECT+NO.+63213%29.&rft.title=UNIVERSITY+AVENUE+REHABILITATION+AND+WIDENING%2C+COLLEGE+ROAD+TO+PARKS+HIGHWAY%2C+FAIRBANKS%2C+ALASKA+%28PROJECT+NO.+63213%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Fairbanks, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 7, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENT OF I-94BL (MICHIGAN AVENUE) FROM DICKMAN ROAD TO COLUMBIA AVENUE, CITY OF BATTLE CREEK, EMMETT TOWNSHIP, CALHOUN COUNTY, MICHIGAN. AN - 36397841; 1989 AB - PURPOSE: Improvement of Interstate 94BL (I-94BL) (Michigan Avenue) from the intersection of I-194, Michigan 66 (M-66), and Dickman Road eastward to the intersection of I-94BL and Columbia Avenue in the city of Battle Creek and Emmett Township, Calhoun County, Michigan is proposed. The 2.2 miles of highway to be improved are currently a four-lane roadway from M-66 west to Porter Street and a two-lane roadway from Porter Street to Columbia Avenue. The alignment would begin at the I-194/M-66/Dickman Road interchange and traverse to the south of existing Dickman Road to Main Street. From Main Street, the route would follow a new location along the west and north side of the General Foods Plant east to Gilbert Street. From Gilbert Street, the alignment would continue on existing I-94BL to its terminus at the Columbia Avenue/Michigan Avenue intersection. The proposed project would provide five 12-foot lanes, flanked by curb-and-gutter sections and served by an enclosed drainage system. Rights-of-way widths would vary from 90 to 150 feet. From M-66 east to Columbia Avenue, new rights-of-way would be acquired. The Grand Trunk Western tracks would be relocated approximately 100 feet west of the existing line from a point near Second Street to Elm Street. The Conrail tracks would be relocated from the Grand Trunk Western tracks east to a point near Spencer Street. Consideration would be given to implementing this scheme in two phases, to reduce disruption of the local area. The estimated cost of the project ranges from $14.0 to $16.0 million; the range estimate reflects rights-of-way acquisition, relocation payments, preliminary engineering, construction, and contingencies. POSITIVE IMPACTS: Planned improvements to I-94BL would provide direct and efficient east-west movements within the local trunkline system, improve access to major industrial centers within Battle Creek for commercial and passenger vehicles, reduce accident rates within the corridor, accommodate present and projected traffic volumes within the corridor, and complete a trunkline improvement that has been planned for several years by extending I-94BL to the Dickman Road interchange. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of 98 to 112 residences, 4 to 8 commercial establishments, and 1 institution. Existing street parking would be eliminated along the proposed alignment. Construction activities would cause short-term impacts, including noise, dust, and disruption of local traffic patterns. There would be a short-term reduction in the local tax base due to rights-of-way acquisition. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880338, 64 pages and maps, October 6, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-88-01-D KW - Air Quality Assessments KW - Highway Structures KW - Highways KW - Noise Assessments KW - Parking KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Michigan KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397841?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-10-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+IMPROVEMENT+OF+I-94BL+%28MICHIGAN+AVENUE%29+FROM+DICKMAN+ROAD+TO+COLUMBIA+AVENUE%2C+CITY+OF+BATTLE+CREEK%2C+EMMETT+TOWNSHIP%2C+CALHOUN+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+IMPROVEMENT+OF+I-94BL+%28MICHIGAN+AVENUE%29+FROM+DICKMAN+ROAD+TO+COLUMBIA+AVENUE%2C+CITY+OF+BATTLE+CREEK%2C+EMMETT+TOWNSHIP%2C+CALHOUN+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: October 6, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REPLACEMENT OF ROOSEVELT BRIDGE, CITY OF STUART, MARTIN COUNTY, FLORIDA. AN - 36403243; 1987 AB - PURPOSE: Replacement of the Roosevelt Bridge in the city of Stuart, Martin County, Florida is proposed. The bridge carries U.S. 1 (State Road (S.R.) 5), a free-access arterial highway, over the St. Lucie River. U.S. 1 runs in a predominantly north-south direction from the north Florida state line in the vicinity of Jacksonville, south along the east coast, to its termination in Key West. The St. Lucie River crossing is located in the northeast corner of Martin County, just south of St. Lucie County. The 2.6 mile project area extends from south of S.R. 76 at the southern terminus, northward to just north of Wright Boulevard. The proposed improvements would include replacement of the existing four-lane bascule Roosevelt Bridge with a six-lane, fixed, high-level facility that would be located adjacent to the existing crossing. In addition, several existing intersections within the project limits would be modified to facilitate acceptable future intersection operations. One build alternative, involving two subalternatives, has been chosen for implementation. Each of the two subalternatives would provide a six-lane roadway and a bridge cross-section with a fixed 55-foot minimum vertical clearance. POSITIVE IMPACTS: The increased capacity for crossing the St. Lucie River provided by the new bridge would improve travel conditions for motorists on U.S. 1 and for boats on the St. Lucie River. The smoother automobile traffic flow would reduce emissions of carbon monoxide, improving ambient air quality. Local water quality would improve due to replacement of pipelines that discharge runoff directly into the river with detention ponds. NEGATIVE IMPACTS: Rights-of-way development for the project would result in the displacement of 5 residences and 26 to 27 businesses and could result in the displacement of a nonprofit organization. As much as 4.52 acres of wetlands could be lost. A total of 13 acres of land would be converted to rights-of-way. Construction activities could temporarily disturb the endangered West Indian manatee, which congregates in the river area surrounding the site. Noise levels along the study corridor would increase as much as 14 decibels on the A-Weighted scale. LEGAL MANDATES: Executive Order 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). JF - EPA number: 880316, 223 pages, September 21, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-88-01-D KW - Air Quality KW - Bridges KW - Endangered Species (Animals) KW - Emissions KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Florida 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/36403243?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REPLACEMENT+OF+ROOSEVELT+BRIDGE%2C+CITY+OF+STUART%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.title=REPLACEMENT+OF+ROOSEVELT+BRIDGE%2C+CITY+OF+STUART%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 21, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE U.S. 206, SECTION (5), COUNTY RT. 518 TO THE INTERSECTION OF RT. U.S. 202, N.J. RT. 28, AND RT. U.S. 206 (SOMMERVILLE CIRCLE), SOMERSET COUNTY, NEW JERSEY. AN - 36401734; 1990 AB - PURPOSE: Improvement of approximately 14 miles of existing U.S. 206 is proposed from County Route (C.R.) 518 in Montgomery Township to the intersection of Routes 202, 28, and 206 (the Somerville Circle) in the municipalities of Somerville Borough, Raritan Borough, and the Bridgewater Township of Somerset County, New Jersey. Under the preferred alternative, the project would begin on existing alignment just south of C.R. 518 and proceed north to the vicinity of Bedens Brook, where a slight shift would improve the roadway's horizontal geometry and raise the profile to reduce flooding impacts. From Bedens Brook, the roadway would continue north on the existing alignment to a point south of the Harlingen Historic District, where a westerly bypass would begin. This controlled-access facility would bypass the historic district, cross back over existing U.S. 206, and continue on new alignment to the east of existing U.S. 206, bypassing the Belle Mead curve and Hillsborough Township's central business district before rejoining the existing alignment near Old Somerville Road. The selected alternative would then continue north on the existing alignment to the historic Duke Estate, where the alignment would be offset slightly to the east of the estate wall. The facility would remain on the existing alignment from the latter point to the Somerville Circle, which would be improved by construction of a structure to carry U.S. 202 over it. The project would consist primarily of widening the existing roadway to provide two lanes in each direction. Three lanes would be provided in each direction along a 0.7-mile reach in the area of the Dukes Estate wall. The new roadway would be divided by either a New Jersey-type concrete barrier or a 26-foot grass median, depending on the location. Several intersections would be improved, and new jughandles would be constructed to facilitate turning movements. POSITIVE IMPACTS: Highway construction would accommodate existing and future traffic demands, improving social and economic situations and reducing travel times. Access to major roadway connections, such as Interstate 287, U.S. 22, proposed Route 92, and Somerset Expressway, would be improved. Elimination of hazardous curves affecting the existing facility would reduce accident rates within the corridor. The project would be in compliance with the Master Plan for Somerset County and all involved municipalities. NEGATIVE IMPACTS: Rights-of-way development would encroach on 11.4 acres of floodplains and approximately three acres of wetlands; relocation of 21 families and 17 businesses would also be required. A total of 0.23 acre of recreational property would also be displaced from Docherty Park and Village Green. 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 environmental impact statement, see 85-0423D, Volume 9, Number 9. JF - EPA number: 880298, 2 volumes and maps, September 8, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-85-02-F KW - Bridges KW - Creeks KW - Easements KW - Floodplains KW - Highways KW - Historic Sites KW - Railroad Structures KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - New Jersey 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/36401734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+U.S.+206%2C+SECTION+%285%29%2C+COUNTY+RT.+518+TO+THE+INTERSECTION+OF+RT.+U.S.+202%2C+N.J.+RT.+28%2C+AND+RT.+U.S.+206+%28SOMMERVILLE+CIRCLE%29%2C+SOMERSET+COUNTY%2C+NEW+JERSEY.&rft.title=ROUTE+U.S.+206%2C+SECTION+%285%29%2C+COUNTY+RT.+518+TO+THE+INTERSECTION+OF+RT.+U.S.+202%2C+N.J.+RT.+28%2C+AND+RT.+U.S.+206+%28SOMMERVILLE+CIRCLE%29%2C+SOMERSET+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 8, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGE P. COLEMAN BRIDGE YORK RIVER CROSSING STUDY, YORK AND GLOUCESTER COUNTIES, VIRGINIA. AN - 36400606; 1994 AB - PURPOSE: Construction of a bridge or tunnel and associated approaches to replace the George P. Coleman Bridge across the York River in Virginia is proposed to improve the connection between York and Gloucester counties. The study area for the project includes portions of Gloucester, York, and James City counties and a 20-mile section of the York River. The existing bridge is a two-lane, 0.71-mile facility, with double-swing spans, crossing the York River in southeastern Virginia at Yorktown. It is the only York River crossing south of West Point, a community 30 miles upriver. The project would consist of a limited-access, four-lane facility, with interchanges at major intersecting roads and a design speed of 60 miles per hour (mph) for bridge alteratives and 50 mph for tunnel alternatives. The northern terminus of the project would be Route 17 in Gloucester County and the southern terminus, depending on the alterative chosen, would be either Interstate 64 (I-64) or Route 17 in York County. The relative impacts of implementing seven build alternatives are under consideration, based on traffic, engineering, and environmental factors within the project study area. The facility, either a bridge or a tunnel, would provide for minimum lane widths of 12 feet and require a typical rights-of-way width of 250 feet. Interchanges would be constructed at the project termini. The estimated costs of the seven construction alternatives range from $67 million for reconstruction of the existing bridge to $376 million for tunnel construction. POSITIVE IMPACTS: Bridge construction would expand the vehicular capacity for crossing the York River in the vicinity of the existing George P. Coleman Bridge. The project would thereby alleviate current traffic congestion at the crossing, accommodate projected river crossing traffic to the year 2010, and ease travel between the Tidewater peninsulas; travel between the peninsulas is critical to the continued social and economic health of the region, which includes the rural outlying counties of King and Queen, Middlesex, and Mathews, and the urbanized areas of James City, Hampton, Newport News, and Norfolk. NEGATIVE IMPACTS: Rights-of-way requirements would displace as many as 33 families, 172 individuals, and 9 businesses. A portion of the local property tax bases would be lost, and residential, commercial, agricultural, industrial and other lands, possibly including parklands, would be lost. The number of residences affected by traffic noise could increase along the Route 17 corridor. Wetlands would be impacted, and hazardous waste sites could be affected. Numerous historical and archaeological sites could be damaged. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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: 880275, 289 pages and maps, August 24, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-88-02-D KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Waste Disposal KW - Wetlands KW - Virginia 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/36400606?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGE+P.+COLEMAN+BRIDGE+YORK+RIVER+CROSSING+STUDY%2C+YORK+AND+GLOUCESTER+COUNTIES%2C+VIRGINIA.&rft.title=GEORGE+P.+COLEMAN+BRIDGE+YORK+RIVER+CROSSING+STUDY%2C+YORK+AND+GLOUCESTER+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 24, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KAULANA BAY NAVIGATION IMPROVEMENTS, SOUTH POINT, HAWAII (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1981). AN - 36398166; 2005 AB - PURPOSE: Provision of navigation improvements in Kaulana Bay east of South Point on the island of Hawaii is proposed. This supplement to the final environmental impact statement of September 1981 has been filed because of delays in initiating the project, based on litigation against the Corps of Engineers, which acted as the federal administering agency, and the Hawaii Department of Transportation, the local sponsor. The litigation was filed in October 1983 and settled in March 1988. Subsequently, the Corps was requested by the local sponsor to restart the project and reinitiate the process for awarding construction of the approved navigation improvements. Although there have been no changes in the selected project design and previously documented, expected impacts, it has been determined that a supplemental statement should be submitted to provide a record of the measures to be taken. The preferred design would consist of a 135-foot-long, 8.5-foot-deep entrance channel with a width tapering from 80 feet to 60 feet, a 200-foot-by-100-foot turning basin, and a 155-foot-long breakwater with a crest elevation of 11.5 at the head and 8.5 feet at the trunk. The turning basin would have a depth of 6.5 feet. Approximately 5,200 cubic yards of dredged material would be disposed via spreading on a 6.4-acre site adjacent to a launch ramp associated with the breakwater. The only navigational aids to be installed would consist of a day marker. The state of Hawaii would be responsible for the installation of all shoreside facilities, including 40 to 50 parking spaces and toilet and freshwater facilities. POSITIVE IMPACTS: The project would improve the usability and safety of the boating facilities in the bay that are used by South Point commercial fishing interests. The breakwater would offer protection to a launch ramp that would otherwise be subject to wave action generated by deep water swells and trade winds. The total catch by commercial fishing interests would increase substantially. NEGATIVE IMPACTS: The breakwater could damage surface archaeological sites on the east side of the bay, and actions related to the construction of the breakwater could destroy other sites and cultural materials in the area. Construction activities would disturb 0.91 acre of bay habitat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor and Flood Control Act of 1970 (P.L. 91-611). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 81-0641D, Volume 5, Number 8, and 82-0079F, Volume 6, Number 1, respectively. JF - EPA number: 880288, 67 pages, August 20, 1988 PY - 1988 KW - Water KW - Archaeological Sites KW - Bays KW - Breakwaters KW - Cultural Resources KW - Dredging KW - Harbor Structures KW - Harbors KW - Islands KW - Navigation KW - Parking KW - Waterways KW - Hawaii KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor and Flood Control Act of 1970, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398166?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KAULANA+BAY+NAVIGATION+IMPROVEMENTS%2C+SOUTH+POINT%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1981%29.&rft.title=KAULANA+BAY+NAVIGATION+IMPROVEMENTS%2C+SOUTH+POINT%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1981%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Honolulu, Hawaii; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 20, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WIDENING AND EXTENSION OF BEAVER DAM ROAD FROM BEAVER COURT TO PADONIA ROAD, BALTIMORE COUNTY, MARYLAND. AN - 36404312; 1904 AB - PURPOSE: Widening and extension of Beaver Dam Road to create a four-lane facility from Beaver Court to Padonia Road in Baltimore County, Maryland is proposed. The existing two-lane section of Beaver Dam Road would be widened to four lanes from the southern limit of Hunt Valley Industrial Park at Beaver Court to just north of Church Lane, and a new four-lane roadway would be constructed from Church Lane to Padonia Road. The project would also involve provision of an intersection with the proposed Warren Road extension; provision of a connection between Industry Lane and Beaver Dam Road; improvement of the intersection with Church Lane or closure of Church Lane; and creation of an intersection with Padonia Road. Under the preferred alternative, the intersection of Padonia Road would be opposite the intersection of Deereco Drive. CONRAIL maintains a 56-foot-wide right-of-way and a single track through the corridor. Acquisition and development of a public transportation facility along the CONRAIL rights-of-way is still under consideration. Under the preferred alternative, the existing CONRAIL lines would be relocated east of their present location, outside the existing rights-of-way. The estimated cost of the project, including construction, relocation, and rights-of-way costs, is estimated at $8.7 million. POSITIVE IMPACTS: The widening and extension of Beaver Dam Road would permit improved movement of traffic along the corridor and would provide additional access for traffic from the Hunt Valley complex to Interstate 83 (I-83) via Padonia Road. The project would provide a connection with Industry Lane, allowing additional traffic movement away from York Road. Beaver Dam Road would help alleviate the traffic congestion along York Road and would provide an upgraded intersection with the proposed extension of Warren Road from York Road to I-83. Access to industrial and commercial properties within the corridor would be improved, allowing for commercial expansion. This would provide increased employment and additions to the tax base. NEGATIVE IMPACTS: The preferred alternative would affect a proposed historic district. Five historic residential structures would be displaced. One major stream crossing would be required, involving the construction of a bridge or two 12-by-16-foot box culverts and relocation of 325 feet of Goodwin Run, a degraded class III stream. Approximately 0.06 acre of wetland and 1.6 acres of floodplain would be affected, and approximately 0.5 acre of prime farmland would be displaced. A total of five residences housing 12 persons and 1 business would be displaced. Federal Highway Administration Noise Abatement Criteria would be violated at two receptors. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0520D, Volume 10, Number 12. JF - EPA number: 880267, 427 pages and maps, August 17, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-03-F KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Pipelines KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, 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/36404312?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WIDENING+AND+EXTENSION+OF+BEAVER+DAM+ROAD+FROM+BEAVER+COURT+TO+PADONIA+ROAD%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=WIDENING+AND+EXTENSION+OF+BEAVER+DAM+ROAD+FROM+BEAVER+COURT+TO+PADONIA+ROAD%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 - Final. Preparation date: August 17, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MUNI METRO TURNAROUND FACILITIES, SAN FRANCISCO, CALIFORNIA. AN - 36389493; 1902 AB - PURPOSE: Construction of a turnback facility for the MUNI Metro trains at the terminus of the Market Street subway in San Francisco, California is proposed. In addition to a Transportation Systems Management (TSM) alternative, two action alternatives are under consideration. Alternative 1, the Embarcadero Surface Alignment, would begin at the eastern end of the Embarcadero Station and proceed northeastward in twin tunnels beneath Market Street, generally over the BART tunnels, to Steuart Street. The tunnels would curve to the right under Justin Herman Plaza to a ventilation structure under the Embracadero Roadway and clear of the plaza. The main tracks would continue southeasterly in the subway open-cut structure, then curve to the right under the elevated Embaracadero Freeway near the Mission Street intersection. Between Mission and Howard streets, the tracks ascend to a portal and surface alignment in the median of the Embarcadero Roadway at Howard Street. The surface tracks would continue southeast in The Embarcadero median through reverse curves to the north line of Folsom Street. A center track for turning a four-car train would be provided in this block between Howard and Folsom. The tracks would continue in The Embarcadero median across Folsom and Harrison streets and onto the north side of Bryant Street. Within the last block, the main tracks would spread to accommodate two center tracks. Alternative 2, the Embarcadero Underground Alternative, would have a tunnel section similar to Alternative 1, continuing from the existing Spear Street Shaft to a ventilation structure under the Embarcadero Roadway clear of Justin Herman Plaza. The main tracks would continue southeasterly in a subway open-cut structure then curve to the right under the Embarcadero Freeway and close to the westerly property line of The Embarcadero between Mission and Howard streets. The main tracks spread for a center turnback track with access from both ends, followed by a second center track with access from the north. The main tracks would then ascend to the median of the realigned Embarcadero Parkway south of Howard Street. One main track would continue on the surface across Folsom Street and 330 feet beyond for temporary storage of a four-car disabled train. All turnback movements would occur underground; surface track would be less extensive than under Alternative 1. The estimated costs of the TSM Alternative and Alternatives 1 and 2 are $1.5 million, $71.8 million, and $91.9 million, respectively. POSITIVE IMPACTS: Alternatives 1 and 2 would provide the operational capability of running 30 trains per hour in the Market Street subway, accommodating the projected 20-year demand. The Underground Alternative would allow for completely concealed turnback operations, eliminating the visual and noise disturbances to adjacent lands that would occur under the Surface Alternative. NEGATIVE IMPACTS: The only significant, unmitigated impact of either Alternative 1 or 2 would involve visual intrusions into the area during the construction period; cut-and-cover excavation would occur along The Embarcadero to Howard Street. The Underground Alternative would have slightly greater impacts since construction would continue south of Howard Street. Under the Surface Alternative, two surface turnback areas could create visual and noise intrusions affecting the surrounding land area, particularly at the future Rincon Point waterfront park and the Bayfront Promenade. Surface turnback operations, which require a broadened roadway, would disrupt pedestrian flow across The Embarcadero, impede access to Piers 24, 26, and 28, and detract from the waterfront environment and activities. The Surface Alternative would also require closure of Howard Street to cross traffic at The Embarcadero. Construction of the Underground Alternative would result in displacement of 141 Port parking spaces. Relocation of a sewer line could be required. LEGAL MANDATES: Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 880269, 304 pages and maps, August 17, 1988 PY - 1988 KW - Roads and Railroads KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Visual Resources KW - California KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUNI+METRO+TURNAROUND+FACILITIES%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.title=MUNI+METRO+TURNAROUND+FACILITIES%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 17, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WATERLOO NORTHWEST, DOUGLAS COUNTY, NEBRASKA (PROJECT NO. F-275-7(156)). AN - 36406141; 1906 AB - PURPOSE: Construction of approximately 9.3 miles of highway on and along existing U.S. 275 between Mercer and Waterloo in Douglas County, Nebraska is proposed. East-west traffic in this corridor is currently accommodated by a two-lane, two-way highway extending between Omaha and Fremont. Current traffic volumes exceed the design capacity of this roadway, and congestion occurs during peak hours, creating serious traffic safety problems. The number of commuters from Fremont, Valley, and other adjacent areas using this route daily is increasing substantially. The new facility would consist of a four-lane divided highway created by construction of a two-lane roadway adjacent to the existing two lanes. For the 1.5-mile segment of the project in the vicinity of the Valley area, four alternative alignments have been assessed. The preferred alternative would involve construction of a four-lane rural bypass of Valley along the northern and eastern edges of the town, which would provide access to Valley at three locations via short connecting roads. The existing segment of U.S. 275 within Valley would revert to city jurisdiction after the project is completed. POSITIVE IMPACTS: When completed, the improved facility would provide safer travel for motorists throughout the segment. The facility would complement the existing police, fire, and ambulance protection services by providing safer and more efficient access to surrounding and outlying areas. In general, the expressway would reasonably meet the service requirements of an area located within Dodge and Douglas counties. The expressway would also serve as a direct connection to the interstate system in the vicinity of Omaha. NEGATIVE IMPACTS: Rights-of-way acquisitions would range from 70 to 106 acres, requiring relocation of two farm houses, three businesses, and one business office. All residential displacements would affect structures along existing U.S. 275 in rural areas. Most of the rights-of-way taken would be removed from the area's prime farmland holdings. The bypass would introduce a highway facility into an otherwise bucolic setting. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880261, 69 pages and maps, August 15, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NEB-EIS-88-01-D KW - Farmlands KW - Highways KW - Relocations-Property Acquisitions KW - Nebraska KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WATERLOO+NORTHWEST%2C+DOUGLAS+COUNTY%2C+NEBRASKA+%28PROJECT+NO.+F-275-7%28156%29%29.&rft.title=WATERLOO+NORTHWEST%2C+DOUGLAS+COUNTY%2C+NEBRASKA+%28PROJECT+NO.+F-275-7%28156%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 - Draft. Preparation date: August 15, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIRPORT PARKWAY-SOUTHERN EXPRESSWAY, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 36406174; 1912 AB - PURPOSE: Construction and/or reconstruction of State Route (S.R.) 60 as a multilane, limited-access highway is proposed to link the U.S. 22 /30-S.R. 60 interchange and the Beaver Valley Expressway (S.R. 60) and to provide access to the Greater Pittsburgh International Airport's new Midfield Terminal. The project, which would involve reconstruction of S.R. 60, would lie entirely in Allegheny County, Pennsylvania. Alternatives under consideration include: (1) construction of a Northern Access Road to the Midfield Terminal; (2) improvement of existing S.R. 60 and construction of the Northern Access Road; (3) construction of a Southern Expressway and limited improvement of S.R. 60; and (4) construction of the Southern Expressway and major improvement of S.R. 60. POSITIVE IMPACTS: Project implementation would complete a limited-access link in the Regional Transportation Plan and provide access to the midfield terminal of the area's airport, increase safety and improve traffic flow in the S.R. 60 corridor, and facilitate the economic development of the region. Construction activities would contribute numerous jobs to regional employment rolls. Removal of materials from an uncontrolled closed solid waste disposal area to a state-approved facility in association with the project would relieve the area of a health and safety hazard. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 8 to 11 families and 1 to 13 businesses that provide 7 to 225 jobs. An initial loss of $20,000 to $400,000 in local tax revenues would result. Removal of the solid waste from the uncontrolled site would be expensive. Noise levels in excess of Federal Highway Administration standards would occur at three to five locations. One to seven streams would be relocated or covered by culverts. Highway development would result in the loss of 178 to 785 acres of terrestrial habitat and 5 to 21 acres of wetlands. LEGAL MANDATES: Surface Transportation Act of 1987 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880258, 327 pages and maps, August 12, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-88-01-D KW - Airports KW - Creeks KW - Employment KW - Highway Structures KW - Highways KW - Landfills KW - Noise Standards Violations KW - Public Health KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Waste Disposal KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania KW - Surface Transportation Act of 1987, 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/36406174?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRPORT+PARKWAY-SOUTHERN+EXPRESSWAY%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=AIRPORT+PARKWAY-SOUTHERN+EXPRESSWAY%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: August 12, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW MEXICO STATE ROAD 516, SANTA FE-LOS ALAMOS CORRIDOR STUDY, PHASE C, SANTA FE AND LOS ALAMOS COUNTIES, NEW MEXICO. AN - 36403111; 1907 AB - PURPOSE: Construction of a shorter, more direct route from Santa Fe to Los Alamos, through Santa Fe and Los Alamos counties, New Mexico is proposed. The facility, to be known as State Road (S.R.) 516, would be a four-lane, divided highway with limited access control. Three alternatives are under consideration. The 29.8-mile Montoso alignment would begin at the intersection with the planned Santa Fe Relief Route north of the Santa Fe Country Club, proceed to the northwest across the Caja del Rio for approximately 8.5 miles to a point 1.0 mile south of Ortiz Mountain, turn westward to a point 2.0 miles west of Montoso Peak, turn north-northwest to cross White Rock Canyon, across Chaquehui, Ancho, Water, and Potrillo canyons, and follow Pajarito Road to Los Alamos. The 26.3-mile Potrillo alignment would follow the Montoso alignment for just over 6.0 miles, then turn due north for another 6.0 miles, then west to cross the Rio Grande, where it would join S.R. 4 south of the community of White Rock. It would follow S.R. 4 to Pajarito Road and then follow Pajarito Road to the community of Los Alamos. The northernmost Mortandad alternative, which has received the vast majority of endorsements in public meetings and in comments provided by public agencies, would extend 32.5 miles; the alignment would follow the Montoso alignment for 2.0 miles, then proceed north-northwest for a distance of 10.6 miles along the boundary between Forest Service and Bureau of Land Management (BLM) lands, following Buckman Road to the vicinity of the Rio Grande. West of the river, the Mortandad alignment would join S.R. 4 at the curve at White Rock and, from that point, split east to Jemez Road, west to Pajarito Road, and on to Los Alamos. All three alternatives would involve construction of a highway bridge across the Rio Grande in the White Rock Canyon area. The terrain from S.R. 4 across White Rock Canyon is mountainous. Due to the high cost of constructing deep cuts and high fills in this area, the lanes would be drawn together through this section. An interchange would be constructed to connect the facility to the Santa Fe Relief Route. Depending on the alternative alignment and various design decisions, cost estimates for the project range from $141.1 million to $192.6 million; project costs do not include the cost of potential acquisition of 109 acres of San Ildefonso lands, for which no cost estimate is available. POSITIVE IMPACTS: Safety conditions in the transportation of hazardous wastes from the Los Alamos National Laboratory to storage facilities would improve, and access from Santa Fe and the surrounding area to the Laboratory would be eased. Egress from the Laboratory for civil defense and other emergency conditions also would be improved. Construction activities would employ 1,143 to 1,560 persons. The Villa Linda Mall in Santa Fe would be more accessible to potential customers. Access to tourist and other recreational attractions in the Bandelier National Monument, the Jemez Mountains, Pajarito Ski Area, and Caja del Rio would improve. NEGATIVE IMPACTS: Placement of the bridge across the Rio Grande would degrade the visual quality of White Rock Canyon significantly and could affect the scenic quality of Bandelier National Monument. Rights-of-way acquisition requirements would range from 1,298 to 1,616 acres, and 1,153 to 2,474 acres of grazing lands would be displaced, resulting in a loss of 115 to 247 animal unit months. Retail activity would decrease in Los Alamos. Parklands near Pajarito Acres could be traversed, and the Caja del Rio Gun Club could be displaced. BLM and Forest Service lands would be displaced, reducing payments from these sources in lieu of local tax losses. Three endangered plants and five endangered animals could be impacted, and the Caja wild horse habitat could be traversed. As many as 24 archaeological sites could be affected. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 880252, 202 pages and maps, August 9, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NM-EIS-88-01-D KW - Archaeological Sites KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Grazing KW - Highway Structures KW - Highways KW - Nuclear Facilities KW - Parks KW - Radioactive Wastes KW - Ranges KW - Recreation Facilities KW - Recreation Resources KW - Research Facilities KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - New Mexico 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/36403111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+MEXICO+STATE+ROAD+516%2C+SANTA+FE-LOS+ALAMOS+CORRIDOR+STUDY%2C+PHASE+C%2C+SANTA+FE+AND+LOS+ALAMOS+COUNTIES%2C+NEW+MEXICO.&rft.title=NEW+MEXICO+STATE+ROAD+516%2C+SANTA+FE-LOS+ALAMOS+CORRIDOR+STUDY%2C+PHASE+C%2C+SANTA+FE+AND+LOS+ALAMOS+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 - Draft. Preparation date: August 9, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED BROOKE ARMY MEDICAL CENTER, FORT SAM HOUSTON, TEXAS. AN - 36402837; 1872 AB - PURPOSE: Construction and operation of a new regional medical training hospital and outpatient clinic, with appropriate support facilities and services, at Fort Sam Houston, Bexar County, Texas are proposed to replace the existing Brooke Army Medical Center (BAMC). The second largest U.S. Army medical center and one of the five major tenants of Fort Sam Houston, BAMC presently includes a 649-bed hospital facility and provides for approximately 835,000 outpatient visits annually, as well as some 296,000 visits for inhalation /respiratory, occupational, and physical therapy and rehabilitation. The center is composed of 52 structures, with some of the buildings dating from the early twentieth century. The preferred alternative for replacement of the center would involve construction and operation of a new 450-bed facility by the Joint Military Medical Command-San Antonio. Inpatient services would include 10 intensive care unit beds; 10 coronary care unit beds; 20 surgical intensive care unit beds; 24 coronary care stepdown unit beds; 22 thoracic surgery stepdown beds; 262 beds for medical, other surgical, and obstetric/gynecological care; 30 psychiatric care beds; 32 pediatric care beds (including beds assigned to the pediatric intensive care unit); 40 beds assigned to the Institute of Surgical Research; and 18 obstetrical care beds. Center staff would include 1,600 civilian personnel and 1,628 military personnel. The center's facilities would encompass 1.3 million gross square feet. The project would be a component of an overall 1,200 Bed Joint Venture Military Medical Community in the San Antonio area. The estimated cost of the 450-bed center is $282.0 million. POSITIVE IMPACTS: Centralization of the facilities, now spread out in numerous, and often outdated structures, would vastly improve the delivery of services rendered by the medical center. Cost savings would be realized in the areas of personnel time and energy expenditure. Construction expenditures would add significantly to the local economy. Overall health care in the catchment area of the center would benefit significantly as transit time for patients decreases and modern facilities become available. The scenic and visual environment of the fort grounds would be improved significantly due to replacement of dilapidated buildings. NEGATIVE IMPACTS: During construction, traffic patterns, air and water quality, soils, and the solid waste collection/disposal services would be impacted. Construction activities would also increase ambient noise levels. JF - EPA number: 880251, 239 pages, August 8, 1988 PY - 1988 KW - Defense Programs KW - Air Quality KW - Employment KW - Hospitals KW - Military Facilities (Army) KW - Noise Assessments KW - Recreation Resources Surveys KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Visual Resources KW - Water Quality KW - Wildlife Surveys KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+BROOKE+ARMY+MEDICAL+CENTER%2C+FORT+SAM+HOUSTON%2C+TEXAS.&rft.title=PROPOSED+BROOKE+ARMY+MEDICAL+CENTER%2C+FORT+SAM+HOUSTON%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Fort Worth, Texas; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 8, 1988 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Oriented pre-split for controlling rock slides AN - 50342583; 1994-056464 JF - Proceedings of the Annual Highway Geology Symposium AU - Moore, Harry L AU - Youd, T Leslie Y1 - 1988/08// PY - 1988 DA - August 1988 SP - 236 EP - 250 PB - Highway Geology Symposium, Atlanta, GA VL - 39 SN - 0160-9564, 0160-9564 KW - United States KW - failures KW - geologic hazards KW - damage KW - techniques KW - preventive measures KW - rock mechanics KW - remediation KW - landslides KW - blasting KW - mass movements KW - Tennessee KW - aerial photography KW - rockslides KW - roads KW - Cocke County Tennessee KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50342583?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Oriented+pre-split+for+controlling+rock+slides&rft.au=Moore%2C+Harry+L%3BYoud%2C+T+Leslie&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1988-08-01&rft.volume=39&rft.issue=&rft.spage=236&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 39th annual highway geology symposium; Construction to minimize environmental impact N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 1 N1 - PubXState - GA N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - aerial photography; blasting; Cocke County Tennessee; damage; failures; geologic hazards; landslides; mass movements; preventive measures; remediation; roads; rock mechanics; rockslides; techniques; Tennessee; United States ER - TY - JOUR T1 - Aesthetic and safety issues for highway rock slope design AN - 50342504; 1994-056455 JF - Proceedings of the Annual Highway Geology Symposium AU - Norrish, N I AU - Lowell, S M AU - Youd, T Leslie Y1 - 1988/08// PY - 1988 DA - August 1988 SP - 56 EP - 86 PB - Highway Geology Symposium, Atlanta, GA VL - 39 SN - 0160-9564, 0160-9564 KW - failures KW - shear strength KW - geologic hazards KW - slopes KW - mapping KW - cost KW - preventive measures KW - rock mechanics KW - remediation KW - ground water KW - models KW - physical properties KW - safety KW - blasting KW - drilling KW - slope stability KW - construction KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50342504?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Aesthetic+and+safety+issues+for+highway+rock+slope+design&rft.au=Norrish%2C+N+I%3BLowell%2C+S+M%3BYoud%2C+T+Leslie&rft.aulast=Norrish&rft.aufirst=N&rft.date=1988-08-01&rft.volume=39&rft.issue=&rft.spage=56&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 39th annual highway geology symposium; Construction to minimize environmental impact N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 7 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - blasting; construction; cost; design; drilling; failures; geologic hazards; ground water; mapping; models; physical properties; preventive measures; remediation; roads; rock mechanics; safety; shear strength; slope stability; slopes ER - TY - JOUR T1 - From geophysics to design in an environmentally sensitive area AN - 50340430; 1994-056475 JF - Proceedings of the Annual Highway Geology Symposium AU - Benson, Gordon R AU - Dye, Ronald R AU - Slifer, James C AU - Levine, Edward N AU - Youd, T Leslie Y1 - 1988/08// PY - 1988 DA - August 1988 SP - 372 EP - 401 PB - Highway Geology Symposium, Atlanta, GA VL - 39 SN - 0160-9564, 0160-9564 KW - United States KW - bedrock KW - Illinois KW - geophysical surveys KW - site exploration KW - crosshole methods KW - geophysical methods KW - refraction methods KW - seismic methods KW - foundations KW - surveys KW - Pike County Illinois KW - bridges KW - construction KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50340430?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=From+geophysics+to+design+in+an+environmentally+sensitive+area&rft.au=Benson%2C+Gordon+R%3BDye%2C+Ronald+R%3BSlifer%2C+James+C%3BLevine%2C+Edward+N%3BYoud%2C+T+Leslie&rft.aulast=Benson&rft.aufirst=Gordon&rft.date=1988-08-01&rft.volume=39&rft.issue=&rft.spage=372&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 39th annual highway geology symposium; Construction to minimize environmental impact N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 4 N1 - PubXState - GA N1 - Document feature - illus. incl. sects., 1 table, sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - bedrock; bridges; construction; crosshole methods; design; foundations; geophysical methods; geophysical surveys; Illinois; Pike County Illinois; refraction methods; roads; seismic methods; site exploration; surveys; United States ER - TY - JOUR T1 - Interpretation of seismic refraction data on a microcomputer AN - 50340398; 1994-056476 JF - Proceedings of the Annual Highway Geology Symposium AU - Scott, James H AU - Burdick, Richard G AU - Ludowise, Harry AU - Youd, T Leslie Y1 - 1988/08// PY - 1988 DA - August 1988 SP - 402 EP - 421 PB - Highway Geology Symposium, Atlanta, GA VL - 39 SN - 0160-9564, 0160-9564 KW - microcomputers KW - geophysical methods KW - data processing KW - inverse problem KW - refraction methods KW - two-dimensional models KW - seismic methods KW - models KW - computers KW - ray tracing KW - construction KW - roads KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50340398?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Interpretation+of+seismic+refraction+data+on+a+microcomputer&rft.au=Scott%2C+James+H%3BBurdick%2C+Richard+G%3BLudowise%2C+Harry%3BYoud%2C+T+Leslie&rft.aulast=Scott&rft.aufirst=James&rft.date=1988-08-01&rft.volume=39&rft.issue=&rft.spage=402&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 39th annual highway geology symposium; Construction to minimize environmental impact N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - Number of references - 9 N1 - PubXState - GA N1 - Document feature - 4 tables, sects. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - computers; construction; data processing; geophysical methods; inverse problem; microcomputers; models; ray tracing; refraction methods; roads; seismic methods; two-dimensional models ER - TY - JOUR T1 - Considerations affecting the choice of nailed slopes as a means of soil stabilization AN - 50204472; 1994-056467 JF - Proceedings of the Annual Highway Geology Symposium AU - Leonard, Matthew AU - Plum, Robert AU - Kilian, Al AU - Youd, T Leslie Y1 - 1988/08// PY - 1988 DA - August 1988 SP - 288 EP - 302 PB - Highway Geology Symposium, Atlanta, GA VL - 39 SN - 0160-9564, 0160-9564 KW - United States KW - soils KW - Skamania County Washington KW - methods KW - Washington KW - nailed slopes KW - geologic hazards KW - site exploration KW - terrains KW - slope stability KW - roads KW - climate KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50204472?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Considerations+affecting+the+choice+of+nailed+slopes+as+a+means+of+soil+stabilization&rft.au=Leonard%2C+Matthew%3BPlum%2C+Robert%3BKilian%2C+Al%3BYoud%2C+T+Leslie&rft.aulast=Leonard&rft.aufirst=Matthew&rft.date=1988-08-01&rft.volume=39&rft.issue=&rft.spage=288&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 39th annual highway geology symposium; Construction to minimize environmental impact N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1994-01-01 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - climate; geologic hazards; methods; nailed slopes; roads; site exploration; Skamania County Washington; slope stability; soils; terrains; United States; Washington ER - TY - RPRT T1 - MARK CLARK EXPRESSWAY, I-526 COOPER RIVER CROSSING, BERKELEY AND CHARLESTON COUNTIES, SOUTH CAROLINA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1981). AN - 36389557; 1913 AB - PURPOSE: Construction of a 9.4-mile section of the Mark Clark Expressway between Virginia Avenue and U.S. 17 and U.S. 701 at Mount Pleasant in Charleston and Berkeley counties, South Carolina is proposed. This supplement to the final environmental impact statement evaluates alternative measures to mitigate potential fog hazards affecting traffic on the proposed I-526 Cooper River Bridge, which would constitute a portion of the project. The planned freeway, which would be constructed on a new location within a 250- to 350-foot rights-of-way, would consist of two 12-foot travel lanes in each direction, separated by a 60-foot median with 10-foot outside and 4-foot inside shoulders. Grade-separated portions of the freeway would also feature 10- and 4-foot shoulders. The design speed of the facility would be 60 miles per hour, and access would be fully controlled, with interchanges at North Rhett Avenue, Cainhoy Road, Long Point Road, and U.S. 17/701. The proposed project would require bridges over navigable rivers, drainage courses, and marshlands. High-level bridges would be built across the Cooper and Wando rivers. The potential fog hazard at the Cooper River Bridge would result, in part, from operations at a nearby paper mill owned and operated by Westvaco Corporation. This supplemental statement includes a description of the nature, extent, and frequency of the potential fogging problem, as well as evaluations of alternative measures to mitigate expected fog-related impacts. Major elements of the recommended fog mitigation plan would include fixed, permanent single-message signs indicating that the bridge was fog prone; raised reflective pavement markers to delineate roadway edgelines and lane delineation lines; lighted pavement markers on approximate 220-foot centers along roadway edgelines; increased highway surveillance by highway troopers; installation of a closed-circuit television system to provide for timely detection of fog conditions; implementation of a system of internally illuminated variable message signs for specific fog incident information to motorists; and installation of a fixed system of roadway lighting to improve low-light conditions. Mitigation measures would be refined during the four-year bridge construction period. POSITIVE IMPACTS: The expressway would increase safety and reduce travel time and vehicle-operating costs for an estimated 30,000 vehicles per day by the year 2000. Access by three diverse communities in the Charleston area, now separated by natural barriers, would be improved. Accessibility to and from isolated areas, providing a residential area for minority groups, would be improved. Measures designed to mitigate fogging at the Cooper River Bridge would allow for safe passage of vehicles using that facility. NEGATIVE IMPACTS: Acquisition of rights-of-way for the expressway could displace 17 single-family residences, 4 businesses, and several archaeological sites, of which one is eligible for inclusion in the National Register of Historic Places. Approximately 65 acres of farmlands would be eliminated, and some 140 acres of marshland within a two-mile corridor could be damaged. Sensitive noise receptors that would be affected by significant noise increases would include the Trident Academy, Westvaco Park, residences in Candlewood, and two residences adjacent to Mathis Ferry Road. The proposed facility would stimulate unprecedented population growth in a concentrated area, placing stress on community services. LEGAL MANDATES: 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.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (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 79-0571D, Volume 3, Number 6; 81-0279F, Volume 5, Number 4; and 88-0037D, Volume 12, Number 1-2, respectively. JF - EPA number: 880243, 208 pages, July 28, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-79-01-FS KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Federal Aid Highway Act of 1968, 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, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+I-526+COOPER+RIVER+CROSSING%2C+BERKELEY+AND+CHARLESTON+COUNTIES%2C+SOUTH+CAROLINA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1981%29.&rft.title=MARK+CLARK+EXPRESSWAY%2C+I-526+COOPER+RIVER+CROSSING%2C+BERKELEY+AND+CHARLESTON+COUNTIES%2C+SOUTH+CAROLINA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1981%29.&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: July 28, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATED ROUTE 290, BUTTERNUT INTERCHANGE TO MANLIUS CENTER, TOWNS OF DEWITT AND MANLIUS, ONONDAGA COUNTY, NEW YORK. AN - 36406553; 1908 AB - PURPOSE: Relocation of Route 290 through the towns of DeWitt and Manlius in Onondaga County, New York is proposed. The project would consist of the construction of a four-lane highway on new location with at-grade signalized intersections. The project would extend from the Butternut Interchange, proceed in an easterly direction for approximately three miles, and terminate with a direct connection to Route 290 or 257 in the vicinity of Manlius Center. Bridges would be provided at the proposed crossings of Butternut Creek, Limestone Creek, and the Old Erie Canal. For all design alternatives, the typical roadway cross-section would consist of two 12-foot travel lanes in each direction, separated by a 16-foot flush median. Left-turn lanes would be provided within the median at intersection locations. Fisher, Bowman, and North Manlius roads and Burdick Street would be widened to provide left-turn lanes at their intersections with the proposed facility. At the Butternut Interchange, on and off ramps would be provided to facilitate full access control between the proposed facility and Interstate 481 (I-481) and I-690. The facility would be constructed in a west-to-east direction according to a staged construction schedule that could involve three or more consecutive construction seasons. All rights-of-way required for the facility would be acquired during the first stage of the project. The initial contract would most likely involve construction of a four-lane facility from the Butternut Interchange to a point west of Butternut Creek. Subsequent stages would involve construction of a two-lane facility within a four-lane rights-of-way extending to Burdick Street and, subsequently, to the eastern terminus. Final stages would provide for the construction of the remaining two lanes from a point east of Butternut Creek to the eastern terminus. The exact nature and extent of each construction stage would be determined after a public hearing and approval of the design and would be dependent on a consideration of traffic needs and funding. POSITIVE IMPACTS: Project implementation would increase east-west corridor capacity within the I-690 corridor, reduce traffic at key intersections, reduce traffic congestion on Route 290, and improve access to the interstate highway systems in the area. NEGATIVE IMPACTS: Fill would be placed within the 100-year floodplain of Butternut and Limestone creeks; however, all fill would be limited to the flood fringe, and no significant encroachment on the 100-year floodplain would occur. Wetland area within the floodplain would also be filled. Temporary construction and long-term traffic-related increases in noise levels would result from project implementation. All traffic-related noise impacts associated with the project would result in noise level increases over existing levels of 6 to 14 decibels on the A-weighted scale. A maximum of five residential units would be displaced. A maximum of approximately one acre of Old Erie Canal State Park land would be displaced. Impacts to water resources would be limited to temporary increases in turbidity and sedimentation in the creeks in the project study area and negligible increases in runoff from the highway, including runoff that would include deicing compounds. Fish and wildlife populations would be disrupted by construction and existence of the highway, particularly bridge structures. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880242, 2 volumes and maps, July 26, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-88-03-D KW - Bridges KW - Creeks KW - Fish KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Sediment KW - Traffic Analyses KW - Water Quality KW - Wildlife Habitat KW - New York KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation 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/36406553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATED+ROUTE+290%2C+BUTTERNUT+INTERCHANGE+TO+MANLIUS+CENTER%2C+TOWNS+OF+DEWITT+AND+MANLIUS%2C+ONONDAGA+COUNTY%2C+NEW+YORK.&rft.title=RELOCATED+ROUTE+290%2C+BUTTERNUT+INTERCHANGE+TO+MANLIUS+CENTER%2C+TOWNS+OF+DEWITT+AND+MANLIUS%2C+ONONDAGA+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: July 26, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO S.H. 71/U.S. 290 FROM R.M. 1826 TO F.M. 973, TRAVIS COUNTY, TEXAS. AN - 36403088; 1914 AB - PURPOSE: Upgrading of S.H. 71/U.S. 290 in Travis County, Texas from the existing four- to six-lane highway to a controlled-access six- to eight-lane freeway with two- and three-lane frontage roads in each direction is proposed. Improvements would be made to a 17.3-mile section located between R.M. 1826 and F.M. 973 through the southern portion of the city of Austin. The preferred design alternative is a six-lane freeway section with three-lane frontage roads in each direction. The proposed schematics include an eight-lane freeway section between Loop 1 and I.H.-35 to handle the greater traffic volume on this segment of the roadway. The proposed action would require that the existing rights-of-way width of 100 to 200 feet be expanded to 350 to 450 feet to accommodate the improvements. POSITIVE IMPACTS: The proposed project would improve traffic flow and safety along this heavily travelled route, as well as provide connections with S.H. 71, Loop 1 North (under construction), Loop 360, South Lamar Boulevard, I.H.-35, U.S. 183, and F.M. 973. The project would also enhance economic development within southern Travis County. NEGATIVE IMPACTS: An estimated 384 parcels of land, containing 35 residences and 157 business structures, would have to be acquired. The project would result in minor impacts to four historical sites. Approximately 0.25 acre of parkland would be taken. There would also be increased noise levels and potential impacts on water quality in the Edwards Aquifer. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Farmland Protection Policy Act, National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0153D, Volume 11, Number 4. JF - EPA number: 880227, 247 pages and maps, July 12, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-86-01-F KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Farmland Protection Policy Act, 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/36403088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+S.H.+71%2FU.S.+290+FROM+R.M.+1826+TO+F.M.+973%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=IMPROVEMENTS+TO+S.H.+71%2FU.S.+290+FROM+R.M.+1826+TO+F.M.+973%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 - Final. Preparation date: July 12, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 189, UTAH VALLEY TO HEBER VALLEY, UTAH (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1979). AN - 36403295; 1915 AB - PURPOSE: Widening and realignment of 22 miles of U.S. Highway 189 between its junctions with Utah Route 52 and U.S. 40 in Utah and Wasatch counties, Utah are proposed. This draft environmental impact statement supplements the final environmental impact statement of September 1979 on improvement of roads between the junction of Utah Route 52 with Interstate 15 (I-15) in Orem on the west and the intersection of U.S. 189 with U.S. 40 approximately 0.5 mile south of Heber City on the east. A five-mile section of the 25-mile overall route, from the western terminus to Murdock Diversion in Provo Canyon, has been improved to a four-lane facility. Alternatives under consideration for the present project include: (1) addition of shoulders and left-turn lanes; (2) construction of a full four-lane divided highway section; and (3) construction of a four-lane divided section with a median and minimum pavement and clear zone widths. POSITIVE IMPACTS: Proposed roadway improvements would enhance the capacity and safety of the highway while maintaining the recreational and aesthetic qualities of the canyon. Road realignment would correct substandard geometry to meet current design criteria. Access to developed recreation facilities in Provo Canyon and Heber Valley would be improved significantly, and turnouts would be provided for use by sightseers. NEGATIVE IMPACTS: Rights-of-way requirements would displace 70 to 358 acres of land and could result in displacement of one housing unit and three or four businesses. From 44 to 73 receptors would sustain noise impacts, and 65 to 306 acres of terrestrial habitat would be impacted. Although 6 to 12 acres of wetlands would be impacted by the project, all of this habitat would be replaced at other sites. Approximately 1,530 feet of Provo River would require relocation, and the river would be affected by one to seven river crossings. One archaeological site eligible for inclusion in the National Register of Historic Places, one to three public parks, and one recreation area could be affected by the project. As little as 1.0 acre and as much as 162.22 acres of public parkland would be required for rights-of-way. Fisheries could be damaged by construction of earthworks, retaining walls, and bridge structures along 900 to 8,700 linear feet of riverbank. 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 abstracts of the draft and final environmental impact statements, see 77-0368D, Volume 1, Number 4, and 79-1320F, Volume 3, Number 12. JF - EPA number: 880223, 329 pages and maps, July 8, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-76-02-DS KW - Archaeological Sites KW - Bridges KW - Channels KW - Fisheries KW - Floodplains KW - Highways KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Vegetation KW - Waterways KW - Wetlands KW - Wildlife 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/36403295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+189%2C+UTAH+VALLEY+TO+HEBER+VALLEY%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1979%29.&rft.title=U.S.+HIGHWAY+189%2C+UTAH+VALLEY+TO+HEBER+VALLEY%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1979%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: July 8, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE/WASHINGTON INTERNATIONAL AIRPORT, EXTENSION OF RUNWAY 15L /33R, ANNE ARUNDEL COUNTY, MARYLAND. AN - 36407757; 1870 AB - PURPOSE: Strengthening, widening, and extension of utility runway 15L/33R at the Baltimore/Washington International Airport (BWI) in Anne Arundel County, Maryland are proposed. More specifically, the runway would be lengthened from 3,200 feet to 5,000 feet, widened from 75 to 100 feet, and strengthened to accommodate aircraft weighing up to 60,000 pounds. Associated parallel and cross-over taxiways would be constructed as part of the project, and an instrument landing system would be installed on each runway, in addition to a Microwave Landing System on Runway 15L. Runway 15L /33R is currently used only by small, single- and twin-engine general aviation propeller aircraft weighing up to 12,500 pounds, which have used BWI in declining numbers over the past several years. The other three runways must accommodate all commercial and general aviation jet and larger propeller aircraft, including commuter turboprop aircraft. The estimated cost of the improvement project is $10.5 million, of which 75 percent would be federally funded, while the remainder would be reimbursed through airfield fees paid by airlines using BWI. POSITIVE IMPACTS: Airfield capacity at BWI would be increased significantly, from 71 to 99 operations per hour during peak hours under good weather conditions and from 47 to 94 operations in poor weather conditions. More effective use of BWI's existing runway system would be achieved by providing for more aircraft operations on this under-utilized runway. Existing transport runways would be relieved of slow-moving propeller aircraft, thereby increasing the efficiency of the transport runways in accommodating faster moving jet aircraft. In addition to increasing the efficiency of runway use and capacity, the improvement would enhance safety. It would allow segregation of slower propeller aircraft from faster jet aircraft, thereby reducing the possible effects of wake turbulence from the heavier jet aircraft. Capacity restrictions expected by 1990, which would cause delays costing aircraft operators $26.9 million in increased expenses, would be eliminated. Approximately $2.0 billion in potential economic benefits and 6,000 jobs would be secured due to removal of potential capacity restrictions at BWI. Primary employment at the airport and in related jobs adjacent to BWI would increase from 13,300 in 1990 to 16,000 by the year 2000. Induced employment would also increase substantially. The greater operating efficiency afforded by the runway improvements would assist Maryland in meeting national ambient air quality standards. NEGATIVE IMPACTS: Noise levels would increase at BWI regardless of whether the proposed action is taken, although these noise levels would increase if the project is undertaken. By 1993, 18,897 persons in 7,301 housing units would be exposed to cumulative noise levels exceeding noise standards. By 2005, 7,603 persons in 3,093 housing units would be exposed to cumulative noise levels exceeding noise standards. Acquisition of up to seven improved residential properties could be required for the establishment of precision instrument runway clear zones for the 15L/33R runway extension and removal of obstructions to the aerial approaches to the runway. Easements would be purchased on an additional 11 acres comprising 13 parcels. Emissions of air pollutants due to BWI operations would be slightly greater than if the runway extension were not implemented. An additional 22.26 acres of impervious surface would be placed on airport grounds, and clearing and topping operations would affect 59.6 acres and 11.0 acres of woodland, respectively. Approximately 0.43 acres of artificial wetlands would be filled. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 880221, 242 pages and maps, July 6, 1988 PY - 1988 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Airports KW - Easements KW - Employment KW - Forests KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Wetlands KW - Baltimore/Washington International Airport KW - Maryland KW - Airport and Airway Improvements Act of 1982, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407757?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE%2FWASHINGTON+INTERNATIONAL+AIRPORT%2C+EXTENSION+OF+RUNWAY+15L+%2F33R%2C+ANNE+ARUNDEL+COUNTY%2C+MARYLAND.&rft.title=BALTIMORE%2FWASHINGTON+INTERNATIONAL+AIRPORT%2C+EXTENSION+OF+RUNWAY+15L+%2F33R%2C+ANNE+ARUNDEL+COUNTY%2C+MARYLAND.&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: July 6, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - H-3 COLLOCATION/RIGHT-OF-ENTRY/LAND TRANSFER (ADOPTION OF THE FEDERAL HIGHWAY ADMINISTRATION'S FINAL ENVIRONMENTAL IMPACT STATEMENT AND FINAL FIRST, SECOND, AND THIRD SUPPLEMENTS ON INTERSTATE ROUTE H-3, HALAWA TO HALEKOU INTERCHANGE, HAWAII). AN - 36397199; 1903 AB - PURPOSE: Adoption by the U.S. Coast Guard (USCG) of the Final Environmental Impact Statement series issued by the Federal Highway Administration (FHWA) for the construction of a 10.3-mile segment of four-lane freeway on the island of Oahu, Hawaii is proposed. The highway segment, to be known as Interstate H-3 would pass through North Halawa Valley, Haiku Valley, and portions of the Kaneohe-Kamooalii area. The freeway would extend through the city and county of Honolulu from the Halawa Interchange on the southern side of Oahu to the Halekou Interchange on the northeastern side of Oahu. Beginning at a point in the Halawa Interchange, the freeway would extend northeasterly through North Halawa Valley on a combination of at-grade and elevated sections to twin bore tunnels, approximately 5,100 feet long, through the Koolau Range. Emerging in the Haiku Valley, the freeway would swing southeasterly on a viaduct to a cut-and-cover tunnel through Hospital Rock behind Kaneoke State Hospital. From that point, it would continue at-grade to an interchange with the Likelike Highway, skirt the boundary of Ho'omaluhia Park, and extend to the Halekou Interchange. The USCG's action is limited to granting approval for access to and use of property for the proposed H-3 routing through the USCG Omega Station Hawaii in Haiku Valley. The Omega navigation system is one of eight all-weather, continuous VLF navigation systems providing worldwide coverage. Approximately 67 acres would be required in the area of the Omega Station for access to build a temporary construction road and for construction of the portion of the H-3 facility on viaduct in the Haiku Valley. POSITIVE IMPACTS: The project would complete the freeway facility in the city and county of Honolulu, closing a gap in the existing system. The substantial increase in travel capacity provided by the four-lane freeway segment would greatly improve trans-Koolau transportation and travel service. Safety hazards on existing facilities would be eliminated, and congestion on roads would be reduced. NEGATIVE IMPACTS: The freeway would encroach slightly on the 100-year floodplain in the area of the Hawaii Animal Quarantine Station at Halawa, and portions of the North Halawa Stream would require relocation. Traffic-generated noise would impinge on Ho'omaluhia Park, and approximately 4.1 acres of land previously acquired from the Pali Golf Course would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1251 et seq.), Executive Order 11988, and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For abstracts of the FHWA first, second, and third final supplemental statements on the project, see 81-0111F, Volume 5, Number 2; 82-0727F, Volume 6, Number 11; and 87-0355F, Volume 11, Number 9, respectively JF - EPA number: 880210, 15 pages, June 30, 1988 PY - 1988 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Islands KW - Land Use KW - Noise Standards Violations KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Relocation Plans KW - Roads KW - Hawaii KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397199?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-06-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=H-3+COLLOCATION%2FRIGHT-OF-ENTRY%2FLAND+TRANSFER+%28ADOPTION+OF+THE+FEDERAL+HIGHWAY+ADMINISTRATION%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+FINAL+FIRST%2C+SECOND%2C+AND+THIRD+SUPPLEMENTS+ON+INTERSTATE+ROUTE+H-3%2C+HALAWA+TO+HALEKOU+INTERCHANGE%2C+HAWAII%29.&rft.title=H-3+COLLOCATION%2FRIGHT-OF-ENTRY%2FLAND+TRANSFER+%28ADOPTION+OF+THE+FEDERAL+HIGHWAY+ADMINISTRATION%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+FINAL+FIRST%2C+SECOND%2C+AND+THIRD+SUPPLEMENTS+ON+INTERSTATE+ROUTE+H-3%2C+HALAWA+TO+HALEKOU+INTERCHANGE%2C+HAWAII%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Honolulu, Hawaii; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 30, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PA-23, L.R. 1124: PROPOSED 1.4-MILE CONNECTION BETWEEN U.S. 30 AND WALNUT AND CHESTNUT STREETS IN LANCASTER, PENNSYLVANIA. AN - 36407609; 1843 AB - PURPOSE: Construction of a 1.4-mile controlled-access highway between U.S. 30 and the central business district of the city of Lancaster, Lancaster County, Pennsylvania is proposed. The existing access to the city from the northeast is limited to New Holland Avenue (PA-23), a two-lane facility with left-turn lanes at major intersections. This existing route travels through a residential and light industrial area that is used by both local and through traffic. The preferred project alternative would involve construction of a four-lane facility on a new alignment located to the east of New Holland Avenue. The alignment would generally parallel the Conestoga River and pass through one arch of the historic railroad bridge providing direct access between the city of Lancaster and U.S. 30. The eastbound lanes would extend from the intersection of Chestnut and North Broad streets, and the westbound lanes would extend from the intersection of Walnut and North Broad streets. The roadway would feature curbs and gutters and include a median barrier throughout its length. The alignment would require reduced horizontal clearance through the arch of the railroad bridge, where a 700-foot bridge would cross the Conestoga River; a 700-foot retaining wall would be required in the area of the longitudinal encroachment on the Conestoga River. A modified diamond interchange would be included in the project design. The following streets would be cut off and made into cul-de-sacs: Ranck Mill Road at McCaskey Avenue; Grofftown Road at Walnut Street; Grofftown Road at Riverside Avenue; and Riverside Avenue at Grofftown Road. Grofftown Road between Riverside Avenue and Pleasure Road would be eliminated. The southern section of Pleasure Road would be relocated and the grade would be adjusted to provide an at-grade intersection with relocated PA-23. The estimated cost of the project is $15.2 million. POSITIVE IMPACTS: Existence of the new facility would relieve current traffic congestion on New Holland Avenue by removing through traffic from this local arterial. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 15 residences in the West Lancaster area and 1 residence located on Pleasure Road. Approximately 3.8 acres of floodplains would be filled, and the project would traverse the floodway of the Conestoga River. Bridge construction would require placement of piers in the river. Federal noise standards would be exceeded at six residential sites, including Eden Manor, Oakleigh Heights, Deer Ford development, Grofftown Road, New Holland Avenue, and North Broad Street. Approximately 0.5 acre of pallustrine wetland would be lost, and 650 linear feet of open water stream would be relocated. Some tax revenue would be lost, and parking areas would be restricted. Excavation in the floodplain sediment on the east bank of the river would be required to maintain the river floodway. 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 environmental impact statement, see 85-0581D, Volume 9, Number 12. JF - EPA number: 880195, 224 pages and maps, June 16, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FWHA-PA-EIS-85-02-F KW - Bridges KW - Central Business Districts KW - Channels KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Housing KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania 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/36407609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-06-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PA-23%2C+L.R.+1124%3A+PROPOSED+1.4-MILE+CONNECTION+BETWEEN+U.S.+30+AND+WALNUT+AND+CHESTNUT+STREETS+IN+LANCASTER%2C+PENNSYLVANIA.&rft.title=PA-23%2C+L.R.+1124%3A+PROPOSED+1.4-MILE+CONNECTION+BETWEEN+U.S.+30+AND+WALNUT+AND+CHESTNUT+STREETS+IN+LANCASTER%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: June 16, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROGUE RIVER BRIDGE TO GOLD BEACH, OREGON COAST HIGHWAY (U.S. 101), CURRY COUNTY, OREGON (RF-F-124(25)). AN - 36381817; 1842 AB - PURPOSE: Improvement of U.S. 101, the Oregon Coast Highway, between the Rogue River Bridge and Gold Beach (Moore Street) in Curry County, Oregon, is proposed. The typical section for the highway would include four 12-foot travel lanes, a 14-foot continuous left-turn lane, two 6-foot paved shoulders/bicycle lanes, curbs, and sidewalks. The total width of the roadway would be 74 feet, curb to curb. The selected project design would also involve reconnection of Colvin Street with U.S. 101 at a right angle, approximately 500 feet south of the existing intersection of Colvin Street and U.S. 101. The length of the connection would be approximately 780 feet. There would be no need to realign the existing street; however, the grade would be raised approximately 17 feet to meet the new Colvin Street grade. Due to the height of the fill required for Colvin Street, some of June Street would require grade work to reconnect it to Colvin Street. S-curves at the south end of the project section would be eliminated. A retaining wall would be placed along the west side of the highway at the north end of the project for approximately 1,100 feet from the south end of the Rogue River Bridge to South Jetty Road; it would include a vertical retaining wall, with the footing restricted to the minimum required at the base of the wall to reduce impacts to nearby estuaries and wetlands. POSITIVE IMPACTS: The proposed project would improve the section of U.S. 101 between the Rogue River Bridge and Gold Beach, provide additional traffic capacity, and improve the safety of the highway by the addition of travel lanes, a continuous left-turn median, paved shoulders and bicycle lanes, curbs, and sidewalks. NEGATIVE IMPACTS: Rights-of-way requirements totalling 7.5 acres would result in displacement of homes, public service offices, and businesses. Some loss of tax base would result. The Rogue River Bridge, a structure eligible for inclusion on the National Register of Historic Places, would be affected by the project; however, if it were designed with the exact detail of the existing bridge, it would not affect National Register eligibility. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0486D, Volume 10, Number 11. JF - EPA number: 880183, 2 volumes, June 9, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-03-F KW - Beaches KW - Bridges KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 4(f) Statements KW - Trails KW - Traffic Control KW - Wetlands KW - Oregon 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/36381817?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-06-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROGUE+RIVER+BRIDGE+TO+GOLD+BEACH%2C+OREGON+COAST+HIGHWAY+%28U.S.+101%29%2C+CURRY+COUNTY%2C+OREGON+%28RF-F-124%2825%29%29.&rft.title=ROGUE+RIVER+BRIDGE+TO+GOLD+BEACH%2C+OREGON+COAST+HIGHWAY+%28U.S.+101%29%2C+CURRY+COUNTY%2C+OREGON+%28RF-F-124%2825%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 9, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 28 FROM WEST OF MARYLAND ROUTE 124 TO INTERSTATE 270, MONTGOMERY COUNTY, MARYLAND. AN - 36396867; 1838 AB - PURPOSE: Widening and new construction of Maryland (MD) Route 28 in Montgomery County, Maryland, beginning west of MD Route 124 and extending easterly to Interstate 270 (I-270), a distance of 5.6 miles, are proposed. The project would also include improvements to MD Route 124 from approximately 1,000 feet south of MD Route 28 to 4,000 feet north of MD Route 28, tying into the existing improved section constructed by Montgomery County. The project would involve widening and reconstruction of MD Route 28 to a curbed section minor arterial highway. The improvements would be constructed within a 120-foot right-of-way established by Montgomery County through development setbacks over the years. Beginning at approximately west of MD Route 124, the existing roadway would be widened to provide a six-lane roadway with a 20-foot median to provide storage for left-turning vehicles. The design speed of this urban highway would be 50 miles per hour. The second segment of the project would involve designation of Key West Avenue at MD Route 28 for through traffic, leaving existing MD Route 28 for local traffic. Relocated MD Route 28 via Key West Avenue would provide a six-lane partial controlled-access roadway with a 30-foot median contained within a 150-foot right-of-way. Two lanes of Key West Avenue have been constructed from the intersection of MD Route 28 to Shady Grove Road. Montgomery County is constructing Key West Avenue from Shady Grove Road to Gude Drive extended, along the Master Plan Alignment for MD Route 28. From Gude Drive, the proposed alignment continues in a southeasterly direction to tie into existing MD Route 28, 800 feet west of Research Boulevard. It would continue to the limit of the project at approximately station 434+00 to tie into the proposed improvements of the interchange at I-270 and MD Route 28. The estimated costs of rights-of-way acquisitions and construction are $3.2 million and $43.0 million, respectively. POSITIVE IMPACTS: The proposed improvement would relieve congestion on the existing facility and improve traffic operations throughout the study area, providing improved access to an area planned for residential, institutional, and high-tech development, based on established zoning. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of two residential units housing minority persons, 0.4 acre of parkland, 3.4 acres of farmland, 3.3 acres of wetland, 2.2 acres of floodplain, 12.1 acres of woodland, and 1.7 acres of old field. One historic site would be affected. Noise levels would be excessive at four sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0069D, Volume 11, Number 2. JF - EPA number: 880181, 327 pages and maps, June 8, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-02F KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+28+FROM+WEST+OF+MARYLAND+ROUTE+124+TO+INTERSTATE+270%2C+MONTGOMERY+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+28+FROM+WEST+OF+MARYLAND+ROUTE+124+TO+INTERSTATE+270%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 - Final. Preparation date: June 8, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-695: BALTIMORE BELTWAY FROM U.S. ROUTE 40 (WEST) TO MARYLAND ROUTE 170; MARYLAND 295: BALTIMORE-WASHINGTON EXPRESSWAY FROM MARYLAND ROUTE 46 TO THE BALTIMORE CITY LINE, ANNE ARUNDEL AND BALTIMORE COUNTIES, MARYLAND. AN - 36396710; 1837 AB - PURPOSE: Widening 7.4 miles of the Baltimore Beltway (Interstate 695 (I-695)) and 4.1 miles of the Baltimore-Washington Expressway (Maryland Route (M.R.) 295) in Anne Arundel and Baltimore counties, Maryland is proposed. The project would also involve modification of interchanges along the affected areas of the corridors. Study area roadways include portions of I-695, M.R. 295, I-95, and I-895 (the Harbor Tunnel Thruway). The Baltimore Beltway provides a circumferential link around the city of Baltimore and a connection to major radial routes such as M.R. 2 and 3. Existing I-695 consists of three lanes northbound and three lanes southbound, with a fourth northbound lane between I-95 and U.S. 40. M.R. 295 carries two lanes in each direction; the study portion links the Baltimore-Washington International Airport with the city of Baltimore. The construction alternative would involve the addition of one travel lane and a shoulder in each direction to the outside of existing I-695 and in the median of M.R. 295. Bridge widening and/or reconstruction and the provision of retaining walls to minimize rights-of-way acquisition would be required. Ramp adjustments would be required at each interchange along I-695 to tie into the additional mainline lane. Major reconfiguration of the existing interchanges would not be undertaken. The interchange alteration options have been proposed for the following I-695 interchanges: U.S. 40, Edmondson Avenue, Frederick Road, Wilkens Avenue, Hollins Ferry Road, and Nursery Road/M.D. 295. Noise control structures would be installed in several areas along the widened routes. The base cost of the project, not including any additional costs for interchange expansion options, is estimated at $263.6 million. Depending on the interchange option chosen, estimates of additional costs range from $57.0 million to $88.8 million. POSITIVE IMPACTS: Significant predicted increases in traffic volumes along I-695 and M.R. 295 would be accommodated, and traffic operations and safety within these transportation corridors would be enhanced significantly. Accident rates and costs associated with accidents along the corridors would decline. NEGATIVE IMPACTS: Rights-of-way requirements would result in acquisition of property from at least 10 private owners and could require displacement of several homes. Federal noise standards would be violated due to traffic-generated noise along some areas of the corridors regardless of whether noise barriers were constructed. Wetlands, floodplains, and parklands within the corridors would be impacted. Encroachment upon the 100-year floodplain would occur at the I-695, M.R. 295, and I-895 crossings of the Patapsco River. Wetlands would be affected at Edmonson Avenue under one of the interchange options, at Leeds Avenue and the Patapsco River crossing for I-695 (by shading caused by bridge widening), along M.R. 295 south of Hammonds Ferry Road, and along M.R. 295 at I-895 and on I-895 at the Y-split under one interchange option. The project and interchange options would affect four parks and other recreational resources; these impacts would affect an area used primarily for parking by a recreational school facility known as the Maiden Choice Center and three parks owned and maintained by Anne Arundel or Baltimore County or the Maryland Department of Natural Resources. The affected parks would include Overlook Park, Patapsco Valley State Park, and Southwest Area Park. The park impacts would result from the expansion of the interchange at the I-695/M.R. 295 crossroads. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 880174, 193 pages and maps, May 31, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-88-03-D KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Wetlands KW - Maryland KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396710?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-695%3A+BALTIMORE+BELTWAY+FROM+U.S.+ROUTE+40+%28WEST%29+TO+MARYLAND+ROUTE+170%3B+MARYLAND+295%3A+BALTIMORE-WASHINGTON+EXPRESSWAY+FROM+MARYLAND+ROUTE+46+TO+THE+BALTIMORE+CITY+LINE%2C+ANNE+ARUNDEL+AND+BALTIMORE+COUNTIES%2C+MARYLAND.&rft.title=I-695%3A+BALTIMORE+BELTWAY+FROM+U.S.+ROUTE+40+%28WEST%29+TO+MARYLAND+ROUTE+170%3B+MARYLAND+295%3A+BALTIMORE-WASHINGTON+EXPRESSWAY+FROM+MARYLAND+ROUTE+46+TO+THE+BALTIMORE+CITY+LINE%2C+ANNE+ARUNDEL+AND+BALTIMORE+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 31, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHIPPLE AVENUE IN STARK COUNTY, OHIO. AN - 36389317; 1840 AB - PURPOSE: Improvement of 1.2 miles of Whipple Avenue between the U.S. 30 interchange south of Tuscarawas Street and the Interstate 77 (I-77) interchange in the Canton metropolitan area of Stark County, Ohio is proposed. Due to the inherent differences distinguishing the characteristics of the project areas north and south of Tuscarawas Street, the northern section would involve improvement of an existing urban street. More specifically, the northern project would involve improvement and widening of Whipple Avenue between Tuscarawas Street and Crestwood Street. The existing two-lane section would be widened to five lanes to provide four through lanes and a center turn lane. The southern section would involve improvement of the connection between U.S. 30 and Tuscarawas Street and construction of a new roadway on new location. This connection would serve as a major north-south arterial in the area. Five construction alternatives are being considered. Alternative sections would vary in width from two to five lanes or would involve construction of a one-way pair. The project would require construction of grade separation structures to carry the roadway over Southway Street and the Conrail tracks. The estimated cost of the construction alternative for the northern section is $9.8 million, while cost estimates for the southern section range from $3.8 million to $6.7 million. POSITIVE IMPACTS: Project implementation would provide a direct north-south route for traffic service from the existing U.S. 30 interchange at Raff Road /Whipple Avenue (S.R. 297) south of Tuscarawas Street to the I-77 interchange with Everhard Road. The project would enhance the only unimproved section of the route north of Tuscarawas Street. Traffic increases resulting from high density development along the route would be supported and congestion reduced. Hazardous conditions along the existing route would be eliminated. Left-turn movements would be eased significantly, and accidents associated with constricted left-turn movements would be reduced. Access for emergency services would be improved. NEGATIVE IMPACTS: Implementation of the project would result in significant local controversy. All alternatives south of Tuscarawas Street could impact property of historic significance. The northern section of the project would require acquisition of one commercial and one residential structure. Rights-of-way development for the southern section alternatives would result in displacement of one to six buildings. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880172, 42 pages and maps, May 26, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-88-01-(D) KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Ohio KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHIPPLE+AVENUE+IN+STARK+COUNTY%2C+OHIO.&rft.title=WHIPPLE+AVENUE+IN+STARK+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 - Draft. Preparation date: May 26, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KEYSTONE-RURAL CORRIDOR IMPROVEMENT FROM PLEASANT RUN PARKWAY NORTH DRIVE TO STATE ROAD 37, INDIANAPOLIS, MARION COUNTY, INDIANA (PROJECT M-B 468(2)). AN - 36407433; 1836 AB - PURPOSE: Improvement of approximately six miles of the Keystone Avenue-Rural Street arterial corridor between Pleasant Run Parkway North Drive and State Road 37 (Fall Creek Boulevard) in Indianapolis, Marion County, Indiana is proposed. The project would be implemented in phases so that high priority segments would be first to be designed and constructed. The project has been divided into 13 segments. Activities within the various segments would include resurfacing, reconstruction, rehabilitation, acquisition of additional rights-of-way and easements, expansion of intersections and roadway cross-sections, grade separation structure construction, realignment of roadways, alteration of pedestrian access facilities, construction of a bridge over Pogues Run, and relocation and installation of drainage conduits. A complete plan for the maintenance of traffic during construction would be finalized during the design phase for each construction segment. For 10 of the 13 segments, implementation schedules have been completed; construction on these segments would extend, in phases, from 1990 through 1992. POSITIVE IMPACTS: Highway improvements would provide a primary north-south arterial for central city travelers and eliminate the existing discontinuity between Keystone Avenue and Rural Street. Congestion resulting from inadequate roadway width, which, in turn, results from inadequate rights-of-way width, would be relieved by widening the roadway. The bottleneck created by the railroad crossing at Massachusetts Avenue and Rural Street would be eliminated. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in displacement of 130 residences, 16 businesses, and 1 small church. Frontage property would be acquired from an additional 42 businesses and 1 church. Relocations would be spread out among three distinct time periods, paralleling the three highway development phases. Replacement of the Pogues Run bridge would require acquisition of 1,600 square feet of temporary rights-of-way from Spades and Brookside parks. A 20-foot-wide strip of temporary rights-of-way would also be needed in Spades Park for the installation of a storm sewer, which would connect the proposed Massachusetts Avenue underpass to Pogues Run. LEGAL MANDATES: Department of Transportation Act of 1966 (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 environmental impact statement, see 84-0491D, Volume 8, Number 10. JF - EPA number: 880161, 271 pages and maps, May 20, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-79-94-F KW - Bridges KW - Drainage KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Parks KW - Pipelines KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Sewers KW - Traffic Analyses KW - Transportation KW - Indiana 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/36407433?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KEYSTONE-RURAL+CORRIDOR+IMPROVEMENT+FROM+PLEASANT+RUN+PARKWAY+NORTH+DRIVE+TO+STATE+ROAD+37%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28PROJECT+M-B+468%282%29%29.&rft.title=KEYSTONE-RURAL+CORRIDOR+IMPROVEMENT+FROM+PLEASANT+RUN+PARKWAY+NORTH+DRIVE+TO+STATE+ROAD+37%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28PROJECT+M-B+468%282%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 20, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AMBASSADOR BRIDGE BORDER STATION EXPANSION, HUBBARD-RICHARD HOUSING PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. AN - 36388815; 1849 AB - PURPOSE: Expansion of the Border Station at Ambassador Bridge and construction of new and improved housing within the Hubbard-Richard neighborhood to the west of the Interstate 75 (I-75)/I-96 freeway system for relocatees from the Ambassador Bridge area are proposed in southwest Detroit, Michigan. The station projects would involve expansion of the Border Station at the Ambassador Bridge and the movement of truck traffic through the Border Station via Fort Street onto the I-75/I-96 freeway system. The Border Station would be expanded within the area bounded by Porter Street, 20th Street, Fort Street, and West Grand Boulevard, with trucks exiting onto Fort. Two expansion areas would be involved. The first lies east of the bridge and would be used as a site for U.S. Customs facilities; the area is bounded by Porter Street to the north, 20th street to the east, Fort Street to the south, and the bridge to the west. Rather than stopping at the bridge plaza, trucks would be routed via a dedicated lane directly into the expanded Customs area for primary and secondary inspection. The Customs area would include the following facilities: (1) six primary inspection booths of split-level design; (2) a 5,350-square-foot Customs office building; (3) a secondary inspection facility with 20 dock bays arranged in a sawtooth configuration and 12,000 square feet of storage space; (4) a 5,000-square-foot indoor firing range; and (5) a brokers' building containing 10,000 square feet of office space. The second station expansion area would be located to the west of the bridge and is bounded by I-75, Fort Street, and West Grand Boulevard. This area would be operated for uses including, but not limited to, foreign trade zone operations, Customs compounds, office buildings, transportation terminals, warehousing, Customs support facilities, and related uses. Trucks would exit the Border Station on Fort Street, proceeding either westward, to rejoin southbound I-75 at the Clark Street ramps or eastward, to Rosa Parks Boulevard, where a left turn would enable trucks to travel north to join with the I-75 and I-96 ramps at the Rosa Parks overpass. Relocatees displaced by the Border Station project would be accommodated via implementation of a combination housing plan. The plan would involve a combination strategy of rehabilitation, in-fill, and new housing construction. Approximately 100 to 110 housing units would be constructed on the City Parcel. POSITIVE IMPACTS: By rerouting truck traffic away from the Porter Street intersections, the new configuration would eliminate approximately 40 percent of the expected future traffic volume at that intersection; this would allow the Porter Street intersections to handle traffic volumes equal to the theoretical capacity of the bridge. In general, a safe, efficient means of accommodating Customs requirements for Canadian/U.S. truck transport would be provided. Housing provided for relocatees would be appropriate to their socioeconomic levels. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 25 to 95 Hubbard-Richard housing units. Runoff from the City Parcel would increase by more than 50 percent, due to development of the new housing units. Despite implementation of noise control measures, noise levels associated with the Customs facility and bridge operation would remain high. Archaeological substrate could be disturbed during tunneling that would be required to join primary inspection booths near Fort Street to the Customs office building. LEGAL MANDATES: Housing and Community Development Act of 1977 (P.L. 95-128) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880162, 387 pages and maps, May 20, 1988 PY - 1988 KW - Urban and Social Programs KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Buildings KW - Historic Sites Surveys KW - Housing KW - Noise Control KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Structural Rehabilitation KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Michigan KW - Housing and Community Development Act of 1977, Community Development Block Grants KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388815?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AMBASSADOR+BRIDGE+BORDER+STATION+EXPANSION%2C+HUBBARD-RICHARD+HOUSING+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=AMBASSADOR+BRIDGE+BORDER+STATION+EXPANSION%2C+HUBBARD-RICHARD+HOUSING+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - City of Detroit Michigan and Department of Housing and Urban Development, Detroit, Michigan; HUD N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 20, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY EXTENSION AND INDUSTRIAL PARK DEVELOPMENT, LEBANON MUNICIPAL AIRPORT, LEBANON, NEW HAMPSHIRE (FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT FOR AN OUTER MARKER/COMPASS LOCATOR FACILITY, RUNWAY 18). AN - 36405916; 1796 AB - PURPOSE: Installation of an outer marker (OM) with compass locator (COMLO) is proposed as part of the instrument landing system (ILS) that would serve runway 18 at the Lebanon Municipal Airport in Lebanon, New Hampshire. The OM/COMLO facility would comprise two antennas, the OM antenna mounted 16-feet high and the COMLO antenna mounted 60-feet high. The transmitter equipment for the two systems would be housed in a prefabricated fiberglass shelter 6 feet wide by 8 feet long by 10 feet high. COMLO provides navigational information to the aircraft pilot to bring an aircraft to the point where initiation of the localizer approach should begin. The OM beacon informs the pilot of the point where the aircraft should intercept the glide slope signal and begin descent for landing. Preliminary field evaluation of several OM/COMLO sites was accomplished during the spring and summer of 1984, and final selection of the proposed site was completed in August 1984. The proposed site is located approximately 38,200 feet from the runway 18 threshold and 800 feet laterally to the left of the approach course. It is approximately 1.7 acres in area. Power would be extended approximately 660 feet to the site. Access would be extended from Beaver Meadow Road, which is immediately adjacent to the site. Of the available sites, only the proposed site would provide satisfactory protection of the signal in space to warrant development. Based on concern for potential visual impacts, significant mitigation measures would be used for the proposed site development. In lieu of a 60-foot COMLO tower, a 40-foot tower would be erected and tested for signal coverage. The COMLO would be erected to the full 60-foot height only if coverage was not achieved by the 40-foot tower. A buffer of evergreen trees would be planted outside the perimeter of the fenced area. Security fencing of the site would be provided by an eight-foot-high wood stockade fence. POSITIVE IMPACTS: The ILS would tend to have a beneficial effect with respect to noise during landings by permitting a more controlled landing approach. The ILS with the COMLO facility is one of the systems that provides for the safe and efficient navigation and traffic control of civil aircraft. Use of the identified measures would provide an effective shielding of the proposed facility which, in time, would blend with the existing environment. NEGATIVE IMPACTS: Potential impacts due to Television Interference (TVI) could result from the operation of the OM. Development of the OM/COMLO site would involve the clearing and grubbing of approximately 0.8 acre of forested land. LEGAL MANDATES: Airport and Airway Development Act of 1970 (P.L. 91-258, as amended by P.L. 94-353). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements (EISs) and the draft supplemental EIS, see 82-0282D, Volume 6, Number 5; 83-0050F, Volume 7, Number 2; and 87-0087DS, Volume 11, Number 3, respectively. JF - EPA number: 880160, 222 pages and maps, May 19, 1988 PY - 1988 KW - Air Transportation KW - Agency number: ANE-432-88-IF KW - Aircraft KW - Aircraft Noise KW - Airports KW - Community Development KW - Forests KW - Industrial Parks KW - Navigation Aids KW - Sites Surveys (Airports) KW - Visual Resources KW - New Hampshire KW - Airport and Airway Development Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+EXTENSION+AND+INDUSTRIAL+PARK+DEVELOPMENT%2C+LEBANON+MUNICIPAL+AIRPORT%2C+LEBANON%2C+NEW+HAMPSHIRE+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+FOR+AN+OUTER+MARKER%2FCOMPASS+LOCATOR+FACILITY%2C+RUNWAY+18%29.&rft.title=RUNWAY+EXTENSION+AND+INDUSTRIAL+PARK+DEVELOPMENT%2C+LEBANON+MUNICIPAL+AIRPORT%2C+LEBANON%2C+NEW+HAMPSHIRE+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+FOR+AN+OUTER+MARKER%2FCOMPASS+LOCATOR+FACILITY%2C+RUNWAY+18%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 - Final. Preparation date: May 19, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5 TO HIGHWAY 99W, TUALATIN-SHERWOOD/EDY ROAD PROJECT, WASHINGTON COUNTY, OREGON (RS-A670(-)). AN - 36402614; 1841 AB - PURPOSE: Improvements to 4.5 miles of Tualatin-Sherwood/Edy Road from Interstate 5 (I-5) to Highway 99W in Washington County, Oregon are proposed. The project corridor lies within the cities of Tualatin and Sherwood and within unincorporated Washington County. The section from I-5 to Boones Ferry Road was recently improved to a five-lane facility, with two through-traffic lanes in each direction and a center raised median. The proposed action would involve widening Tualatin-Sherwood Road from Boones Ferry Road to Teton Avenue to a five-lane cross-section with a raised median and protected left-turn storage facilities. The remainder of the road, from Teton Avenue to Highway 99W, would be widened to a three-lane cross-section. In addition, the Tualatin-Sherwood/Edy Road intersection and the Six Corners intersection would be reconfigured. POSITIVE IMPACTS: Project improvements would convert a two-lane rural highway, with narrow shoulders and no pedestrian or bicycle facilities, to a modern, safe highway. Intersection configurations that are currently inconsistent with driver expectations would be improved to meet standards. A major east-west roadway connecting I-5 in Tualatin and Highway 99W in Sherwood would be improved significantly. Traffic levels within the corridor, which are expected to increase 43 to 75 percent, depending on the portion of the corridor under consideration, would be accommodated. Land use plans of Tualatin, Sherwood, and Washington County would be supported. NEGATIVE IMPACTS: Development of approximately 30 acres of rights-of-way would result in displacement of seven residences and one business. An additional 10 acres would be disturbed during construction. Approximately 62 acres of the displaced land would be pasture and field cover; an additional 26 percent consists of residential and commercial land. Orchards, shrub wetlands, and shrub-vegetated lands cover 0.25 acre of the land to be displaced. Creek crossings would require placement of fill in creek and wetland areas. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 880159, 143 pages and maps, May 18, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-88-02-D KW - Creeks KW - Farmlands KW - Highways KW - Land Use KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Soils Surveys KW - Traffic Analyses KW - Wetlands KW - Oregon KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+TO+HIGHWAY+99W%2C+TUALATIN-SHERWOOD%2FEDY+ROAD+PROJECT%2C+WASHINGTON+COUNTY%2C+OREGON+%28RS-A670%28-%29%29.&rft.title=INTERSTATE+5+TO+HIGHWAY+99W%2C+TUALATIN-SHERWOOD%2FEDY+ROAD+PROJECT%2C+WASHINGTON+COUNTY%2C+OREGON+%28RS-A670%28-%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 18, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES RAIL RAPID TRANSIT PROJECT, LOS ANGELES, CALIFORNIA (ADDENDUM TO THE DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1983). AN - 36397050; 1835 AB - PURPOSE: Implementation of a rapid rail transit project, known as the Metro Rail Project, to provide access within the regional core of Los Angeles, California, is proposed. This addendum to the draft supplement to the final environmental impact statement of December 1983, which proposed an 18.6-mile subway from Union Station to North Hollywood, analyzes the impacts of five construction alternatives for the Metro Rail project beyond the initial 4.4-mile segment, extending from the yard and shops near Union Station to the Wilshire/Alvarado Station. The initial segment is currently under construction. Reconsideration of the project design was prompted, in part, by discovery of subsurface methane gas, a situation that would preclude excavation in some areas along the originally proposed route. The line would extend westward from the Wilshire/Alvarado station passing under MacArthur Park Lake to Wilshire Boulevard at Park View. It would then follow Wilshire Boulevard to Virgil Avenue, where it would turn northwest to the Wilshire/Vermont Station, located on a diagonal in the northern half of the block formed by Wilshire Boulevard, Vermont Avenue, Sixth Street, and Shatto Place. After leaving the Wilshire/Vermont Station, the alignment would branch, with one line continuing westward in the Wilshire corridor and the other line turning northward along Vermont Avenue to the Hollywood area and the San Fernando Valley. The alignment for the Valley branch would leave the Wilshire/Vermont Station, head in a northwesterly direction, and curve back under Vermont Avenue at Third Street. The alignment would transition from subway to aerial structures between Third and First streets and continue as an aerial route in the Vermont Avenue right-of-way through stations at Beverly and Santa Monica boulevards. Leaving the Vermont/Santa Monica Station, the alignment would continue on Vermont Avenue north, curve west onto Sunset Boulevard and pass through the Sunset/Vermont Station, located in the block directly west of Vermont Avenue and south of Sunset Boulevard. The aerial alignment proceeds west along Sunset Boulevard to the Sunset/Western Station and transitions to subway in the block north of Sunset Boulevard between Saint Andrews Place and Wilton Place. The alignment would then continue as subway under the Hollywood Freeway and head west beneath Hollywood Boulevard, with stations at Hollywood and Vine and at Hollywood and Highland. West of Hollywood/Highland, the alignment would curve northwesterly through the Santa Monica mountains to the Universal City and North Hollywood stations. The preferred alignments would extend a total of 20.4 miles, including 14.6 miles of subway and 5.8 miles of aerial route, and would be serviced by 19 stations and 116 cars. The estimated capital cost of the project is $3.1 billion, and annual operating costs are estimated at $40.0 million. POSITIVE IMPACTS: The overall rail system, including the initial segment, would attract 342,000 daily boardings which, along with the supporting bus network, would result in a substantial increase in transit use. Land use policies of local and regional plans would be supported. Daily automobile mileage within the area would decline significantly, resulting in substantial energy savings. Traffic conditions on more than half of Southern California's most intensely developed section, the regional core, would improve, and the project would allow creation of a significant amount of commercial development within the core. Employment near metro rail stations would increase significantly, and per-passenger transit costs would decrease. NEGATIVE IMPACTS: Additional traffic would affect local arterial and collector streets near metro stations, and parking in nearby residential areas could become a problem. Displacement of 154 commercial and 311 residential units and five nonprofit organizations would occur, and some units would be required to relocate outside the area. Approximately 2,636 jobs would be displaced due to commercial relocations. Ground-borne noise from subway train operations and airborne noise from aerial train operations could result in impacts that cannot be mitigated at some locations for economic or technical reasons. Historic properties within the corridors could be damaged or degraded. Archaeological and historic resources would be affected at several locations, with 16 sites being damaged or destroyed. The lake within MacArthur Park would be drained during tunneling in that area, and cut-and-cover methods of tunneling, if used, would result in significant, short-term degradation of parkland. Guideway pilings and support columns would be placed within the Hancock Park/La Brea Tar Pits area and Barnsdall Park. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements and a previous supplemental statement, see 83-0355D, Volume 7, Number 7; 84-0077F, Volume 8, Number 2; and 87-0444D, Volume 11, Number 11, respectively. JF - EPA number: 880153DS-2, 104 pages, May 12, 1988 PY - 1988 KW - Roads and Railroads KW - Archaeological Sites KW - Commercial Zones KW - Employment KW - Energy Consumption KW - Historic Sites KW - Lakes KW - Motor Vehicles KW - Natural Gas KW - Noise Standards Violations KW - Paleontological Sites KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA+%28ADDENDUM+TO+THE+DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1983%29.&rft.title=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA+%28ADDENDUM+TO+THE+DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 12, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLUMBIA ROAD CORRIDOR, GRAND FORKS, GRAND FORKS COUNTY, NORTH DAKOTA (PROJECT MG-6-986( )027). AN - 36406059; 1839 AB - PURPOSE: Widening of the Columbia Road overpass in Grand Forks, Grand Forks County, North Dakota is proposed. The study area, which is classified as a principal arterial, is located equidistant from Washington Street on the east and Interstate 29 (I-29) on the west; these facilities constitute the two other principal north-south arterials in the area. Under the preferred alternative, the existing two-lane structure would be widened by 16 feet to provide a four-lane undivided roadway with two three-foot shyways and to maintain the westside sidewalk. On the southern end of the structure, the approach embankment would be widened to the east over a distance of 500 feet to a point near the intersection where the southeast loop meets Columbia Road; approximately 2,300 cubic yards of borrow material would be needed for the approach embankment work. A sidewalk/bikeway would be constructed to serve the residential area between Demers Avenue and 9th Avenue South. The sidewalk/bikeway alignment would proceed diagonally in a northwesterly direction from the apartment complex in the vicinity of Demers Avenue to the overpass, proceed beneath the structure, and ascend on the west side to meet the existing sidewalk/bikeway; connections to the existing sidewalk/bikeway would be provided by both ground and stairs. The overall width of the structure would be 65.3 feet. The estimated cost of the project is $1.6 million. POSITIVE IMPACTS: Widening of the overpass would provide a four-lane structure to connect four- and five-lane sections of the existing route within Grand Forks. Service for traffic from three of the city's major traffic generators would be enhanced by the expanded overpass. As a result, access to the University of North Dakota, the Medical Park, and a large retail center would be improved. Emergency service in the area would be enhanced, and accident rates at this accident-prone facility would decline significantly. NEGATIVE IMPACTS: Construction easements, extending 45 feet from the existing rights-of-way line, would be required; the additional easement would displace an area used for informal recreational purposes. An easement within railroad rights-of-way, affecting switching movements, and within a vacant lumber yard would also be required. Construction activities would require prohibition of parking under the overpass structure and could result in closure of the structure to traffic use for limited periods. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0407D, Volume 11, Number 10. JF - EPA number: 880146, 2 volumes and maps, May 6, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-87-01-F KW - Easements KW - Highway Structures KW - Highways KW - Parking KW - Railroads KW - Recreation Resources KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLUMBIA+ROAD+CORRIDOR%2C+GRAND+FORKS%2C+GRAND+FORKS+COUNTY%2C+NORTH+DAKOTA+%28PROJECT+MG-6-986%28+%29027%29.&rft.title=COLUMBIA+ROAD+CORRIDOR%2C+GRAND+FORKS%2C+GRAND+FORKS+COUNTY%2C+NORTH+DAKOTA+%28PROJECT+MG-6-986%28+%29027%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: May 6, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 642, FROM ROUTE 234 TO ROUTE 641, PRINCE WILLIAM COUNTY, VIRGINIA. AN - 36402663; 1844 AB - PURPOSE: Improvement and relocation of approximately six miles of existing Hoadly Road (Route 642) in Prince William County, Virginia are proposed. Hoadly Road acts as a collector route for subdivision traffic going to and from Route 234. The project would upgrade the facility to provide a four-lane divided highway with both raised and flush medians. More specifically, the new roadway would extend along Hoadly Road from Route 234 to Davis Ford Road, then run south along Davis Ford Road to Route 641. Both Hoadly and Davis Ford roads are currently two-lane facilities. Both roadways would be widened to four lanes, and Hoadly Road would be realigned. Several intersections along the route would be altered; these intersections would include Route 641, Route 543, and Dumfries Road. The completed roadway, which would follow both existing and new alignment, would consist of four 12-foot lanes, two in each direction, separated by a 16-foot median. Access would not be limited. The estimated cost of construction is $18.76 million. POSITIVE IMPACTS: Project implementation would replace a poorly aligned cross-country road, connecting Route 234 and Davis Ford Road, with a modern, safe highway facility. Recent and anticipated residential development along the western portion of Hoadly Road would be supported. Realignment of several intersections would improve the visual quality of the route. Traffic volumes anticipated for the corridor for the year 2010 would be accommodated. NEGATIVE IMPACTS: Rights-of-way requirements would displace terrestrial habitat and farmland and 12 to 16 families, and 2,000 square feet of emergent wetlands could be impacted. Noise levels associated with traffic using the facility would impact 49 to 63 residences. Because of its closer location to new homes and subdivisions than the current highway, the facility would result in some aesthetic impacts. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 880148, 117 pages, May 2, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-87-02-D KW - Highways KW - Housing KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+642%2C+FROM+ROUTE+234+TO+ROUTE+641%2C+PRINCE+WILLIAM+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+642%2C+FROM+ROUTE+234+TO+ROUTE+641%2C+PRINCE+WILLIAM+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 - Draft. Preparation date: May 2, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RIVERSIDE PARKWAY/BOTHELL BYPASS, BOTHELL, KING COUNTY, WASHINGTON. AN - 36405992; 1846 AB - PURPOSE: Construction of a 1.2-mile bypass of Bothell, to be known as the Riverside Parkway/Bothell Bypass, in King County, Washington is proposed. The bypass, which would divert traffic from State Route (S.R.) 522 as it passes through the central business district (CBD) area, would be a four-lane limited-access highway with a median containing a concrete barrier. Access to the bypass would be provided near the east and west termini only. A fence would run along both sides of the roadway right-of-way to prevent access. No sidewalks would be provided, except on the west-end bridge over the Sammamish River. The signed speed limit would be 40 or 45 miles per hour. In addition to the roadway portion of the project, three major structures would be provided; specifically, a west-end partial interchange and bridge, a 102nd Avenue overpass, and an east-end bridge and partial interchange. In addition to project alternatives that would involve construction of the bypass, an alternative involving improvement of existing S.R. 522 is being considered. In all, nine action alternatives are under consideration. These alternatives include bypass of the CBD following a route south of the Sammammish River that would largely use parkland north of Riverside Drive; a bypass of the CBD following a route south of the Sammammish River that would largely use commercial land; and widening and improvement of existing S.R. 522. Bypass construction would require construction of noise control barriers. Depending on the alternative chosen, construction costs would range from $14.1 million to $20.8 million. POSITIVE IMPACTS: Traffic congestion in the CBD of Bothell would be reduced significantly. As a result, the number of accidents in the district would be reduced, pedestrian activity would be encouraged, and visual quality of the area would be improved. The economic revitalization of the CBD would be supported. NEGATIVE IMPACTS: Rights-of-way development would disrupt the rural character of the Riverside Drive area and displace up to 8.5 acres of parkland, 1.8 acres of wetland, 13.7 acres of private land, 10 single-family residences, and 6 businesses; all displacement figures represent maxima. Construction of the bypass would result in a decline in business for commercial enterprises in the CBD that are dependent on passing traffic. Substantial increases in noise levels would occur along the bypass routes. Historic sites along project routes would be degraded by increases in noise levels and construction intrusions. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, 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: 880140, 285 pages and maps, April 29, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-1988-1-D KW - Central Business Districts KW - Energy Consumption Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Wetlands 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/36405992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-04-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVERSIDE+PARKWAY%2FBOTHELL+BYPASS%2C+BOTHELL%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=RIVERSIDE+PARKWAY%2FBOTHELL+BYPASS%2C+BOTHELL%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 29, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 83, IH 94 TO STH 16, WAUKESHA COUNTY, WISCONSIN: FEDERAL NUMBER F083( ), PROJECT I.D. 1331-05-00. AN - 36381852; 1847 AB - PURPOSE: Reconstruction of State Trunk Highway (STH) 83 from IH 94 to Cardinal Lane, a distance of approximately 2.9 miles, in Waukesha County, Wisconsin is proposed. The segment of STH 83 under study is located west of the Milwaukee urbanized area. The preferred construction alternative would involve a new four-lane divided roadway from IH 94 to Mariner Drive and a two-lane rural roadway from Mariner Drive to Cardinal Lane. The roadway would consist of two 12-foot lanes in each direction, a 24-foot raised median with curbs and gutters, and 10-foot outside shoulders, three feet of which would be paved. Intersections would be provided at Ivens Road, at the Park entrance, and at Mariner Drive. Left-turn lanes would also be provided at the Park entrance and at Mariner Drive. Curb-and-gutter sections and a retaining wall would be used at the southeast quadrant of the Mariner Drive intersection to minimize impacts to residential property and a golf course. The two-lane section of Mariner Drive would consist of two 12-foot driving lanes with 10-foot shoulders, 3 feet of which would be paved. When traffic and growth in the area warrant expansion, a four-lane urban section could be constructed; the segment would lie within an 80-foot-wide rights-of-way. Intersections would be provided at Nagawicka Road and Oakwood Road. A passing lane would be provided at Oakwood Road. Access along STH 83 would be restricted to locations where access drives currently exist. A future pedestrian/bike path could be constructed by others along the new rights-of-way between Oakwood Road and the Bark River School. The 1982 roadway construction south of Oakwood Road would not be reconstructed. The estimated costs of construction are $1.1 million. POSITIVE IMPACTS: The project would provide a roadway that would accommodate current and future traffic demands, relieve traffic congestion, improve safety, and reduce accidents. Its expanded capacity would generally improve access to farmlands and increase safety for operators of farm equipment. NEGATIVE IMPACTS: Rights-of-way requirements totalling 8.1 acres would result in displacement of approximately 2.9 acres from Naga-Waukee Park and approximately 1.3 acres of a 253-acre wetland complex and would strip acquisition of approximately 2.7 acres of agricultural land from two farm operations. Implementation of the project plan would require removal of approximately 207 trees. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0154D, Volume 11, Number 4. JF - EPA number: 880135, 307 pages and maps, April 28, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-87-01-F KW - Farmlands KW - Floodplains KW - Land Acquisitions KW - Parks KW - Property Disposition KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Department of Transportation Act of 1966, Parks 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381852?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-04-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+83%2C+IH+94+TO+STH+16%2C+WAUKESHA+COUNTY%2C+WISCONSIN%3A+FEDERAL+NUMBER+F083%28+%29%2C+PROJECT+I.D.+1331-05-00.&rft.title=STATE+TRUNK+HIGHWAY+83%2C+IH+94+TO+STH+16%2C+WAUKESHA+COUNTY%2C+WISCONSIN%3A+FEDERAL+NUMBER+F083%28+%29%2C+PROJECT+I.D.+1331-05-00.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 28, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 90: FOUR LAKES TO IDAHO STATE LINE, SPOKANE COUNTY, WASHINGTON. AN - 36388905; 1845 AB - PURPOSE: Improvements to a 30-mile segment of Interstate 90 (I-90) in Spokane County, Washington are proposed. I-90 has served Spokane for approximately 30 years. Most of the facility from Four Lakes to the Idaho state line would be in need of major repair by the year 2010. Traffic on I-90 has increased by approximately five percent per year since the facility was completed. This trend is expected to continue at least through the year 2010. Improvements under the currently proposed plan would involve construction of additional, general purpose driving lanes, new interchanges, interchange improvements, park-and-ride lots, ramp closures, and a transit center. Five alternatives are under consideration. Alternative (A) would involve continued maintenance of the highway under the existing regime. Alternative (B) would involve major construction activities at the following interchanges and ramps: State Route (SR) 902/Medical Lake interchange; Lincoln Street westbound off-ramp; SR 290/Hamilton Street interchange area ramps; Altamont Street ramp closures and bridge widening; Thor/Freya interchange; Custer Street westbound off-ramp realignment; Fancher Road westbound on-ramp closure; Sprague Avenue interchange; a new University Road interchange; a new Evergreen Road interchange; Barker Road interchange; Greenacres interchange; and Harvard Road interchange. Alternative (B) would also involve construction of additional freeway lanes from the SR 2/Airport interchange to the vicinity of the Geiger interchange and from the SR 290/Hamilton Street interchange to the Harvard Road interchange. Alternative (C) would be identical to alternative (B), except that no new interchange would be built at Evergreen Road. Alternative (D) would be identical to alternative (B), except that the Greenacres interchange would not be reconstructed. Alternative (E) would be identical to alternative (B) except that no improvements would be implemented for the Greenacres interchange and no interchange would be built at Evergreen Road. The estimated costs of alternatives (A), (B), (C), (D), and (E) are $31.0 million, $141.0 million, $141.0 million, $132.0 million, and $132.0 million, respectively. POSITIVE IMPACTS: Congestion on I-90, which has been on the increase over recent years, would be largely relieved by alternatives (B) through (E). Alternative (B) would provide the most flexibility in responding to proposed residential and commercial developments in the area. Alternatives (C) through (E) would provide a reasonable response to development needs. Alternatives (B) through (E) would create from 100 to 400 temporary jobs during each construction season. NEGATIVE IMPACTS: Under alternative (A), traffic congestion would become critical at many locations by 2010. Alternatives (B) through (E) would require closure of the Altamont Street ramps, altering the route some motorists take to Sprague Avenue, Liberty Park, and the Playfair Race Course. Alternatives (B) through (E) would result in displacement of 45 residences and 4 businesses, loss of less than one acre of wetland, and increased water pollution loadings in the corridor. Construction activities under alternatives (B) through (E) could result in encounters with hazardous wastes or asbestos. Portions of the project could drain to the area aquifer, affecting the quality of the water supply in the region. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Safe Drinking Water Act of 1974, as amended (42 U.S.C. 300(f) et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880133, 137 pages, April 27, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-88-3-D KW - Employment KW - Health Hazards KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Washington KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Safe Drinking Water Act of 1974, 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/36388905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-04-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+90%3A+FOUR+LAKES+TO+IDAHO+STATE+LINE%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=INTERSTATE+90%3A+FOUR+LAKES+TO+IDAHO+STATE+LINE%2C+SPOKANE+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 27, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5, MAIN STREET TO INTERSTATE 205, CLARK COUNTY, WASHINGTON. AN - 36401397; 1768 AB - PURPOSE: Widening of Interstate 5 (I-5) from four to six through lanes for a distance of five miles from the Main Street interchange to a point in the vicinity of I-205 in Clark County, Washington is proposed. The project would also involve construction of a new interchange at Northeast (NE) 99th Street. Lanes would be 12 feet wide, with 10-foot curbed shoulders. All bridges along the route would be widened or replaced to accommodate the additional lanes. Bridge structures to be widened include those that carry I-5 across Main Street, NE 63rd Street, NE 78th Street, Salmon Creek, NE 129th Street, and NE 134th Street. Auxiliary lanes would connect on- and off-ramps between the interchanges at Main Street, NE 78th Street and NE 99th Street. Mainline construction in the vicinity of the NE 134th Street interchange would be limited to the addition of a third southbound lane beginning at the junction of the southbound on-ramp from the NE 134th Street interchange, and the addition of a third northbound lane through the NE 134th Street interchange to a point just south of the I-205 overcrossing structure. The roadway would be repaved, new pavement markings would be installed, and signing and illumination would be provided. Widening from the NE 134th Street interchange to the junction of I-205 would be completed in conjunction with future projects from I-205 to NE 219th Street. Lane and ramp configurations north of NE 134th Street through the I-205 interchange need to complement the alternatives that would be developed to address necessary safety and capacity improvements from I-205 to NE 219th Street. A joint study between the Intergovernmental Resource Center and the Washington State Department of Transportation is now being prepared to assess those needs. To mitigate damage resulting from project development, efforts would be made to establish 3.5 acres of wetlands. The estimated cost of the project is $100.00 million. The earliest that construction could begin is 1990, and it would take 10 years to complete the project. POSITIVE IMPACTS: Expansion of freeway capacity and associated access improvements would reduce traffic congestion and enhance safety in the I-5 corridor. Travel times within the corridor and associated fuel consumption would decline significantly. Commuter movements from the Hazel Dell and Salmon Creek communities to the employment centers of Vancouver and Portland would be eased. NEGATIVE IMPACTS: Rights-of-way requirements would result in filling approximately 3.5 acres of wetlands and displacing as many as 15 commercial and 41 residential units. Approximately 21 acres of land not currently owned by the state would have to be purchased. Until the cumulative impacts of the currently proposed project and the aforementioned improvements between I-205 and NE 219th Street are determined, all the potential impacts of the project north of NE 134th Street cannot be evaluated. A future environmental document will be prepared to identify the impacts of the completed 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: 880120, 167 pages and maps, April 19, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-88-2-D KW - Bridges KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wetlands KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401397?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-04-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5%2C+MAIN+STREET+TO+INTERSTATE+205%2C+CLARK+COUNTY%2C+WASHINGTON.&rft.title=INTERSTATE+5%2C+MAIN+STREET+TO+INTERSTATE+205%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: April 19, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 228 FROM ROUTE 360 TO INTERSTATE 64, CITY OF RICHMOND AND CHESTERFIELD, HENRICO, GOOCHLAND, AND POWHATAN COUNTIES, VIRGINIA. AN - 36402971; 1767 AB - PURPOSE: Construction of Route 288 in the city of Richmond and Chesterfield, Henrico, Goochland, and Powhatan counties, Virginia is proposed to provide for north-south travel between Route 360 and Interstate 64 (I-64). The study corridor extends approximately 17.5 miles, 60 percent of which lies to the south of the James River and 40 percent to the north. Route 288 would provide full-control-access features, including interchanges at major crossroads. The freeway would have four to eight lanes and meet all interstate freeway standards for line, grade, and geometric features to provide for a design speed of 70 miles per hour. Four alternatives are under consideration. Noise barriers could be included in the design of the project. Estimated costs of the project range from $171.2 million to $246.8 million, depending on the alternative chosen. POSITIVE IMPACTS: Forming the southwest link of the Route 288/I-295 freeway network in the Richmond metropolitan area, the highway would meet existing and projected traffic volume demands for the study area. Congestion on existing routes would be relieved by redistribution of traffic patterns, and safety and efficiency of the area's transportation system would be improved. Intraregional access across the James River west of the Parham/Chippenham Connector would be enhanced significantly. One alternative alignment would serve as a bypass route between I-64 and the proposed Ridgefield Parkway. The annual accident rate in the corridor would decline by 165 incidents per year, and travel costs would drop by $6.5 million. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 4 to 14 businesses, employing 10 to 28 workers, and 18 to 39 households. Three of the alternatives under consideration would result in relocation of the Swift Creek Athletic Association Soccer Complex. Tax revenue losses due to rights-of-way acquisition would range from $127,000 to $194,000 per year. A total of 851 to 932 acres of land would be acquired. Land displaced would include forest, old field habitat, prime farmland, pastureland, and cultivated fields. Numerous streams and wetlands would be crossed, impacting 12.1 to 24.2 acres of wetland. One minority community would be impacted, and up to three communities could be severed. Presence of the freeway could result in acceleration of local development and related indirect environmental impacts. School bus routes would suffer minor disruptions due to the barriers to local traffic movement created by the freeway. Up to 620 residential receptors could be subject to noise levels in excess of federal standards. The facility would encroach on land currently used for rural and suburban living. One alternative could have significant impacts on the Swift Creek Reservoir. Up to 3 significant architectural structures and 19 archaeological sites could be damaged. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, 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: 880106, 192 pages and maps, April 1, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-88-01-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11990, Wetlands 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/36402971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+228+FROM+ROUTE+360+TO+INTERSTATE+64%2C+CITY+OF+RICHMOND+AND+CHESTERFIELD%2C+HENRICO%2C+GOOCHLAND%2C+AND+POWHATAN+COUNTIES%2C+VIRGINIA.&rft.title=ROUTE+228+FROM+ROUTE+360+TO+INTERSTATE+64%2C+CITY+OF+RICHMOND+AND+CHESTERFIELD%2C+HENRICO%2C+GOOCHLAND%2C+AND+POWHATAN+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 1, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MILL CREEK BRIDGE, WEST SIXTH STREET, THE DALLES, WASCO COUNTY, OREGON. AN - 36401516; 1765 AB - PURPOSE: Implementation of a project to replace or otherwise deal with the historic Mill Creek (West Sixth Street) Bridge in the City of The Dalles, Wasco County, Oregon is proposed. Although the concrete bridge is substandard in width and safety features relative to the high traffic volumes associated with West Sixth Street, it is structurally sound. The three construction alternatives under consideration include: (1) rehabilitation and widening to the north of the existing bridge; (2) construction of a new bridge on a different alignment; and (3) construction of a new bridge on the same alignment as the existing bridge. Two design options each for alternatives (2) and (3) are under consideration. The typical roadway section for alternative (2) would feature two 12-foot travel lanes, a 16-foot center turning median, and two 6-foot shoulders. The first alignment option under alternative (2) would connect West Second Street with West Sixth Street in the vicinity of Mt. Hood Street. The second alignment option under alternative (2) would connect Terminal Avenue to West Second Street. The first design option under alternative (3) would involve construction of a standard rail, while the second design option would require reproduction of the existing ornamental rail or development of a facsimile of the rail, complete with the original light fixtures. The estimated cost of the project ranges from $400,000 to $1.34 million, depending on the alternative and option selected. No funding source currently exists for construction of the bridge on a new alignment. POSITIVE IMPACTS: Any project alternative would resolve problems associated with the lack of adequate capacity and safety features associated with the existing bridge. The City of The Dalles has indicated that this project would be the first improvement to address existing and future traffic volumes in the West Sixth Street/West Third Place corridor. Rehabilitation of the existing structure would enhance its value as an historic site. NEGATIVE IMPACTS: Rights-of-way development could impact as many as three residences and two to three businesses. The project could affect one or two properties listed or eligible for listing on the National Register of Historic Places, namely, the Mill Creek Bridge and Trevitt's Addition Historic District. Alternative (1) would require some fill and construction of retaining walls due to topography on the north side of the bridge. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880104, 89 pages and maps, March 31, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-88-01-D KW - Bridges KW - Creeks KW - Historic Sites KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Oregon 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/36401516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILL+CREEK+BRIDGE%2C+WEST+SIXTH+STREET%2C+THE+DALLES%2C+WASCO+COUNTY%2C+OREGON.&rft.title=MILL+CREEK+BRIDGE%2C+WEST+SIXTH+STREET%2C+THE+DALLES%2C+WASCO+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: March 31, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED DAVIDS ISLAND PROJECT, LONG ISLAND SOUND, NEW ROCHELLE, WESTCHESTER COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1986). AN - 36399837; 1789 AB - PURPOSE: Development of Davids Island, located in the western section of Long Island Sound in the city of New Rochelle, Westchester County, New York, is proposed. The Davids Island Urban Renewal Area consists of Davids Island and a 2.3-acre portion of the Fort Slocum Dock area. Davids Island encompasses 77.8 acres of land above mean high water (MHW), of which 42 acres are above the 100-year flood elevation. With the exception of 5.2 acres owned in fee simple by Consolidated Edison, Davids Island is owned by the city of New Rochelle. The proposed development plan would include construction of a bridge from the mainland to the island and associated bridge access roadways on the mainland, construction of 2,000 residential units and supporting nonresidential activities, construction of a marina and beach, provision of utilities, construction of a helipad, and improvements to the South Channel. The fixed-span bridge would be 3,465 feet long, commencing at the Fort Slocum Dock area and proceeding in an easterly direction along a route that brings the structure adjacent to the most northern area of Glen Island and over a 0.48 acre area of parkland that is normally covered with water at MHW and exposed at mean low water. Two bridge pile foundations would be placed within this area. The mainland approach to the Davids Island Bridge would be designed to provide two-way circulation. The residential units would include supporting retail, recreation, and open space uses. Population on the island is projected to be 3,700 persons. The western and southern shoreline of the island would be developed as a marina accommodating 800 slips for use by island residents.This draft supplement to the draft environmental impact statement of December 1986 addresses impacts of the project, including development of Davids Island and a marina, construction of a bridge between the New Rochelle mainland and Davids Island, development of a mainland roadway system, other improvements associated with the project, and modifications to the original design discussed in the draft statement. This supplement also includes a Section 4(f) evaluation describing the impact of the proposal on several parks in the vicinity of the project. POSITIVE IMPACTS: The city of New Rochelle would derive substantial economic benefit from the development of Davids Island. The long-term consequences of placing the island into development represents a conversion from its current status as undeveloped, underutilized, and blighted lands. Access to and from Westchester County's Glen Island Park would improve, and traffic backup on local streets would be reduced. New jobs, income, and housing would be produced. There would be a substantial increase in public tax revenues over and above public costs for the project, and New Rochelle's image would improve as a waterfront community in proximity to New York City. NEGATIVE IMPACTS: The primary negative impacts resulting from the development would include navigational and boating constraints associated with the clearance restrictions of the Davids Island Bridge; increased project-related traffic volumes on the mainland roadway system, with consequent increases in vehicular exhaust emissions and vehicular noise; the need for additional sewage treatment capacity at the New Rochelle plant; and impacts to the marine environment from dredging and rock blasting. LEGAL MANDATES: Department of Transportation Act of 1966 (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 environmental impact statement, see 87-0038D, Volume 11, Number 1. JF - EPA number: 880105, 4 volumes and maps, March 31, 1988 PY - 1988 KW - Water KW - Air Quality KW - Beaches KW - Bridges KW - Channels KW - Employment KW - Harbor Structures KW - Highway Structures KW - Housing KW - Navigation KW - Noise KW - Open Space KW - Parks KW - Recreation KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wastewater KW - New York KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+DAVIDS+ISLAND+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+ROCHELLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1986%29.&rft.title=PROPOSED+DAVIDS+ISLAND+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+ROCHELLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1986%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 31, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATED MARYLAND ROUTE 32 FROM MARYLAND ROUTE 108 TO PINDELL SCHOOL ROAD, HOWARD COUNTY, MARYLAND (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1977). AN - 36403141; 1761 AB - PURPOSE: Improvement of Maryland Route 32 from Pindell School Road to Maryland 108 in central Howard County, Maryland is proposed. Maryland 32 extends from Westminster in Carroll County to proposed Interstate 97 near Annapolis in Anne Arundel County, a distance of approximately 59 miles. The relocated highway segment under consideration would begin at the existing northbound lanes of Maryland 32 just west of Maryland 108 and pass through the Trotter Road area approximately 2,360 feet north of existing Maryland 32. The alignment would proceed east through the vicinity of the W. R. Grace Property and Stretmater Pond, shifting north to avoid impacts to the pond and residences along the south side of old Maryland 32. The alignment would then proceed easterly to meet existing Maryland Route 32 construction east of Pindell School Road. Within this segment, full diamond interchanges would be constructed at existing Maryland 108 and Pindell School Road. The project would also include construction of two service roads, one connecting existing Maryland 32 to relocated Sanner Road/Pindell School Road on the south and the other on the north connecting Cedar Lane to the entrances to the W. R. Grace and Riverhill Game Farm properties. Relocation of Maryland 32 and the construction of service roads, together with Maryland 108 improvements, would be built to current state and federal highway standards. Improvements to Trotter Road and Pindell School Road would meet county standards. The typical roadway section for Maryland 32 would consist of two 24-foot roadway surfaces with a 46-foot median, and 4-foot inside and 10-foot outside shoulders within a minimum right-of-way of 300 feet. A box culvert would be constructed where relocated Maryland 32 would cross over Cricket Creek, and a bridge structure would carry relocated Pindell School Road/Cedar Lane over the Middle Patuxent River. The estimated cost of the project, in 1988 dollars, is $40.1 million; if service roads are included in the construction costs, the total project cost estimate would rise to $44.8 million. POSITIVE IMPACTS: Additional highway capacity would be available in central Howard County, a rapidly developing area within the Baltimore-Washington corridor. The existing two-lane segment would be replaced by a controlled access, high-speed, east-west facility, relieving much of the congestion on the existing roadway network by redirecting truck and commuter traffic. Traffic using relocated Maryland 32 would no longer be diverted through Clarksville. The completion of the project would create a continuous link between Interstate 70 near Cooksville in Howard County and the city of Annapolis in Anne Arundel County. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of one resident, 1 acre of public land, 29 acres of natural woodland habitat, 2.35 acres of wetlands, 8.01 acres of floodplains, and 2.32 acres of prime farmland. Eight streams would be crossed. Two archaeological sties would be affected by construction activities. Three noise sensitive areas would be exposed to traffic noise in violation of federal standards. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 77-1013F, Volume 1, Number 10. JF - EPA number: 880100, 162 pages and maps, March 28, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-88-02-DS KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Pipelines KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36403141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATED+MARYLAND+ROUTE+32+FROM+MARYLAND+ROUTE+108+TO+PINDELL+SCHOOL+ROAD%2C+HOWARD+COUNTY%2C+MARYLAND+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1977%29.&rft.title=RELOCATED+MARYLAND+ROUTE+32+FROM+MARYLAND+ROUTE+108+TO+PINDELL+SCHOOL+ROAD%2C+HOWARD+COUNTY%2C+MARYLAND+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1977%29.&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: March 28, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED MIAMI METROMOVER, MIAMI, DADE COUNTY, FLORIDA. AN - 36405799; 1757 AB - PURPOSE: Construction of the Omni and Brickell legs of Miami's automated guideway system, known locally as Metromover, in Dade County, Florida is proposed. The Central Business District (CBD) Core Loop portion of the Metromover System was opened for service in April 1986. The proposed project would consist of the Metrorail System, construction of the Metromover Omni Leg (1.4 miles) and the Brickell Leg (1.1 miles), and consolidation of the Metrobus System to provide an extensive, coordinated feeder network. Of the 29 local and 6 express bus routes, 17 local and all express bus lines would be rerouted or shortened whenever the Metromover is operating. The 1.4-mile Omni Leg would connect to the Loop at N.E. 5th Avenue and extend north on the western side of N.E. 2nd Avenue. Just south of I-395, the alignment would turn eastward along the eastbound lanes of I-395, cross Biscayne Boulevard, and continue parallel to eastbound I-395 north of Bicentennial Park. The alignment would swing north across I-395 and follow the east curb lane of North Bayshore Drive, then turn west along the south curb lane of N.E. 15th Street to its terminus at Miami Place. Six stations would support the line. The 1.1-mile Brickell Leg would connect to the Loop between Miami Avenue and S.E. 1st Street just north of the I-95 expressway and west of the Centrust Tower. From this location, the alignment would extend south over I-95 ramps and the Miami River and continue across private property to the southwest corner of Brickell Plaza (S.E. 1st Avenue) and S.E. 8th Street. The Brickell Leg alignment would follow the west side of Brickell Plaza to S.E. 9th Street, cross to the east side of Brickell Plaza and then turn west onto S.E. 11th Street. At S.W. 1st Avenue, the alignment would turn south into the right-of-way between the rapid transit line and S.W. 1st Avenue and continue southward to S.W. 14th Street. The alignment would then turn east and follow the south side of S.W. 14th Street to the terminus at Brickell Avenue. Six stations would support the line. The new facilities would be similar to those on the existing Metromover Loop. Normal guideway spans would be approximately 80 feet in length. The 12 proposed stations would typically be center platform configurations. Each station would be totally accessible and barrier free, with elevators and stairs provided. Closed-circuit television and public address systems would connect each station with central control as on the existing Loop. The automated transit vehicles would be similar to those operating on the existing Loop. The proposed alternative includes expansion of the existing maintenance and storage facility and provisions for new storage and wash facilities at the Omni terminal. Estimated capital costs, escalated to the midpoint of construction, are $240 million. POSITIVE IMPACTS: The project would increase transportation capacity in downtown Miami, improve transit travel times for internal trips, increase the mode share of person trips using transit, and improve circulation and mobility among major activity centers within the study area. The project would reduce travel time for Metrobus riders from the west and for Metrorail riders destined for Omni or Brickell. There would be a small but positive impact on Metrorail ridership. Weekday ridership on the Metromover System would increase from 15,759 to 43,289. The improvement in downtown circulation could affect growth and development by enticing development to locate in the study area and by allowing downtown workers to travel further during their lunch hours. Additionally, the development of station areas would increase the development opportunities around them. The demand for parking in the expanded CBD would decrease by 825 spaces. NEGATIVE IMPACTS: The preferred alternative would require displacement of 5 residential structures containing an estimated 10 to 12 family units and 20 businesses. Additionally, partial acquisitions of two businesses would be required. The project would adversely affect many bus riders from Miami Beach and the northern corridor, increasing their travel time to the downtown area. The annual regional operating deficit is expected to increase by $1.8 million. The construction phase would require mitigation measures for maintenance of traffic, dust, and noise control. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0235D, Volume 11, Number 6. JF - EPA number: 880095, 424 pages and maps, March 25, 1988 PY - 1988 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Motor Vehicles KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Urban Development KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405799?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+MIAMI+METROMOVER%2C+MIAMI%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=PROPOSED+MIAMI+METROMOVER%2C+MIAMI%2C+DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 25, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIANAPOLIS INTERNATIONAL AIRPORT, INDIANAPOLIS, INDIANA (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1979). AN - 36400425; 1715 AB - PURPOSE: Expansion and improvement of the Indianapolis International Airport, Indianapolis, Indiana are proposed. This supplement to the final environmental impact statement (FEIS) of June 1979, which covered short-term development of the airport, addresses construction of a new runway not addressed in the FEIS. Developments documented in the FEIS included: acquisition of 1,650 acres of land; relocation of 91 households; relocation of Seerley Road between High School Road and Bridgeport Road (approximately 3.5 miles); construction of a new air carrier Runway 4R-22L (7,500 feet by 150 feet and approximately 3,500 feet southeast of and parallel to existing Runway 4L-22R); deactivation of existing Runway 4R-22L on completion of the new runway; construction of a cargo building and apron southeast of the passenger terminal complex; expansion of the passenger terminal apron; installation of an instrument landing system for the new Runway 4R-22L; and reimbursement for acquisition of 530 acres of land. While these developments were underway, a major package express company and a major freight forwarder relocated to the Indianapolis International Airport. This development necessitated a reevaluation of the proposed new runway siting and length. As a result of a study, published in May 1985, it was recommended that runway spacing be reduced from 3,500 feet to 2,800 feet southeast of and parallel to the existing Runway 4L-22R and to increase the runway length from 7,500 feet to 10,000 feet. The report also indicated that without the new runway, the peak-hour demand would exceed peak-hour capacity during future conditions. Land acquisition, residential relocation, and road reconstruction required to accommodate the new runway have been accomplished. POSITIVE IMPACTS: Construction of the newly proposed runway would reduce average peak-hour delays by 6 to 12 minutes. New aircraft mix, loading, and trip characteristics would be accommodated. Aircraft operated by Purolator Courier and CF AirFreight, which serve destinations throughout the United States, would be provided with sufficient takeoff and landing facilities. Adequate obstacle clearance for Category I instrument landing system use would be provided. The new runway would also serve as a backup facility when the existing intersecting runways need to be maintained or repaired and would function as an alternate runway during certain routine maintenance activities. Operation of the airport as a commercial service airport serving major passenger and cargo carriers would be continued. NEGATIVE IMPACTS: Expanded air traffic would increase pollution levels in the vicinity of the airport. LEGAL MANDATES: Airport and Airway Development Act of 1976 (P.L. 94-353) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 79-1007F, Volume 3, Number 10. JF - EPA number: 880094, 484 pages and maps, March 24, 1988 PY - 1988 KW - Air Transportation KW - Air Quality KW - Airports KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Sites Surveys (Airports) KW - Transportation KW - Indiana KW - Airport and Airway Development Act of 1976, 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/36400425?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIANAPOLIS+INTERNATIONAL+AIRPORT%2C+INDIANAPOLIS%2C+INDIANA+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1979%29.&rft.title=INDIANAPOLIS+INTERNATIONAL+AIRPORT%2C+INDIANAPOLIS%2C+INDIANA+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1979%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: March 24, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 10, WADENA TO MOTLEY, MINNESOTA. AN - 36382027; 1763 AB - PURPOSE: Improvement of 31.1 miles of U.S. 10 from a two-lane single roadway to a four-lane divided roadway from County Secondary Aid Highway (C.S.A.H.) 77 at Bluffton to C.S.A.H. 53 at a point 0.5 mile south of Motley in central Minnesota is proposed. The highway would pass through Otter Tail, Wadena, Todd, and Morrison counties. Rural sections would have 12-foot lanes, 10-foot shoulders, and 90- to 124-foot medians within 224- to 234-foot rights-of-way. Urban sections would have 12-foot lanes, 8-foot shoulders, and 18-foot medians within 100-foot rights-of-way. Bypasses of Wadena, Staples, and Motley would require construction of sections to a combination of expressway and freeway standards, providing interchanges and grade separations to control access. The facility would pass through the communities of Verndale and Aldrich, and all rural segments would be expressway sections, providing partial control of access. For the most part, the project would consist of construction of two additional lanes north of and adjacent to the existing two-lane highway; however, immediately west of Staples, the additional lanes would be constructed south of the existing highway. Two miles of Trunk Highway 210 would be reconstructed to rural highway standards on a new alignment within and south of Staples. The cost of construction and rights-of-way acquisition for the project was estimated at $35.0 million in 1978; the cost of constructing segments of the project currently programmed for construction is estimated at $10.5 million. POSITIVE IMPACTS: Implementation of the project would provide design continuity for U.S. 10 throughout Minnesota by upgrading one of the last segments of U.S. 10 not completed to modern four-lane standards. Through traffic would be removed from residential and commercial districts in Wadena, Staples, and Motley, enhancing safety and reducing congestion and traffic conflicts. The traffic carrying capacity of U.S. 10 would be increased, and travel times on the route would decline. Infrastructural support would be provided for local and regional development, and commodity movement in the region would be enhanced. Noise currently affecting receptors within towns to be bypassed would decrease significantly. Significant noise reductions would be experienced by 105 receptors. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 21 residences and 10 commercial properties and the loss of 72 acres of developed land, 156 acres of wetlands, 213 acres of cropland, 300 acres of grassland, and 163 acres of woodland. Noise levels at 43 receptors along the proposed bypasses would increase by more than 10 decibels on the A-weighted scale at the L50 level, and 39 receptors would be affected by noise increases of 10 decibels on the A-weighted scale at the L10 level. LEGAL MANDATES: Executive Order 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 EIS, see 80-0146D, Volume 4, Number 2. JF - EPA number: 880088, 324 pages and maps, March 17, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-79-04-F KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Minnesota KW - Executive Order 11990, Compliance 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/36382027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+10%2C+WADENA+TO+MOTLEY%2C+MINNESOTA.&rft.title=US+HIGHWAY+10%2C+WADENA+TO+MOTLEY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 17, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRANSIT ALTERNATIVES FOR INDEPENDENCE BOULEVARD (U.S. ROUTE 74), CHARLOTTE, MECKLENBURG COUNTY, NORTH CAROLINA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1982). AN - 36407816; 1764 AB - PURPOSE: Improvements to a 5.2-mile section of Independence Boulevard in Charlotte, Mecklenburg County, North Carolina are proposed. The final environmental impact statement (EIS) recommended improvements from Brookshire Freeway to Wallace Lane and included a two-lane exclusive busway within the median between eastbound and westbound lanes. The draft supplemental EIS documented the investigation of alternative transit options to the busway, requested by the Urban Mass Transportation Administration, since the busway is a mass transit facility. This final supplemental EIS documents impacts of the selected alternative, alternative (4), which is described below along with the other alternatives that were considered in the draft supplemental statement. Study limits are Brookshire Freeway and Idlewild Road. All alternatives considered in the draft supplemental EIS included the approved freeway/expressway highway design. Five alternatives were selected for consideration during formulation of the draft supplemental EIS: (1) The Null Alternative, which consists of the basic freeway/expressway highway design, with the existing bus system and committed bus service improvements. (2) The Transportation System Management (TSM) Alternative, which consists of Alternative 1 plus highway-related TSM measures of an emergency incident removal system and variable user message signs. (3) The Busway Alternative, which consists of Alternative 1 plus a 4.5-mile, two-lane exclusive busway in the median of the highway lanes between the Brookshire Freeway at the western terminus of the project and east of the interchange with Sharon Amity Road. Access to the busway would be provided at the termini and at Sharon Amity and Albemarle roads. (4) The High Occupancy Vehicle (HOV) Alternative, which consists of Alternative 1 plus an exclusive HOV lane in the median of the highway lanes. The HOV lane would be approximately 3.7 miles long and would be located between Hawthorne Road and Sharon Amity Road. It would be used by buses and private vehicles carrying three or more people. (4A) The HOV Alternative with Modified Alignment, which is similar to Alternative 4 except that the proposed grade has been established to more nearly follow the existing Independence Boulevard grades. The freeway concept would extend from the Brookshire Interchange only to the Seaboard railroad bridge. The estimated cost of the selected alternative in 1985 dollars is $115.0 million, and net annual operating costs are estimated at $0.9 million. POSITIVE IMPACTS: The project would satisfy a major transportation need, improve traffic flow, and decrease congestion, as well as increase motorist and pedestrian safety. Residents would be provided with improved bus service, greatly reducing travel time to Uptown. Through-traffic diversion onto residential streets would be reduced substantially. The attainment of air quality standards in the corridor would be enhanced. Approximately 1,960 jobs would be created during construction. NEGATIVE IMPACTS: Rights-of-way acquisition for the selected alternative would require the relocation of 110 residential units, 170 businesses, and 2 churches. One additional church would lose a portion of its support building. Accessibility to 87 businesses remaining in the corridor would be reduced. Noise levels approaching or exceeding the Noise Abatement Criteria would affect 163 dwelling units, 70 commercial units, and 1 school. Construction activities would produce a significant loss of business to commercial establishments in the corridor. Use of alternative routes during construction would cause disruption to the Elizabeth and Chantilly neighborhoods. Response time of emergency vehicles would be increased during construction. LEGAL MANDATES: 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.), 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 abstracts of the draft and final EISs and the draft supplement to the final EIS, see 78-1195D, Volume 2, Number 11; 82-0659F, Volume 6, Number 10; and 87-0071D, Volume 11, Number 2, respectively. JF - EPA number: 880083, 521 pages and maps, March 14, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-77-02-FS KW - Air Quality KW - Central Business Districts KW - Cost Assessments KW - Employment KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - North Carolina KW - Federal Aid Highway Act of 1968, Compliance 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/36407816?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSIT+ALTERNATIVES+FOR+INDEPENDENCE+BOULEVARD+%28U.S.+ROUTE+74%29%2C+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1982%29.&rft.title=TRANSIT+ALTERNATIVES+FOR+INDEPENDENCE+BOULEVARD+%28U.S.+ROUTE+74%29%2C+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1982%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: March 14, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH DOUGLAS HIGHWAY EXTENSION, CITY AND BOROUGH OF JUNEAU, ALASKA. AN - 36401032; 1755 AB - PURPOSE: Extension of the North Douglas Highway a distance of 8.4 miles from its current terminus at Outer Point to Point Hilda on Douglas Island in the city and borough of Juneau, Alaska is proposed. The preferred plan would involve construction of a 34-foot-wide, gravel-topped, two-lane road. The road would have the same centerline as a paved road that could be constructed in the future. This would ensure that the geometrics of the road would conform to any future construction and also that the road material would be useable within a future paved-road prism. Approximately 3.5 miles of the facility would be constructed on rockfill. Other highway design features would include permanent and temporary settling ponds, armor rock bank protection, and run-off drainage diversions. The estimated cost of the project is $20.4 million. POSITIVE IMPACTS: The new facility would help the city of Juneau handle a population increase of 7,900 by 1997 by opening a new area for development of housing and related amenities. Construction of the new roadway facility would provide land access to a proposed vessel landing at Middle Point, expediting transport of workers to the developing mine at Greens Creek on Admiralty Island. NEGATIVE IMPACTS: Existence of the highway would encourage development of currently undeveloped natural lands associated with a heavily wooded shoreline. Water quality in the Peterson Creek watershed could be degraded somewhat. Traffic levels on the existing North Douglas Highway would be increased by as much as 5,300 additional vehicles per day. Hunting for Sitka blacktail deer, black bear, waterfowl, and small game would be affected by the construction and use of the highway. Noise from construction and use of the highway could impact the 22 bald eagles nesting in the vicinity. Approximately 81.3 acres of wetlands would be lost or disturbed. LEGAL MANDATES: Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 880076, 2 volumes and maps, March 9, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-02-D KW - Archaeological Sites Surveys KW - Bank Protection KW - Coastal Zones KW - Cost Assessments KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Hydrologic Assessments KW - Noise Assessments KW - Shores KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401032?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+DOUGLAS+HIGHWAY+EXTENSION%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.title=NORTH+DOUGLAS+HIGHWAY+EXTENSION%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 9, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WIDENING OF INTERSTATE 5 (SANTA ANA FREEWAY) AND RECONSTRUCTION OF INTERCHANGES WITH AND A TRANSITWAY BETWEEN STATE ROUTES 22 AND 55 IN THE CITY OF SANTA ANA, ORANGE COUNTY, CALIFORNIA (SUPPLEMENTAL DRAFT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1986). AN - 36402643; 1756 AB - PURPOSE: Widening of Interstate 5 (I-5) (Santa Ana Freeway), including reconstruction of associated interchanges, and construction of a two-lane transitway facility in the cities of Santa Ana and Tustin, Orange County, California are proposed. The freeway improvement project would extend from State Route (SR) 55 to SR 22. This supplement to the draft environmental impact statement (DEIS) of December 1986 examines an alternative project design involving the addition of a transitway within the corridors and alternative improvement designs for the I-5/SR 55 and I-5/SR 22/57 interchanges. The transitway would be constructed in lieu of the commuter lanes proposed in the DEIS. The transitway alternative would include, as an element of the project, a high-occupancy vehicle (HOV) connector linking I-5 with SR 55 and other modifications to the approved CALTRANS alternative for the reconstruction of the I-5/SR 55 interchange. This HOV connector was not part of any of the original I-5 widening alternatives or the I-5/SR 55 interchange alternatives considered previously. The transitway and HOV connector would be integrated with the I-5 widening and I-5/SR 55 interchange reconstruction. Transitway alternatives under consideration include: (1) an at-grade transitway located in the freeway median and extending from SR 22 /57 to 4th Street, with the freeway widened into the Southern Pacific railroad right-of-way to the southwest of I-5; (2) an elevated transitway in the freeway median from SR 22/57 to McFadden Avenue; and (3) an at-grade or elevated transitway located in the railroad right-of-way from SR 22/57 to 17th Street or from 4th Street to McFadden Avenue, respectively. Noise control walls could be incorporated into the project design. The estimated cost of implementing the most cost-effective alternative, alternative (1), is $239 million; this cost includes $40 million in shared costs for structural modifications and $39 million for an HOV connector to the I-5/SR 55 interchange. The estimated cost of the currently preferred DEIS alternative for the remainder of the freeway project is $110 million. POSITIVE IMPACTS: Improvements to the I-5/SR 55 interchange would reduce the substantial congestion and high number of accidents and increase the operational efficiency of the freeway network. Local transportation planning goals would be supported. NEGATIVE IMPACTS: Rights-of-way requirements for the transitway, under alternative (1), would involve 233 residential properties, 564 residents, 109 businesses, 590 employees, and 369 parking spaces. The currently preferred DEIS alternative for the remainder of the freeway project would displace 178 residential properties, 400 residents, 81 businesses, 247 employees, and 252 parking spaces. The I-5/SR 55 interchange improvements would displace 84 to 95 residences, 1 to 3 businesses, part of a school/church complex, 10 to 23 employees, and 122 to 132 parking spaces. Six properties located in the North Broadway Park Historic District would be affected, and project structures would degrade the visual environment of the area. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0515D, Volume 10, Number 12. JF - EPA number: 880072, 411 pages, March 7, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-06-DS KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - California 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/36402643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+OF+INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+WITH+AND+A+TRANSITWAY+BETWEEN+STATE+ROUTES+22+AND+55+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+COUNTY%2C+CALIFORNIA+%28SUPPLEMENTAL+DRAFT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1986%29.&rft.title=PROPOSED+WIDENING+OF+INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+WITH+AND+A+TRANSITWAY+BETWEEN+STATE+ROUTES+22+AND+55+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+COUNTY%2C+CALIFORNIA+%28SUPPLEMENTAL+DRAFT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+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 - Draft. Preparation date: March 7, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHEPARD/WARNER ROAD (RAMSEY CSAH 37/36) FROM RANDOLPH AVENUE TO EAST CBD BYPASS AND EAST CBD BYPASS FROM WARNER ROAD TO I-35E, CITY OF SAINT PAUL, RAMSEY COUNTY, MINNESOTA. AN - 36400277; 1762 AB - PURPOSE: The reconstruction and possible realignment of Shepard/Warner Road along the northern side of the Mississippi River and the construction of a new roadway (East Central Business District (CBD) Bypass) along the eastern side of downtown Saint Paul, Minnesota, are proposed. The Shepard/Warner Road improvements would extend from a point 900 feet west of Randolph Avenue to a point 500 feet east of Sibley Street, while the CBD Bypass would extend from a point 800 feet west of the Lafayette Bridge to a point 700 feet north of Pennsylvania Avenue. The project would involve some combination of the following: improvement of an existing roadway, roadway realignment, and new roadway construction. The project has been divided into six segments, including three Shepard Road segments, and three CBD Bypass segments. Shepard Road alternatives could involve the use of existing versus new alignments and at-grade versus grade separated connections to Chestnut Street. CBD Bypass alternatives could involve the use of at-grade versus grade separated connections with Warner Road, possible provision of access to the bypass from local streets, and possible connection of the bypass to I-35E. The desirable typical roadway section would feature one 12-foot and one 14-foot travel lane in each direction, with 10-foot outside shoulders, a variable width median, a ten-foot bikeway, and an eight-foot walkway. The reduced width section would feature one 16-foot and one 12-foot travel lane in each direction, with variable width shoulders, a median barrier, and an eight-foot to ten-foot combination bicycle/pedestrian path. POSITIVE IMPACTS: The reconstruction of the Shepard/Warner Road segment would replace an unsafe transportation facility, characterized by a high accident rate, with a modern safe facility. Along with the reconstructed Shepard/Warner Road, the CBD Bypass would provide regional access to the Saint Paul metro center, divert through traffic from local streets, support redevelopment of the Saint Paul Riverfront, provide better access to downtown Saint Paul, ease pedestrian and bicycle access along the river, and generally improve area aesthetics. NEGATIVE IMPACTS: The rights-of-way development for the project could result in impacts on the historic Harvest States facility and a railroad lift bridge of historic significance, relocation of railroad yards, and some filling and dewatering and floodplain encroachment. Noise standards, which are currently exceeded at some sites along the project corridor, would continue to be exceeded. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) JF - EPA number: 880073, 286 pages and maps, March 7, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-88-01-D KW - Central Business Districts KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Trails KW - Transportation 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/36400277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-03-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHEPARD%2FWARNER+ROAD+%28RAMSEY+CSAH+37%2F36%29+FROM+RANDOLPH+AVENUE+TO+EAST+CBD+BYPASS+AND+EAST+CBD+BYPASS+FROM+WARNER+ROAD+TO+I-35E%2C+CITY+OF+SAINT+PAUL%2C+RAMSEY+COUNTY%2C+MINNESOTA.&rft.title=SHEPARD%2FWARNER+ROAD+%28RAMSEY+CSAH+37%2F36%29+FROM+RANDOLPH+AVENUE+TO+EAST+CBD+BYPASS+AND+EAST+CBD+BYPASS+FROM+WARNER+ROAD+TO+I-35E%2C+CITY+OF+SAINT+PAUL%2C+RAMSEY+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 7, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Guadalupe Corridor asbestos study; Communication Hill excavation, San Jose, California, March, 1988; geologic evaluation AN - 50192334; 1995-009729 JF - Guadalupe Corridor asbestos study; Communication Hill excavation, San Jose, California, March, 1988; geologic evaluation Y1 - 1988/03// PY - 1988 DA - March 1988 SP - 34 KW - Type: geologic maps KW - United States KW - silicates KW - Guadalupe Corridor KW - asbestos KW - site exploration KW - geologic maps KW - San Jose California KW - excavations KW - California KW - Santa Clara County California KW - maps KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50192334?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=&rft.aulast=&rft.aufirst=&rft.date=1988-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Guadalupe+Corridor+asbestos+study%3B+Communication+Hill+excavation%2C+San+Jose%2C+California%2C+March%2C+1988%3B+geologic+evaluation&rft.title=Guadalupe+Corridor+asbestos+study%3B+Communication+Hill+excavation%2C+San+Jose%2C+California%2C+March%2C+1988%3B+geologic+evaluation&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1995-01-01 N1 - Number of references - 18 N1 - Availability - California Department of Transportation, District 4, San Francisco, CA, United States N1 - Document feature - 5 tables, sects. N1 - SuppNotes - Includes 4 appendices N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - RICHMOND BYPASS EXTENSION FROM U.S. 25/421 NORTH TO U.S. 25/421 SOUTH, RICHMOND, MADISON COUNTY, KENTUCKY. AN - 36406220; 1759 AB - PURPOSE: Construction of the Richmond Bypass Extension from U.S. 25/421 North to U.S. 25/421 South in Madison County, Kentucky is proposed. The project would extend from an intersection with Kentucky 52 and the Eastern Bypass northward to the U.S. 25/421 interchange with Interstate 75 (I-75). More precisely, the preferred alternative would begin near White Hall School west of the I-75 interchange and would result in reconstruction of the facility to a point approximately 2,000 feet west of the interchange. Interchange improvements would include replacement of the two-lane overpass with a new five-lane median divided bridge, improvement of all ramps, and relocation of a portion of U.S. 25/421 that extends south into Richmond. From I-75, the project would continue in an easterly direction to its terminus. POSITIVE IMPACTS: The project would provide Richmond residents with a more balanced transportation system and the capacity of I-75 would be improved significantly. Commuters and local business service carriers would be able to use the bypass to avoid Main Street through Richmond. Transportation service improvements would be particularly significant for residents in the northeast sector of the city. Access to I-75 and, thence, to Lexington, would improve significantly. Commercial and industrial growth on the northeast side of the city would be accelerated and regulated. NEGATIVE IMPACTS: The highway alignment would cross perpendicular to the Richmond-Clays Ferry Road, a site eligible for inclusion on the National Register of Historic Places. Rights-of-way development would also result in displacement of 140.2 acres of land and two residences and would disrupt the Madison County Horse Show, which provides recreational opportunities to local residents. Most land displaced by the project would be farmland. Several archaeologic sites would lie within the project alignment. Unless effective, economical noise-control structures are installed or constructed, noise generated by traffic would exceed federal standards for some receptors. Fill associated with the bypass would displace the flood storage capacity of the area floodplain, increasing flood hazards associated with severe storms somewhat. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880056, 180 pages, February 25, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-87-03-D KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Farmlands KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Kentucky 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/36406220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND+BYPASS+EXTENSION+FROM+U.S.+25%2F421+NORTH+TO+U.S.+25%2F421+SOUTH%2C+RICHMOND%2C+MADISON+COUNTY%2C+KENTUCKY.&rft.title=RICHMOND+BYPASS+EXTENSION+FROM+U.S.+25%2F421+NORTH+TO+U.S.+25%2F421+SOUTH%2C+RICHMOND%2C+MADISON+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 25, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 20, WEEMAN BRIDGE TO WINTHROP, OKANOGAN COUNTY, WASHINGTON. AN - 36381881; 1769 AB - PURPOSE: Improvement of 6.8 miles of State Route (SR) 20 west of the town of Winthrop in Okanogan County, Washington is proposed. The roadway under consideration lies in north-central Washington near the eastern gateway to the North Cascade Mountains. The project would begin at a point approximately 0.95 miles from the Weeman Bridge at mile post 185.56 and continue to a point near Winthrop at mile post 192.37. The roadway would be reconstructed on the existing alignment, with some minor vertical and horizontal alignment revisions to achieve current state standards. The finished roadway section would be similar in design to the sections previously constructed to the west of the project. Specifically, the proposal would provide for two 12-foot travel lanes and 4-foot shoulders. Bicycle, pedestrian, and equestrian travel would be allowed on the shoulders. Modified control of access would be established on this section of the highway; thus, most approaches, including commercial approaches, would be allowed. Commercial approaches for further development could be considered to avoid land-locking. Fencing could be implemented on segments of the project to control access and prevent livestock from entering the rights-of-way. Estimated costs for the project are $4.0 million. Construction would begin in 1990 and would be completed in 1991. POSITIVE IMPACTS: Project improvements would maintain the structural integrity of the roadway subgrade and surfacing and would correct unsafe alignment and other problems, including narrow, vertically and horizontally undulating alignments, and roadside hazards. Safety problems and traffic delays would be eliminated. The project would complement projects that have improved SR 20 west of the project's western terminus. The direct route from the upper Methow Valley communities of Winthrop, Twisp, and Mazama to Burlington on Interstate 5 would be improved significantly. NEGATIVE IMPACTS: Rights-of-way development would displace 67 acres of vegetation, of which 12 acres are of special value to wildlife. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 880052, 126 pages and maps, February 24, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-01-D KW - Highways KW - Safety KW - Section 404(b) Statements KW - Trails KW - Wildlife Habitat 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/36381881?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+20%2C+WEEMAN+BRIDGE+TO+WINTHROP%2C+OKANOGAN+COUNTY%2C+WASHINGTON.&rft.title=SR+20%2C+WEEMAN+BRIDGE+TO+WINTHROP%2C+OKANOGAN+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 24, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TWIN BRIDGES REPLACEMENT PROJECT, SAN LUIS OBISPO COUNTY, CALIFORNIA. AN - 36388359; 1689 AB - PURPOSE: Replacement of the Twin Bridges located on South Bay Boulevard in the city of Morro Bay, San Luis Obispo County, California is proposed. The Twin Bridges would be removed and replaced by one bridge, and the intersection of South Bay Boulevard and State Park Road and the approaches to the bridge would be reconstructed. The proposed replacement bridge would be constructed on new fill material located approximately 100 feet to the east of the existing bridges. The new bridge, which would be constructed of reinforced concrete, would have a minimum width of 40 feet 8 inches and a length of between 260 and 460 feet. The ultimate length of the bridge would depend on the means by which a combination of environmental, hydraulic, and cost concerns are addressed. Preliminary hydraulic calculations indicate that the bridge would most likely have to be at least 420 feet in length. Pile bents would be installed to support the new bridge, which would be designed to clear a 50-year flood and withstand a 100-year flood. Fill material would total no more than 23,500 cubic yards for a 460-foot bridge and 45,000 cubic yards for a 260-foot bridge. On completion of the new bridge, the existing structures, foundations, and roadbeds would be removed, and the habitat previously displaced would be restored as fully as possible to natural conditions. In order to achieve an anticipated mitigation requirement of two acres of land restored for each acre lost, the restored area would extend a total of 1.8 to 3.0 acres. In addition, degraded habitat adjacent to the project would be treated to restore native vegetation and wildlife habitat. The estimated cost of the project ranges between $2.5 million and $3.1 million. POSITIVE IMPACTS: Construction of new bridges would alleviate flooding and resultant road closures that presently occur when the water level of Chorro Creek rises above the existing bridges. Safe, reliable access to Los Osos and Baywood Park would be ensured. The project would also improve circulation at the intersection of South Bay Boulevard and State Park Road and allow safe pedestrian and bicycle movement across Chorro Creek. NEGATIVE IMPACTS: Rights-of-way requirements would displace 2.1 to 2.5 acres in the State Park. Approximately 0.94 to 1.49 acres of floodplain wetlands would be filled and 0.24 to 0.42 acre would be shaded. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.),Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 880046, 2 volumes, February 23, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-88-01-D KW - Bridges KW - Cost Assessments KW - Creeks KW - Demolition KW - Flood Control KW - Floodplains KW - Hydraulic Assessments KW - Parks KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TWIN+BRIDGES+REPLACEMENT+PROJECT%2C+SAN+LUIS+OBISPO+COUNTY%2C+CALIFORNIA.&rft.title=TWIN+BRIDGES+REPLACEMENT+PROJECT%2C+SAN+LUIS+OBISPO+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: February 23, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OLD METAIRIE RAILROAD PROJECT, METAIRIE, JEFFERSON PARISH, LOUISIANA (STATE PROJECT NO. 736-10-48; FEDERAL AID PROJECT NO. RR-022R(007)). AN - 36405481; 1693 AB - PURPOSE: Implementation of a plan to resolve conflicts between the operation of the New Orleans Terminal Company railroad tracks and residents of the Old Metairie area of Jefferson Parish, Louisiana is proposed. Rail operations on the New Orleans Terminal Company tracks have been a source of conflict between the community and the railroad company since the end of World War II. These conflicts have resulted in traffic congestion, noise, and safety problems. The study area is located in unincorporated Metairie, a suburban community located adjacent to New Orleans. The boundaries of the area are the New Orleans Parish/Jefferson Parish line on the east, Interstate 10 on the north, Causeway Boulevard on the west, and Airline Highway on the south. The rail corridor traverses the study area in a generally southwesterly direction, entering in the northeastern corner at the Orleans Parish/Jefferson Parish line and exiting near the intersection of Airline Highway and Causeway Boulevard in the southwestern corner. There is one main track from the Orleans Parish/Jefferson Parish line to just west of Metairie Road, where a second main track starts and continues to the crossing of Airline Highway. There is also a side track commonly called "the Long Siding" on the northern side of the main tracks; the side track extends from near Hollywood to near Labarre Road. Two yard tracks, also on the northerly side, start just west of Labarre Road and extend across Airline Highway. Other yard tracks lie southwest of Airline Highway, but they are out of the study area limits. At-grade highway/railroad crossings within the area are located at Carrollton Avenue, Metairie Road, Farnham, Cuddihy, Hollywood, Atherton, and Labarre Road. Field studies indicate that an average of 20 to 22 trains pass through the study area daily; the trains average between 44 and 70 cars in length. Grade crossings are blocked for an average of less than five minutes during the passage of a train. Approximately 51 percent of all vehicular traffic crossing the railroad corridor crosses at Metairie Road. Traffic on Labarre Road and Carrollton Avenue is affected by 16 percent and 12 percent of the crossings, respectively. Twenty-two alternatives for resolving the rail /community conflicts are under consideration. Categories into which these alternatives fall include track removal, reduction of train traffic, restriction of train movements during certain periods, enforcement of existing rail ordinances, increasing the speed of trains, parking waiting trains outside the study area, construction of an underpass or overpass for Metairie Road, closure of crossings to vehicular traffic, redesign of the area roadway network, implementation of transportation system management techniques, construction of service streets parallel to the railroad, construction of noise barriers, elimination of train horns, restriction of hazardous material rail shipments, and implementation of various other safety-oriented structures and facilities. POSITIVE IMPACTS: Elimination or reduction of the rail/community conflicts in Old Metairie would promote safety and convenience and generally improve the well-being of the persons living and working in the study area. Thirteen alternatives would reduce noise levels associated with train operations in the area. One alternative would improve land uses. Two alternatives would contribute to improvement of the natural environment. NEGATIVE IMPACTS: Construction of the overpass or of service streets would degrade the natural environment in the area of construction. Implementation of these two alternatives or of the alternative involving underpass construction would negatively affect land uses in the neighborhood. Noise levels would increase in some areas following restriction of train movements during certain periods, allowance of increased train speeds, or construction of service streets. Some negative socioeconomic consequences would be expected under 10 alternatives. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). JF - EPA number: 880043, 221 pages, February 16, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-88-01-D KW - Cultural Resources KW - Highway Structures KW - Noise KW - Noise Assessments KW - Noise Control KW - Railroads KW - Safety KW - Socioeconomic Surveys KW - Traffic Analyses KW - Transportation KW - Louisiana KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405481?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OLD+METAIRIE+RAILROAD+PROJECT%2C+METAIRIE%2C+JEFFERSON+PARISH%2C+LOUISIANA+%28STATE+PROJECT+NO.+736-10-48%3B+FEDERAL+AID+PROJECT+NO.+RR-022R%28007%29%29.&rft.title=OLD+METAIRIE+RAILROAD+PROJECT%2C+METAIRIE%2C+JEFFERSON+PARISH%2C+LOUISIANA+%28STATE+PROJECT+NO.+736-10-48%3B+FEDERAL+AID+PROJECT+NO.+RR-022R%28007%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: February 16, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GLENN HIGHWAY, EKLUTNA TO PARKS HIGHWAY, ANCHORAGE AND MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36403375; 1687 AB - PURPOSE: Widening of 8.5 miles of Glenn Highway in the extreme northern portion of Anchorage and the southern portion of the Matanuska-Susitna Borough, Alaska is proposed. More specifically, the project would proceed from a point near the village of Ekluta to a point approximately 0.33 mile east of the Glenn Highway/Parks Highway intersection and, on the Parks Highway, to a point approximately two miles northwest of Glenn Highway. The project would involve widening the last two-lane segment of the Glenn Highway between Anchorage and the Parks Highway to a six-lane divided highway. Project design would provide for full control of access, with interchanges at the Old Glenn Highway, Knik River Access Site, Parks Highway, and the New Trunk Road. Three new driving lanes would be provided on the southbound side of the highway and an additional driving lane would be added to the northbound side of the highway over most of the length of the project. The existing bridge across the northern channel of the Knik River would be reconstructed to accommodate northbound traffic, and a new bridge would be constructed to accommodate southbound traffic crossing the river. The bridge over the middle channel of the Knik River would be eliminated as recommended by the project's hydrological study. The southern channel of the Knik River would be crossed via new bridges constructed for both northbound and southbound traffic. North of Rabbit Slough, the highway would be realigned to the east for the proposed Glenn Highway/Parks Highway interchange. New access roads connecting local roads to the proposed New Trunk Road interchange would be provided north of the Parks Highway/Glenn Highway interchange by extending Trunk Road to Nelson Road. No access would be provided to the property east of the Glenn Highway between Rabbit Slough and the Parks Highway. Cost estimates for the project range from $139.0 million to $228.0 million. POSITIVE IMPACTS: Expansion of the capacity of the highway would meet the needs of the increasing number of residential and business establishments in the Matanuska-Susitna Borough and Anchorage, areas that have been growing steadily since 1970. Commuters working in Anchorage and travelling to and from residential areas in the borough would benefit from reduced congestion. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three to seven residences and businesses, a loss of 254 acres of wetlands, a loss of fish and wildlife habitat, and encroachment on floodplains. Noise generated by traffic on the facility would affect residential areas. Implementation of full control of access would alter access and travel patterns in the area. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 880042, 2 volumes and maps, February 16, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-88-01-D KW - Bridges KW - Energy Consumption Assessments KW - Floodplains KW - Highway Structures KW - Highways KW - Hydrologic Assessments KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36403375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GLENN+HIGHWAY%2C+EKLUTNA+TO+PARKS+HIGHWAY%2C+ANCHORAGE+AND+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=GLENN+HIGHWAY%2C+EKLUTNA+TO+PARKS+HIGHWAY%2C+ANCHORAGE+AND+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 16, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW LONDON BYPASS, USH 45, OUTAGAMIE COUNTY, WISCONSIN (PROJECT I.D. 1146-4-00). AN - 36407956; 1704 AB - PURPOSE: Construction of an 8.6 mile bypass around the city of New London in Outagamie County, Wisconsin is proposed. The bypass would begin at a point on USH 45 two miles north of New London, pass around the eastern side of New London, and rejoin USH 45 at a point three miles south of New London. Ultimately, the facility would have two 12-foot driving lanes in each direction, with 10-foot outside shoulders, 6-foot inside shoulders, a 60-foot grassed median, and flanking ditch sections. A right-of-way width of 250 feet would be required to contain this cross-section. Initially the project would be a two-lane roadway with 12-foot outside shoulders, although the earth grade for the four-lane cross-section could be developed in wetland areas and areas adjacent to river channels. Two bypass alternatives are under consideration. Following the project from its terminus south of New London, either alternative would follow existing USH 45 to within approximately 0.5 mile of the city's corporate limits before turning northeast to cross over the Fox River Valley Railroad tracks and proceed toward the New London Industrial Park. After skirting the edge of Mud Lake, the route would continue north, cross over River Road to enter the New London Industrial Park on its eastern side, and cross the Wolf River and County Trunk Highway S. At this point, the bypass would follow one of the two alternatives. Alternative (1) would continue directly north to State Trunk Highway (STH) 54 and cross over the Embarrass River to meet existing USH 45 north of New London. Alternative (2) would proceed in a northwestern direction along the edge of the Wolf River floodplain to the Embarrass River at STH 54. Interchanges and grade separation structures would be constructed to control access for either alternative. The estimated costs of construction for alternatives (1) and (2) are $7.2 million and $8.1 million, respectively. POSITIVE IMPACTS: Bypass construction would provide a connecting link for through traffic around the city of New London, eliminating the passage of regional traffic through the downtown area of the city. By the year 2013, the project, in combination with the downtown route, would handle an average daily traffic load of 18,600, a significant percentage of which would be truck traffic; approximately 50 percent of the truck traffic would be expected to use the bypass. Accident rates on the existing facility, which have been above the state average over the past five years, would decline significantly. Noise levels along the existing route would be significantly less. NEGATIVE IMPACTS: Depending on the alternative chosen, rights-of-way requirements of 219 to 222 acres of land would affect 10 to 11 farm operations, 7 to 9 residences, and 1 to 2 businesses. A mobile home located on one alternative would be acquired. The project would impact 20 to 32 acres of wetlands, and require placement of bridge support structures in the Embarrass and Wolf rivers and placement of fill in the rivers and associated marshes; as a result, habitat for sturgeon and numerous other fish species would be lost. High-value wildlife areas along the shorelines and upland areas associated with the Wolf and Embarrass rivers would be impacted. Minor, moderate, and severe noise impacts would affect eight to nine, six, and six receptors, respectively, but no violations of federal standards would occur at residential or business locations along the facility. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 880039, 137 pages and maps, February 11, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-88-01-D KW - Air Quality Assessments KW - Bridges KW - Farmlands KW - Fish KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407956?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+LONDON+BYPASS%2C+USH+45%2C+OUTAGAMIE+COUNTY%2C+WISCONSIN+%28PROJECT+I.D.+1146-4-00%29.&rft.title=NEW+LONDON+BYPASS%2C+USH+45%2C+OUTAGAMIE+COUNTY%2C+WISCONSIN+%28PROJECT+I.D.+1146-4-00%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: February 11, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORRIDOR "X" FROM THE WALKER/JEFFERSON COUNTY LINE TO THE INTERSECTION OF U.S. HIGHWAY 31 IN THE METROPOLITAN AREA OF BIRMINGHAM, JEFFERSON COUNTY, ALABAMA: PROJECT APD-471(7) (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1986). AN - 36399459; 1686 AB - PURPOSE: Construction of a freeway facility within Corridor X of the Appalachian Development Highway in the metropolitan area of Birmingham, Jefferson County, Alabama is proposed. The 16-mile freeway would extend eastward from a point near the Walker /Jefferson County line to U.S. 31. Access to the freeway would be fully controlled via grade separations and interchanges. The project would require a minimum right-of-way width of 300 feet. Design year traffic volumes would range from 21,050 to 66,000 vehicles per day. This draft supplement to the draft environmental impact statement of September 1986 addresses reconsideration of a previously rejected alternative route for the freeway. The route was rejected due to involvement with a solid waste landfill but, as revised, the route would no longer encroach upon the waste area. In common with all other alternatives, the reconsidered alternative would extend directly east from the county line for approximately five miles to pass just north of Graysville before turning southeastward for approximately six miles, passing south of the community of Republic. At that point, the freeway would extend to the east for approximately five miles to intersect with U.S. 31 in the North Smithville area. The exact length of the alternate alignment would be 16.38 miles. A subalternative to this alternative would utilize an elevated structure over the final 0.9 mile of the project to limit rights-of-way widths. Estimated costs of the alternative with and without the elevated structure option are $90.0 million and $108.2 million, respectively; the respective benefit-cost ratios are estimated at 9.52 and 7.94. In addition to discussing the new alternative, this draft supplemental statement indicates that a previously considered alternate, referred to as alternate (1) in the draft statement, has been removed from consideration. POSITIVE IMPACTS: As part of Corridor X, the full length of which would extend from Fulton, Mississippi to Birmingham, Alabama, the freeway would improve transportation and enhance economic growth in the area. Time and energy savings due to enhancement of traffic movements would result. Exploitation and marketing of coal and timber resources in the area would be improved as connections with Montgomery, Birmingham, and Memphis are enhanced. Development of small urban centers near the major metropolitan area would be encouraged, and accessibility to points within the area would generally be enhanced. Use of the elevated structures over the westernmost 0.9 mile of the project would obviate the displacement of 11 minority families. Average annual user savings resulting from the freeway segment would amount to $85.3 million. NEGATIVE IMPACTS: Rights-of-way development for the alternative under consideration would convert 1,040 to 1,220 acres of land to highway uses, resulting in displacement of 28 to 40 residences, 5 businesses, and 2 churches. Traffic levels along the route would result in noise levels in excess of federal standards at three noise-sensitive sites. Highway structures would encroach upon the natural beauty of the area, and urbanization would be encouraged in a currently rural area. Wildlife habitat would be displaced, and disturbance of wildlife would be increased. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Surface Transportation Assistance Act of 1978, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0430D, Volume 10, Number 10. JF - EPA number: 880037, 186 pages, February 9, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-87-01-DS-01 KW - Air Quality KW - Appalachian Development Highways KW - Highway Structures KW - Highways KW - Landfills KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wildlife Habitat KW - Alabama KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Surface Transportation Assistance Act of 1978, 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/36399459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-02-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORRIDOR+%22X%22+FROM+THE+WALKER%2FJEFFERSON+COUNTY+LINE+TO+THE+INTERSECTION+OF+U.S.+HIGHWAY+31+IN+THE+METROPOLITAN+AREA+OF+BIRMINGHAM%2C+JEFFERSON+COUNTY%2C+ALABAMA%3A+PROJECT+APD-471%287%29+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1986%29.&rft.title=CORRIDOR+%22X%22+FROM+THE+WALKER%2FJEFFERSON+COUNTY+LINE+TO+THE+INTERSECTION+OF+U.S.+HIGHWAY+31+IN+THE+METROPOLITAN+AREA+OF+BIRMINGHAM%2C+JEFFERSON+COUNTY%2C+ALABAMA%3A+PROJECT+APD-471%287%29+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1986%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 - Draft. Preparation date: February 9, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED NEW LOCATION OF U.S. 411 FROM U.S. 41 TO I-75, BARTOW COUNTY, GEORGIA (PROJECT EDS-460(3)). AN - 36403861; 2119 AB - PURPOSE: Relocation of 7.6 miles of U.S. 411 to a fully access-controlled highway in Bartow County, Georgia is proposed. The newly located four-lane facility would begin at the State Route (S.R.) 20 interchange with U.S. 411 on the west and extend to Interstate 75 (I-75) at a point approximately one mile south of the existing U.S. 411 interchange with I-75 on the east. More specifically, the new highway would proceed in a northeasterly direction from U.S. 41, bridging over Mac Johnson Road, Rudy York Road, and Peeples Valley Road. It then would continue in an easterly direction north of Keith Road, bridging over Old Grassdale Road, which would be realigned, continue in a southeasterly direction across the Georgia Power Transmission Lines, turning to the east to bridge over the CSX (Seaboard) railroad and rail yard and U.S. 411/S.R. 61, and tying into I-75 one mile south of the existing I-75/U.S. 411 interchange. Kellogg Circle would be partially displaced and either closed on the south end or provided with a new connection to U.S. 411/S.R. 61 just north of the proposed project. Keith Road would be relocated to have a new connection with Peeples Valley Road just to the south of its existing connection. The typical highway section would consist of two lanes in each direction, separated by a 30-foot grass median with a double-faced guardrail, and 12-foot outside shoulders, within a minimum rights-of-way of 400 feet. Local access would be maintained primarily through highway separation structures. The project would include reconstruction of the existing U.S. 411/S.R. 20 interchange and a new full directional interchange at I-75. The full directional interchange at I-75 would include a collector distributor with existing S.R. 61. The interchange improvements at U.S. 41 and I-75 are designed to be compatible with the ultimate future design that is proposed in the event the outer perimeter transportation plan is effected. The estimated costs of rights-of-way acquisition and construction of the project are $10.5 million and $33.8 million, respectively. POSITIVE IMPACTS: Reconstruction of U.S. 411 on new alignment would remove much of the through traffic congesting local streets between Rome and I-75 along the heavily travelled U.S. 41 and S.R. 20 corridors. Travel times would be decreased and fuel efficiency enhanced for motorists using the new facility to travel to and from points within the U.S. 411 corridor. Air quality would improve due to decreases in traffic congestion. Access to the facility via S.R. 20 and the I-75 interchange would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 19 residential units and 20 mobile homes. Noise impacts would affect 11 sensitive receptors. The proposed alignment would cross the headwaters of Nancy Creek and Pettit Creek. Some local road closures and relocations would be necessary to maintain full access control for the facility. LEGAL MANDATES: 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 environmental impact statement, see 88-0094D, Volume 12, Number 3-4. JF - EPA number: 890021, 148 pages, January 30, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-88-01-(F) KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Analyses KW - Georgia 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/36403861?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+NEW+LOCATION+OF+U.S.+411+FROM+U.S.+41+TO+I-75%2C+BARTOW+COUNTY%2C+GEORGIA+%28PROJECT+EDS-460%283%29%29.&rft.title=PROPOSED+NEW+LOCATION+OF+U.S.+411+FROM+U.S.+41+TO+I-75%2C+BARTOW+COUNTY%2C+GEORGIA+%28PROJECT+EDS-460%283%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 30, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-10 AT COLLEGE DRIVE INTERCHANGE MODIFICATIONS, BATON ROUGE, LOUISIANA. AN - 36402569; 1692 AB - PURPOSE: Widening of College Drive and modification or construction of access ramps at the intersection of that arterial and Interstate 10 (I-10)in Baton Rouge, Louisiana are proposed. College Drive would be modified from a point just north of its intersection with Bawell Street to a point just north of its intersection with Concord Avenue. The existing facility, which consists of four 11-foot travel lanes with turn lanes, would be widened to provide eight 11-foot lanes, with expanded turn-lane capacity in the interchange area as well as turn lanes at other intersections. Ramps in the northwest, southwest, and northeast quadrants of the College Drive /I-10 interchange would be constructed or modified. An auxiliary lane would be added to westbound I-10 between College Drive and the South Acadian Thruway. Additional rights-of-way would be obtained for portions of College Drive and within the northwest and southwest quadrants of the College Drive/I-10 interchange. No additional rights-of-way would be required for the new westbound I-10 lane. Local and through traffic would be maintained during construction. The realignment of Bankers Avenue to place it directly opposite Bawell Street would be performed as a separate City/Parish project. The estimated cost of the project is $16.0 million. POSITIVE IMPACTS: Traffic flow through the project area intersections would be eased significantly, and improved access would be provided to westbound I-10 from southbound College Drive. The improvements would provide for estimated traffic levels in the area through the year 2005 and ensure that improvements were consistent with other planned improvements for I-10. Commercial development in the vicinity of the interchange would be supported, and the excessive accident rate for the facility would be reduced significantly. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in displacement of 24 residential and 3 commercial units within the northwest quadrant of the project area, known as Valley Park, and displacement of 4 residential units in the southwest quadrant. Construction of the additional westbound I-10 lane could require excavation of an old landfill, and the project could encroach on two water wells that are used to monitor water level changes and saltwater encroachment in aquifers that supply water to Baton Rouge. LEGAL MANDATES: Highway Improvement Act of 1982 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880027, 124 pages and maps, January 25, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-86-01-D KW - Highway Structures KW - Highways KW - Landfills KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Salinity KW - Traffic Control KW - Transportation KW - Water Supply KW - Wells KW - Louisiana KW - Highway Improvement Act of 1982, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-10+AT+COLLEGE+DRIVE+INTERCHANGE+MODIFICATIONS%2C+BATON+ROUGE%2C+LOUISIANA.&rft.title=I-10+AT+COLLEGE+DRIVE+INTERCHANGE+MODIFICATIONS%2C+BATON+ROUGE%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: January 25, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH CORRIDOR ARTERIAL, US 12 TO US 53, EAU CLAIRE COUNTY, WISCONSIN (FEDERAL NUMBER M-2800( ), PROJECT I.D. 7995-00-99). AN - 36389341; 1703 AB - PURPOSE: Construction of a new 4.7-mile controlled-access urban arterial and a Chippewa River crossing in the northern part of the city of Eau Claire, Eau Claire County, Wisconsin is proposed. The four-lane arterial, to be known as the North Corridor Arterial, would extend from US 12 to US 53. Between US 12 and the Chippewa River, the connector would consist of a typical urban arterial section. West of the river, where land uses are rural, a modified urban section would be provided. The modified urban section would consist of two 12-foot lanes in each direction, a grass median, 10-foot outside shoulders, and a ditch section on each side; typical rights-of-way would be 180 feet wide. The project would include an at-grade intersection at Jeffers Road and Gessner Road; a T-type intersection on the north side of the roadway at one location between the Chippewa River and Riverview Drive and at a new connector to Marquette Street just south of North High School; cul-de-sacs at the existing Welsh Drive and Claire Street crossings and on Marquette Street just west of the high school track and just west of the probable US 53 interchange; and grade separations at Starr Avenue, Western Avenue, and the Chicago and Northwestern Railroad tracks. The estimated cost of the project is $24.3 million, including $14.3 million for roadway construction, $6.0 million for bridge construction, $1.8 million for acquisition of rights-of-way, and $2.2 million for related activities and contingencies. POSITIVE IMPACTS: Indirect traffic routes through the downtown area would be replaced by a direct route linking the northeast and northwest parts of the city. The accident rate along the existing, indirect route would decrease significantly as traffic is diverted to the connector. A new river crossing would be provided for the Chippewa River, and access to the Eau Claire County Airport would be improved. A more direct link would be provided connecting DeLong Junior High School and North High School. All areas recommended for future development would be served, and travel times and distances and vehicle fuel consumption would decline. NEGATIVE IMPACTS: Rights-of-way development would result in conversion of 103 acres of land and displacement of 3 businesses, 43 residential units, and 35 residential properties. The project would result in the loss of 16.5 acres of woodland and encroach on 5.2 acres of floodplain. LEGAL MANDATES: Executive Order 11988, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0346D, Volume 10, Number 8. JF - EPA number: 880028, 283 pages and maps, January 25, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-86-01-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Bridges KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Transportation KW - Wisconsin KW - Executive Order 11988, Compliance 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/36389341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+CORRIDOR+ARTERIAL%2C+US+12+TO+US+53%2C+EAU+CLAIRE+COUNTY%2C+WISCONSIN+%28FEDERAL+NUMBER+M-2800%28+%29%2C+PROJECT+I.D.+7995-00-99%29.&rft.title=NORTH+CORRIDOR+ARTERIAL%2C+US+12+TO+US+53%2C+EAU+CLAIRE+COUNTY%2C+WISCONSIN+%28FEDERAL+NUMBER+M-2800%28+%29%2C+PROJECT+I.D.+7995-00-99%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 - Final. Preparation date: January 25, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WARREN ROAD EXTENSION FROM YORK ROAD TO I-83, BALTIMORE COUNTY, MARYLAND. AN - 36405516; 1696 AB - PURPOSE: Extension of Warren Road a distance of 1.3 miles from its present terminus at Maryland Route 45 (York Road) to Interstate 83 (I-83) (the Harrisburg Expressway) in Cockeysville, Baltimore County, Maryland is proposed. Projected phased construction of the highway would extend from 1988 to 1992. Under the preferred alternative, Warren Road would be widened for a distance of 800 feet from York Road to York Avenue. Between the intersections at York and Beaver Dam roads, the new Warren Road would be designed for a vehicle speed of 50 miles per hour (mph) and would consist of a curb-and-gutter, five-lane highway. West of Beaver Dam Road, the facility would transition to an open cross-section four-lane divided highway with a 34-foot-wide median and graded shoulders; design speed for the open section would be 50 mph to 60 mph. A partial interchange would provide access to Warren Road from I-83. Access to I-83 from Warren Road would be provided via the existing Shawan Road access ramp; a sign would direct motorists to the ramp from the intersection of Warren Road and Beaver Dam Road. Estimated costs of construction and rights-of-way acquisition are $14.9 million and $5.5 million, respectively. POSITIVE IMPACTS: Extension of Warren Road and the I-83 interchange would relieve traffic congestion along York Road and on Padonia and Shawan roads. The extended road would draw traffic off York Road, relieving congestion on that arterial. The extension would also provide an alternative route to I-83 and would relieve rush hour congestion on I-83 in the vicinity of Warren Road. NEGATIVE IMPACTS: Properties affected by the highway would include up to 1 farm, 5 residences, 20 commercial establishments, and 1 public facility. The project would displace 51.3 to 78.2 acres for rights-of-way purposes; displacements would include 0.06 acres of agricultural land, 44.0 to 70.3 acres of commercial land, 7.5 acres of public administrative land, 0.1 acre of residential land, 7.9 acres of permitted mining land, 3.5 to 4.2 acres of wetland, 5.3 to 7.0 acres of public 100-year floodplain, and 21.5 to 45.8 acres of woodland. Noise generated by traffic along the facility would exceed federal standards at two locations. The facility would traverse five to eight streams. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0482D Volume 10, Number 11. JF - EPA number: 880025, 149 pages, January 22, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-04-F KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 106 Statements KW - Traffic Control KW - Wetlands KW - Maryland 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WARREN+ROAD+EXTENSION+FROM+YORK+ROAD+TO+I-83%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=WARREN+ROAD+EXTENSION+FROM+YORK+ROAD+TO+I-83%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 - Final. Preparation date: January 22, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 100 EXTENDED FROM U.S. ROUTE 29 TO INTERSTATE ROUTE 95, HOWARD COUNTY, MARYLAND. AN - 36403530; 1694 AB - PURPOSE: Completion of the final five-mile section of Maryland Route (M.R.) 100 between U.S. 29 and Interstate 95 (I-95) in eastern Howard County, Maryland is proposed. The study area is bordered on the west by U.S. 29, on the east by I-95, on the north by M.R. 103, and on the south by M.R. 108. The facility would extend southeast from the proposed U.S. 29/M.R. 100/M.R. 103 interchange, cross M.R. 104 approximately 600 feet north of the existing M.R. 108/M.R. 104 intersection, and swing northeast to connect to the existing I-95 /M.R. 100 interchange. The freeway would have six lanes and a 34-foot median; some sections of the freeway would be built in stages, so that the six-lane section would be deferred. Two options are under consideration regarding the intersection of M.R. 100 and M.R. 104. Connections would be considered at the proposed Long Gate Parkway, Executive Park Drive, Center Park Drive, M.R. 104, the proposed extension of Snowden River Parkway, and Meadowridge Road (M.R. 103). Estimated costs of engineering, rights-of-way acquisition, and construction/design for the project are $2.9 million, $4.5 million, and $42.7 million, respectively. POSITIVE IMPACTS: Provision of a controlled access, high-speed highway within the corridor would improve east-west traffic movements, relieve congestion on the existing street network, and provide a safe and efficient highway link to move people, goods, and services more quickly and directly. The facility would form part of the regional transportation network that has been conceptually approved since the late 1950s. The outer suburbs of the Baltimore metropolitan area would be connected via a network for which this project would constitute a vital component. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of five residences, 5.67 acres of Brampton Hills Community Park, 26.16 acres of wetland, 4.87 acres of floodplain, and 56.5 acres of woodland. Approximately 1,800 feet of stream relocation would be required. Noise generated by highway traffic would exceed federal standards at 16 locations, and one archaeological site would be affected during construction. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 880022, 138 pages and maps, January 21, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-04-D KW - Archaeological Sites KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Wetlands KW - Wildlife Surveys KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+100+EXTENDED+FROM+U.S.+ROUTE+29+TO+INTERSTATE+ROUTE+95%2C+HOWARD+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+100+EXTENDED+FROM+U.S.+ROUTE+29+TO+INTERSTATE+ROUTE+95%2C+HOWARD+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 21, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGETOWN BY-PASS, US 460 WEST TO US 460 EAST, SCOTT COUNTY, KENTUCKY. AN - 36396721; 1691 AB - PURPOSE: Construction on new alignment of a highway bypass around the southern side of Georgetown in Scott County, Kentucky is proposed. Approximately 5.5 miles long, the facility would extend from US 460 West (Frankfort Road) and proceed around the southern side of Georgetown to the US 460/62 East (Paris-Cynthiana roads) intersection. The facility would provide a bypass around Georgetown for US Routes 460, 62, and 227. The typical section for the eastern portion of the project, from US 25 (Lexington Road) to US 460 East, would consist of two 12-foot lanes in each direction, separated by a 40-foot depressed median, with provisions for left turns. The roadways would be flanked by 10-foot paved outside shoulders and 4-foot paved inside shoulders. A 30-foot clear zone would be provided from the edge of the pavement, and a 15-foot bench would be provided through rock cut sections. The typical section for the western portion of the project, from US 460 West to US 25 South, would consist of a two-lane facility with grading for eventual construction of a four-lane facility. The bypass would feature partially controlled access and a design speed of 60 miles per hour. Noise control measures, in the form of a 15-foot-high barrier adjacent to the Mount Vernon subdivision, could be implemented. POSITIVE IMPACTS: The bypass would provide additional highway capacity to meet existing and future travel demands in the area. The safety and efficiency of the highway system would be significantly improved, contributing to the betterment of the human environment. No land would be taken from existing or proposed public parks, historic sites, recreation areas, or wildlife and waterfowl refuges, and no designated critical habitat or any threatened or endangered plant or animal species would be affected. NEGATIVE IMPACTS: The project would have a minimal effect on prime farmland, but displaced land has already been designated for urban expansion. Some farmlands would be split. One archaeological site of undetermined significance located at the eastern terminus of the project could be affected. One owner-occupied residence and one business would be displaced. Displacement of floodplain land by the facility would increase upstream flood levels. LEGAL MANDATES: 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 environmental impact statement, see 86-0480D, Volume 10, Number 11. JF - EPA number: 880016, 243 pages and maps, January 20, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-86-02-F KW - Archaeological Sites KW - Farmlands KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Control KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Water Quality KW - Wetlands KW - Kentucky KW - Federal Aid Highway Act of 1968, Compliance 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/36396721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGETOWN+BY-PASS%2C+US+460+WEST+TO+US+460+EAST%2C+SCOTT+COUNTY%2C+KENTUCKY.&rft.title=GEORGETOWN+BY-PASS%2C+US+460+WEST+TO+US+460+EAST%2C+SCOTT+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 20, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 67 BYPASS, CLEBURNE, JOHNSON COUNTY, TEXAS. AN - 36382105; 1702 AB - PURPOSE: Construction of a bypass for US 67 around the north side of Cleburne in Johnson County, Texas is proposed. The 14- to 15-mile bypass would extend along an alignment to the north of existing US 67 from a point near Farm-to-Market (FM) 1434 to a point near Spur 102. Ultimately, the project, which would be constructed in stages, would provide four 12-foot travel lanes, with a 76-foot median within a controlled access right-of-way 350 feet wide. An additional right-of-way width would be required at interchanges and other locations. Frontage roads would be constructed along most of the route. The preferred alignment would extend from existing US 67 near Nolan River at the upper end of Lake Pat Cleburne; pass west of the airport; intersect with Woodward Street near the southwest corner of the airport; resume a general east-west direction to intersect with FM 4 and County Road (CR) 1217; cross McAnear Creek; intersect CR 1216 and State Highway (SH) 171 and a Santa Fe branch line; cross West Buffalo Creek; intersect with CR 1022; cross SH 174, the Atchinson, Topeka, and Santa Fe mainline, CR 801, East Buffalo Creek, CR 801B and 805, and FM 2280; and junction with US 67 in Keene, where it would bend approximately 30 degrees to intersect with Spur 102. Interchanges would be provided at both US 67 termini, Nolan River Road, Woodward Street, FM 4, SH 171, SH 174, CR 801, CR 805, and FM 2280. Bridges would be constructed over McAnear Creek and East and West Buffalo creeks. The estimated cost of the project is $26.9 million. POSITIVE IMPACTS: Provision of a bypass for US 67 would separate through and local traffic, reducing accident rates and congestion on existing US 67 and decreasing through travel times. Access control would be provided for through traffic. Accident rates, traffic volumes and congestion, air pollution levels, and noise along existing route US 67 would be reduced. Accessibility to public facilities in the northwest and northeast quadrants of the city and in downtown Cleburne would be improved. NEGATIVE IMPACTS: Rights-of-way development would displace 10 owner-occupied residences, 11 tenant-occupied residences, and 14 commercial units. Commercial units displaced would include 13 retail units and 1 industrial establishment. The rural aspect of the corridor would continue to be urbanized. The project would impact wetlands at the crossing of Nolan River adjacent to the south edge of the embankment of the existing highway, and the floodplains of the river, three major creeks, and several minor intermittent streams would be crossed. Farmlands would be traversed and displaced. Without attenuation measures, noise levels for design traffic loads would increase from 1 decibel on the A-weighted scale (dBA) to 23 dBA along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880012, 73 pages and maps, January 13, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-86-02-D KW - Air Quality KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses 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/36382105?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+67+BYPASS%2C+CLEBURNE%2C+JOHNSON+COUNTY%2C+TEXAS.&rft.title=US+67+BYPASS%2C+CLEBURNE%2C+JOHNSON+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: January 13, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS ISLAND EXPRESSWAY, HILTON HEAD ISLAND, SOUTH CAROLINA. AN - 36397791; 1700 AB - PURPOSE: Construction of a cross-island roadway facility on Hilton Head Island, South Carolina is proposed to connect U.S. 278 near Spanish Wells Road in the northern portion of the island and Palmetto Bay Road north of Sea Pines Circle. The project would also include widening of Palmetto Bay Road from Broad Creek to Sea Pines Circle. The 5.1- to 5.5-mile Cross Island Expressway would consist of a four-lane divided highway with a 40-foot-wide median. A 3,900-foot-long, fixed-span bridge would carry the facility across Broad Creek; the bridge would provide four 12-foot lanes, 8-foot outside shoulders, and 4-foot median shoulders. The bridge would have a vertical clearance of 65-feet above mean high tide and provide a 90-foot-wide navigable channel for Broad Creek. Palmetto Bay Road would be widened to provide a six-lane divided or seven-lane curb-and-gutter section. Six alternatives are under consideration for the expressway. Alternative (1) would proceed from a trumpet interchange with U.S. 270, parallel Spanish Wells Road to the south until it turned into Pond Drive, connect Spanish Wells Road and Pond Drive to the expressway via a diamond interchange, cross Broad Creek and the adjoining wetlands on the aforementioned bridge, and tie into Palmetto Bay Road southeast of Palmetto Bay Marina. Access to U.S. 278 from Spanish Wells Road would be provided via a new access road with a grade-separated crossing at the trumpet interchange ramps. Alternative (2) would follow the same alignment as alternative (1) from U.S. 278 to Pond Drive, which would be closed to allow for a diamond interchange between Muddy Creek Road and Pond Drive to connect Marshland Road and Spanish Wells Road to the expressway. Alternative (3) would proceed from a trumpet interchange on U.S. 278 west of Gem Tree Toad, extend across Jarvis Creek, run parallel to a powerline easement, and curve south toward Spanish Wells Road, where it would follow the alignment of alternative (1). Alternative (4) would follow the alignment of alternative (3) until it reached Pond Drive, where it would follow the alignment of alternative (2). Alternatives (5) and (6) would follow the alignments of alternative (1) and (2), respectively, except that each would call for a relocation around the church and residences at the Jonesville community on Spanish Wells Road. Depending on the alternative chosen, the estimated cost of the project ranges from $28.9 million to $39.4 million. POSITIVE IMPACTS: Diversion of traffic from U.S. 278 via the expressway would prevent otherwise excessive traffic buildups on U.S. 278, the island's principal route for intra-island travel. Planned development of the island would be supported. Replacement of U.S. 278 with a fully controlled-access expressway would increase travel speeds and safety. The expressway would be less susceptible to storm damage than U.S. 278. NEGATIVE IMPACTS: Development of 107 to 116 acres of rights-of-way would result in displacement of 2 to 11 houses, up to 5 mobile homes, up to 15 businesses, possibly 1 church, and up to 2 other structures. Between 3,900 and 4,450 feet of wetlands would be crossed. A total of 22 archaeological and historic sites would lie within the project area; 6 of the sites could be eligible for inclusion in the National Register of Historic Places. Noise levels within the expressway corridor would increase. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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: 880010, 140 pages and maps, January 12, 1988 PY - 1988 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Creeks KW - Highway Structures KW - Highways KW - Historic Sites KW - Islands KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Wetlands KW - South Carolina 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 - 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/36397791?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS+ISLAND+EXPRESSWAY%2C+HILTON+HEAD+ISLAND%2C+SOUTH+CAROLINA.&rft.title=CROSS+ISLAND+EXPRESSWAY%2C+HILTON+HEAD+ISLAND%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: January 12, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH ROSEBURG INTERCHANGE, PACIFIC HIGHWAY, DOUGLAS COUNTY, OREGON (NO. IR-5-3(126)127) (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1986). AN - 36397490; 1698 AB - PURPOSE: Construction of a new interchange with Interstate 5 (I-5) at the north end of the city of Roseburg in Douglas County, Oregon is proposed. The project, which lies approximately one mile north of the Garden Valley Interchange in Roseburg, would connect to the Oakland-Shady Highway on the east side of the freeway and Broad Street on the west. The project site lies between Mile Point 126 and Mile Point 128. This supplement to the draft environmental impact statement, which reviewed two alternative project locations, reviews a third location. Regardless of the location chosen, the project would involve construction of a complete interchange with northbound and southbound on- and off-ramps. The Isabell Avenue alternative, which would lie farther north than any of the other alternatives, would provide an eastern connection to the Oakland-Shady Highway directly across from Isabell Avenue. The General Avenue alternative would provide an easterly connection at General Avenue or in an area a few hundred feet to the south of General Avenue. The Skewed Diamond alternative, which would lie farther south than any other alternative, would provide the same east end connections as the General Avenue alternative; however, the western terminus would lie south of the General Avenue terminus on Broad Street. Under the General Avenue and Isabell Avenue alternatives, two options would be considered for the connection west of the freeway. Under the Broad Street option, the interchange would connect directly to Broad Street, using it as the access road to Stewart Parkway to the south. Under the Frontage Road option, the interchange would use a newly constructed frontage road to the east of Broad Street as the connecting link to Stewart Parkway to the south. Under the Skewed Diamond alternative, Broad Street would be used as the connector. For the Isabell Avenue and General Avenue alternatives, two interchange alternatives would be considered. The diamond option would provide for a standard diamond interchange design, while the loop option would incorporate a loop ramp in one quadrant of the interchange in an effort to reduce residential right-of-way impacts. The Skewed Diamond alternative would use the diamond interchange without any options. Depending on the alternative chosen, the estimated cost of the project ranges from $7.8 million to $11.0 million. POSITIVE IMPACTS: New access would be provided from I-5 to the Oakland-Shady Highway and Stewart Parkway via Broad Street or a frontage road. Traffic congestion would be reduced at the Garden Valley Interchange, south of the new interchange. East-west access for the northern part of the urban area would be improved. Commercial development around the interchange and along the Oakland-Shady Highway could be encouraged. Improved access to emergency medical facilities and improved traffic patterns for other emergency services would result. NEGATIVE IMPACTS: Residential and commercial units would be displaced due to rights-of-way development. Substantial noise impacts to residential receptors along Broad Street and near the interchange would be expected. The Joseph Lane Homestead site, an historically significant structure, and riparian habitat within the project area could be impacted. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0341D, Volume 10, Number 8. JF - EPA number: 880006, 52 pages, January 7, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-01-S KW - Commercial Zones KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36397490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+ROSEBURG+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+DOUGLAS+COUNTY%2C+OREGON+%28NO.+IR-5-3%28126%29127%29+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1986%29.&rft.title=NORTH+ROSEBURG+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+DOUGLAS+COUNTY%2C+OREGON+%28NO.+IR-5-3%28126%29127%29+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1986%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 7, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARK CLARK EXPRESSWAY, I-526 COOPER RIVER CROSSING, BERKELEY AND CHARLESTON COUNTIES, SOUTH CAROLINA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1981). AN - 36403435; 1701 AB - PURPOSE: Construction of a 9.4-mile section of the Mark Clark Expressway between Virginia Avenue and U.S. 17 and U.S. 701 at Mount Pleasant in Charleston and Berkeley counties, South Carolina is proposed. This supplement to the final environmental impact statement evaluates alternative measures to mitigate potential fog hazards affecting traffic on the proposed I-526 Cooper River Bridge, which would constitute a portion of the project. The planned freeway, which would be constructed on a new location within a 250- to 350-foot right-of-way, would consist of two 12-foot travel lanes in each direction, separated by a 60-foot median with 10-foot outside and 4-foot inside shoulders. Grade-separated portions of the freeway would also feature 10- and 4-foot shoulders. Design speed of the facility would be 60 miles per hour, and access would be fully controlled, with interchanges at North Rhett Avenue, Cainhoy Road, Long Point Road, and U.S. 17/701. The proposed project would require bridges over navigable rivers, drainage courses, and marshlands. High-level bridges would be built across the Cooper and Wando rivers. The potential fog hazard at the Cooper Bridge would result, in part, from operations at a nearby paper mill owned and operated by Westvaco Corporation. This supplemental statement includes a description of the nature, extent, and frequency of the potential fogging problem, as well as evaluations of alternative measures to mitigate expected fog-related impacts. Major elements of the recommended fog mitigation plan would include fixed, permanent single-message signs indicating that the bridge was fog prone; raised reflective pavement markers to delineate roadway edgelines and lane delineation lines; lighted pavement markers on approximate 220-foot centers along roadway edgelines; increased highway surveillance by highway troopers; installation of a closed-circuit television system to provide for timely detection of fog conditions; implementation of a system of internally illuminated variable message signs for specific fog incident information to motorists; and installation of a fixed system of roadway lighting to improve low-light conditions. Mitigation measures would be refined during the four-year bridge construction period. POSITIVE IMPACTS: The expressway would increase safety and reduce travel time and vehicle-operating costs for an estimated 30,000 vehicles per day by the year 2000. Access by three diverse communities in the Charleston area, now separated by natural barriers, would be improved. Accessibility to and from isolated areas, providing a residential area for minority groups, would be improved. Measures designed to mitigate fogging at the Cooper River bridge would allow for safe passage of vehicles using that facility. NEGATIVE IMPACTS: Acquisition of rights-of-way for the expressway could displace 17 single-family residences, 4 businesses, and several archaeological sites, of which one is eligible for inclusion in the National Register of Historic Places. Approximately 65 acres of farmland would be eliminated, and some 140 acres of marshland within a two-mile corridor could be damaged. Sensitive noise receptors that would be affected by significant noise increases would include the Trident Academy, Westvaco Park, residences in Candlewood, and two residences adjacent to Mathis Ferry Road. The proposed facility would stimulate unprecedented population growth in a concentrated area, placing stress on community services. LEGAL MANDATES: 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.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 79-0571D, Volume 3, Number 6, and 81-0279F, Volume 5, Number 4, respectively. JF - EPA number: 880002, 52 pages, January 6, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-79-01-DS KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Federal Aid Highway Act of 1968, 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, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+I-526+COOPER+RIVER+CROSSING%2C+BERKELEY+AND+CHARLESTON+COUNTIES%2C+SOUTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1981%29.&rft.title=MARK+CLARK+EXPRESSWAY%2C+I-526+COOPER+RIVER+CROSSING%2C+BERKELEY+AND+CHARLESTON+COUNTIES%2C+SOUTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1981%29.&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: January 6, 1988 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 50 (SALISBURY BYPASS) FROM EXISTING U.S. ROUTE 50 EAST OF ROCKAWALKIN ROAD TO THE INTERCHANGE WITH U.S. 13 BYPASS, WICOMICO COUNTY, MARYLAND. AN - 36388852; 1695 AB - PURPOSE: Construction of a U.S. 50 bypass around the city of Salisbury in Wicomico County, Maryland is proposed. The study area extends from existing U.S. 50 east of Rockawalkin Road to its existing interchange with the U.S. 13 Bypass north of the city. The preferred alternative would begin at the existing four-lane section of U.S. 50 just west of Naylor Mill Road and extend four miles northeast and east to the existing interchange of the bypass at Business Route 13. The existing intersection of Naylor Mill Road and U.S. 50 would remain open to accommodate all existing traffic movements and provide access to the proposed frontage road south of the bypass. Frontage roads would be provided on either side of U.S. 50 to serve adjoining properties. The proposed alignment would depart from the existing highway curving to the east, underpassing the relocated section of the westbound roadway of existing U.S. 50 and Naylor Mill Road. A partial diamond interchange would be provided at Naylor Mill Road allowing for eastbound entrance and westbound exit traffic. An optional full diamond interchange would be provided at Jersey Road. The alignment would cross the Wicomico River and Scenic Drive on a single bridge. Curving to the right, the alignment would then turn to the southeast and cross over Goddard and Armstrong parkways and the Conrail tracks. Curving northeast, the alignment would then cross over Northwood Drive and turn south to cross West Zion Road, the existing interchange ramp, and Business Route 13 before meeting the existing bypass, U.S. Route 13. All missing movements at this existing interchange would be provided. POSITIVE IMPACTS: The bypass would provide improved traffic service to through traffic and remove through traffic from currently congested local streets. The optional full diamond interchange at Jersey Road would remove heavy truck traffic generated by Northwood Industrial Park from Naylor Mill Road. The bypass would be in conformance with local and regional land use plans. NEGATIVE IMPACTS: Rights-of-way development could result in displacement of as many as seven owner-occupied and three tenant residences and five businesses; some minority members would be affected by displacements. Prime farmland would be lost. Four noise-sensitive areas would be exposed to noise in excess of federal standards. The alignment would cross Brewington Branch, the North Prong Wicomico River, and the Northeast Tributary of the Wicomico River. Well developed floodplain land and forested wetland would be displaced along the North Prong of the Wicomico River, and a farm pond would be lost. The Salisbury Paleochannel, the area's primary groundwater source and a designated Area of Critical State Concern, would lie below the rights-of-way. The project would encroach somewhat upon Naylor Mill Park Annex . LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 880000, 123 pages and maps, January 4, 1988 PY - 1988 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-06-D KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Minorities KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Water Supply KW - Wetlands KW - Maryland 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/36388852?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1988-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+50+%28SALISBURY+BYPASS%29+FROM+EXISTING+U.S.+ROUTE+50+EAST+OF+ROCKAWALKIN+ROAD+TO+THE+INTERCHANGE+WITH+U.S.+13+BYPASS%2C+WICOMICO+COUNTY%2C+MARYLAND.&rft.title=U.S.+ROUTE+50+%28SALISBURY+BYPASS%29+FROM+EXISTING+U.S.+ROUTE+50+EAST+OF+ROCKAWALKIN+ROAD+TO+THE+INTERCHANGE+WITH+U.S.+13+BYPASS%2C+WICOMICO+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: January 4, 1988 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Polishing the Big Appple: Models of How Manpower Utilization Affects Street Cleanliness in New York City AN - 754896374; 13511061 AB - The "Scorecard" system of rating cleanliness of city streets estimates the fraction of total street length that is acceptably clean, based on selected samples. A parametric model combining 12 assignable variables related to the street cleaning programme of New York City, including workers assigned to street cleaning and tickets for Sanitary Code violations, was tested on a computer for several million combinations of reasonably assigned values of the variables. The results supported earlier studies based on regression analysis and increased the understanding of important variables. Street cleaners are far more effective per man hour in keeping streets clean than are agents writing tickets for violations. The models presented can be useful for planners in other cities. JF - Waste Management & Research AU - Riccio, Lucius J AU - Miller, Joseph AU - Bose, Gautam AD - New York City Department of Transportation, Bureau of Highway Operations, 40, Worth Street, New York, N.Y. 10013, U.S.A Y1 - 1988 PY - 1988 DA - 1988 SP - 163 EP - 174 PB - Sage Publications Ltd., 6 Bonhill St. London EC2A 4PU UK VL - 6 IS - 1 SN - 0734-242X, 0734-242X KW - Pollution Abstracts KW - Street cleaning KW - litter KW - measurements KW - "Scorecard" KW - Sanitary Code violations KW - manpower KW - computer model KW - New York City. KW - USA, New York, New York City KW - Sanitation KW - Urban areas KW - P 4000:WASTE MANAGEMENT UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754896374?accountid=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=Waste+Management+%26+Research&rft.atitle=Polishing+the+Big+Appple%3A+Models+of+How+Manpower+Utilization+Affects+Street+Cleanliness+in+New+York+City&rft.au=Riccio%2C+Lucius+J%3BMiller%2C+Joseph%3BBose%2C+Gautam&rft.aulast=Riccio&rft.aufirst=Lucius&rft.date=1988-01-01&rft.volume=6&rft.issue=1&rft.spage=163&rft.isbn=&rft.btitle=&rft.title=Waste+Management+%26+Research&rft.issn=0734242X&rft_id=info:doi/10.1177%2F0734242X8800600125 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-09-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Sanitation; Urban areas; USA, New York, New York City DO - http://dx.doi.org/10.1177/0734242X8800600125 ER - TY - JOUR T1 - Effectiveness of mitigation techniques at the Alafia river crossing AN - 13761007; 198904695 AB - The construction of a highway bridge over the Alafia river and associated floodplain wetlands near Riverview, Florida, entailed the installation of temporary access roads across a black rush (Juncus roemerianus) marsh. The relevant permits required that all disturbed areas should be restored to original contour and revegetated with black rush clumps. The revegetation effort was monitored over a 6-year period. Re-establishment of the pre-construction of a tidal black rush marsh. Donor sites were not adversely affected if care was taken in selection and removal. JF - Transportation Research Record AU - Lindeman, W AU - Wilt, J R AD - Florida Department of Transportation, Tallahassee Y1 - 1988 PY - 1988 DA - 1988 SP - 9 EP - 14 IS - 1166 SN - 0361-1981, 0361-1981 KW - Aqualine Abstracts KW - AQ 00002:Water Quality UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13761007?accountid=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=Transportation+Research+Record&rft.atitle=Effectiveness+of+mitigation+techniques+at+the+Alafia+river+crossing&rft.au=Lindeman%2C+W%3BWilt%2C+J+R&rft.aulast=Lindeman&rft.aufirst=W&rft.date=1988-01-01&rft.volume=&rft.issue=1166&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Field performance of corrugated metal box culverts AN - 13739724; S199137163 AB - The structural performance of 39 corrugated aluminium and 10 corrugated steel rib stiffened box culverts was evaluated in the field of the Ohio development of transportation. In-situ and chord-ordinate dimensions were measured and compared to design dimensions; durability data was also collected. Eight of the box culverts were not in conformance with design shape, with deviations in crown width and leg length. Differences in constructed crown shapes of steel and aluminium box culverts were examined. There was no significant relationship between chord-ordinate ratio and types of installation. A potential crown corrosion problem on metal box culverts was caused by seepage of groundwater containing road salt through bolted seams. Finite element analyses of the structural performance of in-situ and designed shapes were performed using the CANDE (Culvert Analysis and Design) mode. Slight variations in the culvert geometry had a noticeable but not severe effect on deflections and moments. JF - Transportation Research Record AU - Hurd, JO AU - Sargand, S AD - Ohio Department of Transportation, Columbus Y1 - 1988 PY - 1988 DA - 1988 SP - 39 EP - 45 IS - 1191 SN - 0361-1981, 0361-1981 KW - Analysis KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13739724?accountid=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=Transportation+Research+Record&rft.atitle=Field+performance+of+corrugated+metal+box+culverts&rft.au=Hurd%2C+JO%3BSargand%2C+S&rft.aulast=Hurd&rft.aufirst=JO&rft.date=1988-01-01&rft.volume=&rft.issue=1191&rft.spage=39&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Detention basins for water quality improvement at a high mountain maintenance station AN - 13739529; S199137019 AB - A detention basin system designed to improve the quality of storm runoff and snowmelt water from a maintenance yard high in the Sierra Nevada mountains of California was evaluated. The yard was used to stockpile sand and de-icing salts used to keep a highway open in winter. The system was successful in reducing concentrations of sediment and dissolved matter in runoff and snowmelt prior to discharge to Benwood creek, a tributary of the headwaters of the South Fork of the American river. Parameters tested included turbidity, chloride specific conductance, and oil and grease. Sediment accumulation in the detention basin system was also measured. The effects of constructing the basin on the aquatic habitat of Benwood creek were assessed. JF - Transportation Research Record AU - Racin, JA AU - Howell, R B AD - California Department of Transportation, Sacramento Y1 - 1988 PY - 1988 DA - 1988 SP - 62 EP - 72 VL - 1201 SN - 0361-1981, 0361-1981 KW - Reduction KW - Yards KW - Aqualine Abstracts KW - AQ 00004:Water Treatment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13739529?accountid=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=Transportation+Research+Record&rft.atitle=Detention+basins+for+water+quality+improvement+at+a+high+mountain+maintenance+station&rft.au=Racin%2C+JA%3BHowell%2C+R+B&rft.aulast=Racin&rft.aufirst=JA&rft.date=1988-01-01&rft.volume=1201&rft.issue=&rft.spage=62&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Service life model verification for concrete pipe culverts in Ohio AN - 13738976; S199137170 AB - Relative accuracies of reinforced concrete pipe culvert service models from the Ohio Department of Transportation (ODT) and another body (B) for analysing durability data collected by the ODT were evaluated, particularly for nonacidic sites. Equations for the ODT log-linear model and for linear model B were defined. The age of many older reinforced concrete pipe installations (over 42 in diameter) was approaching the very conservative service life predicted by the linear model B. A total of 196 culverts were inspected and evaluated using a revised, more detailed rating system. Predicted service lives were extrapolated from the rating and age at time of inspection. Service life of reinforced concrete pipe was significantly underpredicted by the linear model B for flow pH range above 4.45. A reasonable estimate of projected service life for the entire pH range was provided by the ODT model. JF - Transportation Research Record AU - Hurd, JO AD - Ohio Department of Transportation, Columbus Y1 - 1988 PY - 1988 DA - 1988 SP - 118 EP - 131 IS - 1191 SN - 0361-1981, 0361-1981 KW - Analysis KW - Modelling (-general-) KW - Pipes (see also conduits, drains, pipelines,sewers) KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13738976?accountid=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=Transportation+Research+Record&rft.atitle=Service+life+model+verification+for+concrete+pipe+culverts+in+Ohio&rft.au=Hurd%2C+JO&rft.aulast=Hurd&rft.aufirst=JO&rft.date=1988-01-01&rft.volume=&rft.issue=1191&rft.spage=118&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - CBD LOOP ARTERIAL, DES MOINES, POLK COUNTY, IOWA. AN - 36403336; 1648 AB - PURPOSE: Construction of a four- to six-lane divided highway, to be known as the Central Business District (CBD) Loop Arterial, in Des Moines, Polk County, Iowa is proposed. The facility would have two major segments: north-south and east-west. The north-south segment would begin at the existing Harding Road and 19th Street overpasses of Interstate 235 (I-235) and extend approximately 1.3 miles along the Harding Road corridor to Fleur Drive. The east-west segment would intersect with the north-south segment near the Raccoon River and proceed eastward along the existing corridors of Market Street, Elm Street, Raccoon Street, and Scott Avenue to a point in the vicinity of S.E. 14th Street (U.S. 65 and 69), a distance of approximately 2.9 miles. The project would also include connections to Fleur Drive, 15th Street, Indianola Avenue, and E. 15th Street, as well as construction of bridges across the Des Moines and Raccoon rivers. The estimated cost of the project is $71.1 million. POSITIVE IMPACTS: Development of the main arterial in the vicinity of the CBD would reduce congestion on streets in the central city, reduce accidents and travel time, improve accessibility within the central city, facilitate city land use planning activities, and support ongoing revitalization of the CBD. The arterial would also improve accessibility to the Des Moines Airport from I-35 and other areas of the city. Traffic safety and air quality would be enhanced as a result of the project. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 84 residential structures containing 181 housing units and providing housing to 466 persons, 5 churches, 42 businesses and 7 warehouses employing approximately 800 persons, and 2 structures considered eligible for inclusion on the National Register of Historic Places and 23 structures that contribute to the significance of a historic district. In addition, the project would result in the loss of a small amount of land currently located within two publicly owned parks, three publicly owned riverfront open space areas, and one publicly owned multiuse area. Noise levels and air quality within the immediate vicinity of the project corridor would decline. Project structures would intrude on the facilities and water storage areas of the Des Moines Water Works. Construction activities would result in increased noise levels, air pollution, street closures, and utility disruptions. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 83-0307D, Volume 7, Number 6, and 86-0517D, Volume 10, Number 12, respectively. JF - EPA number: 870460, 212 pages and maps, December 30, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-83-01-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Cultural Resources Assessments KW - Demography KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CBD+LOOP+ARTERIAL%2C+DES+MOINES%2C+POLK+COUNTY%2C+IOWA.&rft.title=CBD+LOOP+ARTERIAL%2C+DES+MOINES%2C+POLK+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 30, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COQUILLE REROUTE SECTION, COOS BAY-ROSEBURG HIGHWAY (HIGHWAY 42), COOS COUNTY, OREGON. AN - 36406976; 1651 AB - PURPOSE: Widening and realignment of the Coos Bay-Roseburg Highway (Oregon Route 42) through the city of Coquille in Coos County, Oregon is proposed. Two alternatives are under consideration. Regardless of the alternative chosen, the facility would feature four travel lanes, paved shoulders, and a paved median, with facilities for left-turn storage. Alternative A primarily follows the existing route of Highway 42 for 2.4 miles through Coquille, although a seven-block section would undergo realignment. More specifically, Alternative A would follow the existing Alignment from Cedar Point Road to 10th Street then shift one block to the east to use Adams Street (rather than Central Boulevard and other downtown streets) as the through route. Adams Street would be developed into a four-lane thoroughfare from 10th Street to the project terminus at a point just south of Main Street. Under Alternative A, the roadway would be widened on one side at a time to prevent extensive disruption of traffic. Alternative B would establish a new, shorter route, extending approximately 1.5 miles, across the Coquille River /Cunninghan Creek floodplain. Beginning at a point approximately 1,100 feet east of Cedar Point Road, Alternative B would veer southeast to parallel the railroad tracks to a junction with Main Street at the north approach to the new Coquille River Bridge. From that point, the alignment of Alternative B would follow Main Street east to Adams Street and merge with the existing Coos Bay-Roseburg Highhway. Alternative B would be built across portions of two log ponds and the Cunningham Creek/Coquille River floodplain on an earth and rock fill approximately 15 feet high and 1 mile long. Alternative B Also would call for a design option for connecting the Sanford Heights neighborhood to the new highway by way of Myrtle Street. Estimated construction and rights-of-way costs for Alternative A are $4.9 million and $2.6 million, respectively. Respective construction and rights-of-way costs for Alternative B are $6.1 million to $6.2 million and $1.2 million to $1.3 million, respectively. POSITIVE IMPACTS: Rerouting of the highway segment would reduce traffic congestion currently affecting the highway and improve traffic safety along the route. A more direct route would be provided through the downtown area to replace the narrow roadway, characterized by right-angle turns, that currently serves the corridor. NEGATIVE IMPACTS: Rights-of-way requirements for alternative A would involve acquisition of 13 acres of additional land, displacing 20 homes and 17 businesses, and removing 0.1 acre from a two-acre public recreational field at Coquille Valley Middle School. Construction of Alternative B would require displacement of 10 businesses and one to three homes and placement of fill within 17 acres of floodplain and wetland areas characterized by weak underlying soils. Alternative A would require 100,000 cubic yards of fill and 100,000 tons of rock and paving mix, while Alternative B would require 300,000 cubic yards of fill and 90,000 tons of rock and paving mix. Significant noise impacts would affect 57 receptors under Alternative A and 36 receptors under Alternative B. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 870454, 153 pages, December 23, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-87-01-D KW - Biologic Surveys KW - Bridges KW - Cultural Resources Assessments KW - Floodplains KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COQUILLE+REROUTE+SECTION%2C+COOS+BAY-ROSEBURG+HIGHWAY+%28HIGHWAY+42%29%2C+COOS+COUNTY%2C+OREGON.&rft.title=COQUILLE+REROUTE+SECTION%2C+COOS+BAY-ROSEBURG+HIGHWAY+%28HIGHWAY+42%29%2C+COOS+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: December 23, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONNECTICUT ROUTE 72, PLAINVILLE AND BRISTOL, CONNECTICUT. AN - 36396402; 1644 AB - PURPOSE: Extension of Route 72 as an expressway facility from its present terminus at the Bristol/Plainville town line to a point six miles west of the terminus at the Plymouth town line in Connecticut is proposed. The first phase of the project would extend two miles from the existing terminus to a terminus at Route 229. Construction of this segment would be completed in 1988. The second phase, which would begin when funding becomes available, would extend the final four miles to the Plymouth town line. Access to and from the expressway would be controlled via interchanges at the Bristol /Plainville town line, Route 229, and Route 69. An at-grade terminus would be provided at the Bristol/Plymouth town line. Intersecting cross streets would be carried over the expressway via grade separation structures or terminated. Grade separation structures would be provided at Forestville Avenue, Lincoln Avenue, Central Street, Pine Street, Emmett Street, Middle Street (Route 229), Harvest Lane, Willis Street, Greystone Avenue, Wolcott Road, and Waterbury Road. In Plainville, a small section of Bohemia Street would be relocated, as would a section of Lake Avenue in Bristol. Sections of Old Wolcott Road, Peck Lane, and Tower Road would be reconstructed. Muir Avenue would be extended to the southwest to intersect with Greystone Avenue at a point approximately 250 feet south of the relocated expressway. At the Route 229 interchange, Alexander Street would be extended to Middle Street, and sections of Pine and Middle streets would be improved to enhance traffic flow. The project would include construction to improve bridge clearances at Lincoln Avenue, Pine Street, Emmett Street, Margerie Street, Queen of the Apostles Religious Teachers land, Greystone Avenue, Sherbrooke Street, and Peck Lane. The estimated cost of the project is $99.2 million. POSITIVE IMPACTS: Continuation of Route 72 westward would improve both east-west regional travel and local traffic circulation. Extended through Bristol, the route would become the area's major east-west route and would divert through traffic from Route 6 and existing Route 72. Diversion of through traffic from Route 72 would enable the existing roadway to better serve local trips at a higher than current level of capacity. Construction activities would provide temporary employment for 1,310 to 1,965 jobs. Nitrogen oxide emissions would decline within the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of 263 residences and creation of a 300-foot barrier through existing and zoned residential areas. Natural soils, including prime and important farmland, would be lost, and 12.5 acres of inland wetland and associated natural habitat and vegetation would be lost. Approximately 103 dwellings would be impacted by excessive noise levels unless noise control structures were constructed. Levels of hydrocarbons and carbon monoxide would increase within the corridor. Property tax base reductions in the grand lists would amount to $13.9 million in the community of Bristol and $651,000 in the community of Plainville. The visual quality of the residential and undeveloped land currently characterizing the area would be altered significantly. Nine potentially significant historic resource sites, including one listed on the National Register of Historic Places, could be affected by the project. Construction activities would affect various utilities, including three transmission lines. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 environmental impact statement, see 83-0356D, Volume 7, Number 7. JF - EPA number: 870451, 422 pages and maps, December 22, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-83-01-F KW - Air Quality KW - Employment KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Connecticut KW - Department of Transportation Act of 1966, Historic Sites 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/36396402?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONNECTICUT+ROUTE+72%2C+PLAINVILLE+AND+BRISTOL%2C+CONNECTICUT.&rft.title=CONNECTICUT+ROUTE+72%2C+PLAINVILLE+AND+BRISTOL%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hartford, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 22, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HARDING STREET CORRIDOR IMPROVEMENT, FROM I-465 TO WASHINGTON STREET, INDIANAPOLIS, MARION COUNTY, INDIANA (PROJECT M-B336(3)). AN - 36400811; 1646 AB - PURPOSE: Rerouting and improvement of a 4.85-mile section of Harding Street on the near southwest side of Indianapolis in Marion County, Indiana are proposed. The project corridor would consist of the section of Harding Street bounded to the south by Interstate 465 (I-465) and to the north by Washington Street (U.S. 40). Construction activities would include street widening from two to four lanes between I-465 and I-70, realignment of the street between I-70 and Washington Street, and construction of bridges over Lick Creek and White River and railroad overpasses between I-70 and Washington Street. The project would be divided into seven segments for consideration. The typical roadway cross-section would consist of a four-lane divided pavement with 12-foot turn lanes and a 16-foot median from I-465 to I-70. The relocated segment from I-70 to Washington Street would consist of a six-lane divided pavement and a four-foot median. Curbs and gutters, sidewalks, and storm sewers would be provided along the project roadways, which would lie within a rights-of-way varying from 100 to 300 feet in width. POSITIVE IMPACTS: Project actions would improve the ability of Harding Street to operate as a primary arterial roadway within Indianapolis and provide a corridor from State Route 37 to the downtown area. Existing interchanges at I-465 and I-70 would be connected with Washington Street, improving access to both downtown and the area along the project corridor. The project would also provide needed continuity in the route between I-70 and Washington Street. Two 90 degree turns and three at-grade railroad crossings would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would displace up to 85 families and 13 businesses; some of the residential relocatees would be low-income families. Historic sites that could be affected by the project would include the IPL Entrance Building (Gate House), a garage /filling station, a house on South Harding Street, Fire Station Number 19, an apartment building on North Belmont Street, and a commercial building at the southwest corner of the Belmont Avenue /Washington Street intersection. Construction work would be required within the White River and Lick Creek water courses and floodplains. Several receivers along the corridor would be affected by noise levels in excess of noise abatement criteria. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870450, 303 pages and maps, December 21, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-87-03-D KW - Bridges KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 404(b) Statements KW - Transportation KW - Indiana 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/36400811?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HARDING+STREET+CORRIDOR+IMPROVEMENT%2C+FROM+I-465+TO+WASHINGTON+STREET%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28PROJECT+M-B336%283%29%29.&rft.title=HARDING+STREET+CORRIDOR+IMPROVEMENT%2C+FROM+I-465+TO+WASHINGTON+STREET%2C+INDIANAPOLIS%2C+MARION+COUNTY%2C+INDIANA+%28PROJECT+M-B336%283%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 21, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 12TH STREET IMPROVEMENT PROJECT, WILMINGTON, DELAWARE. AN - 36396694; 1645 AB - PURPOSE: Construction and reconstruction of 1.25 miles of arterial streets between the Interstate 495 (I-495)/12th Street interchange and the central business district (CBD) at 16th and Walnut streets in Wilmington, Delaware are proposed. Four alternatives are under consideration. Alternative (1) would involve widening and reconstruction of 12th Street from the western end of the I-495 interchange to Northeast Boulevard, extensive repair of the 11th Street Bridge across Brandywine Creek, reconstruction of the Wilmington Viaduct underpass at 12th Street, and use of the existing street system to provide connection to the CBD, with primary emphasis on the 10th and 11th streets one-way pair. Alternative (2) would encompass all improvements under alternative (1) through to Northeast Boulevard, where the connection to the CBD would be achieved via construction of a new arterial street along the north side of Brandywine Creek from the 12th Street/Northeast Boulevard intersection to 16th and Walnut streets, thence across Brandywine Creek on a new bridge just south of the existing 16th Street Bridge. Alternative (3) would encompass all improvements under alternative (1) from I-495 to the west side of the Wilmington Viaduct, where a new arterial roadway would be constructed diagonal to the existing street system crossing Northeast Boulevard and connecting with 14th Street at Locust. The arterial would follow the bed of 14th Street, crossing Brandywine Creek on a new bridge just south of the existing 16th Street bridge, and tie into 16th Street at Poplar, with roadway widening extending to 16th and Walnut streets in the manner described for alternative (2). Alternative (4) would involve construction of a new arterial on a diagonal alignment extending from I-495 to the Wilmington Viaduct at 14th Street, reconstruction of the viaduct, and construction of a new arterial roadway on the bed of 14th Street, crossing Brandywine Creek and tying into 16th Street south of the creek in the same manner as described for alternative (2). Estimated costs of alternatives (1), (2), (3), and (4) are $10.4 million, $16.7 million, $15.8 million, and $16.7 million, respectively. POSITIVE IMPACTS: Part of the system of transportation improvements planned by the Wilmington Metropolitan Area Planning Council in the Year 2000 Transportation Plan adopted in May of 1980, the project would aid in improvement of overall system linkage, resolution of local and through traffic conflicts, and improvement of traffic service. Traffic service between I-495 and the Wilmington CBD would be enhanced. Capacity deficiencies within the area would be eliminated. Conflicts between through and local traffic that affect neighborhood cohesion along the route would be eliminated. NEGATIVE IMPACTS: Rights-of-way requirements would displace 1 to 13 residences and 2 to 8 businesses employing 4 to 80 persons. Alternative (2) or (3) would require 0.2 acres along Brandywine Creek, while alternative (4) would require 0.46 acres of wetland. Alternative (3) would disrupt the Riverside neighborhood, while alternative (4) would adversely affect the Gander Hill neighborhood. Any alternative affecting the Wilmington Viaduct would degrade its status as an historic structure. Alternatives (2), (3), and (4) would require removal of land within the East Side Brandywine National Register Historic District. Alternative (3) would have an undetermined effect on the Christian Ploesser Building, which may be eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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: 870449, 2 volumes and maps, December 21, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-DE-EIS-87-01-D KW - Bridges KW - Central Business Districts KW - Creeks KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Delaware 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/36396694?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=12TH+STREET+IMPROVEMENT+PROJECT%2C+WILMINGTON%2C+DELAWARE.&rft.title=12TH+STREET+IMPROVEMENT+PROJECT%2C+WILMINGTON%2C+DELAWARE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Dover, Delaware; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 21, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VAN DORN CONNECTION (PROJECT F-2-6(112)), LINCOLN, LANCASTER COUNTY, NEBRASKA. AN - 36402257; 1650 AB - PURPOSE: Construction of a 0.7-mile road connection from Nebraska Highway 2 (N-2) (10th Street) to US 77 (West Bypass) in the general area of Van Dorn Street in the southwestern portion of Lincoln, Lancaster County, Nebraska is proposed. The four-lane controlled access, divided highway would pass over the Burlington Northern and Union Pacific Railroad tracks by means of a viaduct. The alignment would begin on Van Dorn Street just east of 10th Street and would extend diagonally in a northwesterly direction to intersect with 10th and 9th streets prior to intersecting with Hill Street at approximately 7th Street. The alignment would then extend west, following the alignment of Hill Street. The new roadway would intersect with 6th Street, cross over the railroad tracks, and continue westward to an intersection with Park Boulevard and the planned roadway leading to the West Bypass. Between 10th Street and Park Boulevard, the highway would consist of a four-lane divided roadway with a 16-foot raised median. Curbs and gutters would be provided along the new roadway from the east end to a point near 8th Street. West of 8th Street, the highway would be flanked by surface shoulders. West of Park Boulevard, the road would consist of a four-lane divided roadway with surfaced shoulders. East of 10th Street, the roadway would be tied into existing Van Dorn Street as a typical two-lane urban street. Access control would be acquired along N-2. The estimated cost of the project is $6.3 million. POSITIVE IMPACTS: Availability of the connector would reroute N-2 traffic out of downtown Lincoln and provide for existing and projected traffic demands in the Van Dorn Street area. Truck traffic would be able to avoid the central business district and pass through Lincoln via a smoother, faster route. Access to US 77, the major north-south route in the area, would be enhanced. NEGATIVE IMPACTS: Rights-of-way development for the connector would require displacement of 24 acres of land and relocation of 12 homes and 4 businesses. A number of trees and shrubs would be removed, and land would be cleared and reshaped. Roadway alignment would cross a portion of the Salt Creek floodplain. Ten of the 69 receptors listed as adjacent to the project corridor would be affected by increasing noise levels in the year 2005. The desirable noise level abatement criteria would be exceeded by two decibels at an apartment house and by one decibel at eight homes. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870442, 60 pages and maps, December 14, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FWHA-NEB-EIS-87-01-D KW - Air Quality Assessments KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Nebraska KW - Executive Order 11988, Floodplains KW - Federal Aid Highway Act of 1968, 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/36402257?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VAN+DORN+CONNECTION+%28PROJECT+F-2-6%28112%29%29%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.title=VAN+DORN+CONNECTION+%28PROJECT+F-2-6%28112%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: December 14, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS ANGELES RAIL RAPID TRANSIT PROJECT, LOS ANGELES, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1983). AN - 36396665; 1643 AB - PURPOSE: Implementation of a rapid rail transit project, known as the Metro Rail Project, to provide access within the regional core of Los Angeles, California, is proposed. This draft supplement to the final environmental impact statement of December 1983, which proposed an 18.6-mile subway from Union Station to North Hollywood, analyzes the impacts of five construction alternatives for the Metro Rail project beyond the initial 4.4-mile segment, extending from the yard and shops near Union Station to the Wilshire/Alvarado Station. The initial segment is currently under construction. Reconsideration of the project design was prompted, in part, by discovery of subsurface methane gas, a situation that would preclude excavation in some areas along the originally proposed route. The line would extend westward from the Wilshire/Alvarado station to the Wilshire/Vermont, Wilshire/Alvarado, or Wilshire /Normandie station, where it would branch into two lines, one of which would continue west under the Wilshire Boulevard corridor to Western Avenue and one would proceed north at Vermont Avenue to serve Hollywood via Hollywood Boulevard and, thence, to the San Fernando Valley. Alternative (1) would consist of a 17.6-mile subway line with 16 stations. Alternative (2) would consist of a 20.4-mile aerial and subway line with 19 stations; the aerial segments of alternative (2) would lie west of the Wilshire/Western station and along Vermont Avenue and Hollywood Boulevard. Alternative (3) would consist of a 19.9-mile aerial and subway line with 18 stations; the aerial segments of alternative (3) would run north along Vermont Avenue and west along Hollywood Boulevard. Alternative (4) would consist of a 20.5-mile aerial and subway line with 20 stations; the aerial segments of alternative (4) would lie west of the Wilshire/Western Station and along Vermont Avenue and Sunset Boulevard. Alternative (5), which would consist of a 19.7-mile aerial and subway line with 17 stations, would branch near the Wilshire/Normandie station, with one line proceeding west down the Wilshire corridor and the other proceeding north at Western Avenue to serve Hollywood via Hollywood Boulevard or Sunset Boulevard and, thence, onto the San Fernando Valley. Alternative (1) would require a fleet of 110 rapid transit vehicles, while alternatives (2) through (5) would require 116 such vehicles. Each line would include a supporting bus system. The estimated costs of alternatives (1), (2), (3), (4), and (5) are $2.8 billion, $2.8 billion, $2.9 billion, $2.9 billion, and $2.9 billion, respectively; annual operating and maintenance costs are estimated at $34.0 million, $39.0 million, $39.0 million, $40.0 million, and $38.0 million, respectively. POSITIVE IMPACTS: The overall rail system, including the initial segment, would attract 296,000 to 354,000 daily boardings which, along with the supporting bus network, would result in a substantial increase in transit use. Land use policies of local and regional plans would be supported. Daily automobile mileage within the area would decline significantly, resulting in substantial energy savings. Traffic conditions on more than half of Southern California's most intensely developed section, the regional core, would improve, and the project would allow creation of a significant amount of commercial development within the core. Employment near metro rail stations would increase significantly, and per-passenger transit costs would decrease. NEGATIVE IMPACTS: Additional traffic would affect local arterial and collector streets near metro stations, and parking in nearby residential areas could become a problem. Displacement of commercial and residential units would occur, and some units would be required to relocate outside the area. Ground-borne noise from subway train operations and airborne noise from aerial train operations could result in impacts that could not be mitigated at some locations for economic or technical reasons. Historic properties within the corridors could be damaged or degraded. Archaeological resources could be affected at the Vermont/Third Street transition zone, Vermont/Santa Monica station, Sunset/Bronson transition zone, and Western/Beverly station. Historic and prehistoric resource sites include structural remains and artifacts associated with natural hot springs, an isolated homestead that may have been a stop on a stage coach route, the 8-Mile Tavern and an associated store, and the B. Luney House. The lake within MacArthur Park would be drained during tunneling in that area, and cut-and-cover methods of tunneling, if used, would result in significant, short-term degradation of parkland. Guideway pilings and support columns would be placed within the Hancock Park/La Brea Tar Pits area and Barnsdall Park. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 83-0355D, Volume 7, Number 7, and 84-0077F, Volume 8, Number 2, respectively. JF - EPA number: 870434, 2 volumes, December 4, 1987 PY - 1987 KW - Roads and Railroads KW - Archaeological Sites KW - Commercial Zones KW - Employment KW - Energy Consumption KW - Historic Sites KW - Lakes KW - Motor Vehicles KW - Natural Gas KW - Noise Standards Violations KW - Paleontological Sites KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396665?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1983%29.&rft.title=LOS+ANGELES+RAIL+RAPID+TRANSIT+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 4, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST HILLSBOROUGH EXPRESSWAY, INTERSTATE 275 TO S.R. 597 (DALE MABRY HIGHWAY), HILLSBOROUGH COUNTY, FLORIDA. AN - 36388818; 1647 AB - PURPOSE: Construction of a four-lane limited-access highway between Hillsborough Avenue and Dale Mabry Highway and improvement of State Route (S.R.) 60 and Eisenhower Boulevard from Interstate 275 (I-275) to Hillsborough Avenue in Hillsborough County, Florida are proposed to provide an expressway to serve the Tampa area. The 16.9-mile expressway, to be known as the Northwest Hillsborough Expressway, would extend from I-275 south of the Tampa International Airport and proceed northward to the vicinity of Hutchinson Road and northeastward in the northern part of Hillsborough County to a terminus at Dale Mabry Highway (S.R. 597) north of Van Dyke Road. North of Memorial Highway, the expressway would be a four-lane divided facility; south of the highway, the expressway would include six- and eight-lane sections. The six- and eight-lane sections would include the improved sections of Eisenhower Boulevard and S.R. 60. Access to the existing street network would be maintained via the local road system, frontage roads, and interchanges. The facility would require 180 to 250 feet of rights-of-way. POSITIVE IMPACTS: The expressway would serve local traffic in the northern and northwestern areas of Hillsborough County, the location of Tampa. In combination with improvements to S.R. 60 and Eisenhower Boulevard, the expressway would form a vital part of a bypass for I-275 around the Tampa Metropolitan Area. Approximately 50,000 average daily trips (ADTs) in areas north of Hillsborough Avenue and more than 150,000 ADTs in areas south of Independence Freeway would be accommodated by the expressway project in the year 2010. NEGATIVE IMPACTS: Approximately 444 acres of land would be required for rights-of-way. Construction of the expressway would require relocation of 163 residences, 19 businesses, and one public facility, and a total of nine existing neighborhoods and five developing or planned subdivisions would be impacted. Noise impacts would affect several residential areas, and three sensitive areas would be affected. Three prehistoric resource sites would lie within the project corridor. Approximately 59 acres of wetlands and 76.7 acres of floodplains would be affected. The wetlands, which include estuarine, palustrine, riverine, and lacustrine systems, could be affected in their capacities to provide water quality benefits, erosion control, floodwater storage, and wildlife habitat. The project could impact the wood stork and bald eagle, both of which are classified as endangered species. 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 environmental impact statement, see 86-0061D, Volume 10, Number 2. JF - EPA number: 870422, 307 pages and maps, November 19, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-86-02-F KW - Archaeological Sites KW - Endangered Species (Animals) KW - Erosion KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance 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/36388818?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-11-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+HILLSBOROUGH+EXPRESSWAY%2C+INTERSTATE+275+TO+S.R.+597+%28DALE+MABRY+HIGHWAY%29%2C+HILLSBOROUGH+COUNTY%2C+FLORIDA.&rft.title=NORTHWEST+HILLSBOROUGH+EXPRESSWAY%2C+INTERSTATE+275+TO+S.R.+597+%28DALE+MABRY+HIGHWAY%29%2C+HILLSBOROUGH+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 - Final. Preparation date: November 19, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLUMBIA ROAD CORRIDOR, GRAND FORKS COUNTY, GRAND FORKS, NORTH DAKOTA (PROJECT MG-6-986( )027). AN - 36406871; 1606 AB - PURPOSE: Widening of the Columbia Road overpass in Grand Forks, Grand Forks County, North Dakota is proposed. The study area, which is classified as a principal arterial, is located equidistant from Washington Street on the east and Interstate 29 (I-29) on the west; these facilities constitute the two other principal north-south arterials in the area. Under the preferred alternative, the existing two-lane structure would be widened by 16 feet to provide a four-lane undivided roadway with two three-foot shyways and to maintain the westside sidewalk. On the southern end of the structure, the approach embankment would be widened to the east over a distance of 500 feet to a point near the intersection where the southeast loop meets Columbia Road; approximately 2,300 cubic yards of borrow material would be needed for the approach embankment work. A sidewalk/bikeway would be constructed to serve the residential area between Demers Avenue and Ninth Avenue South. The sidewalk/bikeway alignment would proceed diagonally in a northwesterly direction from the apartment complex in the vicinity of Demers Avenue to the overpass, proceed beneath the structure, and ascend on the west side to meet the existing sidewalk/bikeway; connections to the existing sidewalk/bikeway would be provided via ground and stairway. The overall width of the structure would be 65.25 feet. Estimated cost of the project is $1.6 million. POSITIVE IMPACTS: Widening of the overpass would provide a four-lane structure to connect four- and five-lane sections of the existing route within Grand Forks. Service for traffic from three of the city's major traffic generators would be enhanced by the expanded overpass. As a result, access to the University of North Dakota, the Medical Park, and a large retail center would be improved. Emergency service in the area would be enhanced significantly, and accident rates at this accident-prone facility would decline significantly. NEGATIVE IMPACTS: Construction easements, extending 45 feet from the existing rights-of-way line, would be required; the additional easement would displace an area used for informal recreational purposes. An easement within railroad rights-of-way, affecting switching movements, and within a vacant lumber yard would also be required. Construction activities would require prohibition of parking under the overpass structure and could result in closure of the structure for traffic use for limited periods. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). JF - EPA number: 870413, 90 pages and maps, November 12, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-ND-EIS-87-01-D KW - Easements KW - Highway Structures KW - Highways KW - Parking KW - Railroads KW - Recreation Resources KW - Safety KW - Section 4(f) Statements KW - Trails KW - Transportation KW - North Dakota KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406871?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLUMBIA+ROAD+CORRIDOR%2C+GRAND+FORKS+COUNTY%2C+GRAND+FORKS%2C+NORTH+DAKOTA+%28PROJECT+MG-6-986%28+%29027%29.&rft.title=COLUMBIA+ROAD+CORRIDOR%2C+GRAND+FORKS+COUNTY%2C+GRAND+FORKS%2C+NORTH+DAKOTA+%28PROJECT+MG-6-986%28+%29027%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: November 12, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 100 EXTENDED FROM INTERSTATE 95 IN HOWARD COUNTY TO MARYLAND ROUTE 3/INTERSTATE 97 IN ANNE ARUNDEL COUNTY, MARYLAND. AN - 36402213; 1603 AB - PURPOSE: Extension of Maryland Route (MD) 100 from Interstate 95 (I-95) in Howard County to MD 3/I-97 in Anne Arundel County, Maryland is proposed. The 7.5-mile extension would be a four-lane freeway with full control of access and interchanges at U.S. 1, Race Road, MD 295, MD 713, MD 170, and MD 3/I-97. More specifically, the freeway would extend from I-95 along the alignment of existing MD 100, cross beneath U.S. 1 at a point 950 feet north of MD 176, continue southeasterly between the MD 100 Business Park on the north and Dorsey Business Center on the south, cross over the Chessie System Railroad and O'Conner Road, continue easterly to an interchange with MD 295, parallel Maryland Route 176 on the south, shift onto the existing Dorsey Road right-of-way at MD 713, cross over the Amtrack railway and MD 170, continue on an alignment north of MD 176, and enter Friendship Park and tie into MD 100 and I-97. Numerous highway and road relocations would take place along the traversed roads, and some roads would be terminated. Noise abatement measures could be implemented at one noise sensitive site where noise levels would otherwise exceed federal standards. Estimated costs of construction, rights-of-way acquisition, and relocation assistance for the project are $133.2 million, $22.8 million, and $1.0 million, respectively. POSITIVE IMPACTS: Construction of the highway segment would improve traffic operations through and within the study area by providing a new east-west highway facility for Anne Arundel and Howard counties, areas planned for extensive commercial and industrial growth. Congestion along other major routes in the study area would be relieved, and the general development plans for the two counties would be supported. Accessibility to community facilities, parks, and public recreation areas in the project would be improved by separating local and through traffic and maintaining the existing road network via highway separation structures. Congestion along MD 176 would decline significantly. NEGATIVE IMPACTS: Rights-of-way development would result in acquisition of 22 residential units, 10 of which house minority families, and 7 businesses. Several roads would be terminated or rerouted in the Race Road and Wright Road areas, resulting in more circuitous routes for drivers attempting to reach MD 176. Removal of traffic from MD 176 would reduce income for businesses along that through highway. One or more streams and the 28.5 acres of associated floodplains would be traversed, and 56.9 acres of wetlands, 56.0 acres of woodlands, and 69.7 acres of old field habitat would be impacted. Ten areas sensitive to noise would be exposed to significant noise levels due to traffic along the proposed highway segment, and federal noise standards would be violated under some traffic conditions. Smith Farm, a site eligible for inclusion on the National Register of Historic Places, would lose some of its land to highway rights-of-way, although no buildings would be affected. Four archaeologic sites would be impacted, and 14.2 acres of parkland would be displaced. The project would encroach on four significant geological sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0204D, Volume 10, Number 5. JF - EPA number: 870412, 662 pages and maps, November 9, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-01-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Floodplains KW - Farmlands KW - Forests KW - Geologic Sites KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36402213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+100+EXTENDED+FROM+INTERSTATE+95+IN+HOWARD+COUNTY+TO+MARYLAND+ROUTE+3%2FINTERSTATE+97+IN+ANNE+ARUNDEL+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+100+EXTENDED+FROM+INTERSTATE+95+IN+HOWARD+COUNTY+TO+MARYLAND+ROUTE+3%2FINTERSTATE+97+IN+ANNE+ARUNDEL+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: November 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 36 FROM 0.5 MILE SOUTH OF SELDOM SEEN ROAD TO BUSKIRK HOLLOW ROAD, ALLEGANY COUNTY, MARYLAND. AN - 36400516; 1602 AB - PURPOSE: Construction of approximately four miles of two-lane highway from a point 0.5 mile south of Seldom Seen Road to Buskirk Hollow Road within the Maryland Route (MD) 36 corridor in the Georges Creek Valley area of Allegany County, Maryland is proposed. The alignment of the highway would begin at the southern end of Lonaconing, at a point on the existing MD 36 pavement approximately 0.3 mile south of Georges Creek crossing, diverge from existing MD 36 to follow along the east side of Georges Creek, and climb the wooded mountainside through an undeveloped area to intersect Jackson Mountain Road near its connection with Allegany Street in the vicinity of the eastern limits of Lonaconing. From that point, the highway section would proceed northward across the Jackson Run Valley on a curved high-level bridge to a point on the mountainside at the rear of the residential development on the east side of Big Vein Hill Street. The highway would then follow the old railroad bed at the base of Dan's Mountain to the Hill Run Valley, cross the valley and Water Station Run Road on a curved high-level bridge, follow the curved face of the mountainside northward along the east side of Georges Creek, pass behind Georges Creek Elementary School, and intersect with Quinn Street near its eastern terminus. The highway would then cross Warnick Road, pass over Elklick Run via a bridge structure, and proceed to its terminus. The relocated section of MD 36 would consist of a 24-foot roadway with 12-foot shoulders and would provide for a design speed of 50 miles per hour. The pavement of existing MD 36 south of Georges Creek bridge would be used as part of the channelized intersection connecting relocated MD 36 and Main Street in Lonaconing. Road relocations, channelized intersections, and other minor changes to connecting roads would accompany the project. The estimated cost of the facility is $26.5 million. POSITIVE IMPACTS: The new facility would separate local and through traffic within the transportation corridor and remove a significant number of trucks from Lonaconing. Overall traffic flow on this major north-south arterial, which connects Westernport and the Frostburg-Cumberland area and serves all the development in the Georges Creek Valley, would be improved. Substandard highway sections through Lonaconing would be upgraded to provide adequate levels of service. NEGATIVE IMPACTS: Rights-of-way development would displace 22 families and 1 business, 90.1 acres of woodland, and 14.9 acres of wetlands. Approximately five acres of floodplains would be affected, and six streams would be traversed. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0063D, Volume 10, Number 2. JF - EPA number: 870410, 216 pages and maps, November 9, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-02-F KW - Bridges KW - Creeks KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - Maryland KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36400516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+36+FROM+0.5+MILE+SOUTH+OF+SELDOM+SEEN+ROAD+TO+BUSKIRK+HOLLOW+ROAD%2C+ALLEGANY+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+36+FROM+0.5+MILE+SOUTH+OF+SELDOM+SEEN+ROAD+TO+BUSKIRK+HOLLOW+ROAD%2C+ALLEGANY+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: November 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 228 EXTENDED FROM U.S. ROUTE 301 TO MARYLAND ROUTE 210 AND MARYLAND ROUTE 210 FROM MARYLAND ROUTE 228 EXTENDED TO OLD FORT ROAD, CHARLES AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 36396009; 1604 AB - PURPOSE: Widening of existing Maryland Route (MD) 228 from U.S. 301 westward, construction of an extension of MD 228, and widening MD 210 from the MD 228 extension northward to Old Fort Road in the northwest quadrant of Charles County and the southwest quadrant of Prince George's County, Maryland are proposed. The study area is bounded by U.S. 301 to the east, Smallwood Drive to the south, Old Fort Road to the north, and MD 210 to the west. Three construction alternatives are under consideration. Each corridor alternative would involve construction of a controlled access arterial highway from MD 210 to U.S. 301. Three alternatives would also involve dualization of MD 228 from U.S. Route 301 westward to a junction with that portion of the corridor that deviates from existing MD 228; this dualization would require acquisition of additional rights-of-way. Alternatives (1) and (2) would generally follow the existing alignment of Sharperville Road and Berry Road northward from MD 228 to Livingston Road. Alternative (3) would depart from existing MD 228 at a point west of Bealle Hill Road and proceed northwesterly on new location to tie into MD 210 in the vicinity of Manning Road; the alternative could involve construction of a grade separation structure at MD 210. The estimated cost of the project ranges from $32.5 million to $36.1 million, depending on the alternative chosen. POSITIVE IMPACTS: Improvement and construction of the highway facilities would provide a more efficient east-west highway system through the study area and support significant regional development within the corridor. Excessive congestion on U.S. 301 would be relieved, and through and local traffic within the corridor would be separated, improving safety and enhancing mobility in the area. Access to an area designated for planned growth by Charles County would be provided, and existing congestion along major routes within the transportation corridor would be relieved. NEGATIVE IMPACTS: Rights-of-way acquisition would result in displacement of seven residential units, including five units inhabited by minority residents, up to 0.5 acre of public recreational lands located in Piscataway Creek Park, and five archaeologic sites. Rights-of-way development would also displace 73.0 to 92.4 acres of woodland, 21.8 to 25.9 acres of nontidal wetlands, 11.2 to 26.5 acres of floodplains, and 6.5 to 20.5 acres of prime farmlands. Seven to eight sites would be exposed to noise levels violating federal standards, and one site would be exposed to noise levels that would be at least 10 decibels higher than current levels. Extension of MD 228 is not included in the current general plan for Prince George's County, and significant public opposition has been expressed with regard to the extension of MD 228 to MD 210. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 870411, 213 pages and maps, November 9, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FWHA-MD-EIS-87-05-D KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36396009?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+228+EXTENDED+FROM+U.S.+ROUTE+301+TO+MARYLAND+ROUTE+210+AND+MARYLAND+ROUTE+210+FROM+MARYLAND+ROUTE+228+EXTENDED+TO+OLD+FORT+ROAD%2C+CHARLES+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+228+EXTENDED+FROM+U.S.+ROUTE+301+TO+MARYLAND+ROUTE+210+AND+MARYLAND+ROUTE+210+FROM+MARYLAND+ROUTE+228+EXTENDED+TO+OLD+FORT+ROAD%2C+CHARLES+AND+PRINCE+GEORGE%27S+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: November 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 220 FROM STEED IN MONTGOMERY COUNTY TO ULAH IN RANDOLPH COUNTY, NORTH CAROLINA. AN - 36388479; 1605 AB - PURPOSE: Construction of a 13-mile section of four-lane highway to connect existing four-lane sections of U.S. 220 in Montgomery and Randolph counties, North Carolina is proposed. The project would extend southward from the existing four-lane section near the intersection of U.S. 220 and NC 134 south of Asheboro, run along the west side of existing U.S. 220, and end at the intersection of U.S. 220 and U.S. 220A near Steed. A typical highway cross-section would feature two 24-foot pavements separated by a 46-foot grass median and flanked by 10-foot shoulders. Rights-of-way, which would provide full control of access, would be 350 feet at the widest. Interchanges would be constructed at State Route (S.R.) 1121, S.R. 1110, S.R. 1354, and U.S. 220A. Grade separation structures would be provided at S.R. 1127 and S.R. 1356. S.R. 1132, S.R. 1124, S.R. 1125, and S.R. 1348 would be terminated. The highway would have a design speed of 70 miles per hour (mph), although the posted speed limit would be 55 mph. Average annual daily traffic along the new segment of highway would range from 3,500 to 7,800 vehicles per day in 1987 and from 6,500 to 13,300 vehicles per day in 2007. The estimated cost of the project is $45.1 million, including $5.4 million for the purchase of rights-of-way. POSITIVE IMPACTS: Connection of the two existing segments of four-lane U.S. 220 would improve a major route linking the Greensboro, North Carolina area and South Carolina. Direct road user cost savings would result from more efficient and safer vehicle operation and reduced travel time between points served by the existing section of highway. Residents living along the existing highway would benefit from the removal of through traffic from their proximity. NEGATIVE IMPACTS: Rights-of-way acquisition and highway construction would result in displacement of 25 homes and 472 acres of woodland and cleared land. Some prime farmland would be lost. Traffic-generated noise would increase significantly along the new alignment. Construction activities would result in erosion and siltation of streams, and wildlife habitat would be removed or destroyed. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) JF - EPA number: 870398, 127 pages and maps, November 5, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-87-01-D KW - Erosion KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-11-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+220+FROM+STEED+IN+MONTGOMERY+COUNTY+TO+ULAH+IN+RANDOLPH+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+220+FROM+STEED+IN+MONTGOMERY+COUNTY+TO+ULAH+IN+RANDOLPH+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: November 5, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Floodplain management study; Butterfield Creek and tributaries, Cook-Well counties, Illinois AN - 50960341; 1988-037351 JF - Floodplain management study; Butterfield Creek and tributaries, Cook-Well counties, Illinois Y1 - 1987/11// PY - 1987 DA - November 1987 KW - Scale: 1:500,000 KW - Type: hydrogeologic map KW - United States KW - hydrology KW - Illinois KW - floodplains KW - damage KW - hydrogeology KW - hydrogeologic maps KW - Will County Illinois KW - maps KW - Butterfield Creek KW - fluvial features KW - environmental geology KW - surveys KW - management KW - zoning KW - land use KW - Cook County Illinois KW - 21:Hydrogeology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50960341?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=&rft.aulast=&rft.aufirst=&rft.date=1987-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Floodplain+management+study%3B+Butterfield+Creek+and+tributaries%2C+Cook-Well+counties%2C+Illinois&rft.title=Floodplain+management+study%3B+Butterfield+Creek+and+tributaries%2C+Cook-Well+counties%2C+Illinois&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1988-01-01 N1 - Number of references - 15 N1 - Availability - U. S. Dep. Agric., Soil Conserv. Serv., United States N1 - Document feature - 8 tables, sects., sketch maps N1 - Last updated - 2012-06-07 ER - TY - JOUR T1 - Disaggregation of Daily Rainfall AN - 19016946; 8807208 AB - Greater emphasis is being placed on the use of physically-based infiltration models to estimate surface runoff, and these models are sensitive to the distribution of rainfall amounts in time periods as short as 5 min.; however, such data are not always readily available. A parameter-efficient model for disaggregating daily rainfall into individual storms is presented. This model allows simulation of the number of rainfall events (storms) in a day, and the amount, duration, and starting time of each event, given only the total rainfall on that day and on the preceding and following days. Twenty-three years of data for July and August, from a gage on the Walnut Gulch Experimental Watershed, were used to find the appropriate model structure and to estimate parameters. Statistical tests indicate that simulated sequences of storms compare favorably with observed sequences, and that the disaggregation model structure and parameters identified for one gage provide a satisfactory fit for three stations within a 121-km radius where elevation differs by as much as 244 m, and mean annual rainfall differs by up to 76 mm. (Author 's abstract) JF - Journal of Hydrology JHYDA7 Vol. 95, No. 3/4, p 299-322, 30 November 1987. 21 fig, 2 tab, 21 ref. AU - Hershenhorn, J AU - Wollhiser, DA AD - Pima County Department of Transportation and Flood Control 1313 S. Mission Road, Tucson, AZ 85713 Y1 - 1987/11// PY - 1987 DA - Nov 1987 KW - Water Resources Abstracts KW - Rainfall KW - Rainstorms KW - Temporal distribution KW - Mathematical models KW - Rain gages KW - Rainfall infiltration KW - Rainfall-runoff relationships KW - Surface runoff KW - Rainfall simulation KW - Statistical analysis KW - Arizona KW - SW 5010:Network design KW - SW 0815:Precipitation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19016946?accountid=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=&rft.atitle=Disaggregation+of+Daily+Rainfall&rft.au=Hershenhorn%2C+J%3BWollhiser%2C+DA&rft.aulast=Hershenhorn&rft.aufirst=J&rft.date=1987-11-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - STATE ROUTE 664 - BOWERS HILL/BELLEVILLE CONNECTOR FROM THE ROUTE 58 INTERCHANGE AT BOWERS HILL, CHESAPEAKE, VIRGINIA TO ROUTE 17, SUFFOLK, VIRGINIA. AN - 36381221; 1607 AB - PURPOSE: Construction of 5.99 miles of four-lane, limited-access freeway, to be known as the Bowers Hill/Belleville Connector (State Route (S.R.) 664), is proposed in the northwestern portion of the city of Chesapeake and the northeastern portion of the city of Suffolk, Virginia. The facility would extend northward from an interchange with Route 58 (Routes 64 and 264) at Bowers Hill in Chesapeake to Route 17 in Suffolk. The freeway would feature a 64-foot-wide median and a minimum rights-of-way width of 250 feet. The median and rights-of-way widths from a point just south of Pughsville Road to the northern end of the facility would be designed to accommodate the future relocation of the Norfolk Southern Railway into the median. The interchange with Route 58 at Bowers Hill would be completed, and interchanges would be constructed at relocated Dock Landing Road (Route 663), Portsmouth Boulevard (Route 337), and relocated Pughsville Road (Route 659). Ramps would be constructed on the south side of Route 17 as part of the interchange of Route 664 with Route 17 and Route 164. Grade separation structures would be provided at Jolliff Road (Route 191) and relocated Gum Road (Route 656). A connection would be provided between relocated Dock Landing Road and Woodland Drive on the east side of Route 664. The estimated cost of the project is $78.2 million. POSITIVE IMPACTS: Construction of the connector would link an existing road network that ties into Interstate 64 (I-64) and I-264 on the south and a previously approved section of S.R. 664 at its interchange with Route 17 and Route 164 on the north. The project would constitute the last link in a circumferential interstate highway bypassing the metropolitan areas of Newport News, Hampton, Norfolk, Suffolk, Portsmouth, and Chesapeake. Access to existing and developing residential, commercial, and industrial areas along the freeway corridor would be eased, and the Southeastern Virginia Region Year 2000 Transportation Plan would be forwarded. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 22 families, 2 farms, 334 acres of woodland and open land, 49.3 acres of tidal wetlands, 253 acres of prime farmland, and 3 churches. Traffic noise along the corridor would affect 85 residential properties, 23 of which would be exposed to noise in violation of standards; these 85 receptors would be represented by 16 sites. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 870384, 117 pages, October 26, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-87-02-D KW - Coastal Zones KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Virginia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36381221?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+664+-+BOWERS+HILL%2FBELLEVILLE+CONNECTOR+FROM+THE+ROUTE+58+INTERCHANGE+AT+BOWERS+HILL%2C+CHESAPEAKE%2C+VIRGINIA+TO+ROUTE+17%2C+SUFFOLK%2C+VIRGINIA.&rft.title=STATE+ROUTE+664+-+BOWERS+HILL%2FBELLEVILLE+CONNECTOR+FROM+THE+ROUTE+58+INTERCHANGE+AT+BOWERS+HILL%2C+CHESAPEAKE%2C+VIRGINIA+TO+ROUTE+17%2C+SUFFOLK%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 26, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 238 FROM NEAR INDUSTRIAL PARKWAY TO THE ROUTE 238/I-580 INTERCHANGE IN THE CITY OF HAYWARD, ALAMEDA COUNTY, CALIFORNIA. AN - 36381192; 1601 AB - PURPOSE: Construction of a 5.4-mile section of Route 238 on new alignment to bypass downtown Hayward, Alameda County, California is proposed. The limits of the project would be a point just south of Interstate 580 (I-580) at the north and a point near the city limits of Hayward and the Industrial Parkway on the south. Two alternatives are under consideration. The expressway alternate would be a 6-lane facility with a 30-foot median and 10-foot outside shoulders, providing for a minimum 50-miles-per-hour (mph) design speed. The expressway would include signalized intersections at A, B, and D streets and grade separations at Grove Way, North Third Street, and Mission Boulevard. Crescent Avenue, C Street, and Highland Boulevard would be terminated without intersecting the expressway. Ten or 11 structures would be constructed to provide controlled access for portions of the expressway. The freeway alternate would be a six-lane facility with full control of access provided via 13 grade separation structures and interchanges and a design speed of 60 mph. Preliminary locations for interchanges would include A and D streets, Carlos Bee Boulevard, Harder Road, Tennyson Road, and Mission Boulevard. Construction of either alternate could be staged, involving initial construction of a four-lane facility and subsequent construction of two lanes within the median. Either alternate would bridge four creeks and Hayward Memorial Park. Regardless of the alternate chosen, the project would involve relinquishment of a part of the existing route from Industrial Parkway to Jackson Street and Foothill Boulevard in downtown Hayward and continuation of Route 92 on Mission Boulevard as a joint route with State Route 185. Either project would also require construction of noise barriers. Cost estimates for construction of the expressway and the freeway as six-lane facilities are $89.0 million and $137.0 million, respectively. POSITIVE IMPACTS: Either alternative would reduce congestion in downtown Hayward and the Foothill-Mission Boulevard corridor. Safety within the affected area would be enhanced, and traffic would be diverted from the heavily congested Nimitz Freeway (I-880). NEGATIVE IMPACTS: Relocation of 15 to 24 business units, 0 to 2 nonprofit organizations, and 0 to 2 community service organizations would be required due to rights-of-way development, and 7 to 9 businesses would be declared as excess. The transportation facility would lie within a seismically active area along coastal California. Project alignment would traverse nine drainage crossings. Expressway traffic would result in violations of air quality standards for carbon monoxide between A and D streets. Noise levels at the playing field associated with Markham School and at Hayward High School would increase somewhat, and the Little Theatre would be exposed to noise levels exceeding state standards. Several historically and architecturally significant structures would be affected by the project. Five acres of dense bay trees and oaks on the upper slopes of stream channels would also be affected, and two acres of riparian wetland would be shaded or filled. Hayward Memorial Park would lose 0.8 to 1.47 acres of land, and Hayward High School would lose 6.5 to 6.7 acres. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870374, 134 pages and maps, October 22, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-87-04-D KW - Air Quality Standards Violations KW - Archaeological Sites KW - Bridges KW - Creeks KW - Flood Hazards KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Property Disposition KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Seismic Surveys KW - Transportation KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381192?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+238+FROM+NEAR+INDUSTRIAL+PARKWAY+TO+THE+ROUTE+238%2FI-580+INTERCHANGE+IN+THE+CITY+OF+HAYWARD%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+238+FROM+NEAR+INDUSTRIAL+PARKWAY+TO+THE+ROUTE+238%2FI-580+INTERCHANGE+IN+THE+CITY+OF+HAYWARD%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 - Draft. Preparation date: October 22, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CHARLOTTE OUTER LOOP, WHICH EXTENDS FROM U.S. 74 (INDEPENDENCE BLVD.) NEAR S.R. 3180, APPROXIMATELY 20 MILES, TO I-85 NEAR THE U.S. 29 CONNECTOR IN MECKLENBURG COUNTY, NORTH CAROLINA. AN - 36407065; 1561 AB - PURPOSE: Construction of the East Charlotte Outer Loop within a 20-mile-long corridor between Independence Boulevard (U.S. 74) and Interstate 85 (I-85) within the eastern portion of Mecklenburg County, North Carolina is proposed. Primary alignments under consideration include routes lying in the western, central, and eastern portions of the corridor. A total of 29 alignment segments have been considered. The western corridor would extend, in a generally northerly and northeasterly direction, from Independence Boulevard, parallel Idlewild Road on the west, intersect with Margaret Wallace Road, parallel McAlpine Creek to Pence Road, run along the western edge of the Harrisburg Landfill to Robinson Church Road, parallel Hood Road and Back Creek Church Road on the west, cross N.C. 49, and join the U.S. 29/I-85 Connector. The eastern corridor would extend west from Independence Boulevard, parallel the Mecklenburg /Union County line to Lawyers Road, continue northwesterly to the Plaza Extension, parallel the Mecklenburg/Cabarrus County line to N.C. 49, and continue northwesterly to tie into the U.S. 29/I-85 corridor. The central corridor would extend in a northeasterly direction from Independence Boulevard to Lawyers Road, where it would branch east and west to tie into the eastern and western corridor alignments near Albemarle Road. Typical roadway sections would include four- and six-lane mainline sections, interchanges above and below grade, and standard overpass and bridge structures. Rights-of-way would vary between 300 and 350 feet. Cost estimates for the alternatives range from $213.2 million to $227.3 million. POSITIVE IMPACTS: Access to commercial, industrial, and residential land uses in Charlotte and the towns of Mint Hill and Matthews, as well as unincorporated portions of Mecklenburg County, would be improved significantly, and through traffic would be separated from local traffic. Congestion on existing thoroughfares would decline significantly. The circumferential route would serve the second most rapidly growing area of the county. Air quality in the county, which currently has a nonattainment status for carbon monoxide and hydrocarbons, would be improved due to more efficient traffic movements. The western alignment would provide the highest degree of transportation service, while the eastern alignment would entail the least extensive environmental impacts. NEGATIVE IMPACTS: Rights-of-way development would require displacement of 38 to 273 commercial and residential units, and some of the 13 possibly significant archaeological sites that lie within the alternative corridors could be disturbed or displaced. Biotic communities, including wetland communities, and associated wildlife habitat would be destroyed. Noise would reach significantly negative levels at 88 to 465 structures, and the highway facility would degrade the visual quality of the immediate corridor. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870368, 358 pages and maps, October 20, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-87-03-D KW - Air Quality KW - Archaeological Sites KW - Highway Structures KW - Highways KW - Noise KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407065?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CHARLOTTE+OUTER+LOOP%2C+WHICH+EXTENDS+FROM+U.S.+74+%28INDEPENDENCE+BLVD.%29+NEAR+S.R.+3180%2C+APPROXIMATELY+20+MILES%2C+TO+I-85+NEAR+THE+U.S.+29+CONNECTOR+IN+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.title=EAST+CHARLOTTE+OUTER+LOOP%2C+WHICH+EXTENDS+FROM+U.S.+74+%28INDEPENDENCE+BLVD.%29+NEAR+S.R.+3180%2C+APPROXIMATELY+20+MILES%2C+TO+I-85+NEAR+THE+U.S.+29+CONNECTOR+IN+MECKLENBURG+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: October 20, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELTWAY 8, SECTION VI, FROM US59(S) TO IH45(S), HARRIS COUNTY, TEXAS. AN - 36388691; 1563 AB - PURPOSE: Construction of a 21.4-mile section of the proposed 87.5-mile circumferential freeway, designated as Beltway 8, around the city of Houston, Harris County, Texas is proposed. The section under consideration, referred to as Section VI, would follow an alignment beginning at a point just southwest of IH45(S) and extending to a point just southeast of U.S. 59 in the southern portion of Harris County. The project would consist of a six-lane facility with fully controlled access, flanked by three-lane one-way continuous frontage roads. The rights-of-way width would be approximately 300 feet in standard sections. Interchanges would be constructed at Hughes, Beamer, Monroe, Telephone, Fellows (proposed Scott Extension), Anagnost (proposed Kirby Extension), South Post Oak, West Fuqua, Chimney Rock, Hillcroft, Fondren, and South Gessner roads; Blackhawk (proposed South Wayside), Cullen, and West Airport boulevards; West Bellfort Avenue; the Proposed Southwest Park Extension; Hiram Clarke; and Buffalo Speedway. Direct connection interchanges would be constructed at high-traffic-volume highway and freeway intersections. The estimated cost of the project is $424.5 million. POSITIVE IMPACTS: The circumferential highway segment would relieve traffic congestion on the adjoining street system in the immediate project area and serve as part of a bypass route to carry through traffic around the highly developed areas of Houston. Beltway 8 would lower carbon monoxide and hydrocarbon levels within the Houston area. The facility would help sustain expected growth in the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way development would displace 9 houses, 33 mobile homes, and 17 commercial units. Noise levels would equal or exceed Federal Highway Administration standards at nine residential sites. Nitrogen oxide levels would be increased in the Houston area as a result of traffic generated by the beltway. Wildlife habitat within the corridor would decline significantly, and wildlife would be displaced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870369, 213 pages and maps, October 20, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-75-09-F KW - Air Quality KW - Air Quality Standards Violations KW - Bridges KW - Highway Structures KW - Highways KW - Hydrocarbons KW - Nitrogen Oxides KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Wildlife KW - Wildlife Habitat KW - Texas KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388691?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELTWAY+8%2C+SECTION+VI%2C+FROM+US59%28S%29+TO+IH45%28S%29%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=BELTWAY+8%2C+SECTION+VI%2C+FROM+US59%28S%29+TO+IH45%28S%29%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 - Final. Preparation date: October 20, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NASHVILLE METROPOLITAN AIRPORT, NASHVILLE, TENNESSEE: PROPOSED NEW PARALLEL RUNWAY (2R-20L). AN - 36405405; 1535 AB - PURPOSE: Construction of a new parallel runway east of the existing airfield at the Nashville Metropolitan Airport in Davidson County, Tennessee is proposed. The runway would be 9,000 feet long with a 1,000-foot overrun on each end. Included in the proposed project would be a full-length parallel taxiway; dual connecting taxiways from the existing airfield to the proposed runway; a Category II/III runway lighting system; an approach lighting system on the north and south ends of the runway; taxiway bridges over Donelson Pike; realignment of a portion of Donelson Pike; construction of a detention dam on McCrory Creek; relocation of the Tennessee Valley Authority transmission line; Colonial Pipeline Company's gas line and local electrical service; land acquisition; additional roadways to provide access for traffic on Couchville Pike and McCrory Creek Road; and a crash, fire, and rescue facility. The estimated cost of the project is $75.6 million. POSITIVE IMPACTS: The new runway and associated facilities would contribute to meeting the long-term demand for air transport facilities in the region. The additional capacity provided by new facilities would allow the airport to be used to its maximum efficiency by scheduled airlines. The general economy of the Nashville area would be boosted, and additional operating capacity provided by the new facilities would increase employment rolls in the metropolitan Nashville area. NEGATIVE IMPACTS: Noise levels would increase in the vicinity of the new runway and associated airspace. Blasting during construction would result in the most significant noise impacts. Acquisition of 43 acres would be required for construction of the runway and associated taxiway, and one business would be displaced. Construction of the detention dam and the runway would require relocation of approximately 1,000 feet of McCrory Creek. Erosion during site preparation and construction would increase turbidity in McCrory Creek and its tributaries. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 87-0172D, Volume 11, Number 5. JF - EPA number: 870367, 2 volumes and maps, October 16, 1987 PY - 1987 KW - Air Transportation KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Bridges KW - Cost Assessments KW - Creeks KW - Dams KW - Employment KW - Erosion KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Noise KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transmission Lines KW - Water Quality KW - Tennessee KW - Airport and Airway Improvements Act of 1982, 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/36405405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NASHVILLE+METROPOLITAN+AIRPORT%2C+NASHVILLE%2C+TENNESSEE%3A+PROPOSED+NEW+PARALLEL+RUNWAY+%282R-20L%29.&rft.title=NASHVILLE+METROPOLITAN+AIRPORT%2C+NASHVILLE%2C+TENNESSEE%3A+PROPOSED+NEW+PARALLEL+RUNWAY+%282R-20L%29.&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 - Final. Preparation date: October 16, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHEAST EXTENSION OF THE BALTIMORE METRO, BALTIMORE, MARYLAND. AN - 36396554; 1558 AB - PURPOSE: Implementation of an urban mass transportation plan in the Northeast Corridor of Baltimore City and County, Maryland is proposed. The wedge-shaped corridor, which is approximately four miles long and three miles wide, radiates in a northeasterly direction from the Inner Harbor and Metro Center to Towson and White Marsh beyond the Baltimore Beltway. The locally preferred alternative would involve extending the current rail transit system in the corridor to Johns Hopkins Hospital. The 1.5-mile extension would proceed eastward from the existing Charles Center Station under Baltimore Street, transition to Broadway east of Aisquith Street, and terminate at the hospital. Stations would be located at Market Place and Johns Hopkins Hospital. A feeder bus system would be implemented to support the rail extension. Like the rail transit vehicles servicing the current system, the rail cars on the new line would be 75 feet long and 10 feet wide and would have 74 seats and capacity for 170 standing commuters. Trains, which would have a top speed of 70 miles per hour, would consist of two to six cars. Future headways for the entire Metro line would be 5 minutes during peak periods, 10 minutes during base periods, and 15 minutes during early morning and late evening periods. Service would be provided from 5:00 A.M. to 1:00 A.M. Capital costs of the project in 1991 dollars are estimated at $321.7 million. POSITIVE IMPACTS: Sophisticated urban mass transportation would be provided to accommodate the more than 23,000 transit trips that occur during the morning peak period and the 90,000 trips that occur each day within the corridor. Future increases in daily trips, due to an expected additional 11.2 million square feet of office space to be developed by the year 2005, would be supported by the proposed system. Reductions in vehicular traffic resulting from implementation of the plan would reduce congestion. Commercial development within the corridor and, particularly, in the vicinity of station facilities would be enhanced. An important link between the Northeast and Northwest transit corridors would be established. NEGATIVE IMPACTS: Development of the rail system would displace one business and two parking lots in the Market Place Station area. Four properties would be removed from tax rolls, resulting in an annual tax loss of $14,000. Noise level increases in the corridor would be somewhat less than three decibels on the A-weighted scale. Shot Tower Square Park and Broadway Median Park would be affected by transit structures. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Urban Mass Transportation Act of 1964, as amended (49 U.S. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0599D, Volume, 8, Number 12. JF - EPA number: 870366, 299 pages, October 16, 1987 PY - 1987 KW - Roads and Railroads KW - Historic Sites KW - Motor Vehicles KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Maryland KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396554?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHEAST+EXTENSION+OF+THE+BALTIMORE+METRO%2C+BALTIMORE%2C+MARYLAND.&rft.title=NORTHEAST+EXTENSION+OF+THE+BALTIMORE+METRO%2C+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Philadelphia, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 16, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEARS ISLAND DRY CARGO TERMINAL AND ACCESS ROAD, SEARSPORT, WALDO COUNTY, MAINE: PROJECT RS-0252(3). AN - 36405289; 1556 AB - PURPOSE: Construction of a new marine dry cargo terminal with both rail and highway access on Sears Island, located in Searsport, Waldo County, Maine, is proposed. The terminal would be built on approximately 50 acres of land along the western shore of the new undeveloped 940-acre island. Fully developed, the facility would include a 35-acre marginal wharf with up to six ship berths. Shoreside facilities would include an administration building, storage areas, on-site sanitary waste treatment facilities, and parking areas. The terminal would handle both biobulk (e.g., wood chips, lumber, wood pulp, and potatoes) and containerized cargoes. Development of the facility would require construction of a new 2.3-mile, two-lane secondary highway and a 1.5-mile railroad spur. Access from the mainland would be provided by a 1,200-foot-long solid fill causeway. POSITIVE IMPACTS: The project would provide transportation cost savings to Maine-based industries, especially the forest industry, through reduction in overland travel distances between industrial facilities and port facilities. The terminal would generate jobs directly and indirectly and generally boost the Maine economy, particularly sectors associated with import-export activities. State investments in port facilities would be targeted where new jobs and economic activity are most needed. The primary socioeconomic impacts of the project would include creation of 1,761 person-years of employment during full construction of the pier, creation of 355 permanent jobs, addition of $10.5 million in personal income to the regional economy, expansion of municipal and state revenues by $50,000 and $1.8 million per year, respectively, and transportation cost savings of $2.7 million per year. Secondary impacts would include 1,040 person-years in construction employment, creation of 2,750 new jobs, and generation of $56.0 million in wages and salaries, $3.0 million in state revenues, and $2.9 million to $3.1 million in local revenues. NEGATIVE IMPACTS: The project would permanently displace marine and upland wildlife habitat and disrupt benthic habitat during dredging and dredge spoil disposal activities. The marginal wharf would displace 33 acres of intertidal and subtidal marine habitat. An additional 58 acres would be disturbed due to dredging required to connect the existing channel to the planned ship berths. Site preparation and construction of the terminal would virtually eliminate the 40 acres of upland habitat at the site. Construction of the highway and rail access would result in the loss of an additional 12 acres of wildlife habitat, and the causeway would require filling approximately 3.7 acres of intertidal marine habitat. Secondary impacts would include an additional loss of up to 12 percent of the island's upland wildlife habitat, a 28 percent increase in traffic on Route 1, and some reduction in the visual quality of the island. LEGAL MANDATES: Coastal Zone Management Act of 1977, as amended (16 U.S.C. 1451 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0288D, Volume 10, Number 7. JF - EPA number: 870363, 2 volumes, October 14, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FWHA-ME-EIS-86-01-F KW - Disposal KW - Dredging KW - Employment KW - Floodplains KW - Harbor Improvements KW - Harbor Structures KW - Highways KW - Islands KW - Marine Systems KW - Parking KW - Railroads KW - Socioeconomic Assessments KW - Storage KW - Terminal Facilities KW - Transportation KW - Visual Resources KW - Waste Management KW - Wetlands KW - Wildlife Habitat KW - Maine KW - Coastal Zone Management Act of 1977, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 401 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405289?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEARS+ISLAND+DRY+CARGO+TERMINAL+AND+ACCESS+ROAD%2C+SEARSPORT%2C+WALDO+COUNTY%2C+MAINE%3A+PROJECT+RS-0252%283%29.&rft.title=SEARS+ISLAND+DRY+CARGO+TERMINAL+AND+ACCESS+ROAD%2C+SEARSPORT%2C+WALDO+COUNTY%2C+MAINE%3A+PROJECT+RS-0252%283%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 14, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW PASSENGER TERMINAL FOR BURBANK-GLENDALE-PASADENA AIRPORT, BURBANK, CALIFORNIA. AN - 36405365; 1534 AB - PURPOSE: Replacement of the existing passenger terminal at Burbank-Glendale-Pasadena Airport in Burbank, California is proposed. Specifically, the project would involve construction of an 18-gate replacement terminal composed of a separate ticketing building, with an estimated area of 123,000 square feet, and a 162,000-square-foot satellite building; construction of a 2,200-foot-long below-grade peoplemover system to connect the two new terminal structures; demolition of the present terminal building and parking garage; replacement of the air traffic control tower; construction of new aircraft parking aprons and taxiways; improvement of terminal roadways and the airport ground access system; provision of new parking facilities, including a 4,000-car parking structure; and construction of new sewage lines and other infrastructure facilities. Construction of these facilities would be based on an estimated 92,270 annual air carrier movements resulting from 7.3 million annual passengers. POSITIVE IMPACTS: The new terminal would replace a facility that does not meet Federal Aviation Administration safety standards due to its proximity to runway areas. As a result, safety of airline employees, passengers, and visitors to the airport facility would be enhanced significantly. Project facilities and other actions would result in significant reductions in residential noise levels in the vicinity of the airport when compared to existing conditions. Acreage characterized by incompatible land uses affected by airport activities would decrease significantly in Los Angeles and Burbank. Road access to the terminal and parking conditions for passengers and visitors would be improved. NEGATIVE IMPACTS: An additional 13,364 vehicle trips would be generated in the vicinity of the airport due to increased use of the airport allowed by the new facilities. Air quality standards would continue to be violated at the corner of Hollywood Way and Thornton. Certain general aviation facilities would be displaced, including areas leased by charter and cargo operations, car rental operations, and maintenance services for private aircraft. The airport authority would be forced to purchase property from Lockheed for general aviation purposes to replace displaced land. LEGAL MANDATES: Airport and Airway Development Act of 1970 (P.L. 94-353). JF - EPA number: 870358, 232 pages and maps, October 9, 1987 PY - 1987 KW - Air Transportation KW - Air Quality Standards Violations KW - Aircraft Noise KW - Airports KW - Demolition KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Control KW - California KW - Airport and Airway Development Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405365?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+PASSENGER+TERMINAL+FOR+BURBANK-GLENDALE-PASADENA+AIRPORT%2C+BURBANK%2C+CALIFORNIA.&rft.title=NEW+PASSENGER+TERMINAL+FOR+BURBANK-GLENDALE-PASADENA+AIRPORT%2C+BURBANK%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: October 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE ROUTE H-3, HALAWA TO HALEKOU INTERCHANGE, HAWAII (FINAL THIRD SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1972). AN - 36396096; 1554 AB - PURPOSE: Construction of a 10.7-mile segment of four-lane freeway, to be known as Interstate H-3, through North Halawa Valley, Haiku Valley, and portions of the Kaneohe-Kamooalii area on the island of Oahu in Hawaii is proposed. The freeway would extend through the city and county of Honolulu from the Halawa Interchange on the southern side of Oahu to the Halekou Interchange on the northeastern side of Oahu. Beginning at a point in the Halawa Interchange, the roadway would extend northeasterly through North Halawa Valley, via a combination of at-grade and elevated sections, to twin bore tunnels, approximately 5,100 feet long, through Koolau Range. Emerging in the Haiku Valley, the freeway would swing southeasterly on a viaduct to a cut-and-cover tunnel through Hospital Rock behind Kaneohe State Hospital. From that point, it would continue at-grade to an interchange with Likelike Highway, skirt the boundary of Ho'omaluhia Park, and extend to the Halekou Interchange and the completed section of H-3, which terminates at the Kaneohe Marine Corps Air Station. This third final supplement to the final environmental impact statement presents a reevaluation conducted to determine whether there have been significant changes in the proposed action, the affected environment, the anticipated impacts, or the proposed mitigation measures. The reevaluation concluded that there have been no significant changes. This supplement discusses the project's impacts on the Luluku Discontiguous Archaeological District (LDAD), the displacement of banana farmers on prime agricultural lands in the Luluku area, and localized noise and air quality impacts. A data recovery and preservation plan has been developed. POSITIVE IMPACTS: The project would complete the freeway facility in the city and county of Honolulu, closing a gap in the existing system. The substantial increase in travel capacity provided by the four-lane freeway segment would greatly improve trans-Koolau transportation and travel service. Safety hazards on existing facilities would be eliminated, and congestion on roads would be reduced. NEGATIVE IMPACTS: The freeway would encroach slightly on the 100-year floodplain in the area of the Hawaii Animal Quarantine Station at Halawa, and portions of the North Halawa Stream would require relocation. Traffic-generated noise would impinge on Ho'omaluhia Park, and approximately 4.1 acres of land previously acquired from the Pali Golf Course would be displaced. Construction of the interchange would have impacts on archaeological sites in the LDAD. Several banana farms would be relocated LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, 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 abstracts of the draft and final first and second supplements and the draft third supplement to the final environmental impact statement, see 78-0280D, Volume 2, Number 3; 81-0111F, Volume 5, Number 2; 82-0509D, Volume 6, Number 8; 82-0727F, Volume 6, Number 11; and 87-0019D, Volume 11, Number 1, respectively. JF - EPA number: 870357, 354 pages and maps, October 9, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FWHA-HI-EIS-87-01-F(S) KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Hawaii KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance 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/36396096?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+ROUTE+H-3%2C+HALAWA+TO+HALEKOU+INTERCHANGE%2C+HAWAII+%28FINAL+THIRD+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1972%29.&rft.title=INTERSTATE+ROUTE+H-3%2C+HALAWA+TO+HALEKOU+INTERCHANGE%2C+HAWAII+%28FINAL+THIRD+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1972%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: October 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAINT LOUIS LIGHT RAIL TRANSIT ("METRO LINK") PROJECT, SAINT LOUIS CENTRAL/AIRPORT CORRIDOR, MISSOURI. AN - 36402372; 1560 AB - PURPOSE: The implementation of major transit improvements in the Saint Louis central/airport corridor that connects Metro East, downtown Saint Louis, and the Airport/McDonnell Douglas complex in the Saint Louis Metropolitan Area of Missouri is proposed. The preferred alternative would include construction of a light rail transit (LRT) system and implementation of an associated bus shuttle service. Specifically, the project would involve construction of 18 miles of light rail alignment extending from Metro East and downtown Saint Louis to Lambert-Saint Louis International Airport and the McDonnell Douglas industrial area. The shuttle bus component of the plan would connect the Saint Louis Galleria and the County Government Center in Clayton and points in between with the LRT alignment. The plan also would incorporate some transportation systems management (TSM) bus service improvements and involve a number of bus service modifications designed to integrate the proposed LRT alignment with the existing bus network. The LRT system would include 20 stations, six of which would initially include 1,801 park-and-ride spaces. Both center and side station platforms would be used, depending on location. An initial fleet of 31 articulated light rail vehicles would serve the system through the year 2000. A proof-of-payment barrier-free fare collection system would be implemented. The Bi-State Development Agency, the region's bus system operator, would operate the LRT system. The estimated cost of implementing the system is $258.0 million, and the value of real property assets required is estimated at $83.8 million. POSITIVE IMPACTS: The operation of the LRT system would service a year 2000 daily ridership of 37,127 and yield an average systemwide savings of approximately three minutes per transit trip, when compared to simple TSM improvements. Annual travel time savings would amount to $10.5 million. Land development opportunities within the transportation corridor would be enhanced, and retail sales within the corridor could be increased. A total of $488.2 million in capital investment, employing 6,758 construction industry workers, could occur near LRT stations through the year 2000. The LRT would have largely beneficial effects on eight historic sites, including two sites of national historic significance. NEGATIVE IMPACTS: The construction of the LRT system would displace nine single-family dwelling units, three small businesses, and four parking lot operations. Noise levels would exceed federal standards for some receptors. Some adverse impacts would occur at Eads Bridge and Union Station, the two nationally significant historic sites. The LRT system would intrude aesthetically on the downtown area of East Saint Louis. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 84-0318D, Volume 8, Number 7. JF - EPA number: 870350, 453 pages and maps, October 2, 1987 PY - 1987 KW - Roads and Railroads KW - Employment KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Transportation KW - Missouri KW - Clean Air Act of 1977, as amended, Emission Standards 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 KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAINT+LOUIS+LIGHT+RAIL+TRANSIT+%28%22METRO+LINK%22%29+PROJECT%2C+SAINT+LOUIS+CENTRAL%2FAIRPORT+CORRIDOR%2C+MISSOURI.&rft.title=SAINT+LOUIS+LIGHT+RAIL+TRANSIT+%28%22METRO+LINK%22%29+PROJECT%2C+SAINT+LOUIS+CENTRAL%2FAIRPORT+CORRIDOR%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 2, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 27 (CENTRAL BRIDGE) ACROSS THE OHIO RIVER, FROM NEWPORT, CAMPBELL COUNTY, KENTUCKY TO CINCINNATI, HAMILTON COUNTY, OHIO. AN - 36396156; 1555 AB - PURPOSE: Replacement of the Central Bridge and associated approaches carrying U.S. 27 across the Ohio River from Newport, Kentucky to Cincinatti, Ohio, a distance of approximately 3,000 feet, is proposed. The project lies in Campbell County, Kentucky and Hamilton County, Ohio. The old structure extends from Third Street in Newport to Pete Rose Way (formerly Second Street) in Cincinnati. Two alignments would be considered for the new structure. The first alignment would be in the same general location as the existing bridge and approaches, although some modifications would be made in the horizontal geometry of the Newport approach. The second alignment, which would lie just upstream of the current bridge, would tie in with York Street on the south riverbank in Newport, cross the river at a slight skew, and tie in with existing U.S. 27 along the present Central Bridge north approach in Cincinnati. The typical roadway section would provide two travel lanes in either direction, divided by a flush median. Total out-to-out bridge width would be 70.25 feet. The structure would include a pedestrian /bicycle lane separated from vehicular traffic by a barrier wall; a half-arch cage would be provided on the river side of the sidewalk. Cost estimates for the first and second alternate alignments are $29.4 million and $29.7 million, respectively. POSITIVE IMPACTS: The new bridge would replace a nearly 100-year-old, two-lane structure that is in a considerably deteriorated state with a modern, safe, four-lane bridge. Transportation within the Ohio-Kentucky-Indiana Regional Plan area would be generally improved, and future planning would be supported. Navigational clearances associated with the crossing would be increased, easing movement of river traffic. On-ground recreational areas in the vicinity of the bridge would be expanded. Pedestrian facilities associated with the crossing would be enhanced. NEGATIVE IMPACTS: Depending on the alternative chosen, up to one home and four to five businesses would be relocated. The existing bridge, which has historic significance, and the historic Showboat Majestic mooring would be relocated. Some noise impacts are anticipated. The new structure would overshadow a larger area than the existing structure. Bridge closure during construction would cause congestion within the central business district. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 870349, 172 pages and maps, October 2, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-87-01-D KW - Bridges KW - Historic Sites KW - Navigation KW - Noise KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Kentucky KW - Ohio KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36396156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+27+%28CENTRAL+BRIDGE%29+ACROSS+THE+OHIO+RIVER%2C+FROM+NEWPORT%2C+CAMPBELL+COUNTY%2C+KENTUCKY+TO+CINCINNATI%2C+HAMILTON+COUNTY%2C+OHIO.&rft.title=U.S.+27+%28CENTRAL+BRIDGE%29+ACROSS+THE+OHIO+RIVER%2C+FROM+NEWPORT%2C+CAMPBELL+COUNTY%2C+KENTUCKY+TO+CINCINNATI%2C+HAMILTON+COUNTY%2C+OHIO.&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: October 2, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 7 AND VERMONT ROUTE 9 IN BENNINGTON, VERMONT, AND NEW YORK ROUTE 7 IN HOOSICK, NEW YORK (F019-1(5), F110-1(5), AND RS110(1)). AN - 36388737; 1564 AB - PURPOSE: Improvement of U.S. Route 7 (U.S. 7) and Vermont Route 9 (VT 9) in the town of Bennington, Vermont and New York Route 7 (NY 7) in the town of Hoosick, New York is proposed. The U.S. 7 improvements would involve construction of a highway on a new alignment extending northward from a point one mile north of the Pownal/Bennington town line, bypassing Bennington Village on the east or west side, and terminating at the systems interchange north of the village. The VT 9/NY 7 improvements would involve construction of a highway on a new alignment extending from NY 7 in Hoosick, New York, from the Vermont/New York State Line to VT 9 east of Bennington Village, with an alignment either north or south of the village. Some sections of relocated U.S. 7 and relocated VT 9 would coincide. The roadways would be four-lane, limited access highways. A typical section would have four 12-foot driving lanes with 4-foot median shoulders and 10-foot outside shoulders. Interchanges would be constructed at VT 67A, U.S. 7 north, and relocated VT 9. Relocated U.S. 7 would require construction of bridges or culverts over nine water courses. POSITIVE IMPACTS: Proposed road improvements would separate through traffic on U.S. 7 and VT 9 from local traffic in the Bennington Village area, improving long-distance travel and reducing congestion in the village, which is a rural commercial center for southern Bennington County as well as adjacent parts of Rensselaer County, New York and Berkshire County, Massachusetts. NEGATIVE IMPACTS: Construction of the new U.S. 7 alignment would require acquisition of 33 acres of pastureland, 137 acres of woodland, 15 acres of residential land, 14 acres of commercial land, and 14 acres of miscellaneous land. The U.S. 7 project would displace 32 residential units, 1 garage, and 1 barn. The VT 9 project would displace 25 acres of tillage, 10 acres of pastureland, 69 acres of woodland, 2 acres of residential land, and one family. Within New York, the project would result in displacement of 11 acres of tillage, 5 acres of pastureland, 31 acres of woodland, 1 acre of residential land, and one family. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 870338, 237 pages and maps, October 1, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-01D KW - Bridges KW - Creeks KW - Farmlands KW - Forests KW - Grazing KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - New York KW - Vermont KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388737?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+7+AND+VERMONT+ROUTE+9+IN+BENNINGTON%2C+VERMONT%2C+AND+NEW+YORK+ROUTE+7+IN+HOOSICK%2C+NEW+YORK+%28F019-1%285%29%2C+F110-1%285%29%2C+AND+RS110%281%29%29.&rft.title=US+ROUTE+7+AND+VERMONT+ROUTE+9+IN+BENNINGTON%2C+VERMONT%2C+AND+NEW+YORK+ROUTE+7+IN+HOOSICK%2C+NEW+YORK+%28F019-1%285%29%2C+F110-1%285%29%2C+AND+RS110%281%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 1, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TROTWOOD CONNECTOR/TURNER ROAD EXTENSION, MONTGOMERY COUNTY, OHIO. AN - 36412175; 1519 AB - PURPOSE: Construction of a new limited access four-lane divided highway, to be known as the Trotwood Connector, and extension of Turner Road on the northwestern side of Dayton in Montgomery County, Ohio are proposed. The 5.29-mile facility would extend southward from State Route (S.R.) 49, at a point north of its intersection with Shiloh Springs Road, to a point on Third Street, approximately 1,000 feet east of Olive Road, where it would connect to the realignment of U.S. 35. More specifically, the alignment would diverge from S.R. 49 to the south between Shiloh Springs Road and Olive Road, curve to the southeast to avoid a residential subdivision and most of the Dry Run Stream corridor south of Shiloh Springs Road, continue directly south to pass between Devonshire and Norfolk avenues, and intersect with U.S. 35. A structure would carry the roadway over the Penn Central Railroad, and intersections would be created at Free Pike, Wolf Creek Pike, Little Richmond Road, Hoover Avenue, and U.S. 35. The facility would be at grade, except for the structure over the railroad. The project would also include construction of a 1.7-mile extension of Turner Road from the existing Turner Road/Wolf Road intersection, across Salem Avenue and Denlinger Road, to an intersection with the Trotwood Connector. Estimated costs of the Trotwood Connector and the extension of Turner Road are $20.3 million and $3.18 million, respectively. POSITIVE IMPACTS: Construction of the new roadways would correct deficiencies in the existing regional transportation system. Congestion at peak hours on U.S. 35 and S.R. 49 would be relieved. An additional north-south link between the most rapidly growing part of Trotwood and U.S. 35 /West Third Street would be provided. Extension of Turner Road to S.R. 49 and to the proposed Trotwood Connector would extend an area beltway into the west Dayton area, greatly facilitating crosstown traffic flow. NEGATIVE IMPACTS: Traffic on the new roadways would increase noise levels in residential areas, and federal noise standards would be violated at some receptors. Construction of the facilities would displace prime farmland, encroach upon several small streams and the shorelines of two small lakes, and require displacement of commercial and residential structures. Segments of riverine woodland, as well as shrubland and old field habitat, would be displaced. Approximately 1.4 acres of land contiguous to a baseball field would also be displaced, and the Turner Road extension would pass adjacent to John Wolfe Park east of Denlinger Road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 870325, 161 pages and maps, September 21, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-87-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Lakes KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife KW - Ohio KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TROTWOOD+CONNECTOR%2FTURNER+ROAD+EXTENSION%2C+MONTGOMERY+COUNTY%2C+OHIO.&rft.title=TROTWOOD+CONNECTOR%2FTURNER+ROAD+EXTENSION%2C+MONTGOMERY+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 - Draft. Preparation date: September 21, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST UNIT ACCESS ROAD AND US 12 RELOCATION, LAPORTE COUNTY, PORTER COUNTY, AND MICHIGAN CITY, INDIANA: PROJECT NO. ID-94-2(62) AND NPS-M-H829(1). AN - 36409986; 1518 AB - PURPOSE: Construction of the East Unit Access Road from Interstate 94 (I-94) on the south to US 12 on the north and relocation of US 12 between the Woodlawn/County Line Road intersection and the Sheridan Avenue intersection, all within LaPorte and Porter counties, in the vicinity of Michigan City, Indiana, are proposed. The 2.48- to 2.72-mile East Unit Access Road would follow an alignment along or adjacent to the LaPorte/Porter county line west and southwest of Michigan City. The relocated section of US 12 would extend 1.2 miles along or adjacent to Woodlawn Avenue and Sheridan Avenue on the west side of Michigan City. The East Unit Access Road would be a four-lane, divided rural arterial highway within a 300-foot right-of-way providing partially controlled access. It would include an interchange at I-94, bridges spanning two railroads, and a hiking/biking trail, with a trailhead near Kieffer Road. The relocated section of US 12 would consist of a four-lane roadway within a minimum right-of-way of 100 feet and would feature curbs and gutters and a bridge over the Chicago, South Shore, and South Bend Railroad tracks. Depending on the alternative chosen, estimated cost ranges for the East Unit Access Road and relocated US 12 are $18.3 million to $19.18 million and $5.72 million to $6.16 million, respectively. POSITIVE IMPACTS: Overall north-south roadway capacity between I-94 and the north end development/Lake Michigan lakefront in Michigan City would be increased, diverting local and nonlocal traffic from Franklin Street and preventing future congestion on that arterial roadway. The new roadways would serve the Indiana Dunes National Lakeshore by connecting I-94 with the East Unit of the National Lakeshore. NEGATIVE IMPACTS: Depending on the alternate alignment chosen, 4 to 15 residential and 0 to 7 commercial units would be displaced, and some residences would be exposed to increased noise levels and visual intrusions resulting from roadway structures. Rights-of-way development would displace 33 to 47 acres of wetland, and construction disturbances would affect an additional 26 to 31 acres. Noise levels would exceed federal standards at numerous sites. Travel patterns on some local roads would be altered due to the relocation of Earl Road and possible closure of the west end of Tenth Street at Sheridan Avenue or the north end of Sheridan Avenue at US 12. Carbon monoxide increases for the East Unit Access Road and US 12 relocation would be 0.2 and 0.4 parts per million, respectively. Two archaeological sites and two state-listed threatened and rare plants could be affected by the project. 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). JF - EPA number: 870322, 295 pages and maps, September 18, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-87-02-D KW - Air Quality KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Endangered Species (Plants) KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Trails KW - Wetlands KW - Wildlife Surveys KW - Indiana 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/36409986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-09-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+UNIT+ACCESS+ROAD+AND+US+12+RELOCATION%2C+LAPORTE+COUNTY%2C+PORTER+COUNTY%2C+AND+MICHIGAN+CITY%2C+INDIANA%3A+PROJECT+NO.+ID-94-2%2862%29+AND+NPS-M-H829%281%29.&rft.title=EAST+UNIT+ACCESS+ROAD+AND+US+12+RELOCATION%2C+LAPORTE+COUNTY%2C+PORTER+COUNTY%2C+AND+MICHIGAN+CITY%2C+INDIANA%3A+PROJECT+NO.+ID-94-2%2862%29+AND+NPS-M-H829%281%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 18, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNT UNION TRAFFIC RELIEF STUDY, T.R. 522, L.R. 121, Section 001, MOUNT UNION BOROUGH, HUNTINGDON COUNTY, PENNSYLVANIA: FEDERAL PROJECT NO. 010-0125-006. AN - 36406627; 1520 AB - PURPOSE: A plan to alleviate traffic congestion and improve highway safety conditions within Mount Union Borough, Huntingdon County, Pennsylvania is proposed. Under the preferred alternative, a new two-lane, two-way roadway would be constructed on the eastern border of Mount Union Borough along the Juniata River from the Allenport area of T.R. 522. This would include constructing a new bridge over the Juniata River at the northeast corner of the borough and local street connections at Chestnut Street, Water Street, and existing T.R. 522 near Allenport and L.R. 31083. The East Broad Top Railroad would be crossed at grade. Two new traffic signals, a bridge over Hill Valley Creek, and an 1,800-foot retaining wall 24 feet high would be installed along the Juniata River. Approximately 3/8 of a mile of existing roadway would be widened and resurfaced; 1-1/4 miles would be constructed on new location. The existing Juniata River Bridge would be maintained. This alternative would provide the greatest amount of improvement in terms of the project objectives; however, it would do so at the highest cost, approximately $8.9 million. POSITIVE IMPACTS: The proposed alternative would improve vehicular safety, pedestrian safety, and downtown congestion by removing approximately 60 percent of the through traffic from downtown Mount Union; improve local and regional accessibility; increase the potential for economic development by opening up vacant developable lands along the eastern portion of Mount Union; lower transportation costs by decreasing the travel length and lowering the potential for costly accidents; improve air quality and noise in the downtown area by moving the majority of the traffic to the undeveloped fringes of the borough; and remove trucks carrying hazardous wastes from developed areas. The project should improve cohesion throughout the entire community, with a slight improvement for emergency services. In the long term, the project should have a positive impact on the area's economy and would improve accessibility to some industrial lands, which might promote future development. The project also would improve traffic flow for those travelling to recreational facilities in the region. NEGATIVE IMPACTS: Relocation of one business/residence consisting of three structures would be required. There would be a short-term negative impact on the central business district. A new bridge would have to be placed on the floodplain and would be engineered to avoid any increase in flood waters; a retaining wall would have to be constructed to avoid roadway encroachment on the floodplain. Approximately 0.43 acres of wetlands would be affected permanently. In addition, the project would affect 9.95 acres of forestland, 3.10 acres of urban vegetation, and 5.90 acres of transitional type vegetation. Construction would create a temporary nuisance for fishermen, boaters, and swimmers. Four out of 27 sensitive noise receptors would exceed exterior standards, which is perceived as a problem by the public. Approximately 3.34 acres of rights-of-way would be required from the East Broad Top Railroad. LEGAL MANDATES: Executive Orders 11988 and 11990 and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). JF - EPA number: 870305, 203 pages and maps, September 10, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-87-01-D KW - Air Quality KW - Bridges KW - Central Business Districts KW - Cost Assessments KW - Flood Control KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Pennsylvania KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-09-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNT+UNION+TRAFFIC+RELIEF+STUDY%2C+T.R.+522%2C+L.R.+121%2C+Section+001%2C+MOUNT+UNION+BOROUGH%2C+HUNTINGDON+COUNTY%2C+PENNSYLVANIA%3A+FEDERAL+PROJECT+NO.+010-0125-006.&rft.title=MOUNT+UNION+TRAFFIC+RELIEF+STUDY%2C+T.R.+522%2C+L.R.+121%2C+Section+001%2C+MOUNT+UNION+BOROUGH%2C+HUNTINGDON+COUNTY%2C+PENNSYLVANIA%3A+FEDERAL+PROJECT+NO.+010-0125-006.&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 10, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 85 TRANSPORTATION CORRIDOR PROJECT BETWEEN ROUTE 101 IN SOUTHERN SAN JOSE AND ROUTE 280 IN CUPERTINO, CALIFORNIA. AN - 36412253; 1516 AB - PURPOSE: Construction of a transportation facility in the unconstructed Route 85 transportation corridor between Route 101 in south San Jose and Stevens Creek Boulevard/Route 280 in Cupertino, California, a distance of approximately 18 miles, is proposed by the California Department of Transportation (Caltrans). Additionally, the Guadalupe Corridor Project would be revised to provide a freeway facility, instead of the presently proposed expressway on Route 85 on the overlap section between the Route 87/85 interchange and Miyuki Drive. All interchanges, separations, bridge structures, retaining walls, sound walls, grading, and other design features would be designed as appropriate to accommodate future transportation options in the corridor. The proposed project would provide a freeway with six total lanes, consisting of four mixed-flow lanes and two commuter lanes for buses and high-occupancy vehicles (HOVs) occupied by two or more people. Commuter lanes would be used as such during peak hours only and would be used for mixed-flow through traffic at other times of the day. The median would be of sufficient width for future mass transportation. Seventeen interchanges would be provided. Rights-of-way acquisition and the construction of portions of the freeway to freeway interchanges (Routes 85/101, 85/87, 85/17, and 85/280) and all other interchanges would be provided as necessary to permit staged development based on available funding at the time of construction. All mitigation measures, such as noise attenuation, landscaping, and sequence of construction work, would be consistently applied throughout the corridor to minimize adverse impacts of the project. A bicycle plan would be developed for the corridor jurisdictions, and pedestrian facilities and on-site park-and-ride facilities would be considered. Ramp metering, with a county-wide traffic control center and bus and carpool bypass lanes, would be provided at all on-ramps. The cost of the project, including rights-of-way acquisition and construction, is projected to be $495 million. POSITIVE IMPACTS: The proposed plan would improve the existing transportation network. Emergency services would benefit by the creation of a new route by which emergency vehicles could travel in the corridor. The decrease in travel time between the residential portions of the valley and the commercial and industrial areas would encourage growth. NEGATIVE IMPACTS: Adverse impacts include floodplain encroachment, loss of wetlands and riparian habitat, noise increases, visual changes, impacts to historical structures, loss of parklands, relocation and/or displacement of residents and businesses, changes in traffic movements, relocation of existing utilities, and construction impacts such as noise, dust, and traffic congestion. Most of these impacts would be reduced through mitigation measures. 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0150D, Volume 10, Number 4. JF - EPA number: 870296, 2 volumes and maps, August 27, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-02-F KW - Cost Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Rapid Transit Systems KW - Recreation KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California 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 - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412253?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+85+TRANSPORTATION+CORRIDOR+PROJECT+BETWEEN+ROUTE+101+IN+SOUTHERN+SAN+JOSE+AND+ROUTE+280+IN+CUPERTINO%2C+CALIFORNIA.&rft.title=ROUTE+85+TRANSPORTATION+CORRIDOR+PROJECT+BETWEEN+ROUTE+101+IN+SOUTHERN+SAN+JOSE+AND+ROUTE+280+IN+CUPERTINO%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: August 27, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH CAROLINA ROUTE 90 FROM TAYLORSVILLE TO I-40, ALEXANDER AND IREDELL COUNTIES, NORTH CAROLINA. AN - 36401369; 1480 AB - PURPOSE: Staged construction of a four-lane highway on new location in Alexander and Iredell counties, North Carolina is proposed. Two alternates are being considered. These alternates begin just north of the intersection of NC 90 and I-40 in Iredell County and terminate where the alternates intersect existing NC 90 just west of Taylorsville in Alexander County. Both alternates are located south of the present NC 90 for the entire length of the project. Alternate A is 18.43 miles long and Alternate B is 18.45 miles long. The two alternates are common for approximately 3.26 miles of the project length. The average annual daily traffic along the alternates is expected to range from 1,700 vehicles per day (vpd) to 5,500 vpd in 1987 and from 3,200 vpd to 9,300 vpd in 2007. A design speed of 70 miles per hour (mph) is proposed, which reflects the geometric design of the highway and provides for a margin of safety for vehicle operation. The posted speed limit, however, would be 55 mph. Although the proposed highway is a two-lane facility, rights-of-way would be required for an ultimate four-lane divided facility. Rights-of-way width is expected to be 300 feet, or as needed to contain construction. The proposed cross-section would consist of a 24-foot two-lane roadway with 12-foot shoulders. The shoulder width would include 2-foot paved shoulders. The future four-lane divided cross-section would consist of two 24-foot pavements separated by a 60-foot grass median. This median width would allow earthwork to be minimized during the design phase of the projects. The shoulder width on the four-lane cross-section also would be 12 feet, including 2-foot paved shoulders. It is not known when the additional lanes would be built. In addition, existing NC 90 from the I-40 interchange ramps to the proposed relocation would be widened to a 64-foot face-to-face five-lane curb-and-gutter section. The length of this five-lane section would be approximately .30 mile. Partial control of access is proposed, with access only at designated intersections. All intersections would be at-grade and stop sign controlled. No bridge structures would be required, as all drainage would be handled by pipes or culverts. Since staged construction is planned, the contract for the Taylorsville bypass portion of the project would probably be let at an earlier date than the remainder of the two projects. Cost estimates range from $34.7 million to $39.6 million. POSITIVE IMPACTS: The proposed action would provide improved traffic service between Statesville and Taylorsville and would serve to relieve congestion in Taylorsville by providing a bypass south of the town. The primary benefits would be increased safety, due to better alignment and partial control of access, and economic gains resulting from the improvement in highway transportation. The improved highway would result in fewer accidents and reductions in travel time, fuel consumption, and vehicle operating costs. NEGATIVE IMPACTS: Depending on the alternate selected, 33 to 42 homes and 3 businesses would be displaced. There would be an increase in the noise level in areas adjoining the project. An estimated 431 acres of prime and locally important farmland would be taken for rights-of-way. Some erosion, siltation, construction noise, and public inconvenience would result during construction. Some natural wildlife habitat would be removed and/or disturbed; an irretrievable commitment of approximately 140 acres of wildlife habitat would be made. Construction of the highway would also commit the state to provide operating, maintenance, and repair costs throughout the life of the facility. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 870287, 140 pages and maps, August 19, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-87-02-D KW - Cost Assessments KW - Erosion KW - Farmlands KW - Highways KW - Noise KW - Pipelines KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Sediment KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation 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/36401369?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+CAROLINA+ROUTE+90+FROM+TAYLORSVILLE+TO+I-40%2C+ALEXANDER+AND+IREDELL+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NORTH+CAROLINA+ROUTE+90+FROM+TAYLORSVILLE+TO+I-40%2C+ALEXANDER+AND+IREDELL+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 19, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED FREEWAY CONNECTION FROM THE END OF ROUTE 23 AT NEW LOS ANGELES AVENUE TO THE END OF ROUTE 118, 0.3 MILE EAST OF COLLEGE VIEW AVENUE IN THE CITY OF MOORPARK, COUNTY OF VENTURA, CALIFORNIA. AN - 36401728; 1476 AB - PURPOSE: A freeway connection from the northern end of the Route 23 freeway to the west end of the Route 118 freeway in the city of Moorpark, county of Ventura, California is proposed. This connection between the two freeways would close an existing 2.2 mile gap in the freeway system. Three build alternatives are evaluated. Alternative 1(A): A single freeway roadway with ramps at Princeton Avenue. This alternative consists of a four-lane freeway connecting the existing freeways with interchanges at New Los Angeles Avenue, Princeton Avenue, and Collins Drive; an undercrossing at Los Angeles Avenue; a bridge over the Arroyo Simi; and an overhead over the Southern Pacific Railroad tracks. The cost is estimated at $31.3 million. Alternative 1(B): A single freeway roadway with ramps at Condor Drive. The geometrics for this alternative are the same as the previous alternative, except an interchange would be constructed at North Condor Drive Extension instead of at Princeton Avenue. The cost is estimated at $41.0 million. Alternative 1(C): A split freeway roadway with ramps at Princeton Avenue. This alternative would provide for a split roadway through the large curve connecting the two freeways. Local ramp service is proposed at Princeton Avenue. The cost is estimated at $34.8 million. POSITIVE IMPACTS: Closure of the gap between the two freeways would better serve the local and regional transportation needs by providing a high speed facility, relieving congestion on local streets, reducing the currently high accident rate, and providing a facility for existing and future transportation needs in the Route 118 and Route 23 corridors. Traffic volumes on the existing two-lane section of Los Angeles Avenue between Moorpark Road and Princeton Avenue would decrease by at least 80 percent. Most truck traffic currently using the section of local roadway would stay on the freeway. Air quality would improve. NEGATIVE IMPACTS: Approximately six acres of wetlands would be impacted by this project. The wetlands consist of freshwater marsh and riparian woodland and have been classified as habitat of high value for evaluation species. Noise levels would range between 59 and 63 dBA with the project, including the proposed soundwall mitigation. The bridges across the Southern Pacific Railroad, the Arroyo Simi, and Los Angeles Avenue would introduce a bold artificial element to the existing seminatural area. Depending on the alternative, between 60 and 150 oak trees would be removed, and the visual unity of the area would be affected. LEGAL MANDATES: Executive Order 11990 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870283, 125 pages and maps, August 10, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-87-03-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Highways KW - Noise KW - Railroad Structures KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - California KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+FREEWAY+CONNECTION+FROM+THE+END+OF+ROUTE+23+AT+NEW+LOS+ANGELES+AVENUE+TO+THE+END+OF+ROUTE+118%2C+0.3+MILE+EAST+OF+COLLEGE+VIEW+AVENUE+IN+THE+CITY+OF+MOORPARK%2C+COUNTY+OF+VENTURA%2C+CALIFORNIA.&rft.title=PROPOSED+FREEWAY+CONNECTION+FROM+THE+END+OF+ROUTE+23+AT+NEW+LOS+ANGELES+AVENUE+TO+THE+END+OF+ROUTE+118%2C+0.3+MILE+EAST+OF+COLLEGE+VIEW+AVENUE+IN+THE+CITY+OF+MOORPARK%2C+COUNTY+OF+VENTURA%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 10, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHWEST LOCKPORT BYPASS (FROM ROBINSON ROAD TO NY 31), NIAGARA COUNTY, NEW YORK: P.I.N. 5568.08.101. AN - 36405096; 1479 AB - PURPOSE: Construction of a new two-lane road within the town of Lockport, Niagara County, New York is proposed. The road would begin in the north at the intersection of West Avenue (State Route 31) and Upper Mountain Road (Route 93), proceed south, and terminate with an intersection at Robinson Road. The remainder of the project would incorporate relocation of existing local roads to form at-grade intersections with the new roadway and the widening of Robinson Road from two lanes (24-foot pavement width) to four lanes (48-foot pavement width) from the terminus of the new roadway to the intersection of Robinson Road and Transit Road (Route 78). Intersection improvements, including signalization, where required, and construction of new at-grade railroad crossings, are also part of this project. Of the five design alternatives and the No Build alternative, two design alternatives, the East Canal Bypass and Central Bypass alternatives are currently under consideration. The East Canal alternative includes 2.6 miles of bypass construction on new alignment, 1.4 miles of Robinson Road widening, and 0.7 mile of local road relocation. The Central Bypass alternative includes 2.5 miles of bypass construction on new alignment, 0.7 mile of Robinson Road widening, and 0.7 mile of local road relocation. A new bridge over the Barge Canal and three new railroad crossings would be constructed for either alternative. Costs for the East Canal Bypass alternative are estimated at $9.81 million and for the Central Bypass alternative, at $8.19 million. POSITIVE IMPACTS: The project is expected to reduce traffic volume and travel times along Transit Road between Robinson Road and Route 31. Both alternatives would provide a modern two-lane highway that would divert a significant amount of truck traffic destined for the Southwest Lockport Industrial Area and through traffic with destinations north and west of the city, from the congested shopping corridor along Transit Road and the central areas of the city north of Robinson Road. The project could aid in reducing the number of accident occurrences and congestion in these areas. Industrial, commercial, and residential development in the area would provide an increase in the local tax base. Project-induced development in the area could result in a long-term increase in employment, which would further strengthen the area's economic base. NEGATIVE IMPACTS: The project would involve the placement of highway fill within regulated wetlands, and mitigation measures for the disturbed wetlands would be required. Agricultural impacts include the acquisition of active farmland and prime and important soils and the division of active farmland, cutting off access to portions of fields. Increased development pressures as a result of the construction could increase the potential for induced development and may result in additional conversion of farmland. Temporary (construction) and long-term (traffic) increases in noise levels are an unavoidable impact. Twenty-one residences and one apartment complex could experience noise levels in excess of the federal noise abatement criteria. LEGAL MANDATES: Executive Order 11990, 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: 870277, 2 volumes and maps, August 7, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-87-01-D KW - Bridges KW - Cost Assessments KW - Employment KW - Farmlands KW - Highways KW - Land Acquisitions KW - Noise KW - Railroad Structures KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Traffic Control KW - Wetlands KW - New York KW - Executive Order 11990, Wetlands 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/36405096?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-08-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST+LOCKPORT+BYPASS+%28FROM+ROBINSON+ROAD+TO+NY+31%29%2C+NIAGARA+COUNTY%2C+NEW+YORK%3A+P.I.N.+5568.08.101.&rft.title=SOUTHWEST+LOCKPORT+BYPASS+%28FROM+ROBINSON+ROAD+TO+NY+31%29%2C+NIAGARA+COUNTY%2C+NEW+YORK%3A+P.I.N.+5568.08.101.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 7, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLAYTON (SARDIS) LAKE PROJECT, DAISY TO SARDIS LAKE ACCESS ROAD, JACKFORK CREEK, OKLAHOMA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1974). AN - 36402273; 1481 AB - PURPOSE: This final supplement evaluates the effects of constructing an access road, which would proceed easterly from the Indian Nations Turnpike at Daisy, in Atoka County, through Pittsburgh County to connect with State Highway 2 near the Sardis Dam (formerly named the Clayton Dam) and the town of Clayton, in Pushmataha County, Oklahoma. The travel distance between the two points would be 23.6 miles, shortening the old road some 4.0 miles on completion of all segments of the new highway. The new road would follow the alignment laid out by the state in 1963. New construction would begin near Daisy, approximately one mile east of the Indian Nations Turnpike and Oklahoma Highway 43 interchange. From this point, proposed relocation of Highway 43 would consist of approximately 16.6 miles of grading, drainage, and surfacing. The Stage I P-6 segment of construction, already completed, consists of minor reshaping of an existing roadbed to obtain a 32-foot-wide compacted subgrade. An 8-inch-thick aggregate base course, 24-feet wide, was placed and surfaced with 2-inch-thick asphaltic concrete 22-feet wide. Construction was completed with the addition of two 4-foot-wide turfed shoulders. The remainder of Stage I construction consisted of light grading along an old roadway connecting segments P-6 and P-3 to obtain a 32-foot-wide subgrade, replacing two minor drainage structures, and surfacing to match the P-6 segment. Stage II construction would begin on existing Oklahoma Highway 43 near the town of Daisy and run easterly to connect with the Stage I construction. A short segment of new roadway, designated P-3 extension, is also included in this stage. Proper signing, striping, connecting ramps, fencing, detours, and erosion control would also be part of the Stage II construction. Mitigation features to offset fish and wildlife losses include: (1) creation of bottomland forest on 14 acres of floodplain soils; (2) intensified management of 281 acres of upland forest on Sardis project lands; (3) planting the rights-of-way with a native grass-legume-wildflower seed mixture; (4) reclaiming borrow areas; and (5) an environmental monitoring plan to ensure that mitigation measures are successfully implemented. Enabling legislation requires that the state accept ownership and operate and maintain the completed facility. The estimated construction cost is $10 million. POSITIVE IMPACTS: The new road would greatly reduce the time needed for trips from the Indian Nations Turnpike and areas from the west to reach Sardis Lake. Construction of the road would most likely enhance growth and development in the project area in the form of residential and highway service businesses. NEGATIVE IMPACTS: Construction of the project would require displacement of people and removal of lands from private ownership. An additional 240 acres of rights-of-way would be needed to construct the proposed project. The most significant impacts would be the direct loss of 20 acres of stream bank vegetation, primarily bottomland forest. Cut and fill operations would create an unvegetated strip across the drainages, removing an additional 137 acres of upland forest and 80 acres of grassland. Until the newly constructed areas are revegetated, exposure to natural elements would create erosion, resulting in a major source of water pollution. The aquatic ecosystem of the streams crossed by the road would be subjected to direct, short-term impacts of construction. Wetlands impacted by the new road would include six ponds and three streams of the temporarily flooded palustrine broadleaved forest type and one stream of the seasonally flooded type. The long-term impacts would be loss of high quality habitat, resulting in a displacement of the wildlife communities. The highway would also act as a barrier to wildlife trying to move from one side of the road to the other. LEGAL MANDATES: Executive Orders 11988 and 11990 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For abstracts of the final environmental impact statement (EIS) and the draft supplement to the final EIS, see 74-2841F, EIS Cumulative, 1970-1976, Volume 1, and 87-0151D, Volume 11, Number 4, respectively. JF - EPA number: 870262, 31 pages, July 28, 1987 PY - 1987 KW - Roads and Railroads KW - Creeks KW - Dams KW - Drainage KW - Erosion KW - Forests KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Oklahoma KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLAYTON+%28SARDIS%29+LAKE+PROJECT%2C+DAISY+TO+SARDIS+LAKE+ACCESS+ROAD%2C+JACKFORK+CREEK%2C+OKLAHOMA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1974%29.&rft.title=CLAYTON+%28SARDIS%29+LAKE+PROJECT%2C+DAISY+TO+SARDIS+LAKE+ACCESS+ROAD%2C+JACKFORK+CREEK%2C+OKLAHOMA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1974%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Tulsa, Oklahoma; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 28, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RELOCATION OF U.S. 231 AND WABASH RIVER CROSSING IN TIPPECANOE COUNTY, INDIANA (PROJECT NUMBER F-071-2(1)). AN - 36387457; 1477 AB - PURPOSE: Relocation of U.S. 231 and construction of a new bridge over the Wabash River in Lafayette and West Lafayette, Tippecanoe County, Indiana are proposed. Three alternatives are under consideration south of the Wabash River, while two alternatives are under consideration north of the river. All three alternatives south of the river begin south of Lafayette at either CR 350S or CR 550S and, following the river crossing, end at South River Road in West Lafayette. The new highway would be a major arterial with two 12-foot lanes and 10-foot paved shoulders south of CR 350S and four 12-foot lanes, a 26-foot median, and 10-foot paved outside shoulders north of CR 350S. Typical rights-of-way would be 300 feet. The bridge over the Wabash River would be four 12-foot lanes with 11-foot 5.5-inch inside shoulders and 10-foot outside shoulders, for a total width of 97 feet 6 inches. Total length of the bridge would be approximately 2,000 feet. North of the Wabash, the two alternatives would begin at South River Road and end at U.S. 52 and Cumberland Avenue. This major arterial would have two 12-foot lanes with 10-foot shoulders. Typical rights-of-way would vary between 150 feet and 300 feet. In addition to the proposed alternatives, several system improvements are addressed, which are crucial for success in reducing traffic flow problems in Lafayette, West Lafayette, and Tippecanoe County. CR 350S would extend between U.S. 231 and CR 50E. A second system improvement would be South River Road, which begins at the termination of the chosen alternative and continues to its termination at Harrison Bridge. Harrison Street would be extended to South River Road, a distance of 0.25 mile. The final system improvement would be new ramps at the Harrison Bridge interchange. The preliminary cost estimates range from $9.9 million to $45.0 million, depending on the alternative chosen. POSITIVE IMPACTS: The proposed project would improve traffic conditions by providing a safer and quicker route between the Purdue Campus/West Lafayette and the south side of Lafayette; reducing congestion and delay on U.S. 231, Fourth Street, State Street, and Grant Street; improving access to the south part of Purdue, using the Harrison Street extension; opening up the Harrison Bridge and River Road interchange to access from all directions; and reducing accidents on State Street, Fourth Street, Third Street, and U.S. 231. NEGATIVE IMPACTS: The major negative impacts include the taking of between 45 acres and 190 acres of farmland. Wetland areas would also be affected, with between 6.94 acres and 40.32 acres acquired for the various alternatives. There is concern about contaminated sediments being resuspended into the water as a result of construction of the structures. Each of the alternatives would involve some relocations: between 4 and 38 families would be displaced and 1 to 5 businesses would need to be relocated. While air quality and energy impacts would be minimal, two alternatives would increase noise levels. LEGAL MANDATES: Executive Order 11990 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870261, 296 pages and maps, July 28, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-IND-87-01-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Sediment Analyses KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Indiana KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387457?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RELOCATION+OF+U.S.+231+AND+WABASH+RIVER+CROSSING+IN+TIPPECANOE+COUNTY%2C+INDIANA+%28PROJECT+NUMBER+F-071-2%281%29%29.&rft.title=PROPOSED+RELOCATION+OF+U.S.+231+AND+WABASH+RIVER+CROSSING+IN+TIPPECANOE+COUNTY%2C+INDIANA+%28PROJECT+NUMBER+F-071-2%281%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 28, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MS 301 FROM MS 304 TO THE TENNESSEE STATE LINE, DESOTO COUNTY, MISSISSIPPI (PROJECT NOS. 79-0030-01-004-01 AND 79-1937-00-001-10). AN - 36381065; 1437 AB - PURPOSE: Reconstruction of MS 301 from MS 304 in Eudora, DeSoto County, Mississippi, northward to the Tennessee state line to provide two 12-foot lanes from Eudora to Church Road, four 12-foot lanes from Church Road to Goodman Road, and five 12-foot lanes from Goodman Road to the Tennessee state line is proposed. The alternatives under consideration include reconstruction along the existing alignment, with short sections of relocation to correct severe curvature; reconstruction on new location to the east of the existing facility for approximately three miles, then to the west for approximately three miles, then along the existing alignment for the remainder of the length; and construction on new location to the east of the existing alignment for approximately three miles, then to the west of the existing alignment for approximately seven miles, then along the existing alignment for the remainder of the length. Although a majority of the people in the communities seem to favor reconstruction along the existing alignment, there may be some who will oppose the destruction of the overstory along the route. POSITIVE IMPACTS: The long-term benefits of the project would include its positive effect on the functioning of the transportation network for local and through traffic. The project would provide fast and efficient transportation and a more efficient system for emergency vehicles and would generally improve safety conditions for the transportation system. Land that has been economically inaccessible might be developed for such things as subdivisions, commercial complexes, and industrial areas after the facility is completed. The view of the road and the view from the road would be enhanced by the use of modern design features. NEGATIVE IMPACTS: The project would require relocation of 12 to 17 families and individuals, depending on the alternative chosen. As many as 17 houses would receive minor noise impact from the proposed plan. From 192 to 211 acres of additional rights-of-way would require from 88.6 to 109.6 acres of prime farmland. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870250, 132 pages, July 20, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-87-01-D KW - Farmlands KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Visual Resources KW - Mississippi KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381065?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MS+301+FROM+MS+304+TO+THE+TENNESSEE+STATE+LINE%2C+DESOTO+COUNTY%2C+MISSISSIPPI+%28PROJECT+NOS.+79-0030-01-004-01+AND+79-1937-00-001-10%29.&rft.title=MS+301+FROM+MS+304+TO+THE+TENNESSEE+STATE+LINE%2C+DESOTO+COUNTY%2C+MISSISSIPPI+%28PROJECT+NOS.+79-0030-01-004-01+AND+79-1937-00-001-10%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: July 20, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOCKPORT EXPRESSWAY EXTENSION (FROM NORTH FRENCH ROAD TO MILLERSPORT HIGHWAY TO TRANSIT ROAD), ERIE COUNTY, NEW YORK. AN - 36401214; 1438 AB - PURPOSE: Construction of an extension to the Lockport Expressway (I-990), from North French Road to Millersport Highway (N.Y. Route 263), in the town of Amherst, Erie County, New York is proposed. The project would include the widening of Millersport Highway to four lanes between the new expressway terminus and Transit Road (N.Y. Route 78). Five build alternatives are under consideration: (1) Trumpet Interchange and Flyover, which would include a Trumpet Interchange between the Lockport Expressway and North French Road and a Flyover Ramp from North French Road to Millersport Highway; Millersport Highway would subsequently be widened between the Flyover Terminus and Transit Road. (2) Hopkins Road, in which the Lockport Expressway would span North French Road, then turn east to terminate at Millersport Highway; Millersport Highway would subsequently be widened between the expressway's terminus (south of Hopkins Road) and Transit Road. (3) Smith Road, in which the extension would bridge over North French Road, where a half-diamond interchange is proposed; the extended expressway would turn east, bridge Hopkins Road, and continue to Millersport Highway; Millersport Highway would be widened between the expressway's terminus and Transit Road. (4) The New Road Alternative, which would span from North French Road, where a half-diamond interchange would be constructed, bridge Hopkins Road and Ransom Creek, and bridge Smith Road, where a half-diamond interchange would be proposed; the alignment would turn easterly to pass over New Road to a terminus at Millersport Highway, which would be widened to Transit Road. (5) Miller Road, in which the Lockport Expressway would extend to Millersport Highway, south of Miller Road, with an off-ramp to North French Road; Millersport Highway would be widened between the I-990 terminus and Transit Road. POSITIVE IMPACTS: The project would provide the community with four travel lanes between the Lockport Expressway and Lockport and would improve the present terminus of I-990. Traffic operations would improve, including congestion and safety, and a continuous, connective transportation system would be created. Intercounty and regional travel opportunities would be strengthened. Commercial growth along Millersport Highway would be enhanced. NEGATIVE IMPACTS: The project would impact floodplains and wetlands and disrupt farmlands, including parcel severance. It would require the relocation of up to four residences and one commercial property and would have additional impacts on wildlife habitat, visual resources, and noise levels. The community is concerned with potential changes in the rural setting of the study area. Ransom Creek would have to be relocated under the New Road Alternative. LEGAL MANDATES: Executive Orders 11988 and 11990. JF - EPA number: 870245, 2 volumes and maps, July 13, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-87-02-D KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - New York KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401214?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOCKPORT+EXPRESSWAY+EXTENSION+%28FROM+NORTH+FRENCH+ROAD+TO+MILLERSPORT+HIGHWAY+TO+TRANSIT+ROAD%29%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=LOCKPORT+EXPRESSWAY+EXTENSION+%28FROM+NORTH+FRENCH+ROAD+TO+MILLERSPORT+HIGHWAY+TO+TRANSIT+ROAD%29%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 13, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - APOLLO HICKORY CORRIDOR, FROM APOLLO 11 BOULEVARD AT U.S. 1 TO AURORA ROAD AT U.S. 1, BREVARD COUNTY, FLORIDA. AN - 36404175; 1432 AB - PURPOSE: Construction of a multilane arterial roadway from the intersection of U.S. 1 and Apollo 11 Boulevard in the city of Palm Bay, north to the intersection of U.S. 1 and Aurora Road in the city of Melbourne, Brevard County, Florida, a total corridor length of approximately 8.0 miles, is proposed. The proposed route uses portions of existing rights-of-way and requires some new rights-of-way. In addition, two new major bridge structures would be required, one crossing Crane Creek and the other crossing the Eau Gallie River. The build alternative considered within the Apollo Hickory corridor involves two alternate alignments south of Florida Avenue and two alternate alignments along South Hickory Street. Alternate B1-C would use some existing road rights-of-way, while alternate segment B-C would be built entirely on new rights-of-way. Along South Hickory Street, alternate segment D1-E1 would displace homes along the east side, while alternate segment D-E would displace an existing canal. The recommended design speed is 45 miles per hour. Major signalized intersections would occur at 12 locations. POSITIVE IMPACTS: The proposed project would improve regional access and alleviate growing vehicular congestion. Road users would benefit from the improved levels of service and safety. Air quality would improve as vehicles achieve more efficient operating speeds. NEGATIVE IMPACTS: The proposed highway facility would increase noise levels adjacent to its alignment. Of the 10 noise sensitive sites analyzed, noise levels at 6 sites would be increased above the accepted noise levels. Air pollutant concentrations would increase slightly along the proposed alignment; however, levels would be less than state and federal standards. Current design standards for highways of this type would remove or disturb some natural vegetation and would impact some wetlands, mainly around the bridge crossings. The roadway would require relocation of residences and businesses throughout the entire corridor, with residential displacements totalling 26 to 33 and business displacements totalling 11 to 12. Alternate segment B-C would not require any displacements; alternate segment B1-C would displace one business; alternate segment D1-E1, while avoiding the impact on 1.61 acres of wetlands associated with an existing canal, would cause seven more relocations than alternate segment D-E, including the Greater Faith Temple of God in Christ Church. Some land presently in natural cover would be modified by the placement of embankment material, pavement of roadway, and the construction of bridges, involving the clearing of vegetation. The construction of roadway surfaces would reduce the amount of permeable area available for the percolation of water to the aquifers. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601 et seq.). JF - EPA number: 870242, 132 pages and maps, July 10, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-87-01-D KW - Air Quality KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 404(b) Statements KW - Traffic Control KW - Vegetation KW - Water Quality KW - Wetlands KW - Florida KW - Endangered Species Act of 1973, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APOLLO+HICKORY+CORRIDOR%2C+FROM+APOLLO+11+BOULEVARD+AT+U.S.+1+TO+AURORA+ROAD+AT+U.S.+1%2C+BREVARD+COUNTY%2C+FLORIDA.&rft.title=APOLLO+HICKORY+CORRIDOR%2C+FROM+APOLLO+11+BOULEVARD+AT+U.S.+1+TO+AURORA+ROAD+AT+U.S.+1%2C+BREVARD+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: July 10, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED MIAMI METROMOVER, MIAMI, DADE COUNTY, FLORIDA. AN - 36402550; 1434 AB - PURPOSE: Construction of the Omni and Brickell legs of Miami's automated guideway system, known locally as Metromover, in Dade County, Florida is proposed. The Central Business District (CBD) Core Loop portion of the Metromover System was opened for service in April 1986. The proposed project consists of the Metrorail System, construction of the Metromover Omni Leg (1.4 miles) and the Brickell Leg (1.1 miles), and consolidation of the Metrobus System to provide an extensive, coordinated feeder network. Of the 29 local and 6 express bus routes, 17 local and all express bus lines would be rerouted or shortened whenever the Metromover is operating. The 1.4-mile Omni Leg connects to the Loop at N.E. 5th Avenue and extends north on the western side of N.E. 2nd Avenue. Just south of I-395, the alignment turns eastward along the eastbound lanes of I-395, crosses Biscayne Boulevard, and continues parallel to eastbound I-395 north of Bicentennial Park. The alignment swings north across I-395 and follows the east curb lane of North Bayshore Drive, then turns west along the south curb lane of N.E. 15th Street to its terminus at Miami Place. Six stations are proposed. The 1.1-mile Brickell Leg connects to the Loop between Miami Avenue and S.E. 1st Street just north of the I-95 expressway and west of the Centrust Tower. From this location, the alignment extends south over I-95 ramps and the Miami River and continues across private property to the southwest corner of Brickell Plaza (S.E. 1st Avenue) and S.E. 8th Street. The Brickell Leg alignment follows the west side of Brickell Plaza to S.E. 9th Street, where it crosses to the east side of Brickell Plaza and then turns west onto S.E. 11th Street. At S.W. 1st Avenue, the alignment again turns south into the right-of-way between the rapid transit line and S.W. 1st Avenue and continues southward to S.W. 14th Street. The alignment then turns east and follows the south side of S.W. 14th Street to the terminus at Brickell Avenue. Six stations are proposed. The new facilities would be similar to those on the existing Metromover Loop. Normal guideway spans would be approximately 80 feet in length. The 12 proposed stations would typically be center platform configurations. Each station would be totally accessible and barrier free, with elevators and stairs provided. Closed-circuit television and public address systems would connect each station with central control as on the existing Loop. The automated transit vehicles would be similar to those operating on the existing Loop. The proposed alternative includes expansion of the existing maintenance and storage facility and provisions for new storage and wash facilities at the Omni terminal. Estimated capital costs, escalated to the midpoint of construction, are $240 million. POSITIVE IMPACTS: The project would increase transportation capacity in downtown Miami, improve transit travel times for internal trips, increase the mode share of person trips using transit, and improve circulation and mobility among major activity centers within the study area. The project would reduce travel time for Metrobus riders from the west and for Metrorail riders destined for Omni or Brickell. The project would have a small but positive impact on Metrorail ridership. Weekday ridership on the Metromover System would increase from 15,759 to 43,289. The improvement in downtown circulation could affect growth and development by enticing development to locate in the study area and by allowing downtown workers to travel further on their lunch hours. Additionally, the development of station areas would increase the development opportunities around them. The demand for parking in the expanded CBD would decrease by 825 spaces. NEGATIVE IMPACTS: The preferred alternative would require displacement of five residential structures containing an estimated 10 to 12 family units and 20 businesses. Additionally, partial acquisitions of two businesses would be required. The project would adversely affect many bus riders from Miami Beach and the northern corridor, increasing their travel time to downtown. The annual regional operating deficit is expected to increase by $1.8 million. The construction phase would require mitigation measures for maintenance of traffic, dust, and noise control. LEGAL MANDATES: 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.). JF - EPA number: 870239, 350 pages and maps, July 9, 1987 PY - 1987 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Urban Development KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+MIAMI+METROMOVER%2C+MIAMI%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=PROPOSED+MIAMI+METROMOVER%2C+MIAMI%2C+DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-95/SR 736 - DAVIE BOULEVARD (STATE PROJECT NUMBNER 86095-1445, FEDERAL AID PROJECT NUMBER I-595-1(210)0, WPA NUMBER 4140858), BROWARD COUNTY, FLORIDA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1979 FOR THE PORT EVERGLADES EXPRESSWAY IN BROWARD COUNTY, FLORIDA). AN - 36395557; 1433 AB - PURPOSE: The final environmental impact statement, prepared in 1979, covered the construction of approximately eight miles of the Port Everglades Expressway, from State Road (S.R.) 817 (University Drive) to the planned relocated S.R. A1A (S.R. 845) in Broward County, Florida. The limited access expressway, to be located in the S.R. 84 corridor, would have six lanes between University Drive and Davie Boulevard, eight lanes between Davie Boulevard and U.S. 441, and six lanes west of U.S. 441. The western segment could be expanded to include as many as 10 lanes or some form of transit rights-of-way; the eastern segment could be expanded to a six-lane section without the need for additional rights-of-way. The freeway would have six interchanges and seven overpass structures. The highway improvements considered in this supplemental environmental impact statement consist of improvements to I-95 in the vicinity of Davie Boulevard in Fort Lauderdale, Broward County, Florida. The length of the project is approximately 1.5 mile. The southern end of the proposed improvements ties into the South Fork New River bridges that are currently under construction on I-95. The northern end ties into the existing I-95/Broward Boulevard interchange. The preferred alternative includes a collector-distributor roadway system, which would provide a solution to severe traffic congestion problems that could occur along this section of I-95 when I-595 is completed in the 1990s. This preferred plan would be the Western I-95 Alignment Alternative with the "Davie-Over" Interchange concept, which relocates the centerline of existing I-95 to the west. Generally, it requires a complete taking of all land from existing I-95 west to the Seaboard Systems rail corridor, from the South Fork New River to Broward Boulevard, and provides a diamond-type interchange, with Davie Boulevard crossing over I-95. POSITIVE IMPACTS: The expressway would provide an essential east-west transportation corridor through central Broward County and would facilitate access to Port Everglades and the Fort Lauderdale-Hollywood International Airport. The road would alleviate vehicular congestion on local streets, reduce accidents, improve safety, reduce travel delay, and enhance proposed future county land development. The expressway would reduce total regional air pollutant loadings. NEGATIVE IMPACTS: Construction could require the relocation of 27 residences, 67 businesses, and a historic railroad car. The expressway would generate increased noise levels and air pollutant concentrations adjacent to its alignment. LEGAL MANDATES: Executive Order 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.), 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 abstracts of the draft and final environmental impact statements (EISs), and the draft supplement to the final EIS, see 78-1197D, Volume 2, Number 11; 80-0140F, Volume 4, Number 2; and 86-0116D, Volume 10, Number 3, respectively. JF - EPA number: 870214, 149 pages and maps, June 16, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-86-01-FS KW - Air Quality KW - Bridges KW - Coastal Zones KW - Cultural Resources KW - Emissions KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Wildlife Habitat KW - Florida KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, Compliance 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/36395557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-06-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-95%2FSR+736+-+DAVIE+BOULEVARD+%28STATE+PROJECT+NUMBNER+86095-1445%2C+FEDERAL+AID+PROJECT+NUMBER+I-595-1%28210%290%2C+WPA+NUMBER+4140858%29%2C+BROWARD+COUNTY%2C+FLORIDA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979+FOR+THE+PORT+EVERGLADES+EXPRESSWAY+IN+BROWARD+COUNTY%2C+FLORIDA%29.&rft.title=I-95%2FSR+736+-+DAVIE+BOULEVARD+%28STATE+PROJECT+NUMBNER+86095-1445%2C+FEDERAL+AID+PROJECT+NUMBER+I-595-1%28210%290%2C+WPA+NUMBER+4140858%29%2C+BROWARD+COUNTY%2C+FLORIDA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979+FOR+THE+PORT+EVERGLADES+EXPRESSWAY+IN+BROWARD+COUNTY%2C+FLORIDA%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 16, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 13 RELIEF ROUTE, ROUTE 7 TO US ROUTE 113, CENTRAL DELAWARE. AN - 36406115; 1400 AB - PURPOSE: A relief route for U.S. Route 13, Route 7 to U.S. Route 113, in central Delaware is proposed. The study area includes the areas approximately two to three miles to the east and west of present U.S. Route 13. The limits of the proposed project extend to Tybouts Corner on the north, where new Delaware Route 7 improvements are to terminate, to the Frederica and Felton areas south of Dover (including U.S. Route 113 and U.S. Route 13). The proposed project consists of a 46-mile fully controlled access highway facility in central Delaware to provide sufficient traffic capacity to address problems existing in this corridor and traffic volumes anticipated in the next 20 years. The project has been divided into the Odessa, Smyrna, and Dover segments. The Odessa segment extends from the northern terminus of the project area at Tybouts Corner, where a new interchange between U.S. Route 13 and Route 7 is being designed, to Pine Tree Corner Road. This area is primarily rural /agricultural. The Upgrade Alternative in general calls for the reconstruction of the existing highway from Tybouts Corner to Pine Tree Corner into a four-lane divided, fully controlled-access facility, with the development of service roads where necessary for local traffic. Included in this concept is a new crossing of the Chesapeake and Delaware Canal west of the existing St. Georges Bridge and a westerly bypass of Odessa. The Relief Route would be moved off the existing rights-of-way to the west, beginning at the intersection of existing U.S. Route 13 and Route 7 to just south of the Chesapeake and Delaware Canal. The new canal bridge would be located west of the existing St. Georges Bridge in such a way as to avoid historic resources and a public school and playground. The Smyrna segment begins at the termination of the Odessa segment at Pine Tree Corner Road and continues south to the Leipsic River. The preferred alternative for this segment, near East/near West, parallels the existing highway within one-quarter of a mile except at Smyrna, where the Relief Route diverges farther to the east. The existing highway would remain in service in its current configuration. The location and design of the route have been refined in the vicinity of Union Church Road, Black Diamond Road, Duck Creek Road, and U.S. Route 13 north of Smyrna. The Dover segment begins at the termination of the Smyrna segment at the Leipsic River and continues to just south of the Dover Air Force Base on U.S. Route 113 and to Road 30 on U.S. Route 13. The segment has two major southern connections, one to U.S. Route 13 and the other to U.S. Route 113. The selected alternative, near East, parallels existing U.S. Route 13, approximately 3,000 feet to the east. South of Dover it rejoins both U.S. 113 and U.S. Route 13. It continues south on upgraded sections of each road to the project termini. Again, the exact location and design of this segment and its interchanges have been refined in an effort to reduce impacts on critical resources. The total project cost is estimated to be $474 million. POSITIVE IMPACTS: The project would achieve traffic service at the level of service B in rural sections and service C in the Dover sections on a year-round average traffic basis for the design year of 2004. Construction employment would amount to 5,255 person-years; the macroeconomic employment gains would amount to 1,480 jobs for the entire corridor. NEGATIVE IMPACTS: The preferred alternative would result in the relocation of 97 houses, 15 mobile homes, and 30 apartment units, as well as 72 businesses, 2 churches, and 2 government offices. Net direct and indirect jobs lost to rights-of-way acquisition would number 134. It is estimated that 110 farms would be affected, with 610 acres of prime soil and 271 acres of soils of statewide importance being taken. The annual agricultural economic loss is estimated at $674,900. Approximately 450 acres of high-quality habitat would also be taken. In addition, 207 acres of wetlands would be eliminated and 118 acres would be directly impacted. In 27 locations, 101 noise receptors would be adversely affected. Although no historic structures would be directly affected, 22 structures would suffer indirect impacts. It is estimated that 13 prehistoric and 6 historic archaeological sites would suffer some impact. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), 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 85-0577D, Volume 9, Number 12. JF - EPA number: 870210, 3 volumes and maps, June 10, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-DE-EIS-85-1-F KW - Archaeological Sites KW - Employment KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Delaware KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36406115?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-06-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+13+RELIEF+ROUTE%2C+ROUTE+7+TO+US+ROUTE+113%2C+CENTRAL+DELAWARE.&rft.title=US+ROUTE+13+RELIEF+ROUTE%2C+ROUTE+7+TO+US+ROUTE+113%2C+CENTRAL+DELAWARE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Dover, Delaware; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 10, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WIDENING OF ROUTE 5 (SANTA ANA FREEWAY) AND RECONSTRUCTION OF INTERCHANGES BETWEEN ROUTE 405 AND NEWPORT AVENUE IN THE CITIES OF IRVINE AND TUSTIN AND THE UNINCORPORATED AREA OF ORANGE COUNTY, CALIFORNIA. AN - 36387849; 1398 AB - PURPOSE: Widening of Route 5 (Santa Ana Freeway) and reconstruction of interchanges between Route 405 and Route 55 in the cities of Irvine and Tustin and the unincorporated area of Orange County, California are proposed. The recommended project would widen Route 5 to a total of eight 12-foot lanes for all traffic. In addition, two continuous auxiliary lanes and two high occupancy vehicle (HOV) lanes would also be built. A 58-foot median would be constructed, and 10-foot shoulders would be provided. The travelled way would increase from 36 to 72 feet in each direction. Total rights-of-way width would be 205 feet minimum where governed by controls, or up to 254 feet in less-developed areas. All overcrossings would be reconstructed, and all undercrossings would either be widened or reconstructed. The median would accommodate two 12-foot HOV lanes for use by carpools and buses exclusively. HOV traffic would be separated from mixed-flow traffic by a 12-foot buffer. To allow for the reconstruction of the Route 55 interchange without excessive bridge spans and to retain the existing structure, the buffer would be dropped between the Route 55 interchange and Newport Avenue in the city of Tustin. The recommended project would also construct a new Barranca Parkway Overcrossing with exclusive HOV ramps. On- and off-ramps would be constructed to accommodate traffic travelling to and from the north direction. No ramps would be provided for traffic using Route 5 south of Barranca Parkway. Construction costs for widening Route 5 are estimated at $87 million, and rights-of-way costs at $22 million. Construction costs for the Barranca Parkway Overcrossing with exclusive HOV ramps to Route 5 are estimated at $3.9 million. POSITIVE IMPACTS: There would be some relief from congestion, ranging from relatively short form to relief until the year 2010. Long-term circulation patterns would change, including reductions in more circuitous travel to avoid freeway congestion and increased southbound congestion south of the Route 5/Route 405 confluence. NEGATIVE IMPACTS: Up to 103 acres would be converted to freeway and local interchange uses. Approximately 39 living units and 80 residents would be displaced. Twelve business properties would also be displaced. Temporary adverse impacts from construction would include: increased traffic congestion on adjacent local streets and increased air and noise pollution resulting from equipment operation. Night work and lane closures would also occur. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0059D, Volume 10, Number 2. JF - EPA number: 870207, 307 pages and maps, June 8, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-01-F KW - Central Business Districts KW - Cost Assessments KW - Emissions KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, 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/36387849?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+OF+ROUTE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+ROUTE+405+AND+NEWPORT+AVENUE+IN+THE+CITIES+OF+IRVINE+AND+TUSTIN+AND+THE+UNINCORPORATED+AREA+OF+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+WIDENING+OF+ROUTE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+ROUTE+405+AND+NEWPORT+AVENUE+IN+THE+CITIES+OF+IRVINE+AND+TUSTIN+AND+THE+UNINCORPORATED+AREA+OF+ORANGE+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 8, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MANSELL ROAD EXTENSION AND INTERCHANGE WITH GA 400, FULTON COUNTY, GEORGIA: PROJECT FR-056-1(45). AN - 36405034; 1401 AB - PURPOSE: Extension of existing Mansell Road from its intersection with Old Roswell Road in Alpharetta, Fulton County, Georgia is proposed. The road would run easterly on new location to a point on Old Alabama Road in the vicinity of its intersection with Turner Road, located in Roswell, Georgia. A full diamond interchange would be added, connecting the Mansell Road extension with GA 400/U.S. 19 midway between the Holcomb Bridge Road and the Haynes Bridge Road interchanges. The extension would bridge over GA 400/U.S. 19 at the proposed interchange. Total length of the proposed project is approximately 3.0 miles. The Mansell Road extension would be constructed on a minimum of 150 feet of rights-of-way width and would consist of two 12-foot wide lanes in each direction of travel, separated by a 20-foot wide raised median. Construction cost of the locally funded extension is estimated at $16.2 million, and the cost of the federal- and state-funded interchange is estimated at $4.9 million. POSITIVE IMPACTS: The proposed extension of Mansell Road and the interchange with GA 400 would provide needed access to an area experiencing new development. By providing new access to the area, the heaviest peak hour congestion on Holcomb Bridge Road and its interchange with GA 400 could be minimized. There should be a decrease in accidents on Holcomb Bridge Road as a result of project implementation and an improvement in fuel efficiency for motorists using the new facility to travel to and from points within the project study area. Air quality would improve. NEGATIVE IMPACTS: Two residences would experience noise impacts; one residence would be displaced. Approximately 1.7 acre of wetlands would be impacted by the proposed project. All phases of construction operations would temporarily contribute to air pollution. LEGAL MANDATES: Executive Orders 11988 and 11990 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870204, 84 pages, June 3, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-87-02-D KW - Air Quality KW - Cost Assessments KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Georgia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405034?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MANSELL+ROAD+EXTENSION+AND+INTERCHANGE+WITH+GA+400%2C+FULTON+COUNTY%2C+GEORGIA%3A+PROJECT+FR-056-1%2845%29.&rft.title=MANSELL+ROAD+EXTENSION+AND+INTERCHANGE+WITH+GA+400%2C+FULTON+COUNTY%2C+GEORGIA%3A+PROJECT+FR-056-1%2845%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 3, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED NEW PARALLEL RUNWAY (2R-20L) AT NASHVILLE METROPOLITAN AIRPORT, NASHVILLE, TENNESSEE. AN - 36380863; 1371 AB - PURPOSE: The Metropolitan Nashville Airport Authority is proposing to construct a new parallel runway east of the existing airfield at the Nashville Metropolitan Airport, located in Davidson County in north-central Tennessee. Construction would also include site grading. The proposed runway would be 9,000 feet long with a 1,000 foot overrun on each end. Included in the proposed project would be a full length parallel taxiway; dual connecting taxiways from the existing airfield to the proposed runway; a Category II/III runway lighting system; installation of an approach lighting system on the north and the south ends of the runway; taxiway bridges over Donelson Pike; realignment of a portion of Donelson Pike; construction of a detention dam on McCrory Creek; relocation of the Tennessee Valley Authority transmission line; Colonial Pipeline Company's gas line and local electrical service; land acquisition; construction of additional roadways to provide access for traffic on Couchville Pike and McCrory Creek Road; and the construction of a supporting Crash, Fire, and Rescue facility. The estimated cost of the preferred alternative is $75.6 million. POSITIVE IMPACTS: Construction would contribute to meeting long-term demand. The additional capacity would allow the airport to be used to its maximum efficiency by scheduled airlines, which is expected to affect their staffing. It is also expected that the general economy in the Nashville area would be favorably affected. The additional operational capability created by the new runway would have a positive long-term impact on employment in the Metropolitan Nashville area. NEGATIVE IMPACTS: Noise levels would increase at various sites. The most significant noise impact would result from the blasting that would be necessary for site preparation. Construction of the proposed runway and related taxiway would require the acquisition of 43 acres of land and an associated business. The proposed runway location and the construction of the detention dam would require approximately 1,000 feet of McCrory Creek to be relocated. Erosion during site preparation and facilities construction would increase suspended solids and turbidity reaching McCrory Creek and its tributaries following periods of heavy rainfall and runoff. Additional adverse effects of construction include noise and dust, creation of borrow pits and disposal of spoil, and air pollution from burning debris. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870195, 375 pages and maps, June 1, 1987 PY - 1987 KW - Air Transportation KW - Air Quality KW - Aircraft KW - Airports KW - Bridges KW - Cost Assessments KW - Creeks KW - Dams KW - Employment KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Noise KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transmission Lines KW - Water Quality KW - Tennessee KW - Airport and Airway Improvements Act of 1982, 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/36380863?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+NEW+PARALLEL+RUNWAY+%282R-20L%29+AT+NASHVILLE+METROPOLITAN+AIRPORT%2C+NASHVILLE%2C+TENNESSEE.&rft.title=PROPOSED+NEW+PARALLEL+RUNWAY+%282R-20L%29+AT+NASHVILLE+METROPOLITAN+AIRPORT%2C+NASHVILLE%2C+TENNESSEE.&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: June 1, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO I-94 INTERCHANGES AT MERRIMAN AND MIDDLEBELT ROADS, CITY OF ROMULUS, WAYNE COUNTY, MICHIGAN. AN - 36400799; 1403 AB - PURPOSE: Improvements of the Interstate 94 (I-94) freeway interchanges at Merriman and Middlebelt roads in the city of Romulus in Wayne County, Michigan are proposed. Under the preferred alternative, a directional ramp serving the Detroit Metropolitan-Wayne County Airport and modifications of ramps serving the area north of Merriman Road would be provided. In addition, the collector-distributor road system would be expanded to handle higher projected traffic volumes. The project would include removal, reconstruction, and lengthening of the existing collector-distributor roads on both sides of I-94 to include both interchanges. The project is estimated to cost $15.9 million. POSITIVE IMPACTS: Improvement of the interchanges would ease access to and from Merriman Road, which is the main access route to the Detroit Metropolitan-Wayne County Airport. Safety and ease of entering and exiting I-94 at both interchanges would be enhanced by relocating existing substandard ramps to eliminate dangerous turning movements and to improve weaves, which would reduce accidents and accommodate increases in traffic expected to occur from local economic development and the growth of commercial air traffic at the local airport. NEGATIVE IMPACTS: Relocation of a maximum of 24 housing units and 5 commercial establishments would result, and movement of the ramps could intrude on a residential area, increasing noise levels and encroaching aesthetically. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 80-0632D, Volume 4, Number 8, and 86-0247D, Volume 10, Number 6, respectively. JF - EPA number: 870193, 3 volumes, May 29, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-79-03-F KW - Air Quality Assessments KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Michigan KW - Federal Aid Highway Act of 1968, 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/36400799?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+I-94+INTERCHANGES+AT+MERRIMAN+AND+MIDDLEBELT+ROADS%2C+CITY+OF+ROMULUS%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=IMPROVEMENTS+TO+I-94+INTERCHANGES+AT+MERRIMAN+AND+MIDDLEBELT+ROADS%2C+CITY+OF+ROMULUS%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 - Final. Preparation date: May 29, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALIGN AND WIDEN STATE ROUTE 118 THROUGH SATICOY FROM STATE ROUTE 126 (SANTA PAULA FREEWAY) TO STATE ROUTE 232 (VINEYARD AVENUE), INCLUDING REPLACEMENT OF THE SANTA CLARA RIVER BRIDGE, VENTURA COUNTY, CALIFORNIA. AN - 36398594; 1399 AB - PURPOSE: Widening State Route (SR) 118 (a conventional highway) to four lanes from SR 126 (the Santa Paula Freeway) to SR 232 (Vineyard Avenue) in Ventura County, California is proposed. The Santa Clara River bridge would be replaced and the State Route 118/126 bridge would be widened. Two build alternatives are being considered. Both alignments would follow existing Route 118 (Wells Road and Los Angeles Avenue), and both propose a four-lane conventional highway, including replacement of the Santa Clara River bridge. The jogs in the existing alignment at Violeta Street and Los Angeles Avenue and Violeta Street and Wells Road would be eliminated. Modification of the Route 118/126 interchange would consist of widening the existing overcrossing structure and modifying two ramps. The highway would be at grade, except in the vicinity of the Santa Clara River bridge. Approaches to the bridge would be on fill, as they are now. A No Project Alternative, which would leave Route 118 as it is today, is also under consideration. If the No Project Alternative is selected, bridge replacement alternatives would have to be developed. Due to the deteriorating condition of the Santa Clara River bridge, it would have to be replaced. Alternative B has an estimated total cost of $17.3 million and Alternative B-C, $18.7 million. POSITIVE IMPACTS: Energy consumption would decrease slightly. Realigning and widening Route 118 would relieve congestion and lead to higher speeds and shorter travel time, which would reduce the pollutant levels from traffic. NEGATIVE IMPACTS: Traffic noise levels would exceed federal noise standards. Alternative B would affect 14 businesses with 28 to 44 employees; Alternative B-C would affect 23 businesses with 41 to 91 employees. Alternative B would bisect a residential section of Saticoy and remove five housing units; an estimated 32 persons would be displaced. Under this alternative, most businesses on the north side of Los Angeles Avenue would be removed. Alternative B-C would remove five homes on Wells Road, displacing an estimated 18 persons. Alternative B would directly take 6.5 acres of prime farmland east of Wells Road and south of Rosal Lane. The long-term effect of reconstructing the Santa Clara River bridge would be a permanent loss of 0.2 acre of wetland vegetation. Construction activities would alter slope angles, and clearing of wetland and upland vegetation would increase erosion and the amounts of sediments going downstream. This would adversely affect aquatic organisms, anadromous species, and wetland vegetation. LEGAL MANDATES: 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). JF - EPA number: 870190, 172 pages and maps, May 26, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-87-01-D KW - Bridges KW - Cost Assessments KW - Employment KW - Energy Consumption KW - Erosion KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Vegetation KW - Wetlands KW - California 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/36398594?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALIGN+AND+WIDEN+STATE+ROUTE+118+THROUGH+SATICOY+FROM+STATE+ROUTE+126+%28SANTA+PAULA+FREEWAY%29+TO+STATE+ROUTE+232+%28VINEYARD+AVENUE%29%2C+INCLUDING+REPLACEMENT+OF+THE+SANTA+CLARA+RIVER+BRIDGE%2C+VENTURA+COUNTY%2C+CALIFORNIA.&rft.title=REALIGN+AND+WIDEN+STATE+ROUTE+118+THROUGH+SATICOY+FROM+STATE+ROUTE+126+%28SANTA+PAULA+FREEWAY%29+TO+STATE+ROUTE+232+%28VINEYARD+AVENUE%29%2C+INCLUDING+REPLACEMENT+OF+THE+SANTA+CLARA+RIVER+BRIDGE%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 26, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE HIGHWAY IMPROVEMENT (FAP ROUTE 426) FROM THE INTERSECTION OF U.S. ROUTE 20 (LAKE STREET) AND LOVELL ROAD TO THE INTERSECTION OF ILLINOIS ROUTE 19 (IRVING PARK ROAD) AND U.S. ROUTE 12/45 (MANNHEIM ROAD), COOK AND DU PAGE COUNTIES, ILLINOIS. AN - 36387203; 1402 AB - PURPOSE: Construction of a multilane divided highway, designated as FAP 426, from the intersection of U.S. Route 20 (Lake Street) and Lovell Road east of Elgin, easterly to the intersection of Illinois Route 19 (Irving Park Road) and U.S. Route 12/45 (Mannheim Road), in Cook and Du Page counties, Illinois, is proposed. The highway is 21.3 miles long. Alternatives considered were no action with normal use of mass transit; no action (transit intensive); upgrading existing roads in the area; and the build alternative, which involved three different traffic design concepts: (1) hightype arterial, (2) freeway design for the entire length of the project, and (3) the combination of a freeway design coupled with improvements to existing roads. Alternate B (Modified) with Options A and C, the build alternate selected, represents a combined freeway and arterial road design. The western terminus is at the intersection of U.S. Route 20 and Lovell Road in Elgin. The highway alignment follows U.S. Route 20 southeastward. At East Bartlett Road (North Avenue), FAP 426 swings south on new alignment through the southern portion of Hanover Park. East of Hanover Park, the alignment continues in a northeasterly direction. The proposed alignment extends easterly through Schaumburg and Roselle. At Rohlwing Road, the new alignment segment of the highway ends as FAP 426 and joins Thorndale Avenue. Itasca and Elk Grove border this segment of the FAP 426 alignment. Continuing east, the highway alignment follows Thorndale Avenue to York Road, passing through Wood Dale and into Bensenville. At this point, the highway turns southeasterly on a new alignment to intersect with Illinois Route 19. The FAP 426 alignment follows Illinois Route 19 to the eastern terminus at U.S. Route 12/45 in Schiller Park. Chicago-O'Hare International Airport borders this segment of the highway to the north. Option A is being considered from York Road to U.S. Route 12/45. As a distinctly separate alignment, the road would be shifted to a location north of alternate B (Modified) and approximately parallel to the Chicago & North Western Railway tracks between York Road and Illinois Route 19. This option includes a full interchange at U.S. Route 12/45 and Illinois Route 19. Option C applies to a segment of the highway in the vicinity of Gary Avenue, Illinois Route 19, and Rodenburg Road. This option has the same horizontal alignment as Alternate B (Modified), but has a different set of interchanges. The alternate and options may be combined to provide four separate build design alternates. POSITIVE IMPACTS: The proposed highway improvement would provide needed traffic capacity in the corridor between Elgin and Chicago-O'Hare International Airport, relieving local arterial traffic congestion. Long-term employment would be generated by construction of FAP 426. Property values would increase due to increasing population and economic growth, and improved accessibility would stimulate more efficient use of existing business, commercial, industrial, and manufacturing land uses. NEGATIVE IMPACTS: The project would require approximately 47 single-family home and 8 business, commercial, and industrial relocations. Six streams would be crossed by the proposed alignment, resulting in erosion of soil and subsoil into the streams. The loss of wetland acreage ranges from 43 to 50 acres, depending on the alternate selected. It is predicted that 36 residential receptors would experience traffic noise equal to or greater than the federal noise abatement criteria for residences. Four structures would experience significant increases in traffic noise. Spillage of oils, grease, and fuel during construction could adversely affect surface water quality. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 870187, 2 volumes and maps, May 21, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-87-01-D KW - Creeks KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Illinois KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36387203?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+HIGHWAY+IMPROVEMENT+%28FAP+ROUTE+426%29+FROM+THE+INTERSECTION+OF+U.S.+ROUTE+20+%28LAKE+STREET%29+AND+LOVELL+ROAD+TO+THE+INTERSECTION+OF+ILLINOIS+ROUTE+19+%28IRVING+PARK+ROAD%29+AND+U.S.+ROUTE+12%2F45+%28MANNHEIM+ROAD%29%2C+COOK+AND+DU+PAGE+COUNTIES%2C+ILLINOIS.&rft.title=ELGIN+O%27HARE+HIGHWAY+IMPROVEMENT+%28FAP+ROUTE+426%29+FROM+THE+INTERSECTION+OF+U.S.+ROUTE+20+%28LAKE+STREET%29+AND+LOVELL+ROAD+TO+THE+INTERSECTION+OF+ILLINOIS+ROUTE+19+%28IRVING+PARK+ROAD%29+AND+U.S.+ROUTE+12%2F45+%28MANNHEIM+ROAD%29%2C+COOK+AND+DU+PAGE+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 21, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GULF COAST STRATEGIC HOMEPORTING, ALABAMA, FLORIDA, LOUSIANA, MISSISSIPPI, AND TEXAS: BRIDGE ACROSS PASCAGOULA BAY/MISSISSIPPI SOUND, MISSISSIPPI (ADOPTION OF U.S. NAVY DEPARTMENT'S FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1987). AN - 36395883; 1397 AB - PURPOSE: Homeporting of 27 vessels at eight locations on the U.S. Gulf Coast is proposed. Implementation would be executed in the late 1980s and early 1990s. The proposed strategic homeporting action is composed of three parts: (1) Homeport vessels comprising an aircraft carrier battle group in Pensacola, Florida, Mobile, Alabama, and Pascagoula, Mississippi. These three cities would be assigned 11 ships altogether, including an aircraft carrier, destroyers, cruisers, minesweepers, and frigates. (2) Homeport vessels comprising a battleship surface action group at Corpus Christi /Ingleside and Galveston, Texas. A total of 10 ships would be assigned to these two cities, including the battleship group at Corpus Christi/Ingleside and the Naval Reserve Forces (NRF) ships at Galveston, Texas. (3) Homeport a total of six support vessels at Lake Charles, Louisiana, Gulfport, Mississippi, and Key West, Florida. A total of 27 ships and approximately 10,750 Navy personnel would be located at these eight sites. Dredging of navigation channels or turning basins would occur at six sites. Approximately 28 million cubic yards (MCY) of new work material and 44 MCY of maintenance material would be dredged and disposed of at specified locations over the next 50 years. Waterfront and shore facilities would be constructed to support the homeported vessels. The homeports would be permanent naval facilities. The Coast Guard has received a permit application from the city of Pascagoula on behalf of the state of Mississippi requesting a bridge across Pascagoula Bay/Mississippi Sound from Pascagoula to Singing River Island, Mississippi. The bridge would be an integral part of the construction of the U.S. Navy's homeporting base on Singing River Island. Rather than prepare a new environmental impact statement, portions of the U.S. Navy document have been adopted by the Coast Guard. POSITIVE IMPACTS: Existing channel alignments from the Gulf of Mexico into Pensacola Bay and Corpus Christi Bay would be enlarged. Turning basins and berthing areas would be dredged at Corpus Christi, Galveston, Lake Charles, Pascagoula, Mobile, and Pensacola. During construction, a maximum of 5,200 new jobs would be created, resulting in annual income reaching $113 million in 1990. By 1991, when all eight proposed installations become fully operational, more than 20,000 new jobs would be created, 12,000 of which would include the direct assignment of military and civilian personnel to the installations and their homeported ships. These new jobs would bring in approximately $370 million per year in new wage and salary income. NEGATIVE IMPACTS: Topography and bathymetry would be altered during construction, dredging, and dredged material disposal activities. Noise levels would increase adjacent to construction zones. Short-term impacts to water quality would occur due to dredging and dredged material disposal. Turbidity levels would increase in areas adjacent to dredging. Extant vegetation on portions of most of the proposed sites would be eliminated. Wildlife habitat would be adversely impacted. Some wetland areas would be affected by dredged material disposal. Some currently undeveloped areas would be developed for residential and commercial use. In the Ingleside area in particular, a significant increase in new residential units would be needed to house a new population. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For abstracts of the U.S. Navy Department's draft and final environmental impact statements, see 86-0395D, Volume 10, Number 9, and 87-0031F, Volume 11, Number 1, respectively. JF - EPA number: 870183, 4 volumes and maps, May 20, 1987 PY - 1987 KW - Roads and Railroads KW - Bridges KW - Channels KW - Disposal KW - Dredging KW - Employment KW - Harbor Structures KW - Harbors KW - Military Facilities (Navy) KW - Noise KW - Section 404(b) Statements KW - Ships KW - Water Quality KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Florida KW - Louisiana KW - Mississippi KW - Texas 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/36395883?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GULF+COAST+STRATEGIC+HOMEPORTING%2C+ALABAMA%2C+FLORIDA%2C+LOUSIANA%2C+MISSISSIPPI%2C+AND+TEXAS%3A+BRIDGE+ACROSS+PASCAGOULA+BAY%2FMISSISSIPPI+SOUND%2C+MISSISSIPPI+%28ADOPTION+OF+U.S.+NAVY+DEPARTMENT%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1987%29.&rft.title=GULF+COAST+STRATEGIC+HOMEPORTING%2C+ALABAMA%2C+FLORIDA%2C+LOUSIANA%2C+MISSISSIPPI%2C+AND+TEXAS%3A+BRIDGE+ACROSS+PASCAGOULA+BAY%2FMISSISSIPPI+SOUND%2C+MISSISSIPPI+%28ADOPTION+OF+U.S.+NAVY+DEPARTMENT%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1987%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Charleston, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 20, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 15 FROM 0.6 MILE NORTH OF INTERSTATE ROUTE 805 TO 0.5 MILE SOUTH OF INTERSTATE ROUTE 8 IN THE CITY OF SAN DIEGO, SAN DIEGO COUNTY, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1976). AN - 36401880; 1340 AB - PURPOSE: Reconstrucltion of State Route (SR) 15 to freeway standards between Interstate Routes 805 and 8 in the Mid-City Community of the city of San Diego, San Diego County, California is proposed. This part of SR 15 begins in Wabash Canyon just north of the Interstate 15 /805 Interchange. It then crosses the mesa, using 40th Street, and drops off the north rim of the mesa into Ward Canyon, where it joins the Interstate 8/15 Interchange project presently under construction. The proposed project would convert 2.2 miles of SR 15 from a four-lane conventional highway to a multilane freeway. This draft supplement presents a new preferred alternative, which would be a one-block-wide depressed freeway with interchanges and a one-block-long cover variation. The total length would be 2.2 miles of eight through lanes with a 30-foot median. The project would provide interchanges at University Avenue, El Cajon Boulevard, and Adams Avenue. The interchanges at University Avenue and El Cajon Boulevard would be full diamonds. The freeway would be depressed approximately 25 feet below the existing street level between existing 40th Street and Central Avenue/Terrace Drive. Overcrossings would be located at Wightman Street, University Avenue, Orange Avenue, El Cajon Boulevard, and Meade Avenue, as well as the existing one at Adams Avenue. A pedestrian overcrossing would be constructed near Landis Street and another at Monroe Avenue. A one-block-long concrete cover would be constructred over the freeway between Polk and Orange avenues. It would be developed by the city for public park uses. Extensive use of earth mounds and walls, individually or in combination, would be made for noise attenuation. Central Avenue and 40th Street would be converted to a one-way couplet during construction. They would remain as one-way frontage roads after construction. Two sites are proposed for the development of additional parkland, using excess materials. The current estimated construction and rights-of-way costs of the proposed project are $89 million. POSITIVE IMPACTS: Significant improvement in automobile accessibility to this area of Mid-City would result. The potential exists for new higher density residential and general commercial development. Crossing SR 15 would be easier and safer for pedestrians and bicyclists. NEGATIVE IMPACTS: Approximately 570 dwelling units, 44 businesses, and 1,300 people would be displaced. Eight receptors would exceed the 67 dBA residential noise guidelines after all proposed noise attenuation barriers are in place. The project may have adverse impacts on community cohesion. Approximately 250 eucalyptus trees would be removed at and adjacent to Park de la Cruz by the fill, but would be mitigated by planting more trees than are being removed. Approximately 3.5 acres of native vegetation would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (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 abstracts of the final environmental impact statement (EIS) and the draft supplement to the final EIS, see 75-4198F, EIS Cumulative 1970-1976, Volume II, and 86-0060D, Volume 10, Number 2, respectively. JF - EPA number: 870170, 127 pages, May 18, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-71-22-F(S) KW - Cost Assessments KW - Highway Structures KW - Highways KW - Noise KW - Noise Control KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Safety KW - Traffic Analyses KW - Transportation KW - Vegetation KW - California 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/36401880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+15+FROM+0.6+MILE+NORTH+OF+INTERSTATE+ROUTE+805+TO+0.5+MILE+SOUTH+OF+INTERSTATE+ROUTE+8+IN+THE+CITY+OF+SAN+DIEGO%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1976%29.&rft.title=STATE+ROUTE+15+FROM+0.6+MILE+NORTH+OF+INTERSTATE+ROUTE+805+TO+0.5+MILE+SOUTH+OF+INTERSTATE+ROUTE+8+IN+THE+CITY+OF+SAN+DIEGO%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1976%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 18, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 83, IH 94 TO STH 16, WAUKESHA COUNTY, WISCONSIN: FEDERAL NUMBER F0083, PROJECT I.D. 1331-05-00. AN - 36395294; 1353 AB - PURPOSE: Reconstruction of State Trunk Highway (STH) 83 from IH 94 to Cardinal Lane, a distance of approximately 2.9 miles, in Waukesha County, Wisconsin is proposed. The segment of STH 83 under study is located west of the Milwaukee urbanized area. Alternative A is the No Build alternative and would include two resurfacings over a 20-year design period. Alternative B involves the construction of a four-lane divided roadway from IH 94 to Mariner Drive and a two-lane rural roadway from Mariner Drive to Cardinal Lane. Pedestrian and bicycle safety would be improved by construction of a new roadway with 10-foot shoulders, 3 feet of which would be paved. Alternative C involves relocating a segment of STH 83 to the east. The new roadway would use the existing rights-of-way only for connections at each end of the project. A four-lane divided roadway would be constructed from IH 94 to Mariner Drive. Relocation would begin just south of Mariner Drive, where a two-lane roadway would curve east to a maximum offset of approximately 1,200 feet. It would then curve back west to become coincident with STH 83 just south of the Bark River School. The roadway would then extend north to Cardinal Lane. POSITIVE IMPACTS: The alternatives developed would provide a roadway that would accommodate current and future traffic demands, relieve traffic congestion, improve safety, and reduce accidents. Alternative B would generally improve farmland access and increase safety for operators of farm equipment. NEGATIVE IMPACTS: The proposed improvements would require the acquisition of approximately 2.9 acres from Nagawaukee Park. Alternatives B and C would each remove approximately 1.3 acres from the 253-acre wetland complex. Alternative B would involve the strip acquisition of approximately 2.7 acres of agricultural land from two farm operations. Alternative C would require the acquisition of approximately 40.6 acres of farmland. This alternative would also separate cropland from farm buildings. Implementation of Alternative B would involve removing approximately 207 trees, and Alternative C would require the acquisition of rights-of-way through a 17-acre woodlot, resulting in the removal of five acres of trees. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870166, 214 pages and maps, May 12, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-87-01-D KW - Farmlands KW - Floodplains KW - Land Acquisitions KW - Parks KW - Roads KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Department of Transportation Act of 1966, Parks 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395294?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+83%2C+IH+94+TO+STH+16%2C+WAUKESHA+COUNTY%2C+WISCONSIN%3A+FEDERAL+NUMBER+F0083%2C+PROJECT+I.D.+1331-05-00.&rft.title=STATE+TRUNK+HIGHWAY+83%2C+IH+94+TO+STH+16%2C+WAUKESHA+COUNTY%2C+WISCONSIN%3A+FEDERAL+NUMBER+F0083%2C+PROJECT+I.D.+1331-05-00.&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 12, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MINNESOTA TRUNK HIGHWAY 33 FROM JUNCTION OF INTERSTATE 35 TO JUNCTION OF U.S. TRUNK HIGHWAY 53, CARLTON AND SAINT LOUIS COUNTIES, MINNESOTA. (DRAFT SUPPLEMENT TO tHE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1985). AN - 36395253; 1348 AB - PURPOSE: The improvement of 19.7 miles of Trunk Highway (TH) 33 from the junction with Interstate Highway 35 (I-35) to the junction with TH 53 in Carlton and Saint Louis counties, Minnesota is proposed. In October 1985, a final EIS (FEIS) was approved for this corridor. This FEIS identified a preferred alternative for the northern rural section and a temporary no-build alternative for the southern urban section. This was done to allow more time to study the urban section. This supplement complies with the statement of the FEIS that a supplement would be prepared for the urban section. Including the No-Build alternative, four major alternatives were considered: West Cloquet Bypass: a bypass west of Cloquet; East Cloquet Bypass: a bypass east of Cloquet; and a Through Town Corridor: a route along existing TH 33. A typical cross-section of the urban design would consist of two 12-foot lanes, two 14-foot lanes, a 12-foot continuous left-turn lane, and sidewalks. Construction of the preferred alternative would result in a four-lane expressway. Interchanges with TH 53, TH 2, and I-35 are proposed. A one-mile section of TH 2 would be reconstructed to four lanes through the interchange with TH 33. The preferred alternative was analyzed by placing approximate alignments within corridors. The corridors were approximately 500 feet wide, except where potential constraints were found. In these areas, the corridor was expanded to a maximum width of 2,000 feet. POSITIVE IMPACTS: The project would provide four-lane continuity between the Twin Cities metropolitan area and the Iron Range cities, and it would improve accessibility to tourism areas in northern Minnesota. Highway accidents would decrease, primarily along the portion of TH 33 between I-35 and TH 2, and traffic flow through Cloquet would improve. The project also would stimulate business expansion and long-term economic growth in the area. Deficient bridge structures would be replaced or improved. NEGATIVE IMPACTS: The project would displace up to 23 residences and two small businesses. Approximately 25 to 54 acres of wetlands would be impacted. A portion of the abandoned Scanlon landfill would be relocated by the East Cloquet Bypass, and the Fond Du Lac Indian Reservation would be impacted by the West Cloquet Bypass. One historic site on the Through Town or East Cloquet Bypass alternative would be adversely affected and two parks, one significant and one undeveloped, would be adversely affected by the West Cloquet Bypass. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft and final EISs, see 84-0492D, Volume 8, Number 10, and 85-0532F, Volume 9, Number 11, respectively. JF - EPA number: 870163, 152 pages and maps, May 12, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-84-01-SD KW - Bridges KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Indian Reservations KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395253?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+U.S.+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA.+%28DRAFT+SUPPLEMENT+TO+tHE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1985%29.&rft.title=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+U.S.+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA.+%28DRAFT+SUPPLEMENT+TO+tHE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 12, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 20 (DODGE STREET) IN DUBUQUE, DUBUQUE COUNTY, IOWA. AN - 36395066; 1345 AB - PURPOSE: Improvement of a 1.4-mile portion of U.S. 20 (Dodge Street) in Dubuque, Dubuque County, Iowa is proposed. The improvements would begin at Concord Street west of Grandview Avenue and would extend easterly to near Bluff Street at the tie-in to the reconstructed Dodge-Locust street intersection, constructed as part of Relocated U.S. 61. The highway would be divided by a 16-foot median, with left-turn storage lanes provided at Bryant Street and Hill Street. Dodge Street, except for the segment between Alpine and Booth streets, would be used as a frontage road north of the selected alternate. A diamond interchange would be included at Grandview Avenue, with U.S. 20 depressed under Grandview Avenue and Fremont Street west of Grandview. Bryant Street north of Curtis Street also would be relocated, which would eliminate the existing curve at Curtis Street and reduce the steepness of the grade on Bryant Street. The estimated cost of the project would be $12.6 million. POSITIVE IMPACTS: The improved highway would provide increased access to the central business district of Dubuque, which would enhance the economic stability of the area. Congestion and accident potentials would be reduced within the project corridor. NEGATIVE IMPACTS: The project would displace 69 homes and 23 businesses. Residues from deicing chemicals would increase along the project corridor. The acquisition of land for rights-of-way would reduce the tax base of the city and county. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 80-0306D, Volume 4, Number 4. JF - EPA number: 870161, 103 pages and maps, May 7, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-80-01-F KW - Central Business Districts KW - Cost Assessments KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Iowa KW - Federal Aid Highway Act of 1968, 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/36395066?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+20+%28DODGE+STREET%29+IN+DUBUQUE%2C+DUBUQUE+COUNTY%2C+IOWA.&rft.title=U.S.+20+%28DODGE+STREET%29+IN+DUBUQUE%2C+DUBUQUE+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: May 7, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO S.H. 71/U.S. 290 FROM R.M. 2826 TO F.M. 973, TRAVIS COUNTY, TEXAS. AN - 36387777; 1352 AB - PURPOSE: Upgrading of S.H. 71/U.S. 290 in Travis County, Texas from the existing four- to six-lane highway to a controlled-access six- to eight-lane freeway with two- and three-lane frontage roads in each direction is proposed. Improvements would be made to a 17.3-mile section located between R.M. 1826 and F.M. 973 through the southern portion of the city of Austin. The preferred design alternative is a six-lane freeway section with three-lane frontage roads in each direction. The proposed schematics include an eight-lane freeway section between Loop 1 and I.H.-35 to handle the greater traffic volume on this segment of the roadway. The proposed action would require that the existing rights-of-way width of 100 to 200 feet be expanded to 350 to 450 feet to accommodate the improvements. POSITIVE IMPACTS: The proposed project would improve traffic flow and safety along this heavily travelled route, as well as provide connections with S.H. 71, Loop 1 North (under construction), Loop 360, South Lamar Boulevard, I.H.-35, U.S. 183, and F.M. 973. The project would also enhance economic development within southern Travis County. NEGATIVE IMPACTS: An estimated 384 parcels of land would have to be acquired, containing 35 residences and 157 business structures. The project would result in minor impacts to four historical sites. Approximately 0.25 acres of parkland would be taken. There would also be increased noise levels and potential impacts on water quality in the Edwards Aquifer. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Farmland Protection Policy Act, National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870160, 261 pages and maps, May 5, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-86-01-D KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Historic Sites KW - Farmland Protection Policy Act, 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/36387777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+S.H.+71%2FU.S.+290+FROM+R.M.+2826+TO+F.M.+973%2C+TRAVIS+COUNTY%2C+TEXAS.&rft.title=IMPROVEMENTS+TO+S.H.+71%2FU.S.+290+FROM+R.M.+2826+TO+F.M.+973%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: May 5, 1987 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Landslide stabilization in hilly urban terrain AN - 52806334; 1996-068404 JF - Proceedings of the Annual Highway Geology Symposium AU - Leech, Thomas G AU - Diviney, John G AU - Janik, Charles T AU - Anonymous Y1 - 1987/05// PY - 1987 DA - May 1987 SP - 24 EP - 29 PB - Highway Geology Symposium, Atlanta, GA VL - 38 SN - 0160-9564, 0160-9564 KW - United States KW - stabilization KW - monitoring KW - inclinometers KW - Howard Street landslide KW - landslides KW - laboratory studies KW - Allegheny County Pennsylvania KW - Interstate 279 KW - sensitivity analysis KW - mass movements KW - Pennsylvania KW - slope stability KW - Pittsburgh Pennsylvania KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52806334?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Landslide+stabilization+in+hilly+urban+terrain&rft.au=Leech%2C+Thomas+G%3BDiviney%2C+John+G%3BJanik%2C+Charles+T%3BAnonymous&rft.aulast=Leech&rft.aufirst=Thomas&rft.date=1987-05-01&rft.volume=38&rft.issue=&rft.spage=24&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 38th annual highway geology symposium and exhibition N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - Number of references - 6 N1 - PubXState - GA N1 - Document feature - illus. incl. sketch map N1 - SuppNotes - Sponsored by Pa. Dep. Transp. and Eng. Soc. West. Pa. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Allegheny County Pennsylvania; field studies; Howard Street landslide; inclinometers; Interstate 279; laboratory studies; landslides; mass movements; monitoring; Pennsylvania; Pittsburgh Pennsylvania; sensitivity analysis; slope stability; stabilization; United States ER - TY - JOUR T1 - Karst vs. highway ditchlines in East Tennessee AN - 50331748; 1996-068416 JF - Proceedings of the Annual Highway Geology Symposium AU - Moore, Harry L AU - Anonymous Y1 - 1987/05// PY - 1987 DA - May 1987 SP - 117 EP - 123 PB - Highway Geology Symposium, Atlanta, GA VL - 38 SN - 0160-9564, 0160-9564 KW - United States KW - North America KW - eastern Tennessee KW - Appalachians KW - karst KW - land subsidence KW - remediation KW - sinkholes KW - Tennessee KW - solution features KW - construction KW - roads KW - Valley and Ridge Province KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50331748?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Karst+vs.+highway+ditchlines+in+East+Tennessee&rft.au=Moore%2C+Harry+L%3BAnonymous&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1987-05-01&rft.volume=38&rft.issue=&rft.spage=117&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 38th annual highway geology symposium and exhibition N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - Number of references - 14 N1 - PubXState - GA N1 - Document feature - illus. incl. sketch map N1 - SuppNotes - Sponsored by Pa. Dep. Transp. and Eng. Soc. West. Pa. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Appalachians; construction; eastern Tennessee; karst; land subsidence; North America; remediation; roads; sinkholes; solution features; Tennessee; United States; Valley and Ridge Province ER - TY - JOUR T1 - Exploration and analysis of a proposed roadway over organic soils in western Oregon AN - 50330679; 1996-068402 JF - Proceedings of the Annual Highway Geology Symposium AU - Brossard, Elizabeth A AU - Long, Michael T AU - Anonymous Y1 - 1987/05// PY - 1987 DA - May 1987 SP - 9 EP - 14 PB - Highway Geology Symposium, Atlanta, GA VL - 38 SN - 0160-9564, 0160-9564 KW - United States KW - organic materials KW - soil mechanics KW - embankments KW - shear strength KW - penetration tests KW - western Oregon KW - site exploration KW - settlement KW - analysis KW - Oregon KW - organic compounds KW - Nyberg Road KW - construction KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50330679?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Exploration+and+analysis+of+a+proposed+roadway+over+organic+soils+in+western+Oregon&rft.au=Brossard%2C+Elizabeth+A%3BLong%2C+Michael+T%3BAnonymous&rft.aulast=Brossard&rft.aufirst=Elizabeth&rft.date=1987-05-01&rft.volume=38&rft.issue=&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 38th annual highway geology symposium and exhibition N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1996-01-01 N1 - Number of references - 5 N1 - PubXState - GA N1 - Document feature - illus. incl. 2 tables, sketch maps N1 - SuppNotes - Sponsored by Pa. Dep. Transp. and Eng. Soc. West. Pa. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - analysis; construction; design; embankments; Nyberg Road; Oregon; organic compounds; organic materials; penetration tests; roads; settlement; shear strength; site exploration; soil mechanics; United States; western Oregon ER - TY - RPRT T1 - U.S. HIGHWAY 10 IN WASHINGTON COUNTY, MINNESOTA AND PIERCE COUNTY, WISCONSIN. AN - 36402069; 1354 AB - PURPOSE: Replacement of a substandard, deteriorating bridge over the St. Croix River between Washington County, Minnesota and the city of Prescott in Pierce County, Wisconsin with a four-lane bridge is proposed. In Minnesota, the proposed project would consist of reconstructing TH 10 from near the existing intersection of TH 61 to the proposed new lift bridge at Point Douglas, a distance of approximately 2.5 miles. The new highway would basically have two 12-foot driving lanes and a 10-foot paved shoulder on each side. The westernmost one-half mile of the preferred alignment follows in-place TH 10 and then diverges northerly on a new alignment to bypass a number of homes located along the existing highway. At a point approximately one and one-half miles west of the St. Croix River, the new alignment returns to the existing highway corridor and generally uses the existing corridor to the St. Croix River. Access along the new road would be provided at all existing public road intersections and at some private driveways. Private access would be limited to segments of the new highway that are being built close to the existing highway and where there is no other practical way to serve the adjacent properties. As part of the Great River Road, bicycles would be accommodated on the highway's 10-foot paved shoulders. One exception to this would be a separate bicycle-pedestrian path from the Point Douglas Park area to the St. Croix River bridge, where a pedestrian facility on the bridge would allow pedestrians and bicycles to cross the river into Prescott. The replacement lift bridge would be a four-lane double-leaf bascule type, and would be constructed approximately 80 feet downstream from the present bridge. The middle span of the five-span structure, which is also the navigation channel, would provide 160 feet of horizontal clearance and 25 to 30 feet of vertical clearance in the closed position. A sidewalk would be constructed along the north side of the bridge. Wisconsin's approach would extend approximately 1,000 feet along U.S. Highway (USH) 10 from the end of the bridge. The proposed improvement would include curbs and gutters, in addition to upgrading the intersection of USH 10 with Broad Street and Cherry Street. A parking lane along the west side of the northerly leg could be constructed. Two 12-foot-wide travel lanes and two adjacent auxiliary lanes, plus traffic control islands, would be constructed along USH 10. In addition, a free-flow right-turn movement for westbound USH 10 traffic would be provided. Total cost of all three segments of the project are estimated at $16.8 million. POSITIVE IMPACTS: The project would improve efficiency and safety of the highway. The new closed position vertical clearance of the bridge would provide unrestricted passage for all but the larger sailboats, cruisers, and barges, thereby substantially reducing the number of openings. The four traffic lanes on the bridge would provide continuity of traffic flow with the travel and auxiliary lanes on the approaches. Development of currently vacant lands that are zoned for commercial use could be spurred by the new urban facility to increase the tax base. NEGATIVE IMPACTS: The preferred alignment would result in the acquisition of nine residential properties in Minnesota and one in Prescott. Three sites of historic or archaeological significance exist within or near the preferred alternate corridor. These include the present bridge over the St. Croix River, Point Douglas Townsite, and prehistoric burial mounds and habitation sites. The Prescott Bridge would be recorded, and it may be demolished after it is recorded. The preferred alternative would impact 4.7 acres of wetlands. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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 River and Harbor Act of 1984. PRIOR REFERENCES: For abstracts of the draft environmental impact statement (DEIS) and the draft supplement to the DEIS, see 80-0163D, Volume 4, Number 2; and 86-0391D, Volume 10, Number 9, respectively. JF - EPA number: 870150, 3 volumes and maps, April 30, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-79-02-F KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Minnesota KW - Wisconsin KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1984, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402069?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+10+IN+WASHINGTON+COUNTY%2C+MINNESOTA+AND+PIERCE+COUNTY%2C+WISCONSIN.&rft.title=U.S.+HIGHWAY+10+IN+WASHINGTON+COUNTY%2C+MINNESOTA+AND+PIERCE+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 - Final. Preparation date: April 30, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGIA PROJECT F-003-2(45), (46), (47), (48), and (49), GWINNETT, BARROW, AND OCONEE COUNTIES, GEORGIA. AN - 36398265; 1343 AB - PURPOSE: Construction of a new location four-lane divided roadway, 25.35 miles in length, extending from State Route (S.R.) 316 and U.S. 29 northeast of Lawrenceville to S.R. 10/U.S. 78 west of Athens, Georgia is proposed. This arterial would be a partial limited-access facility, providing at-grade intersections with median crossovers at major crossroads. Other crossroads and driveways would be terminated or connected to frontage roads, where required for access into properties. It would be on a minimum of 300 feet of rights-of-way and would carry a design speed of 60 mph, 3-degree maximum curvature, and 3-percent maximum gradient. The extension would travel in an easterly direction on new location, would parallel the Colonial Gas Pipeline, and would then cross Dacula and Kilcrease roads south of Dacula. The roadway would cross Patrick Mill Road, S.R. 324, S.R. 81, S.R. 11, and S.R. 53 as it passes south of Fort Yargo State Park and north of the city of Bethlehem. This alignment would also pass through the southern portion of Statham and would cross S.R. 324 and Barber Creek Road before connecting with U.S. 78/S.R. 10 south of Bogart to its terminus. All major roads would be crossed at-grade. The estimated cost of the build alternative is $60.9 million. POSITIVE IMPACTS: Air quality would be in compliance with state and federal Ambient Air Quality Standards. Traffic would be reduced on parallel federal and state routes. The project would help reduce accidents on S.R. 8 /U.S. 29 and would improve vehicle efficiency for commuters and local users. NEGATIVE IMPACTS: Ten residences would experience noise levels in excess of noise abatement criteria. Traffic would increase on intersecting routes. Thirteen residences would be displaced, and six wetlands and some farmland would be impacted. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0151D, Volume 10, Number 4. JF - EPA number: 870149, 193 pages, April 30, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-86-02F KW - Air Quality KW - Cost Assessments KW - Farmlands KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Safety KW - Traffic Control KW - Transportation KW - Wetlands KW - Georgia KW - Clean Air Act of 1977, as amended, Emission Standards KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGIA+PROJECT+F-003-2%2845%29%2C+%2846%29%2C+%2847%29%2C+%2848%29%2C+and+%2849%29%2C+GWINNETT%2C+BARROW%2C+AND+OCONEE+COUNTIES%2C+GEORGIA.&rft.title=GEORGIA+PROJECT+F-003-2%2845%29%2C+%2846%29%2C+%2847%29%2C+%2848%29%2C+and+%2849%29%2C+GWINNETT%2C+BARROW%2C+AND+OCONEE+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 30, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 5 (BRANCH AVENUE) FROM NORTH OF INTERSTATE ROUTE 95 TO SOUTH OF U.S. ROUTE 301, PRINCE GEORGES COUNTY, MARYLAND. AN - 36394878; 1347 AB - PURPOSE: Upgrading of 11 miles of existing Maryland (MD) Route 5 (Branch Avenue) in Prince George's County, Maryland is proposed. MD Route 5 extends south from Washington, D.C. to Point Lookout at the southern tip of Maryland. The existing highway is a major north /south arterial for Prince George's, Charles, and St. Mary's counties and is used extensively for commuting to the Washington, D.C. area. The study portion of MD Route 5 begins just south of Washington, D.C. at the intersection of Beach and Oxford roads, continues under I-95 (Capital Beltway), and terminates at the existing interchange with U.S. Route 301. The existing six- and four-lane divided highway, with partial control of access, has numerous at-grade intersections. The study for the reconstruction of the highway includes the investigation of up to six new interchanges (excluding the MD Route 223 diamond interchange), the reconstruction of two existing interchanges (I-95 and U.S. Route 301), two upgraded intersections north of I-95, and up to four partial interchanges (right off-exit ramp and right on-entrance ramp). The interchange at MD Route 223 is presently in final design. The Build Alternative proposes (1) the reconstruction of MD Route 5 as a multilane facility, with the addition of one lane in each direction on the median side, to provide a total of six lanes and (2) the construction of up to six new interchanges to replace major at-grade intersections. Options are also under study for local access points north and south of the Capital Beltway/I-95 interchange, as well as at Allentown Road (MD Route 337), Surratts Road, and Burch Hill Road/Earnshaw Drive. In order to provide local access, right turns on and off Route 5 are proposed at several locations. The estimated cost of the project is $103.6 million. POSITIVE IMPACTS: The Build Alternative would result in improved traffic flow, controlled access, increased traffic capacity, and safety in the project area. The long-term effect on local businesses would be beneficial. NEGATIVE IMPACTS: The proposed plan would affect 142 properties, and would require that a total of 118 acres of land and four residences be relocated. Seven businesses would be displaced. Long-term environmental effects include the loss of 100 acres of woodlands and 52 acres of agricultural land and would encroach on 5.4 acres of floodplain and 8.5 acres of wetlands. Noise levels would increase marginally. Construction impacts include dust and noise associated with highway construction and potential erosion and siltation. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870145, 168 pages and maps, April 27, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-03-D KW - Air Quality KW - Cost Assessments KW - Erosion KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Maryland KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act 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/36394878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+5+%28BRANCH+AVENUE%29+FROM+NORTH+OF+INTERSTATE+ROUTE+95+TO+SOUTH+OF+U.S.+ROUTE+301%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+5+%28BRANCH+AVENUE%29+FROM+NORTH+OF+INTERSTATE+ROUTE+95+TO+SOUTH+OF+U.S.+ROUTE+301%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: April 27, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLAYTON (SARDIS) LAKE PROJECT, DAISY TO SARDIS LAKE ACCESS ROAD, JACKFORK CREEK, OKLAHOMA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1974). AN - 36403840; 1350 AB - PURPOSE: This draft supplement evaluates the effects of constructing an access road, which would begin on existing Oklahoma Highway 43 near the town of Daisy, in Atoka County, and would proceed easterly through Pittsburgh County to connect with State Highway 2 near the Sardis Dam (formerly named the Clayton Dam) and the town of Clayton, in Pushmataha County, Oklahoma. The travel distance between the two points would be 23.6 miles, shortening the old road some 4.0 miles on completion of all segments of the new highway. The new road would follow the alignment laid out by the state in 1963. New construction would begin near Daisy, approximately one mile east of the Indian Nations Turnpike and Oklahoma Highway 43 interchange. From this point, proposed relocation of Highway 43 would consist of approximately 16.6 miles of grading, drainage, and surfacing. The Stage I P-6 segment of construction, already completed, consists of minor reshaping of an existing roadbed to obtain a 32-foot-wide compacted subgrade. An 8-inch-thick aggregate base course, 24-feet wide, was placed and surfaced with 2-inch-thick asphaltic concrete 22-feet wide. Construction was completed with the addition of two 4-foot-wide turfed shoulders. The remainder of Stage I construction consisted of light grading along an old roadway connecting segments P-6 and P-3 to obtain a 32-foot-wide subgrade, replacing two minor drainage structures, and surfacing to match the P-6 segment. Stage II construction would begin on existing Oklahoma Highway 43 near the town of Daisy and run easterly to connect with the Stage I construction. A short segment of new roadway, designated P-3 extension, is also included in this stage. Proper signing, striping, connecting ramps, fencing, detours, and erosion control would also be part of the Stage II construction. Enabling legislation requires that the state accept ownership and operate and maintain the completed facility. The estimated construction cost is $10 million. POSITIVE IMPACTS: The new road would greatly reduce the time needed for trips from the Indian Nations Turnpike and areas from the west to reach Sardis Lake. Construction of the road would most likely enhance growth and development in the project area in the form of residential and highway service businesses. NEGATIVE IMPACTS: Construction of the project would require displacement of people and removal of lands from private ownership. An additional 240 acres of rights-of-way would be needed to construct the proposed project. The most significant impacts would be the direct loss of 20 acres of stream bank vegetation, primarily bottomland forest. Cut and fill operations would create an unvegetated strip across the drainages, removing an additional 137 acres of upland forest and 80 acres of grassland. Until the newly constructed areas are revegetated, exposure to natural elements would create erosion, resulting in a major source of water pollution. The aquatic ecosystem of the streams crossed by the road would be subjected to direct, short-term impacts of construction. Wetlands impacted by the new road would include six ponds and three streams of the temporarily flooded palustrine broadleaved forest type and one stream of the seasonally flooded type. The long-term impacts would be loss of high quality habitat resulting in a displacement of the wildlife communities. The highway would also act as a barrier to wildlife trying to move from one side of the road to the other. LEGAL MANDATES: Executive Order 11990. PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 74-2841F, EIS Cumulative, 1970-76, Volume 1. JF - EPA number: 870139, 11 pages, April 24, 1987 PY - 1987 KW - Roads and Railroads KW - Dams KW - Drainage KW - Erosion KW - Forests KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Socioeconomic Assessments KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Oklahoma KW - Executive Order 11990, Wetlands UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403840?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLAYTON+%28SARDIS%29+LAKE+PROJECT%2C+DAISY+TO+SARDIS+LAKE+ACCESS+ROAD%2C+JACKFORK+CREEK%2C+OKLAHOMA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1974%29.&rft.title=CLAYTON+%28SARDIS%29+LAKE+PROJECT%2C+DAISY+TO+SARDIS+LAKE+ACCESS+ROAD%2C+JACKFORK+CREEK%2C+OKLAHOMA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1974%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Tulsa, Oklahoma; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 24, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE LOCATION ADOPTION AND CONSTRUCTION OF STATE ROUTE 52 BETWEEN SANTO ROAD IN THE CITY OF SAN DIEGO AND STATE ROUTE 67 IN THE CITY OF SANTEE, SAN DIEGO COUNTY, CALIFORNIA. AN - 36386889; 1341 AB - PURPOSE: Adoption of a route location and construction of a freeway from the east end of the previously adopted portion of State Route (SR) 52 near Santo Road in the city of San Diego to SR 67 in the city of Santee, San Diego County, California are proposed. From Santo Road to the intersection with future SR 125, the Fortuna Alternative route would include a six-lane freeway (four lanes of initial construction), full interchanges at Santo Road and Mast Boulevard, a half-diamond interchange at Mission Gorge Road, provisions for future interchanges at Jackson Drive and Spring Canyon, and bridge structures at Oak Canyon, Spring Canyon, and the San Diego River. The first usable portion of the Fortuna Alternative would be from Santo Road to Mast Boulevard (4.9 miles). This initial four-lane facility could be constructed for $65 million. The total six-lane alternative cost from Santo Road to SR 125 would be $119 million. East of SR 125, two alternatives would cross the city of Santee and end at SR 67; they are the River and Prospect alternatives. The Prospect Alternative would traverse through the southern part of Santee and, in general, would be 500 feet north of the parallel to Prospect Avenue. This alternative approximates one of the freeway alignments shown in the Circulation Element of the Santee General Plan. The segment would 2.5 miles long; the estimated cost is $89 million. The River Alternative would traverse through the central part of Santee and, in general, would follow the southern edge of the San Diego River floodway and intersect SR 67 at the existing Woodside interchanges. This alignment would impact Santee's proposed Town Center, and is opposed by the City Council. The estimated cost for this 2.8-mile segment is $121 million. Total costs for the combined alternatives are Fortuna/Prospect $208 million and Fortuna/River $240 million. POSITIVE IMPACTS: The proposed project would provide direct access between east county communities and job centers in the city of San Diego's north/west section. It would relieve traffic on Interstate (I) 8 and on local streets, and would improve the transportation network flow by connecting north/south routes of I-5, I-15, I-805, and SR 67. NEGATIVE IMPACTS: Five environmental effects are unavoidable and cannot be mitigated below the significant level. These include visual, land use, open space, residential displacement, and noise impacts. The Fortuna /Prospect alternative would impact a total of 13 visual aspects, 1 of which could not be mitigated below significance; 450 acres of land, 415 of which could not be mitigated below significance; 310 acres of open space, 235 acres of which could not be mitigated below significance; and 535 dwellings, including 275 mobile homes. The Fortuna/River alternative would impact a total of 15 visual impacts, 2 of which could not be mitigated below significance; 456 acres of land, 420 of which could not be mitigated below significance; 340 acres of open space, 265 acres of which could not be mitigated below significance; and 415 dwellings, including 230 mobile homes. More than half of the relocatees in either alternative are estimated to be seniors. Relocation effects, therefore, are not considered to be mitigated below significance. Many of the noise receptors could have a potentially significant increase. Most can be mitigated below significance; however, up to 60 receptors on either Fortuna/Prospect or Fortuna/River would not be mitigated below significance from a cumulative perspective, but not on an individual basis. Adverse impacts subject to mitigation include impacts on vernal pool habitat, least Bell's vireo habitat, and riparian and animal habitat. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 870144, 269 pages and maps, April 24, 1987 PY - 1987 KW - Roads and Railroads KW - Birds KW - Bridges KW - Cost Assessments KW - Highway Structures KW - Highways KW - Land Use KW - Noise KW - Open Space KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+LOCATION+ADOPTION+AND+CONSTRUCTION+OF+STATE+ROUTE+52+BETWEEN+SANTO+ROAD+IN+THE+CITY+OF+SAN+DIEGO+AND+STATE+ROUTE+67+IN+THE+CITY+OF+SANTEE%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+LOCATION+ADOPTION+AND+CONSTRUCTION+OF+STATE+ROUTE+52+BETWEEN+SANTO+ROAD+IN+THE+CITY+OF+SAN+DIEGO+AND+STATE+ROUTE+67+IN+THE+CITY+OF+SANTEE%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, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 24, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TACONIC STATE PARKWAY, HAWTHORNE INTERCHANGE TO CAMPFIRE ROAD, WESTCHESTER COUNTY, NEW YORK (P.I.N. 8003.20). AN - 36405975; 1349 AB - PURPOSE: Reconstruction of 4.9 miles of Taconic State Parkway between Hawthorne Interchange and Campfire Road within the towns of Mount Pleasant and New Castle in Westchester County, New York is proposed. The parkway would be reconstructed to a six-lane divided roadway, with the proposed southbound lane using the existing parkway alignment. The present at-grade connections of Washburn, Old Chappaqua, and Campfire roads would be eliminated. A partial interchange would be provided between Route 117, Routes 9A/100, and the parkway, and a full interchange is proposed at Pleasantville Road. East of the parkway, Chappaqua Road would be relocated between Pleasantville and Washburn roads, and Washburn Road, west of the parkway, would be dead ended. A grade separation would carry the parkway over Old Chappaqua Road. Route 117, between the Route 448 intersection on the west and the Manville Road intersection on the east, would be rebuilt under the proposed action, known as "Route 117, Alternate 1 Modified." Directly east of the parkway ramps, Route 117 would consist of two 12-foot lanes eastbound up to Pace University entrance drive. Westbound from the entrance drive, one 12-foot lane widens to two 12-foot lanes plus an auxiliary 12-foot left-turn lane at the parkway ramp. East of Pace University, to the Choate Avenue intersection, Route 117 gradually tapers to one eastbound and one westbound 11-foot through lane, a 10-foot turn lane, and 1-foot curb offsets, for a total width of 34 feet. This lane configuration would continue to the Manville Road intersection. Bedford Road would be treated as a through road. West of the parkway, Route 117 would be reconstructed as four 12-foot lanes. The proposed action would extend Campfire Road to Route 100 on the east side of the parkway on a new alignment, which would be generally parallel to the parkway. A significant portion of the proposed extension would use the abandoned railroad rights-of-way in the area. POSITIVE IMPACTS: Provision of access control via interchanges and separation structures and widening of the facility from four to six lanes would improve efficiency and enhance safety on a major regional highway. Access to communities in northern Westchester and Putnam counties would be improved, and commuting time between these communities and New York City would decrease. Improvement of the segment would complete conversion of the parkway into a six-lane freeway. There would be a net increase of 1.2 acres of enhanced wetlands. NEGATIVE IMPACTS: Rights-of-way requirements would displace 54 acres, including 27 acres of park and recreational land and up to 18.2 acres of wetland. Two residences would be displaced. Gas, water, sanitary sewer, electric, and telephone utilities would require relocation during the construction phase. Traffic increases along the route would result in increased levels of noise and air pollutants. Noise levels affecting some receptors would exceed Federal Highway Administration standards. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0587D, Volume 7, Number 11. JF - EPA number: 870137, 16 volumes and maps, April 22, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-83-01F KW - Air Quality KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Water Quality KW - Wetlands KW - New York KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36405975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TACONIC+STATE+PARKWAY%2C+HAWTHORNE+INTERCHANGE+TO+CAMPFIRE+ROAD%2C+WESTCHESTER+COUNTY%2C+NEW+YORK+%28P.I.N.+8003.20%29.&rft.title=TACONIC+STATE+PARKWAY%2C+HAWTHORNE+INTERCHANGE+TO+CAMPFIRE+ROAD%2C+WESTCHESTER+COUNTY%2C+NEW+YORK+%28P.I.N.+8003.20%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 22, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALVERT ROAD, U.S. ROUTE 1 TO MD ROUTE 201, PRINCE GEORGE'S COUNTY, MARYLAND (DRAFT SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT AND 4(F) EVALUATION). AN - 36399471; 1346 AB - PURPOSE: The Calvert Road study area is located in northwest Prince George's County, Maryland, northeast of Washington, D.C. It is bounded by MD Route 193 to the north, MD Route 201 to the east, MD Route 410 to the south, and U.S. Route 1 to the west. The project would provide a means of vehicular access between U.S. Route 1 and MD Route 201 and to the College Park Metro Station following the closing of the existing Calvert Road at-grade crossing of the B&O Railroad. The at-grade crossing must be closed because of the Metro's method of 'third rail' electrification. This draft supplemental environmental impact statement (EIS) documents and summarizes the results of additional analysis and coordination following circulation of the draft EIS. Six build alternates and a no-build alternate are under consideration. Under the No-Build Alternate, the existing Calvert Road at-grade crossing of the B&O Railroad would not be replaced. The build alternates include: (1) Alternate 2K consists of the construction of a four- to five-lane roadway between U.S. Route 1 at Campus Drive and Calvert Road at Northeast Branch. East of Northeast Branch, Calvert Road would be widened to a four-lane roadway with auxiliary turn lanes at MD Route 201. Good Luck Road east of MD Route 201 would be widened to provide auxiliary turn lanes. (2) Alternate 2 Modified is similar to Alternate 2K except that 2 Modified would generally follow the alignment of Lehigh Road east of the B&O Railroad. (3) Alternate 3E consists of the construction of a four-lane divided roadway from U.S. Route 1 south of Albion Road to MD Route 201 at Calvert Road, with a structure to carry the roadway over the B&O Railroad. A connection between existing Calvert Road and Alternate 3E would be provided west of MD Route 201. Good Luck Road east of MD Route 201 would be widened to provide auxiliary turn lanes, and 50th Avenue would be extended from Calvert Road to Alternate 3E. (4) Alternate 3F consists of the construction of a four-lane divided roadway from U.S. Route 1 south of Albion Road to MD Route 201 at Tuckerman Street. A structure would be provided to carry the roadway over the B&O Railroad. (5) Alternate 4A involves the widening of Calvert Road to a four-lane roadway between U.S. Route 1 and the B&O Railroad, a five-lane roadway between the B&O Railroad and Northeast Branch, and a four-lane divided roadway with auxiliary turn lanes at MD Route 201. There are underpass and overpass options at the B&O Railroad and Metro E Line. (6) Alternate 5 involves the construction of a new four-lane roadway between U.S. Route 1 south of Albion Road and Calvert Road at 50th Avenue. A structure would be provided to carry the new road over the B&O Railroad. Calvert Road east of 50th Avenue and Good Luck Road would be widened. Costs are estimated to range from $12.4 million for Alternate 5 to $21.2 million for Alternate 2 Modified. POSITIVE IMPACTS: All of the build alternates would allow traffic to move efficiently through the study area at increased speeds, thereby reducing the amount of air pollutants per vehicle. The proposal would make the study area more attractive for economic development, thereby increasing employment opportunities and producing an increase in the tax base. NEGATIVE IMPACTS: The proposed project would result in the following impacts, depending on the alternate chosen: (1) 1 to 12 residential displacements; (2) 1 to 16 business displacements; (3) taking of 5.5 to 30.7 acres for rights-of-way; (4) impacting 2.8 to 22.9 acres of floodplains; (5) requiring 250 to 1,330 feet of stream relocation; and (6) impacting 2.9 to 3.0 acres of wetlands. Noise impacts would be present at from one to three sites. Park impacts would range from 2.9 acres to 7.4 acres. One archaeological site might be affected. Construction impacts that would have a short-term effect on the study area include erosion, siltation, and stream turbidity. Dust and noise associated with highway construction would also result in temporary impacts. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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 EIS, see 85-0531D, Volume 9, Number 11. JF - EPA number: 870132, 183 pages and maps, April 17, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-85-01-DS KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Creeks KW - Employment KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Sediment KW - Traffic Analyses KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Parks 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/36399471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALVERT+ROAD%2C+U.S.+ROUTE+1+TO+MD+ROUTE+201%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND+%28DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+4%28F%29+EVALUATION%29.&rft.title=CALVERT+ROAD%2C+U.S.+ROUTE+1+TO+MD+ROUTE+201%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND+%28DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+AND+4%28F%29+EVALUATION%29.&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 17, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST OF CIMARRON (PROJECT TQFC 050-2(4)), MONTROSE AND GUNNISON COUNTIES, COLORADO. AN - 36398427; 1308 AB - PURPOSE: Reconstruction and improvement of a 12-mile segment of U.S. 50 from just east of Cimarron to Windy Point in Montrose and Gunnison counties, Colorado are proposed. The project improvement involves upgrading the existing alignment along its current location, with minor shifts in location on the curvature, or provide better alignment. The new roadway would consist of two 12-foot driving lanes, 8-foot paved shoulders, and a climbing lane where necessary. Blue Creek Canyon on the east end of the project would require some heavy construction and crossing of and minor encroachments into the Blue Creek floodplain, as well as some sidehill rock cuts. Encroachments into Blue Creek itself would be minimized by the extensive use of retaining walls and cantilevered bridge structures. POSITIVE IMPACTS: The improved roadway would replace a deteriorating roadway characterized by narrow lanes, a low allowable driving speed, and poor sight distances. The new roadway would be able to handle the expected future increases in traffic volumes on the route, which would cause severe congestion problems if the current highway is left as is. The project would decrease the cost of maintaining this segment of the highway. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 118 acres of habitat and irrigated rangeland. Acquisition of rights-of-way would decrease county tax bases. Enlargement of the highway through Blue Canyon would degrade the visual quality of the canyon. Nine of the 13 archaeological sites identified in the corridor as eligible for inclusion on the National Register of Historic Places could be damaged. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 81-0886D, Volume 5, Number 11. JF - EPA number: 870123, 149 pages, April 6, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA COLO-EIS-81-01-F KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Highway Structures KW - Highways KW - Ranges KW - Recreation Resources KW - Wildlife KW - Colorado KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398427?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+OF+CIMARRON+%28PROJECT+TQFC+050-2%284%29%29%2C+MONTROSE+AND+GUNNISON+COUNTIES%2C+COLORADO.&rft.title=EAST+OF+CIMARRON+%28PROJECT+TQFC+050-2%284%29%29%2C+MONTROSE+AND+GUNNISON+COUNTIES%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 6, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF COLORADO FOREST HIGHWAY ROUTE 26 (COLORADO STATE ROUTE 7), BOULDER AND LARIMER COUNTIES, COLORADO. AN - 15227013; 1307 AB - PURPOSE: Reconstruction of 11.3 miles of Colorado Forest Highway 26 (State Highway (S.H.) 7) from the northern end of the community of Meeker Park to the junction of the highway and U.S. 36 in the town of Estes Park, Colorado is proposed. The project would traverse Boulder and Larimer counties. The existing two-lane facility, which has 11-foot lanes, would be improved and, in urbanized areas of Estes Park, expanded to four lanes. Specifically, the project would involve construction of two 12-foot lanes with 8-foot shoulders from Meeker Park to Wind River Pass (Tahosa Valley), a distance of 4.5 miles; construction of two 12-foot lanes with 6-foot shoulders and one or two 2,500-foot climbing lanes from Wind River Pass to Bottom of the Switchbacks, a distance of 3.3 miles; construction of two 12-foot lanes with 8-foot shoulders from Switchback to Estes Park, a distance of 1.5 miles; construction of two 12-foot lanes with 8-foot shoulders, a continuous 14-foot center lane, and a 6-foot bike path from the Estes Park town limit to Lexington Lane; and construction of four 11-foot lanes with a continuous 14-foot center turn lane and a 6-foot bike path from Lexington Lane to U.S. 36, a distance of 0.9 mile. Parking pulloffs would be provided at scenic view points, and parking areas would be provided at the Twin Sisters, Storm Pass, and Lilly Mount trailheads. Four horse underpasses would be installed at high-use horse trail crossings, if design studies indicated that these were warranted. POSITIVE IMPACTS: Reconstruction of the highway would improve an integral part of the state and forest highway systems, ease travel along this scenic route through the Roosevelt National Forest and Rocky Mountain National Park, and complete improvement of S.H. 26. Access between the towns of Lyons and Estes Park would be improved significantly. NEGATIVE IMPACTS: Development of additional rights-of-way for the project would displace 1.3 acres of wetland, encroach laterally on 15 to 30 feet of floodplains of several minor creeks along the corridor, convert 70 acres of mountain forest and other vegetation to road use, and result in the loss of 0.14 acre of Meeker Park Camground. Thirty-one noise sensitive sites would be exposed to traffic-generated noise; noise barriers at 14 of these sites would not significantly reduce ambient noise levels. LEGAL MANDATES: Department of Transportation Act of 1966 (42 U.S.C. 1651 et seq.), 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 EIS, see 83-0016D, Volume 7, Number 1. JF - EPA number: 870118, 152 pages and maps, April 3, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-FPCO-EIS-82-1-F KW - Floodplains KW - Forests KW - Noise Standards Violations KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Scenic Areas KW - Section 4(f) Statements KW - Wetlands KW - Wildlife KW - Colorado KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 201 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/15227013?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+COLORADO+FOREST+HIGHWAY+ROUTE+26+%28COLORADO+STATE+ROUTE+7%29%2C+BOULDER+AND+LARIMER+COUNTIES%2C+COLORADO.&rft.title=RECONSTRUCTION+OF+COLORADO+FOREST+HIGHWAY+ROUTE+26+%28COLORADO+STATE+ROUTE+7%29%2C+BOULDER+AND+LARIMER+COUNTIES%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 3, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY EXTENSION AND INDUSTRIAL PARK DEVELOPMENT, LEBANON MUNICIPAL AIRPORT, LEBANON, NEW HAMPSHIRE (DRAFT SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT FOR AN OUTER MARKER/COMPASS LOCATOR FACILITY, RUNWAY 18). AN - 36404320; 1286 AB - PURPOSE: Installation of an outer marker (OM) with compass locator (COMLO) is proposed as part of the instrument landing system (ILS) that would serve runway 18 at the Lebanon Municipal Airport in Lebanon, New Hampshire. The OM/COMLO facility would be comprised of two antennas, the OM antenna mounted 16-feet high and the COMLO antenna mounted 60-feet high. The transmitter equipment for the two systems would be housed in a prefabricated fiberglass shelter 6 feet wide by 8 feet long by 10 feet high. COMLO provides navigational information to the aircraft pilot to bring an aircraft to the point where initiation of the localizer approach should begin. The OM beacon informs the pilot of the point where the aircraft should intercept the glide slope signal and begin descent for landing. Preliminary field evaluation of several OM/COMLO sites was accomplished during the spring and summer of 1984, and final selection of the proposed site was completed in August 1984. The proposed site is located approximately 38,200 feet from the runway 18 threshold and 800 feet laterally to the left of the approach course. It is approximately 1.7 acres in area. Power would be extended approximately 660 feet to the site. Access would be extended from Beaver Meadow Road, which is immediately adjacent to the site. Of the available sites, only the proposed site would provide satisfactory protection of the signal in space to warrant development. Based on concern for potential visual impacts, significant mitigation measures would be used for the proposed site development. In lieu of a 60-foot COMLO tower, a 40-foot tower would be erected and tested for signal coverage. The COMLO would be erected to the full 60-foot height only if coverage were not achieved by the 40-foot tower. A buffer of evergreen trees would be planted outside the perimeter of the fenced area. Security fencing of the site would be provided by an eight-foot-high wood stockade fence. POSITIVE IMPACTS: The ILS would tend to have a beneficial effect with respect to noise during landings by permitting a more controlled landing approach. The ILS with the COMLO facility is one of the systems that provides for the safe and efficient navigation and traffic control of civil aircraft. Use of the identified measures would provide an effective shielding of the proposed facility which, in time, would blend with the existing environment. NEGATIVE IMPACTS: Potential impact due to Television Interference (TVI) could result from the operation of the OM. Development of the OM/COMLO site would involve the clearing and grubbing of approximately 0.8 acre of forested land. LEGAL MANDATES: Airport and Airway Development Act of 1970 (P.L. 91-258, as amended by P.L. 94-353). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 82-0282D, Volume 6, Number 5, and 83-0050F, Volume 7, Number 2, respectively. JF - EPA number: 870111, 254 pages and maps, March 30, 1987 PY - 1987 KW - Air Transportation KW - Agency number: ANE-432-87-ID KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Airports KW - Community Development KW - Forests KW - Industrial Parks KW - Navigation Aids KW - Noise Assessments KW - Sites Surveys (Airports) KW - Traffic Analyses KW - Visual Resources KW - New Hampshire KW - Airport and Airway Development Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404320?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+EXTENSION+AND+INDUSTRIAL+PARK+DEVELOPMENT%2C+LEBANON+MUNICIPAL+AIRPORT%2C+LEBANON%2C+NEW+HAMPSHIRE+%28DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+FOR+AN+OUTER+MARKER%2FCOMPASS+LOCATOR+FACILITY%2C+RUNWAY+18%29.&rft.title=RUNWAY+EXTENSION+AND+INDUSTRIAL+PARK+DEVELOPMENT%2C+LEBANON+MUNICIPAL+AIRPORT%2C+LEBANON%2C+NEW+HAMPSHIRE+%28DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT+FOR+AN+OUTER+MARKER%2FCOMPASS+LOCATOR+FACILITY%2C+RUNWAY+18%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 30, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 28 (SULLY ROAD) FROM ROUTE I-66 TO ROUTE 7, FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA (PROJECT NUMBER: 0028-053-104, PE-100; 0028-029-111, PE-100). AN - 36405948; 1315 AB - PURPOSE: Conversion of Virginia Route 28 (Sully Road) in Fairfax County, Virginia to a multilane freeway is proposed. The proposed project extends from Interstate Route 66 (I-66) in Fairfax County to Virginia Route 7 (Leesburg Pike) in Loudoun County, a distance of approximately 14.3 miles. The proposed six- or eight-lane freeway would follow the alignment of the existing two-lane rural highway. Existing interchanges at I-66 and the Dulles Airport Access and Toll Roads (DAATR) would be improved, and 12 interchanges would be added. Access to Route 28 would be closed at all intersections not replaced by interchanges. Improvements to the existing I-66/Route 28 and I-66/Route 29 interchanges, and widening I-66 for approximately 1.4 mile through these two interchange areas, would be required to accommodate the Route 28 freeway conversion. Significantly, existing Route 28 was originally designed with provisions for widening to a minimum four-lane divided highway. Sufficient rights-of-way, varying from a minimum width of 160 feet to more than 200 feet in limited areas, were obtained for that purpose. This circumstance establishes the basic corridor alignment for the project. At two locations, I-66 and Route 7, interchange design alternatives have been developed within the context of the proposed action. At I-66, the alternative provides for avoidance of Ellanor C. Lawrence Park Property. At Route 7, the design links Route 28 directly to Algonkian Parkway, as proposed in Loudoun County Transportation Planning Documents. The proposed improvement would cost approximately $320 million for construction, rights-of-way acquisition, engineering, and contingencies. Improvements to I-66, including extensive interchange improvements at routes 29 and 28, are estimated at $73 million. Actual construction is likely to be phased over several years. POSITIVE IMPACTS: Route 28 improvements would furnish a high-capacity artery for access, circulation, and communication. With an improved Route 28 in place, traffic would increase four to five times over present volumes, but with substantial improvements in travel time and operating conditions. Also, conditions would improve on most parallel roads, although several major radial highways would be functioning at capacity. Proposed improvements would save 1 million barrels of oil per year by 2010. The 332 acres that would be removed from the tax roles are planned for industrial, commercial, or mixed land uses, and have relatively high value. The land's use for interchanges would substantially improve accessibility and increase the value of the land remaining near the access interchanges. NEGATIVE IMPACTS: Community impacts are unavoidable in three general areas. The first is at the south end of the project, involving the Cabell's Mill Subdivision, areas along Braddock Road, and Ellanor C. Lawrence Park. The second is Sterling, and the third is the Broad Run Farms community. Total rights-of-way required are 392 acres. Within the Route 28 project limits, there are 21 archaeological sites containing either historic or prehistoric materials, or both. The project would have a major impact on access to facilities at Ellanor C. Lawrence Park. Other impacts involve the Big Rocky Run stream crossing and forested wetlands, as well as noise in the playing fields area. Longitudinal floodplain encroachments occur at Big Rocky Run and Indian Creek from interchange improvements and the widening of I-66. A total of 10.8 acres of wetlands, at 20 different locations, would be displaced or otherwise impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870105, 380 pages and maps, March 23, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-87-01-D KW - Archaeological Sites KW - Community Development KW - Cost Assessments KW - Creeks KW - Energy Consumption KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, 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/36405948?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+28+%28SULLY+ROAD%29+FROM+ROUTE+I-66+TO+ROUTE+7%2C+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA+%28PROJECT+NUMBER%3A+0028-053-104%2C+PE-100%3B+0028-029-111%2C+PE-100%29.&rft.title=ROUTE+28+%28SULLY+ROAD%29+FROM+ROUTE+I-66+TO+ROUTE+7%2C+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA+%28PROJECT+NUMBER%3A+0028-053-104%2C+PE-100%3B+0028-029-111%2C+PE-100%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: March 23, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 127, ANDERSON COUNTY LINE TO I-64 INTERCHANGE, FRANKLIN COUNTY, KENTUCKY. AN - 36380799; 1311 AB - PURPOSE: Construction on new alignment of a segment of U.S. 127 in Franklin County, Kentucky, from the Anderson County line to Interstate 64, is proposed. The preferred alternative, identified as Line 1, would be designed initially as a two-lane facility from the Franklin-Anderson County line to Green Wilson Road and a four-lane highway from Green Wilson Road to the I-64 interchange. Ultimately, this entire corridor would be developed as a four-lane facility using partial access control. The project would proceed along existing U.S. 127 from the Anderson County line toward Frankfort, moving the construction center line to the right of the existing highway a sufficient distance to avoid the 15 parcels of land that front on the highway. It would then intersect Mills Lane and Green Wilson Road at grade; proceed across five parcels of farmland to intersect Evergreen Road at grade, where two structures are located within the proposed rights-of-way on the south side; continue across six parcels of farmland and intersect Jones Lane, where four structures exist on the northern side of the lane within the proposed rights-of-way; continue northeast over five parcels of farmland, where it would impact one structure; and end on U.S. 127 just south of the I-64 interchange. The line would be 4.16 miles long, with 2,500 lineal feet of 2-lane road improvements, 1,200 lineal feet of frontage roads, and 11 entrances. POSITIVE IMPACTS: Improvements to this U.S. 127 corridor would provide the additional highway capacity needed to meet present and future highway demands in this area. Safety to the travelling public would be improved by the use of modern geometric design standards on the new facility. NEGATIVE IMPACTS: The Line 1 alternative would require the relocation of 18 residential units: 14 residential buildings and 4 mobile homes, and 4 outbuildings; two businesses would also be displaced, and two nonprofit organizations would require relocation. Noise levels would increase, especially within the area of new construction. One prehistoric site, but no cultural material, was found on Line 1. Several houses and barns, would be impacted, most of which are of recent construction and less than 50 years old. Deer herds in the general vicinity would be adversely impacted by vehicles south of the I-64 interchange. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, and Uniform Relocation Assistance and Real Property Acquisition Policies of 1970 (42 U.S.C. 4601). JF - EPA number: 870104, 2 volumes and maps, March 23, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-86-03-D KW - Air Quality KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wildlife KW - Kentucky KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380799?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+127%2C+ANDERSON+COUNTY+LINE+TO+I-64+INTERCHANGE%2C+FRANKLIN+COUNTY%2C+KENTUCKY.&rft.title=U.S.+127%2C+ANDERSON+COUNTY+LINE+TO+I-64+INTERCHANGE%2C+FRANKLIN+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 23, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW US HIGHWAY 10 FROM EGRET BOULEVARD TO I-35W IN COON RAPIDS, BLAINE, AND MOUNDS VIEW, IN ANOKA AND RAMSEY COUNTIES, MINNESOTA. AN - 36387742; 1314 AB - PURPOSE: The proposed action involves the construction and reconstruction of a 6.4-mile segment of U.S. Highway 10 (US-10) from Egret Boulevard in Coon Rapids, through Blaine to I-35W in Mounds View, Anoka and Ramsey counties, Minnesota. The project would create a four-lane divided freeway between the two termini, with controlled access. Interchanges would be at Foley Boulevard, State Route (SR) 47, new SR-610, University Avenue, SR-65, and at the Anoka County Airport. This route is one mile north of and parallel to an existing segment of US-10, between SR-47 and I-35W, which has four lanes and is divided, but is lined with commercial development and has numerous entrances, crossovers, and signalized intersections. The preferred alternative would be built in stages. The first stage would be a 1.5-mile segment between SR-65 and County Road (CR) J, where it would connect to an existing segment that extends 1.4 miles southeastward to I-35W. Stage II would either extend the project by 1.7 miles, from SR-65 to SR-10/47, or connect new Trunk Highway (TH) 10 to TH-610 to the west. These first two stages would create a four-lane expressway, which would be divided for most of its length, with at-grade intersections between either TH-610 or SR-10 /47 and 85th Avenue (CR J). Stage III would complete the relocated route between I-35W and Egret Boulevard and would upgrade the total project from expressway to freeway design. Although currently the project is proposed in three stages, it may be possible that one or more intermediary stages could be added between Stage II and Stage III to facilitate construction. POSITIVE IMPACTS: The proposed project would provide a continuous freeway connection from the interstate highway system through the northern suburbs to Anoka. This new route would provide an improved traffic flow and level of service, while reducing accidents. The spending of public funds for labor and materials can be considered an economic benefit from the project. NEGATIVE IMPACTS: Approximately 11 families would be relocated. One commercial building that houses several businesses would be taken for rights-of-way. Six hangars at the Anoka County Airport would also be acquired. The taking of 181 acres for rights-of-way would cause a minor, short-term reduction in the local tax base. Noise pollution would be greater than the ambient levels, because the highway would be on new location. The construction would have the potential to degrade air quality because of dust and exhaust from trucks and other construction equipment and would produce temporary traffic disruption. LEGAL MANDATES: Executive Order 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 EIS, see 79-0806D, Volume 3, Number 8. JF - EPA number: 870102, 105 pages and maps, March 20, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-79-02-F KW - Air Quality KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Minnesota KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Project Authorization KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+US+HIGHWAY+10+FROM+EGRET+BOULEVARD+TO+I-35W+IN+COON+RAPIDS%2C+BLAINE%2C+AND+MOUNDS+VIEW%2C+IN+ANOKA+AND+RAMSEY+COUNTIES%2C+MINNESOTA.&rft.title=NEW+US+HIGHWAY+10+FROM+EGRET+BOULEVARD+TO+I-35W+IN+COON+RAPIDS%2C+BLAINE%2C+AND+MOUNDS+VIEW%2C+IN+ANOKA+AND+RAMSEY+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 20, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED COAL CONVEYOR BRIDGE ACROSS BLOUNT ISLAND CHANNEL, SAINT JOHNS RIVER, MILE 2.85, JACKSONVILLE, DUVAL COUNTY, FLORIDA (ADOPTION OF THE ENVIRONMENTAL PROTECTION AGENCY'S FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1982 FOR THE SAINT JOHNS RIVER POWER PARK, FLORIDA PROJECT). AN - 36405001; 1309 AB - PURPOSE: The construction by the Jacksonville Electric Authority of a coal conveyor bridge across Blount Island Channel, a cutoff bend of the Saint Johns River, at Jacksonville, Duval County, Florida, is proposed. The channel is a cutoff of the river at mile 2.85. Although the bridge itself would have limited impacts, it is part of the Saint Johns River Power Park (SJRPP). Because it is believed that the impacts of the current proposal are essentially the same as those of the SJRPP, the Coast Guard has adopted the June 1982 final environmental impact statement of the Environmental Protection Agency (EPA) on the SJRPP project, adding an additional section describing the coal conveyor bridge. The Saint Johns River Coal Terminal (SJRCT), a facility for receiving waterborne coal, is located on the southern shore of Blount Island, adjacent to the Fulton-Dames Point Cutoff of the Saint James River. The wharf structure of the SJRCT is oriented toward the southeast corner of the project site, which places the terminal close to the north-south alignment of the transmission line right-of-way as it crosses Blount Island. The conveyor system is located within this right-of-way to a large extent as it crosses Blount Island. The ship unloader's grab bucket would discharge the coal into a hopper carried in the unloader mainframe. The belt conveyor system between the SJRCT and SJRPP comprises four 48-inch-wide conveyors. Initially, the belts would be able to handle coal at a maximum rate of 1,500 tons per hour; however, the belts have been sized to allow for the future capability of handling 2,200 tons per hour. The system would be of heavy duty design and construction to operate continuously, 24 hours per day, and up to 4,000 hours per year. Annual quantities could reach approximately 3.0 million tons, delivered in consignments up to 45,000 tons. POSITIVE IMPACTS: The coal conveyor bridge would provide for the reasonable needs of existing and future waterway traffic. Total enclosure of the belt inversions and belt cleaning would eliminate coal dust from being deposited in the water and on the ground along the route of the conveyor system. Coal could be delivered by the belt conveyor system with no inconvenience to vehicular traffic. No historic sites would be affected and no prime and unique farmland would be used. The conveyor's system would not take land from, or significantly affect, any parks, recreational areas, wildlife or waterfowl refuges, or historic or archaeological sites. NEGATIVE IMPACTS: The construction of the Heckscher Drive crossing would cause some traffic congestion. Operational impact of the coal conveyance system would be the emission of coal dust. There would be some noise caused by the electric motors driving the conveyor belts. The trestle construction would cause turbidity and changes in the benthic substrate. Vehicle traffic to and from Blount Island would increase because of the presence of personnel needed for waterfront operations. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For abstracts of the draft and final EISs prepared by EPA, see 81-0969D, Volume 5, Number 12, and 82-0477F, Volume 6, Number 8, respectively. JF - EPA number: 870097, 257 pages, March 17, 1987 PY - 1987 KW - Roads and Railroads KW - Air Quality KW - Barges KW - Bridges KW - Coal KW - Harbor Structures KW - Marine Systems KW - Noise KW - Particulates KW - Section 404(b) Statements KW - Traffic Analyses KW - Transmission Lines KW - Water Quality KW - Waterways KW - Florida KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405001?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+COAL+CONVEYOR+BRIDGE+ACROSS+BLOUNT+ISLAND+CHANNEL%2C+SAINT+JOHNS+RIVER%2C+MILE+2.85%2C+JACKSONVILLE%2C+DUVAL+COUNTY%2C+FLORIDA+%28ADOPTION+OF+THE+ENVIRONMENTAL+PROTECTION+AGENCY%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1982+FOR+THE+SAINT+JOHNS+RIVER+POWER+PARK%2C+FLORIDA+PROJECT%29.&rft.title=PROPOSED+COAL+CONVEYOR+BRIDGE+ACROSS+BLOUNT+ISLAND+CHANNEL%2C+SAINT+JOHNS+RIVER%2C+MILE+2.85%2C+JACKSONVILLE%2C+DUVAL+COUNTY%2C+FLORIDA+%28ADOPTION+OF+THE+ENVIRONMENTAL+PROTECTION+AGENCY%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1982+FOR+THE+SAINT+JOHNS+RIVER+POWER+PARK%2C+FLORIDA+PROJECT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Miami, Florida; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 17, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 2/ALEWIFE BROOK PARKWAY PROJECT, ARLINGTON, BELMONT, AND CAMBRIDGE, MIDDLESEX COUNTY, MASSACHUSETTS. AN - 36395212; 1313 AB - PURPOSE: Improvement of the transportation system in the Route 2/Alewife Brook Parkway project area, located in Arlington, Belmont, and Cambridge, Middlesex County, Massachusetts, is proposed. The abrupt transition from an eight-lane Route 2 expressway to a four-lane Alewife Brook Parkway has caused significant traffic problems. The proposed action extends on Route 2 from the Pleasant Street exit from Route 2 eastbound in Belmont to the Alewife Brook Parkway in Cambridge (1.9 miles), and on the Alewife Brook Parkway from just north of Whittemore Avenue south through the two Concord Avenue rotaries and south on Fresh Pond Parkway to the vicinity of Vassal Lane (1.2 miles). The project would provide: (1) modifications to Route 2, generally between the Pleasant Street area of Belmont to the Alewife Brook Parkway, including reconstruction of the roadway to improve the transition from eight lanes to four lanes; (2) interchange modifications at the Route 2/Lake Street/Acorn Park Road area to improve access to adjacent land uses, including new service roads; (3) ramps across the Alewife Brook Reservation, providing direct connections from Route 2 to the Alewife transit station and garage and also within the city of Cambridge's Triangle development area; (4) replacement of the existing at-grade signalized intersection at Dewey-Almy at the Route 2/Alewife Brook Parkway interchange, including a grade-separated flyunder ramp for the parkway; (5) modifications to the Alewife Brook Parkway to improve geometrics and safety by increasing lane widths and shoulder widths; (6) signalization and intersection/driveway modifications along the parkway; (7) replacement of the weight restricted Alewife Brook Parkway truss bridge over the Fitchburg Main Line railroad; (8) replacement of the Concord Avenue/Fresh Pond Parkway rotary with a channelized and signalized intersection; and (9) modifications to Fresh Pond Parkway, south of Concord Avenue to the vicinity of Vassal Lane, to include improved cross section treatment as well as construction of a northbound parallel service road to provide access to and from the development along the easterly side of the Fresh Pond Parkway. After a lengthy evaluation process, three build alternatives were developed by "packaging" various roadway improvement suboptions in specific areas. Construction costs range from $41.6 million to $51.6 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety through operational and physical modifications to the roadway network; improve access to the transit station; and improve vehicular and pedestrian access to existing and proposed area development. Traffic would decrease on local streets. All build alternatives would include an extensive Parkway Plan, which would provide landscaping and tree plantings along the corridor to soften the effect of the roadway through the corridor and encourage private landscaping of adjacent areas. Proposed mitigation in the floodplain area might result in increased flood storage and possibly reduced flooding impacts. The proposed action would increase project area wetlands. Long-term air quality is expected to improve. NEGATIVE IMPACTS: All build alternatives would be able to process higher traffic volumes along the corridor and would result in increased volumes on Route 2 and the Alewife Brook Parkway and continued traffic congestion. All of the build alternatives would require acquisition of additional rights-of-way for the upgraded roadway facilities. Under one alternative, two buildings and four businesses would be displaced. The project would increase the amount of paved surfaces in the area and increase the stormwater runoff rate by approximately 20 to 22 percent. Construction of a ramp across a portion of the eastern section of the Alewife Brook Reservation would affect the aesthetics of the immediate area. LEGAL MANDATES: Executive Orders 11988 and 11990, 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.). Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870093, 2 volumes and maps, March 12, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-87-01-D KW - Air Quality KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Preserves KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Water Storage KW - Wetlands KW - Massachusetts KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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/36395212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+2%2FALEWIFE+BROOK+PARKWAY+PROJECT%2C+ARLINGTON%2C+BELMONT%2C+AND+CAMBRIDGE%2C+MIDDLESEX+COUNTY%2C+MASSACHUSETTS.&rft.title=ROUTE+2%2FALEWIFE+BROOK+PARKWAY+PROJECT%2C+ARLINGTON%2C+BELMONT%2C+AND+CAMBRIDGE%2C+MIDDLESEX+COUNTY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 12, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH LAWRENCE TRAFFICWAY FROM KANSAS TURNPIKE TO K-10 HIGHWAY, DOUGLAS COUNTY, KANSAS: PROJECT 23C-2567-01; 23U-1121-01. AN - 36398468; 1310 AB - PURPOSE: Construction of approximately 15 miles of roadway from the vicinity of the Kansas Turnpike (I-70) northwest of Lawrence to a connection with Kansas State Highway (K-10) at Noria Road along the western and southern sides of the city of Lawrence in Douglas County, Kansas is proposed. The recommended action includes widening of existing roads; acquisition of rights-of-way (with a typical width of 250 feet); construction of a four-lane divided roadway with access limited to at-grade intersections with major arterial roadways; construction of grade-separated interchanges at K-10 and I-70; and on- and off-site mitigation of irreversible impacts on construction. The preferred alignment would be divided into four sections. Section 1 would extend from the north project limits to the intersection of County Route 13 and the Clinton Parkway. Section 2 would extend from the County Route 13/Clinton Parkway intersection to a divergence of alignments at a point one mile south and three-quarters of a mile west of the existing Clinton Parkway/Kasold Lane intersection. Section 3 would extend from the end of Section 2 to a divergence of alignments at a point one-quarter mile west and one-quarter mile north of the intersection of Noria Road and 31st Street extended. Section 4 would extend from the end of Section 3 to interchange sites along K-10 in the vicinity of Noria Road. The total cost for the ultimate four-lane trafficway is estimated at $37.7 million. POSITIVE IMPACTS: The proposed action is necessary to relieve congestion on existing 23rd and Iowa streets. The proposed roadway would divert through and local traffic from these two streets and Clinton Parkway, thereby achieving an improved level of traffic on the local street network. Traffic safety benefits would be experienced due to reduced congestion. Contractors within the Lawrence area would receive a portion of the cost of construction. Experience with other highway construction suggests that approximately 25 percent of the construction cost goes to salaries, and most of this money would be injected into the area economy. Money for expressway maintenance would be injected into the local economy for the life of the project. Douglas County would have a new circumferential transportation system in place that could make the county an attractive location for private investments. NEGATIVE IMPACTS: Adverse socioeconomic impacts include taking of prime agricultural land and displacement of five residences. Construction would cause localized disruptions in traffic flow through detours and construction activities and temporary increases in noise and air pollution. Impacts on the natural environment include the taking of ecologically sensitive areas, such as state designated critical habitat and federally designated, but as yet unprotected, species of plants. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 870089, 195 pages and maps, March 10, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-87-01-D KW - Air Quality KW - Community Development KW - Cost Assessments KW - Employment KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Control KW - Wetlands KW - Kansas KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LAWRENCE+TRAFFICWAY+FROM+KANSAS+TURNPIKE+TO+K-10+HIGHWAY%2C+DOUGLAS+COUNTY%2C+KANSAS%3A+PROJECT+23C-2567-01%3B+23U-1121-01.&rft.title=SOUTH+LAWRENCE+TRAFFICWAY+FROM+KANSAS+TURNPIKE+TO+K-10+HIGHWAY%2C+DOUGLAS+COUNTY%2C+KANSAS%3A+PROJECT+23C-2567-01%3B+23U-1121-01.&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: March 10, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 22 FROM BEL AIR TO INTERSTATE ROUTE 95, HARFORD COUNTY, MARYLAND. AN - 36395038; 1312 AB - PURPOSE: The improvement of roadway and related facilities in order to relieve local traffic congestion, improve highway safety, and improve the overall flow of traffic along Maryland Route (MR) 22 from Bel Air to Interstate Route 95 (I-95), Harford County, Maryland, is proposed. Improvements being considered include: reconstruction of the existing road to provide two through traffic lanes in each direction and auxiliary turning lanes, relocation of the existing MR 22-MR 155 intersection, relocation of MR 22 from Corns Drive to Snake Lane to bypass Churchville on the south, relocation of MR 155 from west of MR 136 to Glenville Road to bypass Churchville on the north, and relocation of MR 155 around the east side of Churchville. During the initial study process, it was determined that the project should be divided into three segments: Shamrock Road in Bel Air to Corns Drive west of Churchville (Segment 1); Corns Drive at MR 22 to Snake Lane through Churchville (Segment 2); and Snake Lane east of Churchville to I-95 (Segment 3). Each segment has a No-Build Alternative. Segment 1 has two build alternates: MR 22 would be reconstructed along the present route with either two traffic lanes in each direction separated by a 20-foot curbed median or a five-lane undivided, curbed, urban highway. Segment 2 has four alternates and three connection alternates, ranging from a two-lane rural highway with paved shoulders and safety grading to a four-lane divided or five-lane undivided highway. Segment 3 consists of either a four-lane divided or five-lane undivided highway alternate. POSITIVE IMPACTS: All of the alternatives would allow traffic to move efficiently through the study area at increased speeds, thereby reducing the amount of air pollutants per vehicle. Floodplain and wetlands acreage would be acquired. The proposed road improvements should aid police and fire protection and ambulance services. Access to schools and recreational areas would also be improved. The project would increase roadway capacity, improving traffic operations and making the area more attractive to businesses. The incidence of accidents in the area would be reduced. NEGATIVE IMPACTS: Construction of the project would require relocation of residences and businesses. Access could be restricted to as many as 87 residences and 13 businesses. Noise levels would exceed Federal Noise Abatement criteria on up to five sites. There could be minor encroachment on the Bynum Run floodplain. The Homelands, a historic site eligible for the National Register of Historic Places, would be impacted by three of the build alternates. Loss of habitat would result in overall reduction in carrying capacities for most wildlife species. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870090, 159 pages and maps, March 10, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-01-D KW - Air Quality KW - Emissions KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Control KW - Wetlands KW - Wildlife Habitat KW - Maryland 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/36395038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+22+FROM+BEL+AIR+TO+INTERSTATE+ROUTE+95%2C+HARFORD+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+22+FROM+BEL+AIR+TO+INTERSTATE+ROUTE+95%2C+HARFORD+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: March 10, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXTENSION OF THE STEVENS GULCH ROAD, RELATED TIMBER SALES, AND OTHER FOREST MANAGEMENT ACTIVITIES ON THE PAONIA RANGER DISTRICT, GRAND MESA, UNCOMPAHGRE, AND GUNNISON NATIONAL FORESTS IN DELTA AND MESA COUNTIES, COLORADO (ADOPTION OF THE DEPARTMENT OF AGRICULTURE, FOREST SERVICE'S FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1986). AN - 36398131; 1264 AB - PURPOSE: The extension of Stevens Gulch Road, related timber sales, and other forest management activities on the Paonia Ranger District of Grand Mesa, Uncompahgre, and Gunnison national forests in Delta and Mesa counties in Colorado are proposed. The study area comprises 88,466 acres. The preferred alternative would build both the Stevens Gulch and the Hubbard Creek roads. The latter would be built to a lower standard. The Stevens Gulch Road would be extended from the end of the existing double-lane graveled section to the junction with Buzzard Divide Road. This extension would involve 5.5 miles of new construction and 3.0 miles of reconstruction. The existing Stevens Gulch Road would be connected with the existing Hubbard Creek Road (4.8 miles) and would roughly follow the alignment of the old Hubbard Creek jeep road through that area. This new arterial road would bypass the segment of the Hubbard Creek Road above the Blue Ribbon Mine that was destroyed by flooding in the spring of 1984. It would be constructed as a single-lane road. Additional local and collector roads would also be built for timber access. Stevens Gulch, Overland Reservoir, Hubbard, and Buzzard Divide roads and Road 8.1 would remain open to public use. Roads 1.1 through 1.4, and 5.0 miles of Stevens Gulch Road would open seasonally from June 15 through September 30. Public use of these roads would be restricted, except for one season following completion of timber sales to allow for collection of personal use firewood, subject to the seasonal closures. All other local and collector roads would be closed to public use, as would the Hayden-Curecanti Powerline Road. The Department of Transportation, Federal Highway Administration has filed its intent to adopt the final environmental impact statement on this project, filed by the Department of Agriculture, Forest Service, and to issue a Record of Decision. A combination of large-volume and low-volume timber sales would be offered. Spruce-fir timber harvesting would be on a 30-year cutting cycle and a 150-year rotation. Aspen treatment would be on a 30-year cutting cycle and a 90-year rotation. Over the next decade, timber harvesting would reach 13.2 million board feet on 2,625 acres. The net value would increase $5.4 million over the next 10 years, with a benefit-to-cost ratio of 2.97. Income in the local community would increase by $8 million over the next 10 years, and jobs in the recreation sector would increase by 14. POSITIVE IMPACTS: Construction of primary access roads through the study area would reduce travel times and distances in reaching recreation sources and facilities, provide access to private lands, allow for timber and range management, ease oil and gas exploration and development, permit personal use for wood gathering, and provide for Forest Service administration. Harvesting timber in the study area would assure vegetative health. NEGATIVE IMPACTS: Under the proposed action, loss of primitive recreation opportunities could occur. Short-term decreases in air quality and water quality would occur during road construction. Conflict would increase between recreational use and commodity production. Poaching, vandalism, trespassing on private lands, and increased potential for human-caused fires would occur. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For abstracts of the draft and final EISs filed by the Department of Agriculture, Forest Service, see 85-0406D, Volume 9, Number 9, and 86-0375F, Volume 10, Number 9, respectively. JF - EPA number: 870084, 545 pages, March 5, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: 02-04-85-02 KW - Air Quality KW - Cost Assessments KW - Exploration KW - Fires KW - Forests KW - Range Management KW - Recreation Resources KW - Roads KW - Socioeconomic Assessments KW - Timber KW - Timber Management KW - Vegetation KW - Water Quality KW - Colorado KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+THE+STEVENS+GULCH+ROAD%2C+RELATED+TIMBER+SALES%2C+AND+OTHER+FOREST+MANAGEMENT+ACTIVITIES+ON+THE+PAONIA+RANGER+DISTRICT%2C+GRAND+MESA%2C+UNCOMPAHGRE%2C+AND+GUNNISON+NATIONAL+FORESTS+IN+DELTA+AND+MESA+COUNTIES%2C+COLORADO+%28ADOPTION+OF+THE+DEPARTMENT+OF+AGRICULTURE%2C+FOREST+SERVICE%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1986%29.&rft.title=EXTENSION+OF+THE+STEVENS+GULCH+ROAD%2C+RELATED+TIMBER+SALES%2C+AND+OTHER+FOREST+MANAGEMENT+ACTIVITIES+ON+THE+PAONIA+RANGER+DISTRICT%2C+GRAND+MESA%2C+UNCOMPAHGRE%2C+AND+GUNNISON+NATIONAL+FORESTS+IN+DELTA+AND+MESA+COUNTIES%2C+COLORADO+%28ADOPTION+OF+THE+DEPARTMENT+OF+AGRICULTURE%2C+FOREST+SERVICE%27S+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1986%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 5, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED NONCONNAH PARKWAY FROM I-240 TO STATE ROUTE 57, SHELBY COUNTY, TENNESSEE. AN - 36397939; 1271 AB - PURPOSE: Construction of a new road in the Nonconnah Parkway corridor from I-240 east of Mt. Moriah Road to State Route (SR) 57 in Colliersville, Shelby County, Tennessee is proposed. The Nonconnah Parkway Project would begin with improvements along existing I-240, beginning from the west at the Perkins interchange, proceed eastward through the Mt. Moriah and proposed Nonconnah Parkway interchanges to the Poplar interchange. The project would proceed approximately 10.2 miles eastward to its terminus just east of the junction with SR 57. The preferred alignment stays just to the north of the proposed revised floodway beginning at I-240 and proceeds in an easterly direction to Kirby Parkway. East of Kirby Parkway, it enters the floodway and crosses Nonconnah Creek and stays out of the floodway on the south side of the creek, then shifts back to the north side of the creek just east of Riverdale, and primarily follows existing Winchester Road before merging with SR 57 and terminating. The proposed parkway would be an access-controlled, grade-separated facility with a minimum 200 foot right-of-way. Interchanges would be constructed at I-240, Ridgeway, Kirby Parkway, Riverdale, Germantown-Winchester, Hacks Cross Road, Forest Hill-Irene, Houston Levee, and SR 57 (Poplar). Structures other than those at the interchanges include two bridges over I-240, two bridges over Nonconnah Creek, one bridge over Knight Arnold Road, and one bridge over Bailey Station. Extensive bridging would also be required for the parkway east of Kirby Parkway through the floodway, approximately 2,600 feet. Frontage roads would be built where required to provide access to landlocked parcels. Construction would consist of six 12-foot traffic lanes with a 22-foot median and two 12-foot (10-foot paved) outside shoulders. An additional 12-foot auxiliary lane would be added for both east- and westbound traffic between the I-240 and Ridgeway interchanges to provide more needed capacity in this congested area. Auxiliary lanes would also be added for westbound traffic between the Riverdale and Germantown-Winchester interchanges and between and within the Germantown-Winchester and Hacks Cross Road interchanges to develop two-lane entrances and exits, to better facilitate merging and diverging traffic, and to increase the level of service along the mainline. POSITIVE IMPACTS: The primary beneficial impacts of the proposed project include improved local and regional accessibility and traffic service, reduction of traffic congestion on existing highways and streets, improved safety and operating conditions in the transportation corridor, and enhancement of future planned growth and development as proposed by local land use and major thoroughfare plans. Driving times, accident rates, road user costs, and accident costs would be substantially reduced. Rail lines serving the area are expected to expand service as industrial development increases. NEGATIVE IMPACTS: The primary adverse impacts of the preferred alternative include displacement of 18 residences and businesses, a reduction of wildlife habitat, possible impacts on archaeological and historic sites, introduction of air and noise pollution in new areas, visual impacts on isolated and residential areas, the loss or substantial modification of wetlands acreage, and temporary construction impacts such as fugitive dust, equipment noise, inconvenience to motorists, and temporary siltation of streams. The project would encroach the Nonconnah Creek floodplain. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 870080, 258 pages and maps, March 4, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-86-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Community Development KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Tennessee KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36397939?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+NONCONNAH+PARKWAY+FROM+I-240+TO+STATE+ROUTE+57%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=PROPOSED+NONCONNAH+PARKWAY+FROM+I-240+TO+STATE+ROUTE+57%2C+SHELBY+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: March 4, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ANGELES PIPELINE PROJECT, KERN AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 36386634; 1248 AB - PURPOSE: Construction of the Angeles Pipeline, a part of the Southern California Pipeline System (SCPS), which includes the Los Padres Pipeline between Gaviota (or Las Flores Canyon) in Santa Barbara and Emidio in Kern County, and the Angeles Pipeline between Emidio and refineries in the Los Angeles Basin, is proposed. Participants in the SCPS are the Four Corners Pipe Line Company, a subsidiary of ARCO; Chevron Pipe Line Company; Texaco Refining and Marketing, Inc.; and Shell Oil Company. This draft environmental impact statement analyzes the environmental effects of the proposed pipeline, pump stations, pressure reduction station, and tank farm through construction, operation, maintenance, and abandonment. The proposed project would extend from the Emidio pump station/tank farm in Kern County to the refineries in Los Angeles County. It would have a design throughout of 330,000 barrels per day (bpd), comprising 200,000 bpd of offshore crude oil and 130,000 bpd of San Joaquin Valley crude oil. The proposed route would be approximately 135 miles long; the Westerly Alternative, approximately 130 miles long; and the Easterly Alternative, approximately 138 miles long. The steel pipe would have a 30-inch outside diameter and would have an operating pressure of 50 to 1,061 pounds per square inch gauge pressure. The entire pipeline would be coated with mill-applied, high-density polyethylene over butyl rubber adhesive, with heat shrinkable sleeves for field joints. On irregular surfaces, coal-tar epoxy cement would be used. The SCPS would be operated from a main control center located near Bakersfield, California, at an existing facility. Approximately five permanent employees would be stationed at the Emidio pump station and tank farm. The project life of the pipeline systems would depend on the availability of crude oil. Should additional supplies become available, the life of the facilities and/or their capacities could be extended beyond the projected 50-year life of the project. Insufficient availability of crude oil or other economic situations could make operation of the pipeline system infeasible beyond the 50-year project life and could result in the abandonment and disposal of all or portions of the system. Abandonment procedures used would be subject to appropriate local, state, and federal regulations existing at that time. Construction costs, in 1985 dollars, are estimated at $225 million, with annual operating costs of $24 million. POSITIVE IMPACTS: The project would respond to the need for the transportation of crude oil to the Los Angeles Basin in a manner that is cost-effective and minimizes risk to the environment. The use of enhanced recovery techniques in the San Joaquin Valley is expected to increase the production of crude oil and extend the life of existing fields. NEGATIVE IMPACTS: Traffic congestion would be temporarily increased and businesses along the pipeline route would experience a loss of revenues during construction. Major oil spills or leaks could degrade water quality. Possible impacts would occur at and downstream from any stream crossing or body of water. Potential oil spills could affect water-related recreation at Pyramid Lake, Castaic Lagoon, or Hansen Recreation Areas. Construction activities could potentially disturb sediments with highly important paleontologic resources. There would be a loss of three acres of riparian vegetation and seven acres of oak woodlands. Loss of wildlife species, including the least Bell's vireo, an important fish species, could result from either construction or a potential oil spill. Construction activities could disturb sites eligible for listing on the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 870066, 516 pages and maps, February 20, 1987 PY - 1987 KW - Energy KW - Birds KW - Cost Assessments KW - Fish KW - Historic Sites KW - Oil Production KW - Oil Spills KW - Paleontological Sites KW - Pipelines KW - Recreation KW - Refineries KW - Rivers KW - Section 106 Statements KW - Water Quality KW - Waterways KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - California 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ANGELES+PIPELINE+PROJECT%2C+KERN+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=ANGELES+PIPELINE+PROJECT%2C+KERN+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Arcadia, California; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 20, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPRINGFIELD BYPASS AND EXTENSION, FROM INTERSECTION OF ROUTE I-66 TO INTERSECTION OF BRADDOCK ROAD (ROUTE 620), STATE PROJECT NUMBER R000-029-249, PE-101, FEDERAL PROJECT NUMBER M-5401(133), FAIRFAX COUNTY, VIRGINIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1984). AN - 36401524; 1272 AB - PURPOSE: Approval of alignment is proposed for the Interstate 66 (I-66) and Braddock Road portion of the proposed 35.2-mile Springfield Bypass that would connect Route 7 at Dranesville to U.S. Route 1 in the vicinity of Woodlawn in Fairfax County, Virginia. Two alternatives are under consideration. Typical sections of both alternatives would be the same and include the following: two 12-foot travel lanes in each direction, with paved shoulders and a 20-foot graded median. Left-turn storage lanes would be provided at the at-grade intersections. A minimum of 122 feet of rights-of-way would be required on both alignments. A diamond interchange at Braddock Road and a cloverleaf interchange at I-66 would be used on both alignments. The preferred alternative would provide a partially controlled access, four-lane divided facility. A 'T'type intersection would be provided at Caisson Road in the Cannon Ridge subdivision. Another intersection would be constructed approximately 1,000 feet to the south to provide access to Buckner Woods and an undeveloped tract to the west. A 600-foot-long service road would be provided to the east of the mainline at this location to serve the remainder of the undeveloped tract. This alternative would require the closing of Cannonball Road, which provides access between the Cannon Ridge and the Buckner Forest subdivisions, and direct access to the Winfield Farm would be eliminated. A service road would be constructed in the southwest quadrant of the I-66 interchange in order to provide access to the tracts north of Westbrook Road. The preferred alternative would cost approximately $25 million, including a noise barrier. POSITIVE IMPACTS: The project would provide greatly improved north-south traffic service and help to relieve the congested conditions on adjacent highway facilities. By providing access to local Metro stations, direct access to I-95 HOV lanes, and a facility capable of supporting intracounty bus service, the alignment would result in a decline in traffic congestion on local roads, and the bypass would allow through traffic to avoid the congested business district. NEGATIVE IMPACTS: The preferred alternative would displace 13 families and one church. The project would exceed the noise abatement criteria, with 83 receptors receiving significantly increased noise levels. The proposed alternative would create a barrier between the existing communities of Cannon Ridge and Buckner Forest. LEGAL MANDATES: Executive Order 11988, 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements and the draft supplement to the final environmental impact statement, see 81-0522D, Volume 5, Number 7; 84-0349F, Volume 8, Number 7; and 85-0425D, Volume 9, Number 9, respectively. JF - EPA number: 870064, 164 pages, February 19, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-81-01-FS KW - Archaeological Sites KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Virginia KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36401524?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPRINGFIELD+BYPASS+AND+EXTENSION%2C+FROM+INTERSECTION+OF+ROUTE+I-66+TO+INTERSECTION+OF+BRADDOCK+ROAD+%28ROUTE+620%29%2C+STATE+PROJECT+NUMBER+R000-029-249%2C+PE-101%2C+FEDERAL+PROJECT+NUMBER+M-5401%28133%29%2C+FAIRFAX+COUNTY%2C+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1984%29.&rft.title=SPRINGFIELD+BYPASS+AND+EXTENSION%2C+FROM+INTERSECTION+OF+ROUTE+I-66+TO+INTERSECTION+OF+BRADDOCK+ROAD+%28ROUTE+620%29%2C+STATE+PROJECT+NUMBER+R000-029-249%2C+PE-101%2C+FEDERAL+PROJECT+NUMBER+M-5401%28133%29%2C+FAIRFAX+COUNTY%2C+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1984%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: February 19, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 28 FROM JONES LANE TO INTERSTATE 270, MONTGOMERY COUNTY, MARYLAND. AN - 36403434; 1268 AB - PURPOSE: Widening and new construction of Route 28 in Montgomery County, Maryland, beginning at Jones Lane and extending easterly to Interstate 270 (I-270), a distance of 6.25 miles, are proposed. The project would also include improvements to Maryland Route 124 from approximately 1,000 feet south of Route 28 to 4,000 feet north of Route 28, tying into the existing improved section constructed by Montgomery County. The project alternatives under consideration include two build alternatives in Segment 1 (alternates 2 and 3), which runs from Jones Lane to Key West Avenue. Alternate 1-2 proposes widening and reconstruction of Route 28 to a curbed section minor arterial highway. The improvements would be constructed within a 120-foot right-of-way established by Montgomery County through development setbacks over the years. Beginning at approximately Ancient Oak Drive, the existing roadway would be widened to provide a six-lane roadway with a 20-foot median to provide storage for left-turning vehicles. For Segment 1, Alternate 2 would follow the existing alignment through Segment 1 to the intersection of Route 28 and Key West Avenue. Alternate 3 proposes widening and reconstruction of Route 28 to a curbed section minor urban arterial highway. The existing roadway would be widened to provide a six-lane roadway with a 30-foot median and would be contained within a proposed 142-foot right-of-way. The alignment of this alternate is the same as that for Alternate 2. For Segment 2, the preferred alternative begins at Station 285+00, approximately 600 feet west of the intersection of Key West Avenue and Route 28. This alternative proposes that Key West Avenue be designated as Route 28 for through traffic, leaving existing Route 28 for local traffic. Relocated Route 28 via Key West Avenue would provide a six-lane partial controlled-access roadway with a 30-foot median contained within a 150-foot right-of-way. Two lanes of Key West Avenue have been constructed from the intersection of Route 28 to Shady Grove Road. Montgomery County is constructing Key West Avenue from Shady Grove Road to Gude Drive extended, along the Master Plan Alignment for Route 28. From Gude Drive, the proposed alignment continues in a southeasterly direction to tie into existing Route 28, 800 feet west of Research Boulevard. It would continue to the limit of the project at approximately station 434+00 to tie into the proposed improvements of the interchange of I-270 and Route 28. POSITIVE IMPACTS: The proposed improvement would relieve congestion on the existing facility and improve traffic operations through the study area, providing improved access to an area planned for residential, institutional, and high-tech development, based on established zoning. NEGATIVE IMPACTS: The number of residential relocations varies from 2 to 20. Muddy Branch Park and proposed high school facilities would be impacted by build alternates 2 and 3. Alternate 2 would require the acquisition of 2.8 acres from the Tschiffley-Kent historical site and 1.6 acres from the Belward Farm historical site. The build alternates in Segment 1 would cross Muddy Branch and its 100-year floodplain, and the preferred alternate in Segment 2 would cross Watts Branch and its 100-year floodplain. All of the alternates would impact some wetlands. The build alternatives in Segment 1 would result in two sites experiencing noise levels in excess of noise abatement criteria. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870062, 210 pages and maps, February 17, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-87-02D KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+28+FROM+JONES+LANE+TO+INTERSTATE+270%2C+MONTGOMERY+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+28+FROM+JONES+LANE+TO+INTERSTATE+270%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: February 17, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENTS TO INDEPENDENCE BOULEVARD (U.S. ROUTE 74), CHARLOTTE, MECKLENBURG COUNTY, NORTH CAROLINA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1982). AN - 36403467; 1270 AB - PURPOSE: Improvements to a 5.2-mile section of Independence Boulevard in Charlotte, Mecklenburg County, North Carolina are proposed. The final environmental impact statement (EIS) recommended improvements from Brookshire Freeway to Wallace Lane and included a two-lane exclusive busway within the median between eastbound and westbound lanes. This draft supplemental EIS documents the investigation of alternative transit options to the busway, requested by the Urban Mass Transportation Administration, since the busway is a mass transit facility. Study limits are Brookshire Freeway and Idlewild Road. All alternatives considered in this draft supplemental EIS include the approved freeway/expressway highway design. Five alternatives were selected for consideration: (1) The Null Alternative, which consists of the basic freeway/expressway highway design, with the existing bus system and committed bus service improvements. (2) The Transportation System Management (TSM) Alternative, which consists of Alternative 1 plus highway-related TSM measures of an emergency incident removal system and variable user message signs. (3) The Busway Alternative, which consists of Alternative 1 plus a 4.5-mile, two-lane exclusive busway in the median of the highway lanes between the Brookshire Freeway at the western terminus of the project and east of the interchange with Sharon Amity Road. Access to the busway would be provided at the termini and at Sharon Amity and Albemarle roads. (4) The High Occupancy Vehicle (HOV) Alternative, which consists of Alternative 1 plus an exclusive HOV lane in the median of the highway lanes. The HOV lane would be approximately 3.7 miles long and would be located between Hawthorne Road and Sharon Amity Road. It would be used by buses and private vehicles carrying three or more people. (4A) The HOV Alternative with Modified Alignment, which is similar to Alternative 4 except that the proposed grade has been established to more nearly follow the existing Independence Boulevard grades. The freeway concept would extend from the Brookshire Interchange only to the Seaboard railroad bridge. Construction costs, in 1985 dollars, range from $25.0 million to $29.2 million; net annual operating costs range from $0.9 million to $1.1 million. POSITIVE IMPACTS: The project would satisfy a major transportation need, improve traffic flow, and decrease congestion, as well as increase motorist and pedestrian safety. Residents would be provided with improved bus service, greatly reducing travel time to Uptown. Through-traffic diversion onto residential streets would be reduced greatly. The attainment of air quality standards in the corridor would be enhanced. Approximately 1,950 to 2,500 person-years of employment would be created during construction. NEGATIVE IMPACTS: Rights-of-way acquisition would require the relocation of from 77 to 117 residential units, from 140 to 174 businesses, and two churches. One additional church would lose a portion of its support building. Accessibility to 86 or 87 businesses remaining in the corridor would be reduced. Noise levels approaching or exceeding the Noise Abatement Criteria would affect 163 dwelling units, 70 commercial units, and 1 school. Construction activities would produce a significant loss of business to commercial establishments in the corridor. Use of alternative routes during construction would cause disruption to the Elizabeth and Chantilly neighborhoods. Response time of emergency vehicles would be increased during construction. LEGAL MANDATES: 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.), 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 abstracts of the draft and final EISs, see 78-1195D, Volume 2, Number 11, and 82-0659F, Volume 6, Number 10, respectively. JF - EPA number: 870057, 343 pages and maps, February 13, 1987 PY - 1987 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Cost Assessments KW - Employment KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - North Carolina KW - Federal Aid Highway Act of 1968, Compliance 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/36403467?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+IMPROVEMENTS+TO+INDEPENDENCE+BOULEVARD+%28U.S.+ROUTE+74%29%2C+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1982%29.&rft.title=PROPOSED+IMPROVEMENTS+TO+INDEPENDENCE+BOULEVARD+%28U.S.+ROUTE+74%29%2C+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1982%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Philadelphia, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 13, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAGLE RIVER LOOP ROAD TO HILAND DRIVE CONNECTION, EAGLE RIVER, ALASKA. AN - 36386721; 1263 AB - PURPOSE: Extension of Eagle River Loop (Route No. U-551) approximately 2.5 miles to the Glenn Highway/Hiland Drive Interchange is proposed. The project is located in the municipality of Anchorage, Alaska, near the community of Eagle River. A new four-lane urban arterial would be constructed from the Hiland Drive Interchange to a bridge crossing at the south end of Eagle River Loop Road, and Eagle River Loop Road would be reconstructed to a five-lane urban arterial from the bridge crossing to Eagle River Road. This would be a partial-control-of-access facility, meaning that access to the facility would be provided at only preselected intersections or interchange locations. The preferred alignment departs Hiland Drive one-quarter of a mile east of the interchange. It closely follows a four-wheel drive road for approximately two miles before crossing the river 100 feet from the south end of Eagle River Loop Road. It then connects to Eagle River Loop Road adjacent to Mills Bay Drive. This alignment would require a 585-foot bridge. The estimated cost of the preferred alternative is $55 million. POSITIVE IMPACTS: The proposed action would provide an additional access to the Glen Highway for Eagle River Valley residents, which would improve traffic flow to, from, and within Eagle River. There would be better distribution of traffic in the Eagle River area. A temporary positive impact associated with all alternatives would be the large percentage of construction funds remaining in the Anchorage area as wages or for purchase of goods and services. NEGATIVE IMPACTS: Negative impacts associated with the proposed action include business (2) and residential (21) relocations, wetlands fill (4.0 acres), floodplains involvement, increased noise, and construction activity. LEGAL MANDATES: Executive Orders 11988 and 11990 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870061, 263 pages and maps, February 13, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-87-01-D KW - Bridges KW - Cost Assessments KW - Floodplains KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAGLE+RIVER+LOOP+ROAD+TO+HILAND+DRIVE+CONNECTION%2C+EAGLE+RIVER%2C+ALASKA.&rft.title=EAGLE+RIVER+LOOP+ROAD+TO+HILAND+DRIVE+CONNECTION%2C+EAGLE+RIVER%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: February 13, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FORE RIVER CROSSING, STATE ROUTE 77, PORTLAND-SOUTH PORTLAND, CUMBERLAND COUNTY, MAINE: PROJECT NO. BR-014-1(28). AN - 36380505; 1266 AB - PURPOSE: Rehabilitation or replacement of the existing "Million Dollar Bridge," carrying State Route 77 over the Fore River between Portland and South Portland, Cumberland County, Maine is proposed. The project limits extend from Broadway in South Portland to York Street in Portland, a distance of approximately 1.2 miles. The existing four-lane movable bridge is structurally deficient and functionally obsolete. Seven alternatives are under active consideration: (1) No Action; (2) Rehabilitate the Existing Facility; (3) Construct a Low-Level Movable Bridge on Alignment DS/B; (4) Construct a Mid-level Movable Bridge on Alignment DS/B; (5) Construct a Low-level Movable Bridge on Alignment DS/W; (6) Construct a Mid-level Movable Bridge on Alignment DS/W; and (7) Construct a Low-level Movable Bridge on Alignment DS/WO. The DS/B, DS/W, and the DS/WO alternatives would provide four-lane divided roadways (12-foot lanes) with combined shoulder/bikeways on the outside and a four-foot inside shoulder. A two-foot concrete median barrier would separate opposing traffic. A six-foot separated and barrier-protected sidewalk would be located on the upstream side of the bridge. Approach spans would be of steel or concrete construction. The main span would be a double-leaf bascule bridge, providing a minimum of 220 feet of horizontal clearance and unlimited vertical clearance for shipping. The movable span design would accommodate channel widening and deepening by others to a maximum of 45 feet in depth and 220 feet in width. The existing northerly channel line would be retained, with all widening to occur to the south. The Rehabilitation Alternative retains the same vertical and horizontal geometry as the existing bridge, but replaces the near 90-degree turn on the Portland Approach with a flatter curve. A new bascule span providing 220 feet of horizontal clearance is included. The existing superstructure would be removed, the pier caps would be widened, and a new deck would be constructed on the modified substructure. The life-cycle costs are estimated at $33.7 million to $94.7 million, with benefit/cost ratios of from 3.26 to 3.73, depending on the alternative chosen. POSITIVE IMPACTS: Traffic circulation would be improved in South Portland by the DS/B or DS/W alternatives. Accidents would be reduced. The mid-level bridges would reduce delays due to bridge openings. Substantial savings in shipping costs would occur to harbor users, and navigation hazards would be reduced. The DS/B and DS/W alternatives would contribute to lower noise levels in South Portland. NEGATIVE IMPACTS: All build alternatives would displace at least five commercial activities in Portland and from one to three, depending on the alternative chosen, in South Portland. All of the build alternatives would impact wetlands to some degree. Properties that may be subject to Section 4(f) procedures include Gateway Park and Legere Park in South Portland. Construction activities would impact visual resources, and erosion, turbidity, and resuspension of heavy metals from sediments. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 870052, 240 pages and maps, February 9, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-87-01-D KW - Bridges KW - Channels KW - Cost Assessments KW - Erosion KW - Harbor Structures KW - Harbors KW - Navigation KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Wetlands KW - Maine KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands 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/36380505?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FORE+RIVER+CROSSING%2C+STATE+ROUTE+77%2C+PORTLAND-SOUTH+PORTLAND%2C+CUMBERLAND+COUNTY%2C+MAINE%3A+PROJECT+NO.+BR-014-1%2828%29.&rft.title=FORE+RIVER+CROSSING%2C+STATE+ROUTE+77%2C+PORTLAND-SOUTH+PORTLAND%2C+CUMBERLAND+COUNTY%2C+MAINE%3A+PROJECT+NO.+BR-014-1%2828%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 9, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS RANGE EXPRESSWAY: US TRUNK HIGHWAY 169 FROM US TRUNK HIGHWAY 2 IN GRAND RAPIDS TO MINNESOTA TRUNK HIGHWAY 65 IN PENGILLY, ITASCA COUNTY, MINNESOTA. AN - 36401500; 1269 AB - PURPOSE: Improvement of an 18-mile segment of Trunk Highway (TH) 169 from a basic two-lane highway to a four-lane divided expressway in Itasca County, Minnesota is proposed. The limits of the proposed project extend from the junction of TH 2 in Grand Rapids to the junction of TH 65 in Pengilly. Construction activities would consist of grading, surfacing, replacing highway and railroad bridges, and reconstructing several major intersections. Other considerations in the design process include drainage, existing utilities, bicycle and pedestrian facilities, and application of traffic control devices. It has been determined that additional rights-of-way would have to be acquired to accommodate the improved roadway, regardless of the alternative alignment decision. The project has been divided into five segments; for each segment there are from 1 to 3 different alignment alternatives, for a total of 12 alternative alignments. The total estimated cost of the project is between $38 million and $40 million, and construction is anticipated to begin in 1989. POSITIVE IMPACTS: This project would result in the completion of the Cross Range Expressway between Grand Rapids and Virginia and would result in a continuous 60 mile four-lane divided, limited-access roadway connecting the principal cities along the Iron Range. The major beneficial impact would be the improvement of traffic flow and safety. Short- and long-term economic impacts would accrue to the study area as a result of improved access to business and industrial sites. Community development would be assisted by long-term economic gains. The proposed drainage system for the project includes the creation of up to 20 new ponding areas and wetlands, which would minimize the impacts associated with increases in runoff, provide replacement of wet areas lost, and provide new wildlife habitat. The bicycle rating would improve from unsatisfactory to good, and the project would present opportunities for the development of roadside parks and rest areas. NEGATIVE IMPACTS: Between 14 and 47 residences and up to 5 businesses would have to be relocated, depending on the combination of alternatives chosen. Alternative 1B would result in the loss of approximately 140 acre-feet of storage in the Prairie River floodplain. Construction would result in violation of State Nighttime Noise Standards at up to 41 residences. Major wildlife impacts would be associated with Alternative 4A, more specifically, the possible encroachment into the north end of Mud Lake, which would likely result in adverse impacts to double-crested cormorants and great blue herons. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 870050, 139 pages and maps, February 6, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-87-01-D KW - Bridges KW - Community Development KW - Cost Assessments KW - Drainage KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Trails KW - Traffic Control KW - Water Quality KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Minnesota KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401500?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS+RANGE+EXPRESSWAY%3A+US+TRUNK+HIGHWAY+169+FROM+US+TRUNK+HIGHWAY+2+IN+GRAND+RAPIDS+TO+MINNESOTA+TRUNK+HIGHWAY+65+IN+PENGILLY%2C+ITASCA+COUNTY%2C+MINNESOTA.&rft.title=CROSS+RANGE+EXPRESSWAY%3A+US+TRUNK+HIGHWAY+169+FROM+US+TRUNK+HIGHWAY+2+IN+GRAND+RAPIDS+TO+MINNESOTA+TRUNK+HIGHWAY+65+IN+PENGILLY%2C+ITASCA+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 6, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 77/INTERSTATE 494 IMPROVEMENTS (SP 2758 AND 2785; M-5405( ) AND IR-494-4( )), BLOOMINGTON AND RICHFIELD, HENNEPIN COUNTY, MINNESOTA. AN - 36387419; 1222 AB - PURPOSE: Implementation of a project to improve approximately 1.9 miles of Trunk Highway (TH) 77 (Cedar Avenue) and approximately 2.7 miles of Interstate 494 (I-494) surrounding the interchange of the two highways within the cities of Bloomington and Richfield, Hennepin County, Minnesota is proposed. The immediate project area extends along TH 77 from the north of 70th Street in Richfield to south of 86th Street in Bloomington and along I-494 from west of 12th Avenue South to east of 34th Avenue South. I-494 divides the cities of Richfield and Bloomington west of TH 77. East of TH 77, I-494 forms the border between Bloomington and the Minneapolis-St. Paul International Airport. The project includes the addition of one lane in each direction to the defined sections of TH 77 and I-494; three new interchanges on TH 77 at Killebrew Drive, 81st Street and 75th Street; upgraded interchanges along I-494 at TH 77, 12th Avenue, 24th Avenue, and 34th Avenue; and a separated roadway system providing access from TH 77 and I-494 to the arterial street serving the former Metropolitan Stadium site. The stadium site is located in the southeast quadrant of the TH 77/I-494 interchange. The project would be constructed in at least two phases. The preferred alternative would be year 2005 development, with roadway improvement and travel demand management (TDM) (build plus TDM alternative). POSITIVE IMPACTS: The preferred alternative would allow the full development of the Airport South District, in accordance with local and regional land use and economic development plans and forecasts. Roadway improvements and elimination of the at-grade Killebrew Drive intersection would reduce or eliminate existing capacity and safety deficiencies and facilitate smoother project area and through traffic flow to the year 2005. Drainage system improvement would increase stormsewer capacity. The project would provide more potential containment of hazardous spills. Under the project, traffic noise levels at the residential receivers are projected to decrease. NEGATIVE IMPACTS: The preferred alternative would alter the landscaped setback of approximately 28 businesses, remove frontage road access from approximately 27 businesses, affect the parking lots of approximately 15 businesses, require a new access road for up to four parcels, and remove approximately two buildings. The residential neighborhoods north of 77th Street and west of TH 77 would receive increased commercial and residential traffic. Under this alternative, the highest ramp in the TH 77/I-494 interchange would not have a 17-foot clearance area beneath the approach surface of the proposed extension of Minneapolis-St. Paul International Airport Runway 4/22. Temporary changes would occur in traffic patterns, and traffic congestion would increase during construction. Air quality, noise levels, water quality during wet weather conditions, and patronage of project area businesses could also be negatively affected during construction. JF - EPA number: 870039, 303 pages and maps, January 30, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-87-02-D KW - Air Quality KW - Drainage KW - Highway Structures KW - Highways KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Sewers KW - Traffic Control KW - Transportation KW - Minnesota UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+77%2FINTERSTATE+494+IMPROVEMENTS+%28SP+2758+AND+2785%3B+M-5405%28+%29+AND+IR-494-4%28+%29%29%2C+BLOOMINGTON+AND+RICHFIELD%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+77%2FINTERSTATE+494+IMPROVEMENTS+%28SP+2758+AND+2785%3B+M-5405%28+%29+AND+IR-494-4%28+%29%29%2C+BLOOMINGTON+AND+RICHFIELD%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, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 30, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE ROUTE H-3, HALAWA TO HALEKOU INTERCHANGE, HAWAII (DRAFT THIRD SUPPLEMENT TO THE FINAL AND FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENTS). AN - 15224563; 1218 AB - PURPOSE: Construction of a 10.7-mile segment of four-lane freeway, to be known as Interstate H-3, through North Halawa Valley, Haiku Valley, and portions of the Kaneohe-Kamooalii area on the island of Oahu in Hawaii is proposed. The freeway would extend through the city and county of Honolulu from the Halawa Interchange on the southern side of Oahu to the Halekou Interchange on the northeastern side of Oahu. Beginning at a point in the Halawa Interchange, the roadway would extend northeasterly through North Halawa Valley on a combination of at-grade and elevated sections to twin bore tunnels, approximately 5,100 feet long, through Koolau Range. Emerging in the Haiku Valley, the freeway would swing southeasterly on a viaduct to a cut-and-cover tunnel through Hospital Rock behind Kaneohe State Hospital. From that point, it would continue at-grade to an interchange with Likelike Highway, skirt the boundary of Ho'omaluhia Park, and extend to the Halekou Interchange. This third draft supplement presents a reevaluation conducted to determine whether there have been significant changes in the proposed action, the affected environment, the anticipated impacts, or the proposed mitigation measures. The reevaluation concluded that there have been no significant changes. This supplement discusses the project's impacts on the Luluku Discontiguous Archaeological District (LDAD), the displacement of banana farmers on prime agricultural lands in the Luluku area, and localized noise and air quality. A data recovery and preservation plan has been developed. POSITIVE IMPACTS: The project would complete the freeway facility in the city and county of Honolulu, closing a gap in the existing system. The substantial increase in travel capacity provided by the four-lane freeway segment would greatly improve trans-Koolau transportation and travel service. Safety hazards on existing facilities would be eliminated, and congestion on roads would be reduced. NEGATIVE IMPACTS: The freeway would encroach slightly on the 100-year floodplain in the area of the Hawaii Animal Quarantine Station at Halawa, and portions of the North Halawa Stream would require relocation. Traffic-generated noise would impinge on Ho'omaluhia Park, and approximately 4.1 acres of land previously acquired from the Pali Golf Course would be displaced. Construction of the interchange would have impacts on the archaeological sites in the LDAD. Several banana farms would be relocated. LEGAL MANDATES: Department of Transporation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For abstracts of the first draft and final supplemental environmental impact statements (SEISs) and the second draft and final SEISs, see 78-0280D, Volume 2, Number 3; 81-0111F, Volume 5, Number 2; 82-0509D, Volume 6, Number 8, and 82-0727F, Volume 6, Number 11, respectively. JF - EPA number: 870037DS3, 334 pages and maps, January 30, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-87-01D(S) KW - Archaeological Sites Surveys KW - Bridges KW - Highway Structures KW - Highways KW - Islands KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Hawaii KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/15224563?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+ROUTE+H-3%2C+HALAWA+TO+HALEKOU+INTERCHANGE%2C+HAWAII+%28DRAFT+THIRD+SUPPLEMENT+TO+THE+FINAL+AND+FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENTS%29.&rft.title=INTERSTATE+ROUTE+H-3%2C+HALAWA+TO+HALEKOU+INTERCHANGE%2C+HAWAII+%28DRAFT+THIRD+SUPPLEMENT+TO+THE+FINAL+AND+FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENTS%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 - Draft. Preparation date: January 30, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED DAVIDS ISLAND PROJECT, LONG ISLAND SOUND, NEW ROCHELLE, WESTCHESTER COUNTY, NEW YORK. AN - 36401729; 1237 AB - PURPOSE: Development of Davids Island, located in the western section of Long Island Sound in the city of New Rochelle, Westchester County, New York, is proposed. The proposed development plan would include construction of a bridge from the mainland to the island and associated bridge access roadways on the mainland, construction of 2,000 residential units and supporting nonresidential activities, construction of a marina and beach, provision of utilities, construction of a helipad, and improvements to the South Channel. The fixed-span bridge would be 3,465 feet long, commencing at the Fort Slocum Dock area and proceeding in an easterly direction along a route that brings the structure adjacent to the most northern area of Glen Island and over a 0.48 acre area of parkland that is normally covered with water at mean high water and exposed at mean low water. Two bridge pile foundations would be placed within this area. The mainland approach to the Davids Island Bridge would be designed to provide two-way circulation. The residential units would include supporting retail, recreation, and open space uses. Population on the island is projected to be 3,701 persons. The western and southern shoreline of the island would be developed as a marina accommodating 800 slips for use by island residents. POSITIVE IMPACTS: The city of New Rochelle would derive substantial economic benefit from the development of Davids Island. The long-term consequences of placing the island into development represents a conversion from its current status as undeveloped, underutilized, and blighted lands. Access to and from Westchester County's Glen Island park would improve, and traffic backup on local streets would be reduced. New jobs, income, and housing would be produced. There would be a substantial increase in public tax revenues over and above public costs for the project, and New Rochelle's image would improve as a waterfront community in proximity to New York City. NEGATIVE IMPACTS: The primary negative impacts resulting from the development would include navigational and boating constraints associated with the clearance restrictions of the Davids Island Bridge, increased project-related traffic volumes on the mainland roadway system with consequent increases in vehicular exhaust emissions and vehicular noise; the need for additional sewage treatment capacity at the New Rochelle plant, and impacts to the marine environment from dredging and rock blasting. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 303 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 870027, 3 volumes, January 21, 1987 PY - 1987 KW - Water KW - Air Quality KW - Beaches KW - Bridges KW - Channels KW - Employment KW - Harbor Structures KW - Highway Structures KW - Housing KW - Navigation KW - Noise KW - Open Space KW - Parks KW - Recreation KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wastewater KW - New York KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401729?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+DAVIDS+ISLAND+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+ROCHELLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.title=PROPOSED+DAVIDS+ISLAND+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+ROCHELLE%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 21, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST-WEST ARTERIAL IN SOUTHERN HOT SPRINGS, FROM U.S. 270 EAST, WEST TO U.S. 270 WEST, GARLAND COUNTY, ARKANSAS. AN - 36395597; 1215 AB - PURPOSE: Construction is proposed of a nine-mile, four-lane urban arterial connecting U.S. 270 East and U.S. 270 West in the southern part of Hot Springs, Garland County, Arkansas. The preferred corridor would begin in the vicinity of the intersection of U.S. 270 West and State Highway (S.H.) 88, cross Molly Creek, move due south to cross U.S. 70 West, and continue south to a point 350 feet west of the intersection of John Duncan Road and John Owen Road. The alignment then would turn eastward, following existing S.H. 88 to its crossing of Stokes Creek, turn southeast to a point 1,000 feet south of Lakeshore Drive, and turn eastward again to follow a section called Smith Road and Section Line Road to the intersection with Shady Grove Road. The route would continue intersecting U.S. 270 East approximately 300 feet west of the intersection of Catherine Heights Road. The new facility would be a four-lane divided arterial with a 20-foot raised median. The basic design would include 12-foot traffic lanes, 10-foot shoulders, and 12-foot turning lanes in the median. The total cross section for the highway would be 88 feet on rights-of-way ranging from 130 feet to 200 feet. Access would be controlled, with interchanges at U.S. 270 West, U.S. 70 West, S.H. 7 South, S.H. 128 South, and U.S. 270 East. At-grade intersections would be provided at selected major streets. POSITIVE IMPACTS: By providing an east-west arterial in the southern portion of Hot Springs, the project would offer an efficient alternative to radial traffic for crosstown trips and would foster the orderly growth of an undeveloped area of the city. NEGATIVE IMPACTS: The project would displace 64 businesses and 25 residences. Noise levels would exceed federal standards along the entire length of the project by the year 2000. Construction could disrupt business and commercial activity. Approximately 388.9 acres of land would be converted to highway rights-of-way. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0085D, Volume 9, Number 2. JF - EPA number: 870016, 2 volumes, January 16, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-84-04-F KW - Air Quality Assessments KW - Biologic Surveys KW - Creeks KW - Highways KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Development KW - Arkansas KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395597?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST-WEST+ARTERIAL+IN+SOUTHERN+HOT+SPRINGS%2C+FROM+U.S.+270+EAST%2C+WEST+TO+U.S.+270+WEST%2C+GARLAND+COUNTY%2C+ARKANSAS.&rft.title=EAST-WEST+ARTERIAL+IN+SOUTHERN+HOT+SPRINGS%2C+FROM+U.S.+270+EAST%2C+WEST+TO+U.S.+270+WEST%2C+GARLAND+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 16, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILDWOOD TO RHODODENDRON, MT. HOOD HIGHWAY (US 26), CLACKAMAS COUNTY, OREGON. AN - 36380331; 1224 AB - PURPOSE: Widening of 5.7 miles of the Mt. Hood Highway (US 26) from Wildwood to Rhododendron, Clackamas County, Oregon is proposed. Build Alternative Two, the preferred alternative, would widen the existing highway to four travel lanes, with 6-foot shoulder bicycle lanes on each side of the highway. Continuous median turn lanes would be added in commercial areas and a median turn lane in sections where there are frequently used driveways and local streets. To decrease the impact in the Dwyer Preservation Area, the continuous turn median has been eliminated from the beginning of the project at Wildwood to just west of Arrak Wanna Boulevard. The project would be constructed in two phases: Phase One would be the section between Wildwood and Lolo Pass Road; Phase Two would be the section between Lolo Pass Road and the community of Rhododendron. The project would terminate just east of the Zigzag River Bridge and, except for some drainage improvements, would not include the community. Due to narrowing the section to be acquired, approximately 17 trees would be saved with guardrail, curbs, and gabions. Portions of Bear Creek would be moved from roadside ditches to natural or natural-like channels to mitigate for wetland disturbance. Rights-of-way for the first phase have already been purchased; however, some further access rights would be acquired. Three recreation cabins would be relocated in the second phase. POSITIVE IMPACTS: Project goals of reducing congestion and improving safety would be accomplished. The widened highway would offer adequate capacity for existing and projected residential and visitor travel in the area. Vehicular, pedestrian, and bicycle safety would be enhanced. NEGATIVE IMPACTS: From Zigzag to Rhododendron, the project would require the acquisition of 6.9 acres of land contained in 33 parcels, most of which is forest or summer home lots. Three summer cabins would have to be removed. The project also would remove 619 large trees in the Dwyer corridor and 53 acres of vegetation serving as wildlife habitat, visual screening, and scenery resources. The road would intrude into approximately one-third acre of the Bear Creek wetland east of East Faubion Loop. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (43 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0321D, Volume 9, Number 7. JF - EPA number: 870017, 2 volumes and maps, January 16, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-04-F KW - Air Quality KW - Emission Assessments KW - Forests KW - Highways KW - Noise Assessments KW - Property Disposition KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36380331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILDWOOD+TO+RHODODENDRON%2C+MT.+HOOD+HIGHWAY+%28US+26%29%2C+CLACKAMAS+COUNTY%2C+OREGON.&rft.title=WILDWOOD+TO+RHODODENDRON%2C+MT.+HOOD+HIGHWAY+%28US+26%29%2C+CLACKAMAS+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 - Final. Preparation date: January 16, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF NEW LOCATION CONNECTOR FROM S.R. 371 IN FORSYTH COUNTY TO I-85 IN GWINNETT COUNTY, GEORGIA. AN - 36400965; 1217 AB - PURPOSE: Construction of a new location connector from S.R. 371 in Forsyth County to I-84 in Gwinnett County, Georgia is proposed. The project consists of two sections. The first section would be a two-lane highway on four lanes of rights-of-way, beginning at S.R. 371 between Kelly Mill Road and Bentley Road and extending to S.R. 400 in Forsyth County. The second section would consist of a four-lane divided highway with a 92-foot-wide grass median, beginning at S.R. 400 in Forsyth County between Pendley Road and Old Atlanta Road and extending southeasterly to I-85 in Gwinnett County. The total length of the project would be approximately 18.3 miles. Each section would be a fully controlled-access facility on a minimum of 400 feet of rights-of-way. This arterial would carry a design speed of 70 mph, a 3 degree maximum curvature, and 3 percent maximum gradient. The estimated cost of the project is $124 million, approximately $15 million for section one and approximately $109 million for section two. POSITIVE IMPACTS: The project would reduce travel time and improve vehicle efficiency for commuters and local users. Access for emergency vehicles would also improve along the project corridor. The project would interconnect and establish energy efficient and time-saving links between resources, industries, and markets, which would encourage a positive and stable base for future economic growth. NEGATIVE IMPACTS: Six wetland areas would be impacted. Approximately 561 acres of farmland would be displaced, as would 36 owner-occupied residential units, 3 owner-occupied summer residential units, 1 tenant-occupied residential unit, 57 tenant-occupied mobile homes, 1 tenant-occupied business and residence combined unit, 4 owner-occupied business units, and 3 tenant-occupied businesses. Noise abatement criteria would be exceeded at 26 residences in locations that are presently quiet and undeveloped. All phases of construction would contribute to air pollution from dust and exhaust emissions. Implementation of the proposed project would require additional rights-of-way, which would slightly decrease the existing tax bases in the affected counties. There would be some unavoidable inconveniences to motorists due to construction activities. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Farmland Protection Policy Act, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 870014, 141 pages, January 15, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-GA-DEIS-87-01-(D) KW - Air Quality KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Control KW - Transportation KW - Wetlands KW - Georgia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Farmland Protection Policy Act, 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/36400965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+NEW+LOCATION+CONNECTOR+FROM+S.R.+371+IN+FORSYTH+COUNTY+TO+I-85+IN+GWINNETT+COUNTY%2C+GEORGIA.&rft.title=CONSTRUCTION+OF+NEW+LOCATION+CONNECTOR+FROM+S.R.+371+IN+FORSYTH+COUNTY+TO+I-85+IN+GWINNETT+COUNTY%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 15, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST HAYDEN ISLAND MARINE INDUSTRIAL PARK, PORTLAND, OREGON. AN - 36400980; 1240 AB - PURPOSE: The Portland General Electric Company (PGE) has applied to the Army Corps of Engineers for a permit to dredge in navigable waters of the United States and to fill in wetland areas. Material, primarily sand, would be dredged from the Columbia River and used to fill a 496-acre site on West Hayden Island above the 100-year flood elevation, making it suitable for development as marine industrial sites. Approximately 2.0 million cubic yards (mcy) of the required fill material would come from dredging in the Columbia River; the remaining 6.5 mcy would come from the project site by excavating a 64-acre area to a depth of up to -45 feet Columbia River Datum (CRD), creating an aquatic basin adjacent to the Oregon Slough. Basin excavation would occur out to the existing channel in the Oregon Slough. The proposed development would also include construction of a bridge over the Oregon Slough, an extension of utilities to the site, and construction of on-site land transportation facilities. Six alternative site development plans were considered, but three were rejected because they were neither economically feasible nor environmentally acceptable. Therefore, only three development alternatives are considered in detail in this final environmental impact statement, as well as the No Action Alternative. Alternative A, the Basin Plan, is the applicant's preferred alternative, which would provide the maximum waterfront development, with flexibility to respond to a wide variety of marine uses. Alternative B, the Modified Basin Plan, is a variation of Alternative A, the difference being that 132.3 acres of land around the basin would be left in a natural state; this would also eliminate approximately 4,820 feet of waterfront for marine uses. Alternative C, the North Shore Plan, would involve development only on the north shore and provide only large marine sites; approximately 50 percent of the waterfront would not be developed. POSITIVE IMPACTS: Benefits to the local and regional economies would include an estimated 658 to 1,469 jobs and an increased local tax base. The bridge and road improvements would connect West Hayden Island to the interstate freeway system and major local arterials. Filling of the site would provide flood protection. NEGATIVE IMPACTS: Dredging would affect approximately 35.5 acres of shallow water habitat adjacent to the basin and 3.1 acres in the authorized channel of the Oregon Slough. Benthic habitat and organisms would be destroyed by the dredging; up to 77 acres of wetlands would be filled, requiring off-site mitigation; other terrestrial habitat such as cottonwood-ash riparian habitat would also be filled; the natural appearance of West Hayden Island would be replaced by man-made features and industrial development; and traffic would increase on local streets and highways in the vicinity. LEGAL MANDATES: Executive Order 11990, 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 environmental impact statement, see 85-0500D, Volume 9, Number 10. JF - EPA number: 870004, 264 pages and maps, January 14, 1987 PY - 1987 KW - Water KW - Air Quality KW - Biologic Surveys KW - Bridges KW - Channels KW - Dredging KW - Employment KW - Flood Control KW - Flood Protection KW - Harbor Structures KW - Islands KW - Landfills KW - Marine Systems KW - Rivers KW - Sand KW - Socioeconomic Assessments KW - Transportation KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400980?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+HAYDEN+ISLAND+MARINE+INDUSTRIAL+PARK%2C+PORTLAND%2C+OREGON.&rft.title=WEST+HAYDEN+ISLAND+MARINE+INDUSTRIAL+PARK%2C+PORTLAND%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Portland, Oregon; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 14, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 117 FROM THE MT. OLIVE BYPASS TO I-40 NEAR FAISON, WAYNE, DUPLIN, AND SAMPSON COUNTIES, NORTH CAROLINA: STATE PROJECT NO. 8.1240601, R-606; FEDERAL-AID PROJECT NO. F-83-2(20). AN - 36394707; 1223 AB - PURPOSE: Construction is proposed of a US 117 connector from the Mt. Olive Bypass to the proposed I-40 highway near Faison in Wayne, Duplin, and Samson counties in North Carolina. The proposed action consists of two parts. The first part would widen 3.5 miles of the existing two-lane US 117 to a four-lane divided facility from the intersection of NC 55 at Mt. Olive to the north end of the existing four-lane divided section at Calypso. The second part would construct a four-lane divided facility on new loation from Calypso to I-40, using one of the four alternates being considered, namely, 1, 2D, 2E, and 3B. Three of the four alternates begin just north of the intersection of US 117 and SR 1006 near Calypso. Alternate 1 runs southwest for a short distance and turns west to intersect I-40 in the vicinity of Giddensville in Sampson County. Alternate 2D roughly parallels Alternate 1 until near its intersection with SR 1302; it then turns southwest to intersect I-40 at the I-40/NC 403 interchange. Alternate 2E runs southwest until its intersection with NC 50 north of Faison and then turns west to intersect I-40 at the interchange of I-40 and NC 403. Alternate 3B begins just south of the bridges over the Seaboard Coast Line Railroad, runs southward to its intersection with SF 1332, and then turns southwest to cross existing US 117 and intersect I-40 between SF 1904 and SR 1905 in Sampson County. The project length ranges from 9.3 to 10.4 miles, depending on the alternate. Estimated average annual daily traffic on the proposed project is expected to range from 2,900 to 5,800 vehicles per day in 1986 and from 5,500 to 10,400 vehicles per day in 2006. The design speed is proposed to be 70 miles per hour. The proposed cross section for widening the existing two lanes would be two 24-foot width pavements separated by a 30-foot grass median. This cross section would allow construction to be contained within the existing rights-of-way. The new location section would have two 24-foot pavements separated by a 46-foot median, which is in compliance with current design policy. The proposed shoulder width is 10 feet usable (2 feet paved). Partial access control, defined as full control of access at abutting properties with access points at designated intersecting roads only, is proposed for the entire project. Each of the four alternates would require drainage structures; two would require new interchange structures and the other two would require modifications to existing interchange structures. Improvements to the two existing bridges on US 117 over the Seaboard Coast Line Railroad would be a part of this project regardless of the alternate chosen. The bridge on the northbound lane would be replaced, and the bridge on the southbound land would be rehabilitated. Staged construction is not recommended for this project; however, since additional rights-of-way will not be required for widening of the 3.5 miles of the existing two-lane facility, it may be possible to let the contract for it at an earlier date than the new location section. Costs are estimated at $14.9 million to $21.0 million, depending on the alternate selected. POSITIVE IMPACTS: The primary benefits would be economic gains resulting from the improvement in highway transportation. Safety benefits would also be realized due to the construction of the four-lane connector to I-40. This would reduce the amount of traffic currently traveling through the town of Faison and result in reductions in travel time, fuel consumption, and vehicle operating costs. NEGATIVE IMPACTS: Adverse impacts would include the displacement of three to four homes and possibly one business, depending on the alternate chosen. There would most likely be an increase in the noise level due to widening of the highway. An estimated 19.54 to 48.48 acres of wetlands would be impacted, and an estimated 117.1 to 206.8 acres of prime and locally important farmland would be taken for rights-of-way, depending on the alternate. Temporary adverse impacts would result from some erosion and siltation, construction noise, and public inconvenience during construction. LEGAL MANDATES: Executive Order 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). JF - EPA number: 870006, 156 pages and maps, January 12, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-86-01-D KW - Bridges KW - Cost Assessments KW - Drainage KW - Erosion KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Sediment KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina 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/36394707?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+117+FROM+THE+MT.+OLIVE+BYPASS+TO+I-40+NEAR+FAISON%2C+WAYNE%2C+DUPLIN%2C+AND+SAMPSON+COUNTIES%2C+NORTH+CAROLINA%3A+STATE+PROJECT+NO.+8.1240601%2C+R-606%3B+FEDERAL-AID+PROJECT+NO.+F-83-2%2820%29.&rft.title=US+117+FROM+THE+MT.+OLIVE+BYPASS+TO+I-40+NEAR+FAISON%2C+WAYNE%2C+DUPLIN%2C+AND+SAMPSON+COUNTIES%2C+NORTH+CAROLINA%3A+STATE+PROJECT+NO.+8.1240601%2C+R-606%3B+FEDERAL-AID+PROJECT+NO.+F-83-2%2820%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: January 12, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COUNTY STATE AID HIGHWAY (CSAH) 18 FROM INTERSTATE 494 IN HENNEPIN COUNTY TO TRUNK HIGHWAYS 13 AND 101 (COUNTY PROJECT NUMBER 6816), SCOTT COUNTY, MINNESOTA. AN - 36386580; 1221 AB - PURPOSE: Completion of the six-mile segment of County State Aid Highway (CSAH) 18 from Interstate 494 (I-494) in Hennepin County south to Trunk Highways (T.H.) 13 and 101 in Scott County, Minnesota is proposed. The proposed action would replace the existing CSAH 18 roadway and the existing Bloomington Ferry Bridge, scheduled for removal by December 31, 1989. The replacement roadway (arterial or freeway) would be four lanes wide. Six build alternatives and a no-build alternative are being considered. All of the alternatives, including the no-build alternative, include the removal of the Bloomington Ferry Bridge; all have a common alignment from I-494 south to 108th Street South (Old Shakopee Road), a distance of approximately four miles. From this common point, the alternatives diverge. Three corridors contain all of the six build alternatives. The west corridor proceeds predominantly south from the common point to a junction with T.H. 101 and provides an arterial, freeway, or one of the crossings of the dual crossing alternative. The central corridor proceeds southeast from the common point to the junction of T.H. 13 and T.H. 101, which provides an arterial and freeway configuration. The third build corridor, the Normandale corridor, is an extension south of Normandale Boulevard in Bloomington to T.H. 13, and would provide an arterial alternative and the other leg of the dual crossing alternative. Build Alternative 5, an arterial roadway in the western corridor, was selected as the preferred alternative. It would provide an arterial roadway from I-494 to T.H. 101 in the west corridor alignment south of CSAH 18, passing between Fisher Lake and Rice Lake, joining T.H. 101 in Shakopee. Construction costs are estimated at $56 million for bridges and $38 million for roadways. POSITIVE IMPACTS: In addition to replacing a superannuated, substandard structure crossing the Minnesota River, the project generally would support local and regional transportation systems. Commuter trips between the city of Minneapolis and northern Scott County would be shortened. The temporary replacement bridge, which carries traffic formerly carried by the Bloomington Ferry Bridge and which constitutes an encroachment on the navigational channel of the river, would be removed. NEGATIVE IMPACTS: Rights-of-way development would displace 5 houses, 4 businesses, and 42 employees. An estimated $29,800 in property taxes would be lost. Historic properties affected by construction would include the Barden Station Site, the Samuel McClay House, and the Bush Lake School. Destruction of the Bloomington Ferry Bridge would be required; historic values associated with this site would be lost or degraded. State noise standards could be exceeded at some noise-sensitive sites. The project would cross the floodplain of the Minnesota River and displace 37 acres of wetlands. Numerous recreational and park areas would be traversed by the highway. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 Land and Water Conservation Fund Act of 1965, as amended (U.S.C. 4601 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 83-0140D, Volume 7, Number 3. JF - EPA number: 870011, 348 pages and maps, January 12, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS 83-04-F KW - Bridges KW - Demolition KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, 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 - Land and Water Conservation Fund Act of 1965, Section 6(f) Involvement UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNTY+STATE+AID+HIGHWAY+%28CSAH%29+18+FROM+INTERSTATE+494+IN+HENNEPIN+COUNTY+TO+TRUNK+HIGHWAYS+13+AND+101+%28COUNTY+PROJECT+NUMBER+6816%29%2C+SCOTT+COUNTY%2C+MINNESOTA.&rft.title=COUNTY+STATE+AID+HIGHWAY+%28CSAH%29+18+FROM+INTERSTATE+494+IN+HENNEPIN+COUNTY+TO+TRUNK+HIGHWAYS+13+AND+101+%28COUNTY+PROJECT+NUMBER+6816%29%2C+SCOTT+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 12, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF THE LONG BEACH FREEWAY (STATE ROUTE 410, FORMERLY STATE ROUTE 7) IN LOS ANGELES COUNTY, CALIFORNIA (THIRD DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1975). AN - 36380960; 1216 AB - PURPOSE: Construction of a freeway/transitway, to be known as the Long Beach Freeway (State Route (S.R.) 710), between Interstate 10 (I-10) and I-210 in the cities of Alhambra, Los Angeles, South Pasadena, and Pasadena, Los Angeles County, California is proposed. The six-lane freeway would also incorporate two high-occupancy vehicle (HOV) lanes within the median; the HOV lanes would be convertible to contain a rail line at some future date. A freeway-to-freeway interchange would be constructed at S.R. 110 (Pasadena Freeway), with two Pasadena Freeway connections. Local-service interchanges would be constructed at various locations, depending on the alternative alignment selected. The length of alternative alignments ranges from 6.2 miles to 7.1 miles. This third supplement to the draft environmental impact statement presents a new alternative, identified as the Meridian Variation. The new alternative would vary from the proposed Meridian Alternative between Bank Street in South Pasadena and Arlington Drive in Pasadena by curving to the west of the Meridian Alternative to a maximum of approximately 900 feet in the vicinity of S.R. 110 before rejoining the Meridian Alternative. The project would be 6.2 miles in length. This variation minimizes impacts on historic properties. A relocation plan would be prepared for historic buildings that would be demolished in any alternative. The project would include development of park-and-ride lots. One alignment would involve construction of cut-and-cover sections through South Pasadena in the vicinity of South Pasadena High School and in the downtown area between Oxley and Hope streets to mitigate adverse impacts. Estimated costs of the alternatives range from $329.1 million to $447.6 million. POSITIVE IMPACTS: Development of the freeway/transitway project would close the gap in the Long Beach Freeway to relieve existing traffic congestion and better serve the existing and future transportation needs of the area. It would improve mobility and the area's accessibility for the movement of people, goods, and services; shift commuting and social patterns; reduce local public service requirements; and enhance the opportunity for development of a mass public transit system to serve the area. The Variation Alternative avoids 65 historic buildings, including 2 entire districts, from the total of approximately 106 buildings impacted by the Meridian Alternative, thus requiring more than 60 percent fewer historic properties. NEGATIVE IMPACTS: Development of 240 to 307 acres of new rights-of-way would result in the removal of approximately 6,700 mature trees; displace 1,426 living units, housing 3,000 residents, and 6 to 31 businesses; decrease tax revenues due to public acquisition of private lands; disrupt minority neighborhoods or portions of the South Pasadena central business district; and reduce school populations. This variation would impact some residential and commercial properties that would be unaffected by the Meridian Alternative; however, the total number of such properties is not substantially different. Noise levels along the corridor would increase from 2 to 28 decibels on the A-weighted scale, resulting in violations of Federal Highway Administration standards at some locations. The project would be susceptible to earthquake damage that could result in closure of the freeway. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the second supplement to the draft EIS, see 83-0243D, Volume 7, Number 5. JF - EPA number: 870002DS3, 161 pages and maps, January 5, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-74-15-S3 KW - Central Business Districts KW - Highway Structures KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Socioeconomic Assessments KW - Transportation KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, 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/36380960?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+THE+LONG+BEACH+FREEWAY+%28STATE+ROUTE+410%2C+FORMERLY+STATE+ROUTE+7%29+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28THIRD+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1975%29.&rft.title=CONSTRUCTION+OF+THE+LONG+BEACH+FREEWAY+%28STATE+ROUTE+410%2C+FORMERLY+STATE+ROUTE+7%29+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+%28THIRD+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1975%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: January 5, 1987 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JAMESTOWN BRIDGE REPLACEMENT PROJECT, JAMESTOWN, NEWPORT COUNTY, RHODE ISLAND: STATE ROUTE 138 (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1981). AN - 36406697; 1699 AB - PURPOSE: Replacement of the Jamestown Bridge and its approaches in Jamestown, Newport County, Rhode Island is proposed. The bridge replacement is part of a project involving construction of 40 miles of Interstate 895 (I-895) from I-195 in Richmond, Rhode Island to I-95 in Swansea, Massachusetts. The proposed project would involve construction of two additional lanes on State Route (S.R.) 138 between S.R. 1A and the bridge. On the Jamestown side of the bridge, the four-lane highway would transition into the existing two-lane roadway west of Helm Street. The preferred alternative would be a controlled-access four-lane roadway along Eldred Avenue, with interchanges at Helm Street and North Road, and a new four-lane roadway west of East Shore Road, consisting of four 12-foot travel lanes, a 30-foot median (of which 24 feet would be grassed), 9-foot shoulders, and 30-foot landscaped clear areas. The length of the bridge and its approaches would be approximately 11,000 linear feet. POSITIVE IMPACTS: The bridge would constitute a major transportation link in southeastern Rhode Island for North Kingstown, Jamestown, and Newport. The structure would replace a substandard, two-lane crossing with a modern, four-lane facility that would provide an improved highway for through traffic, local access within existing neighborhoods, and community-wide access. Traffic safety would be enhanced due to provisions allowing buses to avoid crossing the west half of S.R. 138. NEGATIVE IMPACTS: Bridge construction would encroach on the Plum Point Beach area in North Kingstown, and the bridge approaches would lie within a floodprone area. Rights-of-way requirements would result in displacement of one residence each in Jamestown and North Kingstown. The limited-access roadway would tend to make future development along the roadway less attractive owing to the lack of direct access to the roadway. Wetlands would be impacted due to substantial quantities of fill required for the project; as a result, 6.4 acres of wetland habitat would be lost. Approximately 30.4 acres of prime farmland would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), 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 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: 880001, 3 volumes and maps, January 4, 1987 PY - 1987 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-79-01-FS KW - Beaches KW - Bridges KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Highways KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Rhode Island KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Aid Highway Act of 1968, Compliance 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/36406697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMESTOWN+BRIDGE+REPLACEMENT+PROJECT%2C+JAMESTOWN%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND%3A+STATE+ROUTE+138+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1981%29.&rft.title=JAMESTOWN+BRIDGE+REPLACEMENT+PROJECT%2C+JAMESTOWN%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND%3A+STATE+ROUTE+138+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+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 - Final. Preparation date: January 4, 1987 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Sinkhole development along "untreated" highway ditchlines in East Tennessee AN - 50343406; 1993-047155 JF - Proceedings - Multidisciplinary Conference on Sinkholes and the Environmental Impacts of Karst AU - Moore, Harry L A2 - Beck, Barry F. A2 - Wilson, William L. Y1 - 1987 PY - 1987 DA - 1987 SP - 115 EP - 119 PB - A.A. Balkema, Rotterdam - Boston VL - 2 KW - United States KW - North America KW - landform evolution KW - eastern Tennessee KW - stability KW - Appalachians KW - karst KW - Cumberland Plateau KW - sinkholes KW - runoff KW - Tennessee KW - solution features KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50343406?accountid=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+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Environmental+Impacts+of+Karst&rft.atitle=Sinkhole+development+along+%22untreated%22+highway+ditchlines+in+East+Tennessee&rft.au=Moore%2C+Harry+L&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1987-01-01&rft.volume=2&rft.issue=&rft.spage=115&rft.isbn=9061916925&rft.btitle=&rft.title=Proceedings+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Environmental+Impacts+of+Karst&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second multidisciplinary conference on Sinkholes and the environmental impacts of karst N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - Number of references - 13 N1 - Document feature - illus. incl. block diag., geol. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #03493 N1 - SubjectsTermNotLitGenreText - Appalachians; Cumberland Plateau; eastern Tennessee; karst; landform evolution; North America; roads; runoff; sinkholes; solution features; stability; Tennessee; United States ER - TY - JOUR T1 - Sinkholes and gabions; a solution to the solution problem AN - 50303253; 1993-047181 JF - Proceedings - Multidisciplinary Conference on Sinkholes and the Environmental Impacts of Karst AU - Moore, Harry L AU - Amari, Dominick A2 - Beck, Barry F. A2 - Wilson, William L. Y1 - 1987 PY - 1987 DA - 1987 SP - 305 EP - 310 PB - A.A. Balkema, Rotterdam - Boston VL - 2 KW - United States KW - civil engineering KW - gabions KW - collapse structures KW - drainage KW - Knoxville Tennessee KW - karst KW - preventive measures KW - remediation KW - sinkholes KW - Tennessee KW - solution features KW - Knox County Tennessee KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50303253?accountid=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+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Environmental+Impacts+of+Karst&rft.atitle=Sinkholes+and+gabions%3B+a+solution+to+the+solution+problem&rft.au=Moore%2C+Harry+L%3BAmari%2C+Dominick&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1987-01-01&rft.volume=2&rft.issue=&rft.spage=305&rft.isbn=9061916925&rft.btitle=&rft.title=Proceedings+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Environmental+Impacts+of+Karst&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second multidisciplinary conference on Sinkholes and the environmental impacts of karst N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1993-01-01 N1 - Number of references - 10 N1 - Document feature - illus. incl. block diag. N1 - Last updated - 2012-06-07 N1 - CODEN - #03493 N1 - SubjectsTermNotLitGenreText - civil engineering; collapse structures; drainage; gabions; karst; Knox County Tennessee; Knoxville Tennessee; preventive measures; remediation; sinkholes; solution features; Tennessee; United States ER - TY - JOUR T1 - Technology transfer program expands. AN - 14775571; 1632572 AB - Objectives of the program are: to establish a system or improve an existing system for transferring technology to local transportation agencies; to improve communications on transportation technology among FHWA, state highway agencies, local agencies and universities; to encourage implementation of effective procedures and technology at the local level; and to synthesize experiences of the centers to serve as models for other states. JF - American City and County AU - Freese, L AD - FHWA, Natl. Highway Inst., HHI-23, Turner-Fairbank Highway Res. Cent., F-210, 6300 Georgetown Pike, McLean, VA 22101, USA Y1 - 1987 PY - 1987 DA - 1987 SP - 33 VL - 102 IS - 1 SN - 0149-337X, 0149-337X KW - research and development KW - Health & Safety Science Abstracts KW - technology KW - federal programs KW - highways KW - transportation KW - H ST2.5:STANDARDS, LAWS, REGULATIONS, AND POLICY UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14775571?accountid=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=American+City+and+County&rft.atitle=Technology+transfer+program+expands.&rft.au=Freese%2C+L&rft.aulast=Freese&rft.aufirst=L&rft.date=1987-01-01&rft.volume=102&rft.issue=1&rft.spage=33&rft.isbn=&rft.btitle=&rft.title=American+City+and+County&rft.issn=0149337X&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-12 N1 - SubjectsTermNotLitGenreText - transportation; highways; federal programs; technology ER - TY - JOUR T1 - Nonpoint source pollution from highway stormwater runoff AN - 13808044; 198702639 AB - The results of a four phase research project by the Federal Highway Administration are presented. Phase 1, the identification and quantification of the constituents of highway runoff developed a database of runoff quality and quantity. The second phase identified sources and migration paths of constituents and added to the database. Phase 3, a study of the effects of pollutants on receiving waters, indicated that highway facilities with low to medium average daily traffic (less than 30000 vehicles per day), produced minimal impact on receiving water ecology. Interim results of phase 4, development of management practices, identified practical, effective and practicable and effective mitigation measures to reduce or eliminate impacts from highway stormwater runoff (HSR). Further work under phase 4 is scheduled for 1988 and will include development of the estimation of pollutant loading from HSR and the evaluation and development of final design guidelines for the retention, detention and overland flow systems for pollutant removal from HSR. JF - Science of the Total Environment AU - Lord, B N AD - Federal Highway Administration, McLean, Va. Y1 - 1987 PY - 1987 DA - 1987 SP - 437 EP - 446 VL - 59 SN - 0048-9697, 0048-9697 KW - Hydraulics research station KW - Media KW - Pollution (s/a contamination, individ grps below) KW - Aqualine Abstracts KW - AQ 00002:Water Quality UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13808044?accountid=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=Science+of+the+Total+Environment&rft.atitle=Nonpoint+source+pollution+from+highway+stormwater+runoff&rft.au=Lord%2C+B+N&rft.aulast=Lord&rft.aufirst=B&rft.date=1987-01-01&rft.volume=59&rft.issue=&rft.spage=437&rft.isbn=&rft.btitle=&rft.title=Science+of+the+Total+Environment&rft.issn=00489697&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Field performance of corrugated polyethylene pipe AN - 13788336; 198801231 AB - Ohio Department of Transportation examined the structural and durability performance of all known (172) corrugated polyethylene pipe culverts in Ohio. Data were collected on pipe diameter, cover over pipe, type of backfill, culvert age, average daily traffic, culvert alignment, county of installation, and deflection and buckling, pavement condition, and durability. Twelve and 15 inch corrugated polyethylene pipe culverts were more susceptible to bending than 18 and 24 inch pipes because of their thinner walls. There was no increase in pipe deflection after 2-4 years in culverts with less than 10 per cent deflection. Traffic and shallow cover appeared not to affect performance. Exposed culvert ends were vulnerable to machine damage. JF - Public Works AU - Hurd, JO AD - Ohio Department of Transportation, Columbus Y1 - 1987 PY - 1987 DA - 1987 SP - 67 EP - 69,107 VL - 118 IS - 10 SN - 0033-3840, 0033-3840 KW - Pipes (see also conduits, drains, pipelines,sewers) KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13788336?accountid=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=Public+Works&rft.atitle=Field+performance+of+corrugated+polyethylene+pipe&rft.au=Hurd%2C+JO&rft.aulast=Hurd&rft.aufirst=JO&rft.date=1987-01-01&rft.volume=118&rft.issue=10&rft.spage=67&rft.isbn=&rft.btitle=&rft.title=Public+Works&rft.issn=00333840&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Case Study. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - PROPOSED WIDENING OF ROUTE 5 (SANTA ANA FREEWAY) AND RECONSTRUCTION OF INTERCHANGES BETWEEN ROUTE 22 AND ROUTE 55 IN THE CITY OF SANTA ANA, ORANGE COUNTY, CALIFORNIA. AN - 36387259; 1167 AB - PURPOSE: Widening Route 5 (Santa Ana Freeway), including the reconstruction of interchanges, in Santa Ana, Orange County, California is proposed. Three low- to high-cost alternatives, including freeway operational variations, as well as the No Project Alternative, are being considered: Alternative 1A would widen Route 5 to four lanes in each direction for use by all traffic. Existing structures and ramp locations would be utilized. Alternative 1B would widen Route 5 to four lanes in each direction, within existing rights-of-way. The additional lanes would be reserved for high occupancy vehicles (HOVs) only. A two-foot buffer would be included to separate HOV traffic from mixed-flow traffic. Alternative 2A would widen Route 5 to four lanes in each direction. An auxiliary lane would also be constructed between the Route 5/55 and Route 22/57 interchange. Additional rights-of-way would be required. Alternative 2B would widen Route 5 to four lanes in each direction, to be reserved for HOVs. A two-foot buffer would be included to separate HOV from mixed-flow traffic. An auxiliary lane would also be constructed in each direction between the Route 5/55 and Route 22/57 interchange. Additional rights-of-way would be required. Alternative 3A would widen Route 5 to four lanes in each direction. Two auxiliary lanes would also be constructed in each direction. Additional rights-of-way would be required. Alternative 3B would widen Route 5 to four lanes in each direction. One auxiliary lane would also be constructed in each direction between the Route 5/55 and Route 22 /57 interchange. A HOV lane would be constructed in the freeway median, along with a 12-foot buffer separating HOV traffic from mixed-flow traffic. Additional rights-of-way would be required. The No Project Alternative would assume maintenance of the existing facility with minor operational improvements. The Grand Avenue, 17th Street, and Main Street interchanges would be reconstructed for alternatives 2 and 3. Several interchange alternatives are proposed for the reconstruction of either the 1st or 4th street interchanges. Implementation of the build alternatives would cost from $25 million to $62 million for construction and $36 million for rights-of-way acquisition. POSITIVE IMPACTS: All of the build alternatives would have a beneficial impact on mobility and traffic safety on Route 5 and would satisfy local planning goals. NEGATIVE IMPACTS: Up to 40 acres of land would be converted to freeway and local interchange uses. As many as 450 residents would be displaced from up to 178 living units, depending on the alternative selected. A maximum of 83 businesses would also be displaced. The project would result in many inconveniences to the traveling public and local residents as a result of construction activities, including temporary traffic congestion on adjacent local streets, increased air and noise pollution from equipment operation, and adverse aesthetics at equipment storage sites. Lane closures would also occur. Approximately one quarter acre of Santiago Park would be used for the widening or replacement of the Santiago Creek Bridge and construction of new bridge piers. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860536, 184 pages and maps, December 31, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-06-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+OF+ROUTE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+ROUTE+22+AND+ROUTE+55+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+WIDENING+OF+ROUTE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+ROUTE+22+AND+ROUTE+55+IN+THE+CITY+OF+SANTA+ANA%2C+ORANGE+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 31, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CBD LOOP ARTERIAL, DES MOINES, POLK COUNTY, IOWA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1983). AN - 36387131; 1169 AB - PURPOSE: Construction of a four- to six-lane divided highway, to be known as the Central Business District (CBD) Loop Arterial, in Des Moines, Polk County, Iowa is proposed. The facility would have two major segments, a north-south segment and an east-west segment. The north-south segment would begin at the existing Harding Road and 19th Street overpasses of Interstate 235 (I-235) and extend approximately 1.3 miles along the Harding Road corridor to Fleur Drive. The east-west segment would intersect with the north-south segment near the Raccoon River and proceed eastward along the existing corridors of Market Street, Elm Street, Raccoon Street, and Scott Avenue to a point in the vicinity of S.E. 14th (U.S. 65 and 69), a distance of approximately 1.9 miles. The project would also include connections to Fleur Drive, 15th Street, Indianola Avenue, and E. 15th Street. The project would include construction of bridges across the Des Moines and Raccoon rivers. Two major alternatives are under consideration. Although they would be similar throughout the majority of the alignment, they would differ considerably along a 0.6-mile segment located in the western part of the project near the junction of the two segments: alternative 1 would proceed northward and pass through a commercial district. This draft supplement defines alternative 2, the preferred alternative, which would proceed southward through vacant land and the floodplain of the Raccoon River. Access to Ingersoll Avenue via an interchange or intersection could be incorporated into this alternative. POSITIVE IMPACTS: Development of this main arterial in the vicinity of the CBD would reduce congestion on streets in the central city, reduce accidents and travel time, improve accessibility within the central city, facilitate city land use planning activities, and support ongoing revitalization of the CBD. It would also improve accessibility to the Des Moines Airport from I-35 and other areas of the city. Traffic safety and air quality would be improved as a result of the project. NEGATIVE IMPACTS: The project would displace two properties judged eligible for inclusion in the National Register of Historic Places. Twenty-three contributing structures located in or adjacent to this district would also be displaced, and the entrance gate to Woodland Cemetery, another property eligible for the National Register of Historic Places, would have to be moved. One archaeological site is located within the project area. The preferred alternative would require the acquisition of approximately 0.3 acre of land from the northeast corner of Sam Cohen Park, 0.8 acre from the northeast area of Riverside Park, 2,000 square feet of open space along the west bank of the Des Moines River, 0.75 acre from the east bank of the river, 0.3 acre from the south bank of the Raccoon River in the vicinity of Jackson Avenue, and 0.13 acre from the north bank of the Raccoon River in this area. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0307D, Volume 7, Number 6. JF - EPA number: 860525, 84 pages and maps, December 31, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-83-01-DS KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Cultural Resources Assessments KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CBD+LOOP+ARTERIAL%2C+DES+MOINES%2C+POLK+COUNTY%2C+IOWA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1983%29.&rft.title=CBD+LOOP+ARTERIAL%2C+DES+MOINES%2C+POLK+COUNTY%2C+IOWA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 31, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUSSELLVILLE BYPASS (U.S. 68) EXTENDING FROM U.S. 68 WEST TO U.S. 68 EAST, LOGAN COUNTY, KENTUCKY. AN - 36394079; 1171 AB - PURPOSE: Construction of the Russellville Bypass in Logan County, Kentucky is proposed. The two-lane facility would extend around the north side of the city from a point on U.S. 68 west of the town to a point on U.S. 68 east of Russellville. It is part of an overall improvement of U.S. 68 between Hopkinsville and Bowling Green. The alternatives vary in length from four miles to more than seven miles. All build alternates begin on U.S. 68 at the intersection with Sportsman Club Road/Industrial Road on the west edge of Russellville. The Inner Alignments (Line A) cross U.S. 431 at Forest Park Drive and stay north of the Chapman Subdivision. Near the east end of the subdivision, Line D diverges from Line A, turning easterly, extends north of the east-west leg of Newtown Road, turns southeasterly just past the Wilson Subdivision, crosses KY 79, crosses Stevenson Mill Road near Bowden Street, ties into Franklin Street, and extends along Franklin Street through the KY 100 intersection. Line A continues northeasterly from the divergence of Line D, crosses KY 79 approximately 1,000 feet further from the town than Line D, crosses Stevenson Mill Road between Hillsboro Drive and Clover Lane, and extends to existing U.S. 68 at the KY 100 intersection. Line A-2 also diverges from Line A at the east end of the Chapman Subdivision and is located approximately 1,000 feet further from the town than Line A. It crosses KY 79 near the intersection with Concord Road, crosses Stevenson Mill Road between McArthur and Clinton streets, and rejoins Line A some 400 feet north of U.S. 68. The Outer Alignments begin on Line A near Sportsman Club Road. Line B passes between the Forest Park Subdivision and an industrial area, crosses U.S. 431 near the Gospel Lighthouse Church, crosses Newtown Road, crosses Concord Road, crosses KY 79, crosses the Seaboard System Railroad at the east side of the stone quarry, crosses Stevenson Mill Road near Protector Branch, and extends to existing U.S. 68 approximately 0.5 mile east of KY 100. Line C diverges from Line B between the railroad and Stevenson Mill Road and extends southeasterly to intersect with U.S. 68 near Logan County High School. Lines B-1, B-2, and B-4 diverge from Line A south of KY 178 and extend along Sportsman Club Road, pass between the City-County Park and the Forest Park Subdivision, and join Line B west of U.S. 431. Lines B-5 and B-6 diverge from Line A south of KY 178, extend northerly through the Valley View Subdivision, turn easterly, cross U.S. 431, and join Line B between U.S. 431 and Newtown Road. Costs of the segments range from approximately $7.7 million to $12.6 million. POSITIVE IMPACTS: The proposed plan would relieve congestion on downtown streets, supply industry on the north side of the city with better connections to the existing highway network, decrease local and regional fuel consumption, and promote long-term operational efficiency of the regional transportation network. NEGATIVE IMPACTS: Implementation of the proposed project would require the commitment of between 70 and 160 acres of land to transportation purposes. The project would encroach on the 100-year floodplain of Town Branch. In most cases, predicted noise levels would significantly exceed existing noise levels. The most significant impact would be caused by the relocations required. The number varies from a high of 41 on Lines A, A-1, A, and D to a low of 13 on Lines A, B, and C, and A, B, C, and C-2. The Inner Alignments would require more relocations than would the Outer Alignments. The Inner Alignments would cause concern for the safety of children who would have to cross the bypass between the Chapman Subdivision and Stevenson Elementary School along U.S. 431. Similar concern was expressed about the location between the park and the Forest Park Subdivision. Alternatives B-2 and B-4 would require the use of approximately 0.2 acre from the Russellville-Logan County Memorial Park. Alternative C-2 would have possible visual impacts on the Morton Property Site, which is of historic and architectural significance. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Water Pollution Control Act of 1972 (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: 860532, 173 pages and maps, December 24, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-85-01-D KW - Cost Assessments KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Kentucky KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, 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/36394079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUSSELLVILLE+BYPASS+%28U.S.+68%29+EXTENDING+FROM+U.S.+68+WEST+TO+U.S.+68+EAST%2C+LOGAN+COUNTY%2C+KENTUCKY.&rft.title=RUSSELLVILLE+BYPASS+%28U.S.+68%29+EXTENDING+FROM+U.S.+68+WEST+TO+U.S.+68+EAST%2C+LOGAN+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 24, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVED ACCESS TO QUONSET POINT/DAVISVILLE FROM ROUTE 4, EAST GREENWICH (KENT COUNTY) AND NORTH KINGSTOWN (WASHINGTON COUNTY), RHODE ISLAND. AN - 36394486; 1179 AB - PURPOSE: Improved highway access to the Quonset Point/Davisville (QP/D) industrial complex in North Kingstown (Washington County) from the existing Route 4 freeway in East Greenwich (Kent County), Rhode Island is proposed. The need for this improved access centers around the projected growth of the QP/D as one of the largest industrial parks in that region of the country. General build alternatives considered in the study are the Freeway Alternative and the Upgrade Alternative. Three Freeway Alternatives, as well as a No Build Alternative, have been suggested; all three build alternatives follow the same general concept of connecting Route 4 in the vicinity of the existing Route 4/Frenchtown Road/Davisville Road interchange with Roger Williams Way at QP/D. They all contain three interchanges located at Route 4, at the proposed West Davisville Access Road, and at Post Road (Route 1). From the point where the three alternatives cross AMTRAK to the southerly terminus at Roger Williams Way, they are identical. The Upgrade Alternative is defined as the upgrading of Davisville Road and Devils Foot Road, calling for widening from the present two lanes to a four-lane facility. The widened roadway would contain 10-foot shoulders, as well as curbs and sidewalks, on both sides. The widening would take place essentially on the existing alignment. Estimated costs range from $16.1 million for the Upgrade Alternative to $27.1 million for Freeway Alternative 2. POSITIVE IMPACTS: Any of the Freeway Alternatives would divert through traffic from Davisville and Devils Foot roads, leaving only local traffic on the existing roadway. The result would be good traffic operations on both the new freeway and the existing roadways. The Upgrade Alternative would increase capacity, but some marginal traffic operations would still exist. The Freeway Alternatives would enhance the residential environment by removing significant traffic volumes from Davisville and Devils Foot roads. NEGATIVE IMPACTS: All four build alternatives would require rights-of-way acquisition and the use of various amounts of federally owned land. From 8 to 10 residential units and 4 or 5 businesses would have to be relocated, depending on the alternative selected. Relocation may not be possible for three of the businesses affected. The Upgrade Alternative would have major negative effects on residential neighborhoods along the Davisville Road/Devils Foot Road corridor. All build alternatives would result in immediate job losses due to business displacements. All build alternatives would require some filling within the 100-year floodplain; in all cases, however, replacement of lost floodplain could be achieved. Freeway Alternative 4, crossing the Hunt River, would fill approximately 5.8 acres of the Fry Brook wetlands. These impacts would be mitigated by bridges or by wetlands replacement. The Upgrade Alternative would impact the Old Davisville Historic District. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C 470 et seq.). JF - EPA number: 860529, 12 volumes and maps, December 23, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-86-03-D KW - Bridges KW - Cost Assessments KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Industrial Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394486?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVED+ACCESS+TO+QUONSET+POINT%2FDAVISVILLE+FROM+ROUTE+4%2C+EAST+GREENWICH+%28KENT+COUNTY%29+AND+NORTH+KINGSTOWN+%28WASHINGTON+COUNTY%29%2C+RHODE+ISLAND.&rft.title=IMPROVED+ACCESS+TO+QUONSET+POINT%2FDAVISVILLE+FROM+ROUTE+4%2C+EAST+GREENWICH+%28KENT+COUNTY%29+AND+NORTH+KINGSTOWN+%28WASHINGTON+COUNTY%29%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: December 23, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE ROUTE 8 AND STATE ROUTE 125 INTERCHANGE, EL CAJON AND LA MESA, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1981). AN - 36403279; 1166 AB - PURPOSE: Revision of the existing interchange at Interstate Route 8 (I-8) and State Route 125 in the cities of El Cajon and La Mesa, San Diego County, California is proposed. This supplement to the final environmental impact statement proposes a new preferred alternative. Three vernal pools have been discovered in the project area, and one federally listed plant species, mesa mint, is present in one pool. The connection has been redesigned to avoid the vernal pools and their watershed. An Environmentally Sensitive Area would be established, and construction would be monitored to prevent inadvertent impacts. In place of the 8-lane T-intersection, a northward extension would bridge over Fletcher Parkway and turn eastward to connect with the existing intersection of Fletcher Parkway and Amaya Drive. This alternative would begin at La Suvida Drive and run northward then eastward on new rights-of-way to join the existing intersection of Fletcher Parkway and Amaya Drive. The roadway would be paved for an 8-lane divided freeway only as far north as the approach to the bridge over Fletcher Parkway. From this point, the roadway would continue northward, with four lanes on the ultimate northbound side. Approximately 0.2 mile north of La Suvida Drive, there would be a crossover, and two lanes in each direction would share the ultimate northbound pavement. After bridging over Fletcher Parkway, the roadway would become an on- and off-ramp with two lanes northbound and one lane southbound, connecting with the existing intersection of Fletcher Parkway and Amaya Drive. The southbound bridge across Alvarado Canyon would be included in the future project extending Route 125 northward to Route 52. Rights-of-way would be acquired to accommodate the ultimate 8-lane roadway. North of Fletcher Parkway, only sufficient rights-of-way to construct the four lanes and the loop of Alternate 2 would be acquired. The construction period would be approximately two years. POSITIVE IMPACTS: Revision would provide a safer, more efficient transportation facility. Congestion along the project corridor would be reduced, increased safety and compatibility with the local street system would be provided, and economic development would be encouraged. NEGATIVE IMPACTS: Views into and through Alvarado Canyon would be partially blocked by the bridge, support embankments, and columns. The character of the north finger canyon would be completely lost due to the increase in elevation of the canyon floor with 35 feet of fill. The earthwork would result in the removal of approximately four acres of existing vegetation. Up to four eucalyptus trees could be removed near the creek bed. The openness and naturalness of the canyon floor would be somewhat diminished by the covering effect of the bridge. Users of La Mesita Park would have a partial view of the bridge and ramp embankment, which is considered a significant impact. If all mitigation measures are implemented, however, all impacts would be reduced to nonsignificance. Acquisition of 65 acres, including 33 acres of inland scrub vegetation, would displace 168 residential units and 15 businesses, eliminating 80 jobs. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements and the draft supplement to the final environmental impact statement, see 80-0248D, Volume 4, Number 3; 81-0776F, Volume 5, Number 10; and 86-0018D, Volume 10, Number 1, respectively. JF - EPA number: 860527, 61 pages and a map, December 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-79-06-F(S) KW - Air Quality KW - Bridges KW - Cost Assessments KW - Cultural Resources KW - Endangered Species (Plants) KW - Highway Structures KW - Highways KW - Landfills KW - Noise KW - Recreation KW - Relocations-Property Acquisitions KW - Roads KW - Scenic Areas KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Watersheds KW - Wildlife KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36403279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+ROUTE+8+AND+STATE+ROUTE+125+INTERCHANGE%2C+EL+CAJON+AND+LA+MESA%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1981%29.&rft.title=INTERSTATE+ROUTE+8+AND+STATE+ROUTE+125+INTERCHANGE%2C+EL+CAJON+AND+LA+MESA%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1981%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: December 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UPGRADING STATE ROAD 5 (US 1) FROM STATE ROAD 922 (NE 123RD STREET) TO NE 203RD STREET, DADE COUNTY, FLORIDA. AN - 15224396; 1168 AB - PURPOSE: Upgrading State Road 5 (US 1) from a four-lane undivided highway to a six- to eight-lane divided highway, for a distance of 5.2 miles from south of NE 123rd Street (SR 922) to 1/4 mile north of NE 203rd Street, in Dade County, Florida is proposed. The project would provide a raised grassed median, auxiliary lanes, intersection/interchange improvements, drainage modifications, nonmotorized travelways, and improvements in signing, striping, and signalization. The project also calls for the replacement of five bridge structures and the lengthening of a box culvert located within the project limits. The five sections of the project are based on the final design/construction limits developed for implementation of this project. In all cases, the alternatives considered call for drainage improvements and roadway upgrading to either six or eight lanes and at-grade improvements at intersections for all sections except Section 4 (1,300 feet south of NE 163rd Street to 100 feet north of Miami Gardens Drive), which proposes either at-grade improvements, SR 5 over NE 163rd Street, or NE 163rd Street over SR 5, and Section 5 (100 feet north of Miami Garden Drive to 1,300 feet north of NE 203rd Street), which proposes at-grade improvements, NE 192nd over SR 5, SR 5 over NE 203rd, or NE 203rd over SR 5. Sidewalks would be provided on both the east and west sides throughout the length of the project. Pedestrian walkways would be provided on all bridge sections. Additional pavement width in the outside travel lane (14 feet wide) would be provided for use by bicyclists from 450 feet north of NE 135th Street to the northern project terminus. POSITIVE IMPACTS: The recommended improvements would accommodate the increase in future traffic volumes on SR 5 safely and efficiently. The upgrading is an integral part of providing north-south travel demand service in northeast Dade County. It also provides for east-west roadways in the corridor to I-95 and the Florida Turnpike. The project would alleviate existing problems of flooding, outfall, and water storage within the construction limits. The proposed plan would also mitigate the effects of traffic congestion on travel times, response time for emergency services, and accident rates. NEGATIVE IMPACTS: There would be no significant natural environmental impacts as a result of the project. The estimated number of businesses and residences displaced would vary according to the alternative selected. The maximum number of relocations under worst case conditions would be 74 businesses, 7 of which are billboard locations, and 2 residences, 1 of which is currently vacant and condemned. LEGAL MANDATES: 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 860526, 193 pages, December 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-86-03-D KW - Bridges KW - Drainage KW - Flood Protection KW - Highway Structures KW - Highways KW - Municipal Services KW - Pipelines KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Control KW - Trails KW - Water Storage KW - Florida KW - Federal Aid Highway Act of 1968, 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/15224396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UPGRADING+STATE+ROAD+5+%28US+1%29+FROM+STATE+ROAD+922+%28NE+123RD+STREET%29+TO+NE+203RD+STREET%2C+DADE+COUNTY%2C+FLORIDA.&rft.title=UPGRADING+STATE+ROAD+5+%28US+1%29+FROM+STATE+ROAD+922+%28NE+123RD+STREET%29+TO+NE+203RD+STREET%2C+DADE+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: December 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEMOLITION OF THE INTERCITY STEEL TRUSS BRIDGE ACROSS THE COLUMBIA RIVER BETWEEN THE CITIES OF PASCO AND KENNEWICK, WASHINGTON (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1973). AN - 36380296; 1181 AB - PURPOSE: Final disposition is considered of the old steel truss bridge across the Columbia River between the cities of Pasco and Kennewick, Washington. The 1922 structure was replaced by a new cable-stayed bridge in 1978; this action was the subject of the final environmental impact statement of October 1973, to which this document is a supplement. The preferred alternative would remove the existing steel truss structure to the natural riverbed, obliterate the existing approaches, and restore the affected terrain to blend with the surroundings. Because the old structure was placed on the National Historic Register before it could be demolished, adaptive use alternatives were also considered. Such adaptive uses would include preservation of the bridge as an historic site; use of the bridge as a bicycle and pedestrian crossing; construction of boutique and speciality shops; development as an art market, craft area, or farmers' market; and use of the site for local festivals or other public functions. The Coast Guard was willing to amend the permit to meet the bicycle /pedestrian daytime transportation use alternative; however, based on the unavailability of adequate funds to maintain and rehabilitate the structure or cover potential liability to the bridge owners, the Federal Highway Administration has determined that there is no alternative but to remove the steel truss bridge. Estimated cost would be $996,973. POSITIVE IMPACTS: Demolition of the old bridge would remove an impediment to commercial navigation, a safety hazard to recreational boaters, and an unnecessary visual intrusion in the area. NEGATIVE IMPACTS: Demolition of the bridge would remove a structure eligible for the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For abstracts of the final environmental impact statement (FEIS) and the draft supplement to that FEIS, see 74-2803F, EIS Cumulative 1970-1976, Volume 2, and 85-0427D, Volume 9, Number 9, respectively. JF - EPA number: 860534, 364 pages, December 20, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-72-10-FS KW - Bridges KW - Cost Assessments KW - Demolition KW - Historic Sites KW - Navigation KW - Rivers KW - Section 4(f) Statements KW - Trails KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEMOLITION+OF+THE+INTERCITY+STEEL+TRUSS+BRIDGE+ACROSS+THE+COLUMBIA+RIVER+BETWEEN+THE+CITIES+OF+PASCO+AND+KENNEWICK%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1973%29.&rft.title=DEMOLITION+OF+THE+INTERCITY+STEEL+TRUSS+BRIDGE+ACROSS+THE+COLUMBIA+RIVER+BETWEEN+THE+CITIES+OF+PASCO+AND+KENNEWICK%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1973%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: December 20, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-95 COMPLETION PROGRAM FOR PHILADELPHIA'S CENTRAL WATERFRONT, PENNSYLVANIA LEGISLATIVE ROUTE 1000, PHILADELPHIA, PENNSYLVANIA. AN - 36387386; 1178 AB - PURPOSE: Completion of Interstate 95 (I-95) between the Benjamin Franklin and Walt Whitman bridges in the central waterfront area in Philadelphia, Pennsylvania is proposed. As a result of the selection process, the following improvements have been selected for further design, development, and implementation: (1) The selected alternative, the Double Slide Under with Combined Ramp Alternative (including the Morris Street On Ramp to I-95 southbound, modified for opening to Delaware Avenue traffic only; Slide Under Ramps providing access to and from the central waterfront for I-95 north of the study area and for the Vine Street Expressway west of the study area; a Market Street On Ramp to I-95 southbound; and a Combined Ramp from I-95 northbound onto Delaware Avenue at Wharton Street, replacing both the Tasker Street Off Ramp and the Queen Street Off Ramp). The total estimated cost for this option is $21.0 million. (2) The Expressway Cover Completion Option D Alternative, as refined, with intensified landscaping treatment along the east side of Front Street to eliminate the need for widening the cover by decking over I-95's southbound outer lane between Dock and Sansom streets. Construction costs are estimated at $9.5 million. (3) Improvements in the Elevated Lane Sections Alternative, including lighting, paving, fencing, and perimeter landscaping. (4) Reuse of the Meadows Area, directly south of the expressway cover and between I-95, Delaware Avenue, and Queen Street, with the reconstruction of a pedestrian bridge, should others construct a parking garage in the Meadows. The total estimated costs of the first three improvements are $32.2 million. POSITIVE IMPACTS: Completion of I-95 would improve access service between the two bridges to meet the needs of the city of Philadelphia, its port, and the central waterfront area and adjacent communities. Rights-of-way improvements would enhance pedestrian access, maintain community accessibility and cohesion, and identify planning objectives in the central waterfront area. NEGATIVE IMPACTS: The proposed ramps would have mixed visual impacts for users of I-95 and for adjacent areas. Construction in the Meadows area would intrude slightly on key waterfront views. Increased traffic would raise noise levels above federal standards in some areas. Improved access could alter community character and accelerate unwanted redevelopment. Archaeological resources could be disrupted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Defense and Interstate Highway Act of 1956, National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Surface Transportation Assistance Act of 1983. PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0323D, Volume 9, Number 7. JF - EPA number: 860521, 2 volumes, December 19, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-85-01-F KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Community Facilities KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Trails KW - Transportation KW - Visual Resources KW - Pennsylvania KW - Department of Transportation Act of 1966, Compliance KW - National Defense and Interstate Highway Act of 1956, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Surface Transportation Assistance Act of 1983, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-95+COMPLETION+PROGRAM+FOR+PHILADELPHIA%27S+CENTRAL+WATERFRONT%2C+PENNSYLVANIA+LEGISLATIVE+ROUTE+1000%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=I-95+COMPLETION+PROGRAM+FOR+PHILADELPHIA%27S+CENTRAL+WATERFRONT%2C+PENNSYLVANIA+LEGISLATIVE+ROUTE+1000%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 19, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 27 FROM ALABAMA STATE LINE TO JUST NORTH OF STATE ROUTE 156, SOUTH PITTSBURG, MARION COUNTY, TENNESSEE. AN - 36401277; 1180 AB - PURPOSE: Reconstruction of 2.95 miles of State Route (S.R.) 27 from the Alabama state line to just north of S.R. 156 in South Pittsburg, Marion County, Tennessee is proposed. The preferred alternative would lie on a new location east of South Pittsburg; the typical roadway section would comprise four 12-foot through lanes, a 48-foot median, and 10-foot shoulders on 250 feet of full-access-controlled rights-of-way. This alternative would incorporate interchanges at 12th Street, Third Street, S.R. 156, and S.R. 27. Costs of the preferred alternative are estimated at $15.7 million. POSITIVE IMPACTS: The project would improve local and regional accessibility and traffic service, reduce traffic congestion in South Pittsburg, improve safety and operating conditions in the transportation corridor, and enhance planned growth as proposed by local and regional land use programs. No lands will be taken from historic sites, recreational lands, parks, or wildlife refuges. NEGATIVE IMPACTS: The proposed plan would require 113.4 acres of rights-of-way, displacing 11 families, 1 business, and 102 acres of prime farmland, and would encroach on one floodplain. There would be a reduction in wildlife habitat; an increase in noise and air pollution in some areas; a reduction in productive farmland acreage; and temporary construction impacts such as fugitive dust, open burning, equipment noise, inconvenience to motorists, and temporary siltation of streams. LEGAL MANDATES: Executive Order 11988, 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 environmental impact statement, see 84-0246D, Volume 8, Number 5. JF - EPA number: 860518, 215 pages and a map, December 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-83-06-F KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Tennessee KW - Executive Order 11988, Compliance 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/36401277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+27+FROM+ALABAMA+STATE+LINE+TO+JUST+NORTH+OF+STATE+ROUTE+156%2C+SOUTH+PITTSBURG%2C+MARION+COUNTY%2C+TENNESSEE.&rft.title=STATE+ROUTE+27+FROM+ALABAMA+STATE+LINE+TO+JUST+NORTH+OF+STATE+ROUTE+156%2C+SOUTH+PITTSBURG%2C+MARION+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: December 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILAS CREEK PARKWAY COMPLETION, WINSTON-SALEM, NORTH CAROLINA: FEDERAL AID PROJECT No. M-5948(1); STATE PROJECT No. 8.2620601. AN - 36380129; 1175 AB - PURPOSE: Completion of the Silas Creek Parkway in Winston-Salem, North Carolina is proposed. The existing portion of the parkway was built in the early 1960s and it functions as an inner ring road for the metropolitan area. Connection of the existing terminus of Silas Creek Parkway with North Point Boulevard would continue the inner ring road where it is now interrupted. The total length of the project would be two miles. After preliminary investigation, four alternatives have been retained: (1) no action; (2) improve existing conditions; (3) build a roadway on a new corridor from the existing end point of North Point Boulevard to a new intersection on Silas Creek Parkway (completion-west); and (4) build a roadway on a new corridor from the existing end point of North Point Boulevard to a new intersection of Silas Creek Parkway and Reynolds Road (completion-east). Preliminary cost estimates indicate that the alternatives would cost $6.7 million for alternative 2, $19.9 million for alternative 3, and $27.3 million for alternative 4. All four alternatives are still under consideration. POSITIVE IMPACTS: The two completion alternatives would relieve heavy traffic volumes on local streets. There would be minimal division and disruption of the community by removal of a through traffic corridor to separate facilities, although these positive impacts would be at the expense of negative impacts to other areas. NEGATIVE IMPACTS: The no action alternative would result in continued heavy traffic on local streets and a de facto division of the community by a heavy traffic corridor through the local area. Alternative 2 would take 3 homes; alternative 3, 13 homes and 1 business; and alternative 4, 14 homes and 1 business. Under alternatives 2 and 4, construction of a flyover at the existing terminus of Silas Creek Parkway would require stream relocation and construction in a floodplain, water quality could be affected during construction, and the visual character of the immediate area might be negatively altered. Under alternative 3, construction of a new at-grade intersection with the existing portion of Silas Creek Parkway would require stream relocation and construction in a floodplain and would affect water quality during construction. Alternatives 3 and 4 would affect the historically significant Davis house. The new corridor would take 39 to 40 acres of existing upland wildlife habitat. Noise levels would increase along the proposed construction corridors. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Water Pollution Control Act of 1972 (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: 860516, 327 pages and maps, December 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-86-03-D KW - Cost Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Visual Resources KW - Water Quality KW - Wildlife Habitat KW - North Carolina KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, 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/36380129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILAS+CREEK+PARKWAY+COMPLETION%2C+WINSTON-SALEM%2C+NORTH+CAROLINA%3A+FEDERAL+AID+PROJECT+No.+M-5948%281%29%3B+STATE+PROJECT+No.+8.2620601.&rft.title=SILAS+CREEK+PARKWAY+COMPLETION%2C+WINSTON-SALEM%2C+NORTH+CAROLINA%3A+FEDERAL+AID+PROJECT+No.+M-5948%281%29%3B+STATE+PROJECT+No.+8.2620601.&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: December 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 311 BYPASS, HIGH POINT EAST BELT FROM US 311 NORTH OF HIGH POINT TO US 311 SOUTH OF ARCHDALE, GUILFORD AND RANDOLPH COUNTIES, NORTH CAROLINA: FEDERAL PROJECT NO. F-119-1(1); STATE PROJECT NO. 8.1570601 (R-609). AN - 15227764; 1176 AB - PURPOSE: Construction of a US 311 bypass of the cities of High Point and Archdale, in Guilford and Randolph counties, North Carolina is proposed. The proposed bypass would be a multilane freeway on new location and would begin at the existing US 311 freeway north of High Point and end at a point on existing US 311 south of Archdale. The total length of the project varies from 13.3 to 14.3 miles, depending on which alternative is selected. The northern section (Section I) of the proposed action extends from the existing US 311 freeway north of High Point, traverses in an easterly direction to Johnson Street, southeasterly to Eastchester Drive and Greensboro Road, and then southerly to US 29 and US 70, which are south and east of High Point's central business district. Section I has a total length of 7.6 miles and approximately 40 percent of the rights-of-way have been acquired. In the southern section (Section II), four alternate corridor alignments have been determined to be feasible. These alternates vary in length from 5.7 to 6.7 miles and are located east of Archdale, extending from US 29 and US 70 to existing US 311 south of Archdale. Total costs range from $104.8 million to $108.5 million. POSITIVE IMPACTS: The plan would provide a needed bypass for the cities of High Point and Archdale in the north-south corridor and would complete a freeway connection between I-40 and I-85 in the western Triad area. The proposed action would slightly improve air quality in the project area. Some wildlife and wildlife habitat may be positively affected by mitigation measures. NEGATIVE IMPACTS: Noise levels would increase along the proposed corridor. There could be potential adverse impacts on the public water supply, which would occur if silt and pollutants associated with heavy equipment and building materials are allowed to enter the streams and reservoirs during construction. Long-term adverse impact would occur if traffic-generated pollutants and hazardous materials are allowed to enter the water supply from highway runoff. The bypass would have unavoidable impacts on the floodplain in the project area. The alignment encroaches on the flood fringes and floodways of several water courses and would require some channel relocation and a causeway across Oak Hollow Lake. The plan would remove 500 to 600 acres of woodland. Construction of a causeway and/or bridges would create a barrier between the western portion of the arm and the remainder of Oak Hollow Lake. From 12.5 to 14.0 acres of wetlands may be involved. Section I would require relocation of 129 dwelling units. The total number of residential relocatees varies from 169 to 201, depending on the alternative selected. Thirteen to 16 businesses and 2 or 3 churches would also be relocated by the proposed action. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 860517, 274 pages and maps, December 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-86-02-D KW - Air Quality KW - Bridges KW - Central Business Districts KW - Channels KW - Cost Assessments KW - Creeks KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Reservoirs KW - Sediment KW - Water Quality KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15227764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+311+BYPASS%2C+HIGH+POINT+EAST+BELT+FROM+US+311+NORTH+OF+HIGH+POINT+TO+US+311+SOUTH+OF+ARCHDALE%2C+GUILFORD+AND+RANDOLPH+COUNTIES%2C+NORTH+CAROLINA%3A+FEDERAL+PROJECT+NO.+F-119-1%281%29%3B+STATE+PROJECT+NO.+8.1570601+%28R-609%29.&rft.title=US+311+BYPASS%2C+HIGH+POINT+EAST+BELT+FROM+US+311+NORTH+OF+HIGH+POINT+TO+US+311+SOUTH+OF+ARCHDALE%2C+GUILFORD+AND+RANDOLPH+COUNTIES%2C+NORTH+CAROLINA%3A+FEDERAL+PROJECT+NO.+F-119-1%281%29%3B+STATE+PROJECT+NO.+8.1570601+%28R-609%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: December 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREENHILL ROAD FROM DIKE ROAD IN CEDAR FALLS TO HACKETT ROAD BYPASS IN WATERLOO, BLACK HAWK COUNTY, IOWA: PROJECT NO. IX-6560(1)--79-07. AN - 36387155; 1170 AB - PURPOSE: Construction of a new two- to four-lane undivided arterial street is proposed on new alignment from Dike Road in Cedar Falls to the proposed Hackett Road Bypass in Waterloo, Black Hawk County, Iowa. All of the West Segment is located within the city of Cedar Falls, while more than half of the East Segment is located within the city of Waterloo. The North Sager alternative in the East Segment is the preferred alternative. In the West Segment, Alternative A is preferred west of Rownd Street and Alternative B is preferred east of Rownd Street. Total costs are estimated to be $10.6 million. POSITIVE IMPACTS: The project will serve as a major east-west link in the overall metropolitan transportation system and will connect with several north-south arterial streets and highways. It will provide access to a portion of Cedar Falls that is not presently served by any major east-west streets. This area is projected to be one of the primary growth areas for future development in the city of Cedar Falls. NEGATIVE IMPACTS: The project would result in the displacement of 59 people, 17 single-family residences, and 1 multifamily housing unit. Traffic would be introduced into areas that previously had no roads or had only low-volume roads. Approximately 168 total acres of agricultural land would be removed from production. Serious noise impacts would be experienced in some residential areas. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0530D, Volume 9, Number 11. JF - EPA number: 860511, 53 pages and maps, December 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-85-01-F KW - Archaeological Sites KW - Community Development KW - Farmlands KW - Geologic Assessments KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Control KW - Trails KW - Vegetation KW - Wildlife KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387155?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREENHILL+ROAD+FROM+DIKE+ROAD+IN+CEDAR+FALLS+TO+HACKETT+ROAD+BYPASS+IN+WATERLOO%2C+BLACK+HAWK+COUNTY%2C+IOWA%3A+PROJECT+NO.+IX-6560%281%29--79-07.&rft.title=GREENHILL+ROAD+FROM+DIKE+ROAD+IN+CEDAR+FALLS+TO+HACKETT+ROAD+BYPASS+IN+WATERLOO%2C+BLACK+HAWK+COUNTY%2C+IOWA%3A+PROJECT+NO.+IX-6560%281%29--79-07.&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: December 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORNELL ROAD PROJECT: 185TH AVENUE TO N.W. 242ND, WASHINGTON COUNTY, OREGON. AN - 36400225; 1177 AB - PURPOSE: Improvements to Cornell Road from approximately 185th Avenue to east of N.W. 242nd Avenue, Washington County, Oregon are proposed. The Build Alternative would widen the north side of existing Cornell Road from N.W. 185th Avenue west to the new intersection of Walker Road. It would then leave the existing alignment and travel north and west through large undeveloped parcels of land that are proposed for major industrial, commercial, and residential development. It would proceed west across Cornelius Pass Road at the northern boundary of the Northwest Natural Gas property, head southwest through the southern portion of property owned by Fujitsu America, Inc. and through Ronler Acres, reconnect to existing Cornell Road near N.W. 229th Avenue, and widen the existing alignment to approximately 242nd Avenue. The project would provide a signalized full intersection at Cornelius Pass Road and access to major parcels being developed within the project area. It would also widen the section to a seven-lane road (six travel lanes with a raised median/left-turn lane), with on-street bicycle lanes, sidewalks, and bus turnouts. The project requires approximately 48 acres of rights-of-way and easements. The estimated cost would be $10 million. POSITIVE IMPACTS: The Build Alternative would support city and county comprehensive plans. It would facilitate timely conversion of land along Cornell Road from agricultural/residential to more intensive, traffic-compatible uses. The level of traffic would provide flexibility to meet projected growth, and peak-hour conditions would be limited to peak hours. Areawide traffic access and circulation would be improved, and traffic speeds would be decreased due to the increased number of traffic signals. Sidewalk and bicycle lanes would improve pedestrian and bicycle use and safety. Over the long term, property values would increase. Wetland mitigation within the Rock Creek floodplain would increase wetland habitat. NEGATIVE IMPACTS: One residence would be displaced by the Build Alternative. Approximately three acres of Fujitsu America, Inc. parking would be eliminated. There would be some visual impacts on nine existing residences. Fourteen television and electric power poles and five guy poles would be relocated. Long-term loss of agricultural employment would result from the Build Alternative. One residence would experience noise levels that exceed the residential noise abatement criteria. Thirty-one acres of existing agricultural lands and 350 feet of existing meander in Rock Creek would be lost. There would be a minor impact on resident fish species. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 86-0066D, Volume 10, Number 2. JF - EPA number: 860508, 2 volumes and maps, December 12, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-01-F KW - Cost Assessments KW - Easements KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Land Use KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Control KW - Trails KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORNELL+ROAD+PROJECT%3A+185TH+AVENUE+TO+N.W.+242ND%2C+WASHINGTON+COUNTY%2C+OREGON.&rft.title=CORNELL+ROAD+PROJECT%3A+185TH+AVENUE+TO+N.W.+242ND%2C+WASHINGTON+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 - Final. Preparation date: December 12, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELL CITY WATERSHED PLAN, CALCASIEU, CAMERON, AND JEFFERSON DAVIS PARISHES, LOUISIANA (DRAFT SUPPLEMENT 1 TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1981). AN - 36394783; 1192 AB - PURPOSE: Implementation of a land-treatment, flood control, drainage, and recreation project on the 81,400-acre Bell City watershed in Calcasieu, Cameron, and Jefferson Davis parishes of Louisiana is proposed. Planned project components would include conservation land treatment on 36,800 acres of cropland and wildlife habitat, improvement of 76 miles of flood control and drainage channels, construction of four weirs adjacent to the Bell City Canal in the prairie marsh area and several pipe drops for flow control, reconstruction of the west levee of the Lacassine National Wildlife Refuge pool, and improvement of the boat ramp and parking area at Rossignol. The channel work would involve 67 miles of channel enlargement and 3 miles of channel clearing. An additional six miles of channel would be maintained under project auspices. Soil surveys would be made on 59,400 acres in the watershed to determine hydrologic groups and drainage classes. Conservation measures to be implemented would include conservation cropping systems, crop residue management, grassed waterways, surface drains, structures for water control (pipe drops), and land smoothing. The draft supplement would add 2.4 miles of channel to the watershed plan and would enlarge it by excavation. Appurtenant structures (pipe drops) would be added as required. Estimated cost of the project is $9.26 million, and the benefit-cost ratio is estimated at 1.7. The structural measures included in the draft supplement would increase costs by $96,500. POSITIVE IMPACTS: Channel work and associated land-treatment measures would reduce the frequency, depth, and duration of overland flow and improve surface drainage on 34,700 acres of cropland. Significant surface damages due to the three-year flood flow would be eliminated. Erosion on soybean land would decrease by 7 percent and sediment in field drains would decrease by 6 percent. Streambank erosion along the Bell City Canal would be reduced by 50 percent, and the Lacassine National Wildlife Refuge would be protected from streambank erosion. Modifications of the Bell City Canal and the recreation facilities would create 2,000 new recreational user-days and enhance the existing 8,000 user-days. NEGATIVE IMPACTS: Installation of the channels and other structures would displace 155 acres of cropland, 64 acres of wetland habitat, 58 acres of wooded channel banks, and 1 acre of other land. Channel modifications would require alteration or reconstruction of 21 bridges, 44 culverts, 12 irrigation canal crossings, 3 pumping plants, 52 natural gas or petroleum pipelines, and 6 powerlines. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Watershed Protection and Flood Prevention Act of 1954, as amended (16 U.S.C. 1001 et seq.). PRIOR REFERENCES: For abstracts of the draft and final environmental impact statements, see 81-0232D, Volume 5, Number 3, and 81-0644F, Volume 5, Number 8, respectively. JF - EPA number: 860510, 16 pages and a map, December 12, 1986 PY - 1986 KW - Water KW - Bridges KW - Channels KW - Cost Assessments KW - Dikes KW - Drainage KW - Dredging KW - Erosion KW - Farmlands KW - Flood Control KW - Land Management KW - Pipelines KW - Pumping Plants KW - Section 404(b) Statements KW - Sediment Control KW - Transmission Lines KW - Watersheds KW - Waterways KW - Wetlands KW - Wildlife KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Watershed Protection and Flood Prevention Act of 1954, as amended, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394783?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELL+CITY+WATERSHED+PLAN%2C+CALCASIEU%2C+CAMERON%2C+AND+JEFFERSON+DAVIS+PARISHES%2C+LOUISIANA+%28DRAFT+SUPPLEMENT+1+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1981%29.&rft.title=BELL+CITY+WATERSHED+PLAN%2C+CALCASIEU%2C+CAMERON%2C+AND+JEFFERSON+DAVIS+PARISHES%2C+LOUISIANA+%28DRAFT+SUPPLEMENT+1+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1981%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Soil Conservation Service, Alexandria, Louisiana; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 12, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREAT SENECA HIGHWAY FROM MIDDLEBROOK ROAD TO MARYLAND ROUTE 28, MONTGOMERY COUNTY, MARYLAND. AN - 15224777; 1173 AB - PURPOSE: Construction of a section of the Great Seneca Highway in central Montgomery County, Maryland is proposed. Under the proposed alternative, a four-lane divided controlled-access highway would be constructed from Middlebrook Road to Maryland Route 28 (MD 28). The total project length would be 7.8 miles. At-grade, signalized intersections would be provided at Middlebrook Road, Clopper Road (MD 117), Longdraft Road, Quince Orchard Road (MD 124), Muddy Branch Road, Key West Avenue (proposed MD 28 relocated), and MD 28. Some unsignalized intersections would also be allowed at major subdivision entrances; however, no access would be provided for individual properties abutting the rights-of-way. The proposed plan has a minimum rights-of-way width of 150 feet. Bridges are proposed at the B&O Railroad, Great Seneca Creek, Long Draught Branch, and Muddy Branch, as well as three major drainage structures. Approximately two miles of the project have already been constructed or are under construction and currently serve as a two-lane access road to residential developments. The estimated cost for the project, in 1983 dollars, is $32.3 million. POSITIVE IMPACTS: Much-needed traffic capacity would be provided for current and future development in the area. Peak hour traffic volumes on I-270 and MD 117 would be significantly reduced. Improvement of the level of transportation service and capacity in the area would prevent denial of subdivision approval by zoning authorities in the area. NEGATIVE IMPACTS: The proposed plan would require 20.9 acres of parkland, which would be replaced, and the filling of approximately 2.7 acres of wetland, which also would be replaced. One residence would be affected, and three persons would be relocated. Noise levels could increase more than 10 decibels on the A-weighted scale along project roadways; at as many as six sites, noise levels could exceed Federal Highway Administration standards. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0309D, Volume 7, Number 6. JF - EPA number: 860506, 2 volumes and maps, December 11, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-83-02-F KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Compliance 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15224777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREAT+SENECA+HIGHWAY+FROM+MIDDLEBROOK+ROAD+TO+MARYLAND+ROUTE+28%2C+MONTGOMERY+COUNTY%2C+MARYLAND.&rft.title=GREAT+SENECA+HIGHWAY+FROM+MIDDLEBROOK+ROAD+TO+MARYLAND+ROUTE+28%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 - Final. Preparation date: December 11, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WOLF CREEK VALLEY SKI AREA, SAN JUAN NATIONAL FOREST, MINERAL COUNTY, COLORADO. AN - 36387217; 1161 AB - PURPOSE: Development of a downhill ski area, located approximately 12 miles north of Pagosa Springs, Colorado on U.S. Highway 160 in the area commonly known as Windy Pass in the Pagosa District, San Juan National Forest, Mineral County, Colorado, has been proposed by Westfork Investment, Ltd. Under the preferred alternative, development would be phased, with the first phase having a capacity of 4,050 skiers at one time, four lifts, and 253 acres of trails. Future phases would be completed as the market may justify. At project completion, the ski area would have a capacity of 11,750 skiers at one time, 14 chairlifts, a gondola, and 904 acres of trails. Approximately 2,700 acres of National Forest System land would be under permit. An area included in the proposal and of particular importance to the proponent is that referred to as "the back bowls." Four lift systems are proposed to service this terrain, which is in an open bowl configuration with natural parks and openings and glades of aspen intermixed with spruce fir. Ability levels serviced by the proposed lifts range from low intermediate to expert. The four back bowl lifts would operate at a relatively low hourly capacity in order to maintain a low-trail density of five skiers per acre. A capacity of 1,750 skiers at one time is proposed in an effort to assure a quality skiing experience. The ski base area would be located on private land immediately adjacent to the base lift terminals and ski runs. The ski base would contain skiing-oriented services, a base lodge, transit facilities, and skier parking in a combination of surface parking lots and parking structures. To accommodate this base, approximately one mile of U.S. Highway 160 would be relocated 550 feet west of the current alignment. The proposed relocation would be designed to meet the requirements of a Type B roadway with a design speed of 65 mph, with two 12-foot lanes and 8-foot paved shoulders on each side. Where auxiliary climbing lanes are necessary, they would be 12 feet wide and the shoulder would be reduced to 4 feet. The estimated cost of the proposed road realignment would be $2.8 million and would be borne wholly by the proponent. A full range of housing units and services would be developed in the ski base area and ultimately would include 20 single-family residences, 78 townhouses, 476 condominiums, and 220 condominium-hotel units. In addition, approximately 65,000 square feet of ski-related commercial retail space would be built at the ski base. Two 18-hole golf courses, an equestrian center, a trail system, and water-oriented recreation uses would be included in the program. Development of "the back bowls" area would be postponed until an operations and mitigation plan is developed. POSITIVE IMPACTS: Within the total area proposed for development, significant cultural resources would be preserved. Because of the high value of vegetation to the development, the danger of wildfire spreading on-site would be reduced. In some cases, there would be an opportunity for improving certain wildlife habitats. Development would enhance and help diversify the economic base of the area, would increase employment opportunities, would help meet projected demand trends for downhill skiing, and would increase the use of the San Juan National Forest. Water quantities are anticipated to increase due to tree cutting for ski trails and the nature of snowfall as affected by wind circulation, which would result in earlier snowmelt runoff. NEGATIVE IMPACTS: Development of the ski area would be phased, and the first steep trails cleared would have a relatively high risk of natural and construction-induced slope failures, with increased debris flows from landslides and ski trail construction. There would be less visual diversity and character, especially in the fall, because of the removal of some aspen trees. An estimated 28 percent of the total timber/vegetation types on public land would be impacted. Vegetation disturbance would affect wildlife habitat over the entire proposed permit area. The realignment of U.S. Highway 160 would have a short-term impact due to land disturbance resulting from construction. A proposed lift could affect one archaeological site on National Forest System land. Noise levels would increase as a result of increased traffic and operation of the ski area (lifts, slope maintenance vehicles, snowmaking, etc.). LEGAL MANDATES: Executive Order 11990 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For abstracts of the draft and revised draft environmental impact statements, see 85-0515D, Volume 9, Number 11, and 86-0278D, Volume 10, Number 7, respectively. JF - EPA number: 860503, 2 volumes, December 9, 1986 PY - 1986 KW - Parks, Refuges and Forests KW - Agency number: 02-13-85-03-F KW - Archaeological Sites KW - Commercial Zones KW - Cultural Resources KW - Employment KW - Forests KW - Highways KW - Housing KW - Parking KW - Parks KW - Recreation Facilities KW - Section 404(b) Statements KW - Ski Areas KW - Socioeconomic Assessments KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - San Juan National Forest KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387217?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WOLF+CREEK+VALLEY+SKI+AREA%2C+SAN+JUAN+NATIONAL+FOREST%2C+MINERAL+COUNTY%2C+COLORADO.&rft.title=PROPOSED+WOLF+CREEK+VALLEY+SKI+AREA%2C+SAN+JUAN+NATIONAL+FOREST%2C+MINERAL+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Durango, Colorado; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 9, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST HUNTINGTON BRIDGE EXTENSION TO US 60, CABELL COUNTY, WEST VIRGINIA (STATE PROJECT NUMBER X306-106-0.00; FEDERAL PROJECT NUMBER BRF-106(001)). AN - 36394531; 1182 AB - PURPOSE: Construction of a connection to US 60 from the main span of the East Huntington Bridge Extension at 3rd Avenue in Huntington, Cabell County, West Virginia is proposed. The East Huntington Bridge is complete and carries WVA 106 traffic over the Ohio River to Proctorville, Ohio. Six build schemes, as well as the no-build scheme, are being considered. Scheme A would widen 31st Street from 3rd Avenue and extend over the C&O Railroad in a straight alignment to connect with US 60. Scheme B would widen 31st Street from 3rd Avenue and extend on a curved approach over the C&O Railroad to a connection with US 60 west of the Scheme A connection. Scheme C would extend from the East Huntington Bridge over the Guyandotte River to US 60 with no connection to 31st Street. Scheme D would be the same as Scheme C, but the superstructure would span an industrial landfill area without intermediate piers in the landfill. Scheme E, similar to Scheme C, would extend the East Huntington Bridge for the portion over the Guyandotte River, but would include a curve in the alignment westward to bypass the industrial landfill area and connect with US 60 in the same general area as Scheme B. Scheme F would have the same alignment as Scheme E for the extension of the East Huntington Bridge, but with ramps added to provide a direct connection between 31st Street and US 60 and a widening at 31st Street to 3rd Avenue. Costs for the project range from $18.7 million (Scheme F) to $9.0 million (Scheme B), depending on the chosen alternative. POSITIVE IMPACTS: Beneficial impacts associated with this project include a direct connection to US 60 from the East Huntington Bridge for Schemes C, D, E, and F and improved access to 31st Street for Schemes A, B, and F. The project would also reduce dependence on the 29th Street (US 60) bridge, which is in poor condition due to deterioration of the piers and superstructure. NEGATIVE IMPACTS: Significant environmental impacts associated with the proposed project include the relocation of up to 11 residences and 4 businesses, depending on the alternative chosen. Scheme C would potentially impact a closed industrial waste landfill. Construction impacts include traffic disruption, increases in air and noise pollution, erosion, and sedimentation. LEGAL MANDATES: Executive Order 11988, Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860500, 69 pages, December 5, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-86-02-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Erosion KW - Floodplains KW - Highway Structures KW - Highways KW - Landfills KW - Noise KW - Relocations-Property Acquisitions KW - Sediment KW - Transportation KW - West Virginia KW - Executive Order 11988, 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/36394531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+HUNTINGTON+BRIDGE+EXTENSION+TO+US+60%2C+CABELL+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+NUMBER+X306-106-0.00%3B+FEDERAL+PROJECT+NUMBER+BRF-106%28001%29%29.&rft.title=EAST+HUNTINGTON+BRIDGE+EXTENSION+TO+US+60%2C+CABELL+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+NUMBER+X306-106-0.00%3B+FEDERAL+PROJECT+NUMBER+BRF-106%28001%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 - Draft. Preparation date: December 5, 1986 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Insulation performance beneath roads and airfields in Alaska AN - 50284604; 2004-067460 JF - Report - Alaska Department of Transportation AU - Esch, David C Y1 - 1986/12// PY - 1986 DA - December 1986 SP - 10 PB - State of Alaska, Department of Transportation, Fairbanks, AK KW - United States KW - soil mechanics KW - Fairbanks Alaska KW - embankments KW - cold weather performance KW - permafrost KW - thermal conductivity KW - insulation materials KW - depth KW - Southern Alaska KW - cold weather construction KW - aircraft landing areas KW - airports KW - heat flow KW - East-Central Alaska KW - thickness KW - Alaska KW - Anchorage Alaska KW - roads KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50284604?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=Esch%2C+David+C&rft.aulast=Esch&rft.aufirst=David&rft.date=1986-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Insulation+performance+beneath+roads+and+airfields+in+Alaska&rft.title=Insulation+performance+beneath+roads+and+airfields+in+Alaska&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 11 N1 - PubXState - AK N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #06488 N1 - SubjectsTermNotLitGenreText - aircraft landing areas; airports; Alaska; Anchorage Alaska; cold weather construction; cold weather performance; construction materials; depth; East-Central Alaska; embankments; Fairbanks Alaska; heat flow; insulation materials; permafrost; roads; soil mechanics; Southern Alaska; thermal conductivity; thickness; United States ER - TY - RPRT T1 - PROPOSED WIDENING AND EXTENSION OF BEAVER DAM ROAD FROM BEAVER COURT TO PADONIA ROAD, BALTIMORE COUNTY, MARYLAND. AN - 36394042; 1172 AB - PURPOSE: Widening and extension of Beaver Dam Road from Beaver Court to Padonia Road in Baltimore County, Maryland is proposed. This would involve widening to four lanes the existing two-lane section of Beaver Dam Road, from the southern limit of Hunt Valley Industrial Park at Beaver Court to just north of Church Lane, and construction of a new four-lane road from Church Lane to Padonia Road. The project would also involve the following: (1) providing an intersection with proposed Warren Road Extended; (2) providing a connection between Industry Lane and Beaver Dam Road; (3) upgrading the intersection with Church lane, or closing off Church Lane; and (4) creating an intersection with Padonia Road. Under the preferred alternative, the intersection of Padonia Road would be opposite the intersection of Deereco Drive. CONRAIL maintains a 56-foot right-of-way and a single track through the corridor. Acquisition and development of a public transportation facility along the CONRAIL rights-of-way is still being considered. Under the preferred alternative the existing CONRAIL lines would be relocated eastward of their present location, outside of the existing right-of-way. The total estimated cost would be $10.4 million, including construction, relocation, and rights-of-way costs. POSITIVE IMPACTS: The widening and extension of Beaver Dam Road would permit improved movement of traffic along the corridor and would provide additional access for traffic from the Hunt Valley complex to I-83 via Padonia Road. The project would provide a connection with Industry Lane, allowing additional traffic movement away from York Road. Beaver Dam Road would help alleviate the traffic congestion along York Road and would provide an upgraded intersection with the proposed extension of Warren Road from York Road to I-83. Access to industrial and commercial properties within the corridor would be improved, allowing for commercial expansion. This would provide increased employment and additions to the tax base. NEGATIVE IMPACTS: The preferred alternative would affect a proposed historic district. Five historical structures would be displaced or relocated. There also would be one major stream crossing involving either a bridge or two 12 by 16 foot box culverts. Approximately .06 acre of wetlands and 1.6 acres of floodplain would be affected, and approximately 0.5 acre of prime agricultural land would be lost to the proposed project. A total of 5 residences and 12 residents would be displaced, along with 1 business. The project would require one culvert, one retaining wall, and one bridge. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860495, 217 pages and maps, November 28, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-03-D KW - Bridges KW - Cost Assessments KW - Employment KW - Farmlands KW - Floodplains KW - Highway Structures KW - Historic Sites KW - Pipelines KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, 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/36394042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+AND+EXTENSION+OF+BEAVER+DAM+ROAD+FROM+BEAVER+COURT+TO+PADONIA+ROAD%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=PROPOSED+WIDENING+AND+EXTENSION+OF+BEAVER+DAM+ROAD+FROM+BEAVER+COURT+TO+PADONIA+ROAD%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: November 28, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WARREN ROAD EXTENSION FROM YORK ROAD TO I-83, BALTIMORE COUNTY, MARYLAND. AN - 36401089; 1088 AB - PURPOSE: Extending Warren Road from its present terminus at Maryland Route 45 (York Road) to I-83 (the Harrisburg Expressway) in Cockeysville, Baltimore County, Maryland is proposed. Projected phased construction of the road would be from 1988 to 1992. Five specific alignments and five interchange configurations have been studied along the general corridor. Two general approaches are being considered. The first would extend Warren Road due west to I-83 with a new interchange constructed just south of Beaver Dam Run. Between York Road and Beaver Dam Road, the new road would consist of a closed-section (curbed), 5-lane roadway that would cross two properties: the Baltimore Gas and Electric Company's Cockeysville Service Center and Baltimore County's Texas Landfill, which is filled and closed. Between Beaver Dam Road and I-83, the roadway would be an open-section (graded shoulders without curbs), 4-lane road with a 34-foot median. This section crosses the northern end of Genstar Stone Product Company's Texas Quarry. The interchange ramps would be constructed on undeveloped wooded property and farmland, as well as on Genstar property. The second general approach involves extending Warren Road only as far as Beaver Dam Road and constructing an interchange where that road now crosses I-83. The existing Beaver Dam Road is wide enough for four lanes and would connect Warren Road Extended to the new interchange. The only improvements necessary along Beaver Dam Road would be additional lanes at the intersection with McCormick Road. The interchange would include ramps to and from the south only, because of the proximity of this interchange to Shawan Road; northern traffic movements would use Shawan Road. Total costs range from $12 million to $42 million, depending on the alignment and configuration chosen. POSITIVE IMPACTS: The extension of Warren Road and a new interchange at I-83 are needed to relieve traffic congestion along York Road and on Padonia and Shawan roads. The extension of Warren Road is expected to draw traffic off York Road and to relieve the present congestion. The extension would also provide an alternative route to I-83 and would relieve rush hour congestion on I-83 in the area of Warren Road. NEGATIVE IMPACTS: The number of properties affected ranges from 19 to 28, with the total required rights-of-way ranging from 24.0 to 116.6 acres. Depending on the alignment and the interchange options selected, 3.4 to 21.7 acres of floodplain and 1.7 to 9.2 acres of wetlands would be affected. As many as eight historical sites could be involved. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 860482, 232 pages and maps, November 20, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-04-D KW - Cost Assessments KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Wetlands KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401089?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WARREN+ROAD+EXTENSION+FROM+YORK+ROAD+TO+I-83%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=WARREN+ROAD+EXTENSION+FROM+YORK+ROAD+TO+I-83%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: November 20, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROGUE RIVER BRIDGE TO GOLD BEACH, OREGON COAST HIGHWAY, CURRY COUNTY, OREGON: RF-F-124(25). AN - 36386235; 1092 AB - PURPOSE: Improvement of U.S. 101, the Oregon Coast Highway, between the Rogue River Bridge and Gold Beach (Moore Street) in Curry County, Oregon is proposed. The typical section for the build alternatives includes four 12-foot travel lanes, a 14-foot continuous left-turn lane, two 6-foot paved shoulders/bicycle lanes, curbs, and sidewalks. The total width of the roadway would be 74 feet, curb to curb. Alignment of the project is the only difference between the two build alternatives. Alternative 1 would be the easternmost alternative throughout most of the project. It would have the most severe impact on the hillside, but it would create fewer impacts to the river. It would swing further to the west just south of the northern access road to the Port of Gold Beach. Alternative 2 would be further west of Alternative 1; however, much of it would be on the original roadways. This alternative would have fewer impacts on the hillside than Alternative 1, but would impact wetlands to a greater degree. The design option has the same typical section as the alternatives. It differs from the alternatives only in alignment from near the intersection with Colvin Street south to Moore Street. The option continues a straight alignment whereas the alternatives swing to the east and back to the existing alignment; both the alternatives and the option would eliminate the existing S-curves. It is recommended that Colvin Street not be dead-ended as proposed and that it continue to be connected with U.S. 101. Total costs are estimated to range from $4.9 million for Alternative 1 to approximately $4.45 million for the Design Option. POSITIVE IMPACTS: The proposed project would improve the section of U.S. 101 between the Rogue River Bridge and Gold Beach, add additional traffic capacity, and improve the safety of the highway by the addition of travel lanes, a continuous left-turn median, paved shoulders and bicycle lanes, curbs, and sidewalks. NEGATIVE IMPACTS: Each of the alternatives would displace 8 homes, 2 public service offices, and 18 businesses. The design option would displace 7 to 9 residences and 17 businesses. All build alternatives and the design option would require the acquisition of land and buildings. Alternative 1 would require the most land, nearly eight acres, and the design option would require the least, slightly more than seven acres. The estimated tax base loss would range from $1.45 million to $1.6 million. The Rogue River Bridge, a structure eligible for inclusion on the National Register of Historic Places, would be affected by the build alternatives; however, if it were designed with the exact detail of the existing bridge, it would not affect National Register eligibility. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 860479, 160 pages, November 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-03-D KW - Beaches KW - Bridges KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Traffic Control KW - Wetlands KW - Oregon 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/36386235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROGUE+RIVER+BRIDGE+TO+GOLD+BEACH%2C+OREGON+COAST+HIGHWAY%2C+CURRY+COUNTY%2C+OREGON%3A+RF-F-124%2825%29.&rft.title=ROGUE+RIVER+BRIDGE+TO+GOLD+BEACH%2C+OREGON+COAST+HIGHWAY%2C+CURRY+COUNTY%2C+OREGON%3A+RF-F-124%2825%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH MARINE DRIVE, I-5 TO RIVERGATE INDUSTRIAL DISTRICT, MULTNOMAH COUNTY, OREGON: PROJECT IX-9962(1). AN - 36400275; 1091 AB - PURPOSE: Widening of Marine Drive and realigning the roadway connection between Interstate 5 (I-5) and the Rivergate Industrial District (RID) in Multnomah County, Portland, Oregon are proposed. The Northern Build Alternative would provide a 1.3-mile connection between I-5 and the RID. It would consist of two separate design sections, the first from I-5 to the railroad structure (cross-levee) and the second from the structure to a connection with Marine Drive in Rivergate. Each design would provide four travel lanes, a bicycle facility, and some level of pedestrian facilities. The first, or eastern segment, would include a center turn lane, a sidewalk on the south side of the roadway, and a separated bicycle facility. The western segment would not include the median lane and would be modified to include 6-foot bicycle lanes and 5-foot sidewalks on both sides of the roadway. The existing underpass through the railroad structure would accommodate the two westbound traffic lanes and the 10-foot bicycle path. A new underpass would be constructed south of the existing trestle, to accommodate the eastbound travel lanes and a sidewalk. The intersection of Marine Drive and North Portland Road would be redesigned and signalized. The North Force Avenue intersection may require signalization as traffic volumes increase. The Southern Build Alternative would begin with a modified I-5 interchange, south of its present location. The design would consist of four travel lanes, a median turn lane, 6-foot bicycle lanes adjacent to the outside travel lanes, 5-foot sidewalks, and a 4-foot landscaped area next to the sidewalks. Structures would be required to cross under the three sets of railroad tracks intersected by the alignment. The intersection with North Portland Road would be signalized, and the feasibility of signalizing North Force Avenue would be studied. Preliminary estimates of costs are $20.9 million for the Northern Alternative and $19.5 million to $23.5 million for the Southern Alternative. POSITIVE IMPACTS: The Marine Drive project would improve the connection between I-5 and the RID and would provide an acceptable level of traffic service for the planned development and growth expected in the project area. This development may generate increased employment and tax revenues. The Northern Alternative would provide access to view the Oregon slough area. NEGATIVE IMPACTS: The Northern Alternative would result in the displacement of several existing businesses. Two residential (houseboat) moorages would be impacted by the proximity of the roadway. The development of water-based activities could be restricted by the alignment. The Southern Alternative would have direct and secondary impacts to wetlands. Its proximity would potentially disturb an active Great Blue Heron rookery. The alignment would be directly adjacent to an active recreational area. Noise levels would exceed criteria at several locations. LEGAL MANDATES: Executive Order 11990 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860478, 144 pages and maps, November 17, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-04-D KW - Birds KW - Community Development KW - Cost Assessments KW - Employment KW - Highway Structures KW - Highways KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Socioeconomic Assessments KW - Traffic Control KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400275?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+MARINE+DRIVE%2C+I-5+TO+RIVERGATE+INDUSTRIAL+DISTRICT%2C+MULTNOMAH+COUNTY%2C+OREGON%3A+PROJECT+IX-9962%281%29.&rft.title=NORTH+MARINE+DRIVE%2C+I-5+TO+RIVERGATE+INDUSTRIAL+DISTRICT%2C+MULTNOMAH+COUNTY%2C+OREGON%3A+PROJECT+IX-9962%281%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 17, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT M1299(1): NORTH 19TH AVENUE - DURSTON ROAD TO OAK STREET; OAK STREET - NORTH 19TH AVENUE TO SEVENTH AVENUE; AND PROJECT M1212(4): KAGY BOULEVARD - SOUTH 19TH TO SOUTH THIRD AVENUES, BOZEMAN, MONTANA. AN - 36398720; 1090 AB - PURPOSE: Roadway developments are proposed on two arterial routes in Bozeman, Montana. Project M1299(1) consists of acquiring rights-of-way and constructing approximately 1.4 miles of roadway on North 19th Avenue (FAU 1201) and Oak Street (FAU 1202). Project M1212(4) consists of acquiring additional rights-of-way and constructing 1.0 mile of roadway along Kagy Boulevard (FAU 1212). The projects are part of a perimeter arterial route around the city of Bozeman. In addition, the impacts of extending North 19th Avenue from Oak Street to Baxter Lane are addressed. This road segment is not part of Project M1299(1), but its development is essential to ensure that the local road and street system in northwest Bozeman functions effectively. Several alternatives were evaluated for each project, and analyses determined that North 19th Avenue (Durston Road to Oak Street) and Oak Street (North 19th to North Seventh avenues) would be developed as four-lane roadways. The future traffic on Kagy Boulevard could be effectively handled by a two-lane roadway. The preferred alternative for North 19th Avenue-Oak Street would be a 78-foot-wide four-lane roadway consisting of four 12-foot driving lanes, a 14-foot median, and two 8-foot emergency parking/bicycle lanes. Five-foot-wide sidewalks and five-foot boulevards would be provided on both sides of North 19th Avenue and Oak Street. Project M1299(1) is likely to be stage constructed. The preferred alternative for the Kagy Boulevard project would be a 62-foot-wide two-lane roadway consisting of two 14-foot driving lanes, a 14-foot painted median, and two 10-foot emergency parking/bicycle lanes. Two 8-foot boulevards and two 5-foot sidewalks would be constructed on each side of the roadway. Funding limitations may require this project also to be stage constructed. The total cost of the North 19th Avenue-Oak Street project is estimated to be approximately $3.2 million; the total cost of the Kagy Boulevard project is estimated to be approximately $1.4 million. POSITIVE IMPACTS: Both projects seek to alleviate traffic congestion and excessive delays at several major intersections of the traffic network and to provide linkage between previously completed projects along the perimeter arterial road system. Commercial development along the project corridors would produce long-term employment and income benefits to the community. All construction alternatives would provide pedestrian and bicyclist facilities where none presently exist. Improved access would provide beneficial impacts to parklands and recreation areas and should stimulate growth in northwest Bozeman. The construction of high-design traffic facilities is expected to result in a net energy savings, since the savings in operational energy requirements would exceed the energy requirements of facility construction. NEGATIVE IMPACTS: One business and one residential right-of-way must be acquired and the occupants relocated. Substantial utility relocation would be required along the North 19th Avenue and Oak Street alignments. The Farmer's Canal would have to be relocated in a piped conduit along North 19th Avenue and Oak Street. The proposed construction of North 19th Avenue would require that rights-of-way be acquired from the Smith farm, a property eligible for inclusion in the National Register of Historic Places. Some degradation of the existing surface water quality could result due to the low average flow of the East Gallatin River. Noise levels approaching or exceeding 70 dBA can be expected during the design year. Federal Highway Administration criteria for noise abatement may be exceeded in residential areas. The loss of mature trees along the rights-of-way corridor would be the most significant visual impact. Rights-of-way clearance and roadway construction would result in a loss of habitat for several bird and small mammal species, but should not affect any federally listed threatened or endangered species. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0118D, Volume 10, Number 3. JF - EPA number: 860477, 218 pages and maps, November 17, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-86-01-F KW - Cost Assessments KW - Employment KW - Floodplains KW - Highways KW - Historic Sites Surveys KW - Noise KW - Noise Standards Violations KW - Parking KW - Parks KW - Pipelines KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Trails KW - Water Quality KW - Wildlife Habitat KW - Montana KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 209 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/36398720?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+M1299%281%29%3A+NORTH+19TH+AVENUE+-+DURSTON+ROAD+TO+OAK+STREET%3B+OAK+STREET+-+NORTH+19TH+AVENUE+TO+SEVENTH+AVENUE%3B+AND+PROJECT+M1212%284%29%3A+KAGY+BOULEVARD+-+SOUTH+19TH+TO+SOUTH+THIRD+AVENUES%2C+BOZEMAN%2C+MONTANA.&rft.title=PROJECT+M1299%281%29%3A+NORTH+19TH+AVENUE+-+DURSTON+ROAD+TO+OAK+STREET%3B+OAK+STREET+-+NORTH+19TH+AVENUE+TO+SEVENTH+AVENUE%3B+AND+PROJECT+M1212%284%29%3A+KAGY+BOULEVARD+-+SOUTH+19TH+TO+SOUTH+THIRD+AVENUES%2C+BOZEMAN%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: November 17, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT WELCOME CENTER AND ASSOCIATED ROADWAY IMPROVEMENTS NEAR I-75 AND THE AMBASSADOR BRIDGE, DETROIT, WAYNE COUNTY, MICHIGAN. AN - 36397556; 1089 AB - PURPOSE: Construction of a Welcome Center directly across from the Ambassador Bridge and associated roadway improvements in the vicinity of Porter Street and Interstate 75 (I-75) in Detroit, Wayne County, Michigan are proposed. The proposed Welcome Center encompasses a 5.4-acre area bounded by Porter Street on the south and East Service Drive on the west. The north boundary would be approximately 125 feet north of Lambie Place, and the east boundary would extend to the alley between 20th and 21st streets. A Welcome Center within the proposed boundaries would necessitate closing streets and alleys, including the 150-foot-long blocks of Bristol Place and Lambie Place. The Welcome Center's north and east boundaries would be fenced. Trees and shrubs would be planted to provide an attractive buffer between the residential neighborhood to the east and the new facility. The design of the building has not been finalized, but it would be a structure appropriate in size to accommodate the anticipated use. Approximately 42 parking spaces for automobiles and small trucks and 14 spaces for recreational vehicles are planned. The landscaped grounds would also include several picnic tables and walkways, and an area would be set aside for exercising pets. Traffic would enter the center from East Service Drive, circulate in a one-way direction, and exist via a separate driveway onto Porter Street. During the final design of the project, a decision will be made as to whether the buildings on both sides of Bagley Avenue should be acquired. The cost of the project is estimated to be $9.6 million. POSITIVE IMPACTS: The project could improve the appearance of the entrance to the United States and Detroit. The project would fulfill the city's need for a travel information center. Traffic conflicts in the vicinity of the bridge would be reduced, and the level of commercial traffic passing through a nearby residential area would decline. Tourism within the city would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of 32 residential units and 9 businesses. The established vehicular traffic flow patterns in the community would be altered, and elderly and ethnic groups would be disturbed. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0130D, Volume 8, Number 3. JF - EPA number: 860471, 2 volumes and maps, November 13, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-83-02-F KW - Air Quality Assessments KW - Bridges KW - Minorities KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Urban Renewal KW - Michigan KW - Federal Aid Highway Act of 1968, 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/36397556?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+WELCOME+CENTER+AND+ASSOCIATED+ROADWAY+IMPROVEMENTS+NEAR+I-75+AND+THE+AMBASSADOR+BRIDGE%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=DETROIT+WELCOME+CENTER+AND+ASSOCIATED+ROADWAY+IMPROVEMENTS+NEAR+I-75+AND+THE+AMBASSADOR+BRIDGE%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 - Final. Preparation date: November 13, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 92 FROM ROUTE US 206, MONTGOMERY TWP. TO ROUTE NJ 33, HIGHTSTOWN, MERCER, MIDDLESEX, AND SOMERSET COUNTIES, NEW JERSEY. AN - 36401052; 1087 AB - PURPOSE: Construction of an approximately 13-mile-long interconnecting roadway link between Route US 206 north of Princeton and Route NJ 33 east of Hightstown, in the counties of Mercer, Middlesex, and Somerset, New Jersey, is proposed. The roadway would be a controlled-access facility with access provided only at interchanges. The prevailing cross section would consist of two travel lanes in each direction, separated by a 36-foot grassed median, except between Route US 1 and Route NJ 27, where there would be three travel lanes in each direction. Within four of the five project segments, a preferred alternative has been identified. The two proposed build alternatives vary considerably between Route US 1 and Route 130. Alternative I would continue in a southerly direction through Plainsboro and Cranbury townships, and three design schemes are under consideration for the section between Cranbury Road and County Route 535. Alternative VI would follow a more easterly path, traversing the northern portion of Plainsboro Township and through the southern portion of South Brunswick Township. Two design schemes that run north and south of Friendship Road, respectively, are under consideration. Both build alternatives include a section of roadway from Route US 130 to Route NJ 33, crossing County Route 539 and the New Jersey Turnpike to provide a bypass to the east of Hightstown. Construction costs vary between $138.5 million and $167.0 million, depending on the chosen alignment, and the rights-of-way costs range from $20.3 million to $39.9 million. POSITIVE IMPACTS: The project would relieve traffic congestion in Hightstown and in Princeton. It would improve east-west traffic flow within the study area and relieve the local roadway network of truck traffic. NEGATIVE IMPACTS: The preferred alternative would require taking between 84 and 142 acres of wetlands and between 239 and 347 acres of prime farmland. Relocation of between 22 and 290 families and between 17 and 20 businesses would be required, depending on the alignment selected. Between 37 and 64 residences would be impacted, due to increased noise levels, even with the construction of proposed noise barriers. The Delaware and Raritan Canal State Park and the Autumn Hills Reservation would be affected. Up to six historic sites, either on or eligible for the National Register of Historic Places, 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 860454, 8 volumes and maps, November 4, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-86-01-D KW - Cost Assessments KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - New Jersey KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401052?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+92+FROM+ROUTE+US+206%2C+MONTGOMERY+TWP.+TO+ROUTE+NJ+33%2C+HIGHTSTOWN%2C+MERCER%2C+MIDDLESEX%2C+AND+SOMERSET+COUNTIES%2C+NEW+JERSEY.&rft.title=ROUTE+92+FROM+ROUTE+US+206%2C+MONTGOMERY+TWP.+TO+ROUTE+NJ+33%2C+HIGHTSTOWN%2C+MERCER%2C+MIDDLESEX%2C+AND+SOMERSET+COUNTIES%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: November 4, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGETOWN BYPASS, US 460 WEST TO US 460 EAST, SCOTT COUNTY, KENTUCKY. AN - 36398668; 1086 AB - PURPOSE: Construction on new alignment of a highway bypass around the southern side of Georgetown in Scott County, Kentucky is proposed. Approximately five and one-half miles in length, the facility would begin at US 460 West (Frankfort Road) and extend around the southern side of Georgetown to the US 460/62 East (Paris-Cynthiana roads) intersection. The facility would provide a bypass around Georgetown for US Routes 460, 62, and 227. The eastern portion of the project, US 25 (Lexington Road) to US 460 East, is proposed as a four-lane facility, necessary to serve the heavier volumes of traffic projected, while the western portion, US 25 to US 460 West, is proposed as a two-lane facility with grading for four lanes. The major alternatives that were examined were the No Action alternative, the Transportation Systems Management alternative, the Public Transit alternative, and six Build alternatives. The preferred alternative has been identified but not selected. This alternative is a combination of several build alternatives that consist of Alternative 2B From US 460 West to US 62 W (Midway-Paynes Depot Road), Alternative 2 from US 62 W to US 25, and Alternative 1 from US 25 S to US 460 E. The No Action alternative was not feasible, considering the documented need for this project. POSITIVE IMPACTS: The proposed action would provide additional highway capacity to meet existing and future travel demands in the area. The safety and efficiency of the highway system would be significantly improved, thereby contributing to the betterment of the human environment. No land would be used from any existing or proposed public parks, historic resources, recreation areas, or wildlife and waterfowl refuges, and no designated critical habitat or any threatened and endangered plant or animal species would be affected. The project would have a minimal effect on prime farmland, since this land had already been designated for urban expansion. NEGATIVE IMPACTS: There would be one owner-occupied residential unit and one business affected by this project. The project would have no significant adverse impacts on natural, ecological, cultural, or scenic resources of national, state, or local importance, and it would have no significant effects on water quality. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860452, 184 pages and maps, November 3, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-86-02-D KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Water Quality KW - Wetlands KW - Kentucky 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 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398668?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGETOWN+BYPASS%2C+US+460+WEST+TO+US+460+EAST%2C+SCOTT+COUNTY%2C+KENTUCKY.&rft.title=GEORGETOWN+BYPASS%2C+US+460+WEST+TO+US+460+EAST%2C+SCOTT+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 3, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WOONSOCKET INDUSTRIAL HIGHWAY/ROUTE 99 IN THE TOWNS OF LINCOLN, NORTH SMITHFIELD, WOONSOCKET, AND CUMBERLAND, RHODE ISLAND (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1971). AN - 36394213; 1093 AB - PURPOSE: Construction of the fully access-controlled Woonsocket Industrial Highway/Route 99, located in the towns of Lincoln, North Smithfield, Woonsocket, and Cumberland, Rhode Island, beginning near the interchange of I-295 and proceeding north to the Route 146 /Route 146A merge and connecting to Route 122 (Mendon Road) is proposed. The final supplement evaluates the impacts and addresses wetlands and water quality concerns associated with three alternative alignments. The alternatives considered include construction of a four-lane limited-access roadway along three alternative alignments. All of the alternatives involve a transportation network linking the Route 146/I-295 interchange to Route 122 (Mendon Road) in the vicinity of the Woonsocket /Cumberland town line. The three limited-access alignments are Alignments 2, 3, and 4B; they are 4.2, 3.6, and 3.3 miles long, respectively. Alignments 2 and 3 originate at the Route 146/I-295 interchange and proceed north along existing Route 146. Alternative 4B originates from Route 146 immediately north of the I-295 interchange and parallels Crookfall Brook. All alignments provide for a four-lane divided roadway facility with variations, due to frontage road design and median widths. All alignments have been designed to operate at acceptable levels of service. Roadway construction costs (excluding rights-of-way) have been calculated to be $40.9 million, $42.4 million, and $36.0 million, respectively. POSITIVE IMPACTS: Implementation of the project would result in significant improvements to the transportation network and would stimulate economic growth in this area of the state. NEGATIVE IMPACTS: The following displacements associated with the three alignments would result. Alignment 2: 33 residential and 17 commercial; Alignment 3: 27 residential and 17 commercial; and Alignment 4B: no displacements. The proposed projects would affect 12.3 acres of wetlands for Alignment 2, 4.1 acres for Alignment 3, and 7.2 acres for Alignment 4B. Implementation of Alignments 2 and 3 would create adverse impacts to the North Smithfield commercial areas along Route 146. Alignment 2 would have an adverse effect on the Blackstone Canal Historic District; Alignment 3 would have an adverse effect on the Smithfield Road Historic District and the Blackstone Canal Historic District; and Alignment 4B would have an indirect adverse visual effect on the Blackstone Canal Historic District. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft supplement 1 and draft supplement 2 to the final EIS, see 77-1029D, Volume 1, Number 10, and 86-0290D, Volume 10, Number 7, respectively. JF - EPA number: 860450, 3 volumes and maps, October 31, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-86-02-FS-(Original FEIS 8-71) KW - Community Development KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Transportation KW - Visual Resources KW - Waterways KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, 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 - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WOONSOCKET+INDUSTRIAL+HIGHWAY%2FROUTE+99+IN+THE+TOWNS+OF+LINCOLN%2C+NORTH+SMITHFIELD%2C+WOONSOCKET%2C+AND+CUMBERLAND%2C+RHODE+ISLAND+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1971%29.&rft.title=WOONSOCKET+INDUSTRIAL+HIGHWAY%2FROUTE+99+IN+THE+TOWNS+OF+LINCOLN%2C+NORTH+SMITHFIELD%2C+WOONSOCKET%2C+AND+CUMBERLAND%2C+RHODE+ISLAND+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1971%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 - Final. Preparation date: October 31, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HIGHWAY IMPROVEMENT PROJECT FOR STATE ROUTE NUMBER 1, NEAR CARMEL, FROM 0.3 MILE SOUTH OF THE CARMEL RIVER TO THE PACIFIC GROVE INTERCHANGE (ROUTE 68), POST MILE 72.0 TO 75.1, MONTEREY COUNTY, CALIFORNIA. AN - 36385937; 1037 AB - PURPOSE: Alternatives to improve Highway 1 from the Carmel River Bridge to the existing Route 68 (west)/Highway 1 interchange near Carmel in Monterey County, California are evaluated. Alternative 1 would place Highway 1 on a new alignment through Hatton Canyon, east of the existing Highway 1 alignment. New roadway features would include construction of approximately 2.2 miles of four-lane controlled access scenic roadway and 0.9 mile of two-lane conventional highway. Alternative 3 would widen the existing Highway 1 to three lanes from Carmel Valley Road to Morse Drive and would improve the existing three-lane section from Morse Drive to Ocean Avenue. New roadway features would include an additional northbound lane from Carmel Valley Road to Morse Drive. Alternative 4 would widen the existing Highway 1 to four 12-foot lanes with 8-foot paved shoulders from Rio Road to Ocean Avenue. Left-turn channelization would be provided for all public road connections between Carmel Valley Road and Ocean Avenue. Alternative 6 would widen the existing Highway 1 to four lanes from Rio Road to Carmel Valley Road. From Carmel Valley Road to Carpenter Street, Highway 1 would be widened to six lanes, with a two-way left-turn lane. The existing 32-foot Carmel River Bridge would be widened to a 44-foot, two-lane section. South of the bridge, the 44-foot section would conform to the existing section. Alternative 7 would place Highway 1 on a new alignment through Hatton Canyon and would widen the existing Highway 1 northbound roadway to three lanes from Carmel Valley Road to Ocean Avenue. The Carmel River Bridge would be replaced and the Hatton Canyon Sewer Line would be relocated. There were no proposals for Alternatives 2 and 5. Project costs would vary from $25.6 million to $2.7 million depending on the alternative selected. POSITIVE IMPACTS: The improvements would provide additional capacity on Highway 1 and would reduce crossing and turning conflicts associated with the existing highway and several local streets and private driveways. NEGATIVE IMPACTS: Negative impacts include the loss of 26 acres of pine forest, 160 acres of wildlife habitat, and 5 acres of riparian woodland (Alternative 1); significant noise impacts and adverse aesthetic impacts (Alternative 3); loss of riparian vegetation (Alternative 4); impacts to Hickman's Onion, a candidate endangered species, and traffic delays (Alternative 6); and loss of 5.7 acres of prime agricultural land (Alternative 7). Additional impacts include floodplain encroachment, erosion and loss of water quality, and growth inducement. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860433, 230 pages and maps, October 29, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-05-D KW - Bridges KW - Cost Assessments KW - Endangered Species (Plants) KW - Erosion KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Endangered Species Act of 1973, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+IMPROVEMENT+PROJECT+FOR+STATE+ROUTE+NUMBER+1%2C+NEAR+CARMEL%2C+FROM+0.3+MILE+SOUTH+OF+THE+CARMEL+RIVER+TO+THE+PACIFIC+GROVE+INTERCHANGE+%28ROUTE+68%29%2C+POST+MILE+72.0+TO+75.1%2C+MONTEREY+COUNTY%2C+CALIFORNIA.&rft.title=HIGHWAY+IMPROVEMENT+PROJECT+FOR+STATE+ROUTE+NUMBER+1%2C+NEAR+CARMEL%2C+FROM+0.3+MILE+SOUTH+OF+THE+CARMEL+RIVER+TO+THE+PACIFIC+GROVE+INTERCHANGE+%28ROUTE+68%29%2C+POST+MILE+72.0+TO+75.1%2C+MONTEREY+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: October 29, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 412, U.S. ROUTE 51, FROM NORMAL TO OGLESBY, ILLINOIS. AN - 36404192; 1085 AB - PURPOSE: Construction of a four-lane, divided highway, designated as Federal Aid Primary Route 412 (F.A.P. 412) from Interstate Route 55 (I-55) at Bloomington-Normal to north of Illinois Route 71 near Oglesby is proposed. The highway would be located in McLean, Woodford, Marshall, and LaSalle counties along or near existing U.S. 51. The length of the project, which extends in a north-south direction, would be approximately 51 miles. The preferred alternative, a fully access-controlled freeway, is a combination of the F-85 freeway alternative that makes optional use of U.S. Route 51 rights-of-way, as well as using portions of the F-76 freeway alternative where possible. Traffic would be separated by a 54-foot wide median. The integrity of the local road system would be preserved by carrying important local roads over or under the new highway by means of grade separations and by retaining portions of the existing U.S. 51 pavement as a frontage road for the new four-lane facility. Existing access to single-family residences and farms would be provided directly to the highway or by frontage roads and service drives. Median crossings would be spaced approximately one-half mile apart. POSITIVE IMPACTS: The proposed highway would provide a safer and more efficient transportation system by relieving the problems of traffic congestion and conflicts between farm equipment and high-speed traffic, and by reducing accident rates along existing U.S. 51. NEGATIVE IMPACTS: As a result of the proposed plan, 10 residences would be displaced. Seven businesses would also be displaced. Approximately 1,876 acres of farmland would be converted to highway rights-of-way. For all construction alternatives, the noise abatement criteria are exceeded at the trailer court situated in the southwest quadrant of the F.A.P. 412/I-55 interchange. Other sites, primarily farm residences along the route, would also be affected. The plan would create 12 landlocked parcels and would cause adverse travel for farmers along the route. The recommended plan would remove approximately 10 acres of wetlands. LEGAL MANDATES: Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0528D, Volume 9, Number 11. JF - EPA number: 860444, 2 volumes and maps, October 27, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-76-02-F(S)(2) KW - Farmlands KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Mobile Homes KW - Noise KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Traffic Control KW - Wildlife KW - Illinois KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404192?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+412%2C+U.S.+ROUTE+51%2C+FROM+NORMAL+TO+OGLESBY%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+412%2C+U.S.+ROUTE+51%2C+FROM+NORMAL+TO+OGLESBY%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: October 27, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 259 BYPASS (KILGORE BYPASS) AROUND THE CITY OF KILGORE, GREGG AND RUSK COUNTIES, TEXAS. AN - 36380647; 1043 AB - PURPOSE: Construction of a four-lane noncontrolled-access highway, with a flush paved median, that would provide a bypass for U.S. Highway 259 around the east side of the city of Kilgore in Gregg and Rusk counties, Texas, is proposed. The bypass would diverge from existing U.S. 259 north of Kilgore approximately one mile south of the U.S. 259/I-20 interchange. Moving southward it would cross F.M. 349, F.M. 2204, and F.M. 1249 before intersecting with U.S. 259 south of the city. The length of the bypass would be approximately eight miles. The proposed highway design would include four driving lanes, two in each direction, divided by a paved median that would provide sufficient width for a channelized left-turn lane. Paved shoulders and side ditches would be constructed to provide emergency parking and storm drainage. Overpasses and interchanges would be constructed at intersections with highways carrying significant traffic volumes. Overpass structures are also proposed at the connections on the northern and southern ends of the bypass, over Rabbit and Big Head creeks, and over the Missouri-Pacific Railroad. At-grade crossings would be provided at intersections with roadways of lesser traffic volumes including Danville Road, County Line Road, Boughman Road, and others. POSITIVE IMPACTS: The proposed project would relieve the hazardous and inefficient traffic congestion along the existing highway near the Kilgore central business district, reduce congestion along the present route of U.S. 259, and increase access to undeveloped land east of the city. The safety of pedestrians and motorists would be enhanced. NEGATIVE IMPACTS: Noise levels for receptors not previously exposed to transportation noise would increase. A commitment of approximately nine acres of wetland resources would be required. Approximately 10 residences would be relocated. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860439, 103 pages, October 23, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-85-02-D KW - Bridges KW - Drainage KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+259+BYPASS+%28KILGORE+BYPASS%29+AROUND+THE+CITY+OF+KILGORE%2C+GREGG+AND+RUSK+COUNTIES%2C+TEXAS.&rft.title=U.S.+HIGHWAY+259+BYPASS+%28KILGORE+BYPASS%29+AROUND+THE+CITY+OF+KILGORE%2C+GREGG+AND+RUSK+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: October 23, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGIA PROJECT F-111-1(16) SPUR, CHATHAM COUNTY, GEORGIA. AN - 36393866; 1039 AB - PURPOSE: Construction of a new location four-lane divided roadway from Abercorn Street/S.R. 204 northeast to S.R. 21/I-516/Lynes Parkway in Savannah, Chatham County, Georgia is proposed. The partially controlled access primary facility would be approximately 5.7 miles in length and consist of four lanes, two in each direction, separated by a 20-foot wide raised median. Rights-of-way requirements would be 200 feet. The project would begin with an at-grade intersection at Abercorn Street/S.R. 204 at a point approximately one mile west of the Abercorn Street/S.R. 204 crossing of Little Ogeechee River. The alignment would follow a north direction to the approach to the Seaboard Coast Line Railroad. The alignment would then shift to the northeast, bridging the railroad and the Little Ogeechee River, and continue in a northeast direction generally paralleling the railroad and crossing local streets at-grade. The project would terminate with a full-service interchange with S.R. 21/I-516/Lynes Parkway at a point where S.R. 21 extends from a north/south direction to an east /west direction. POSITIVE IMPACTS: The project would reduce traffic and improve safety on Abercorn Street /S.R. 204. NEGATIVE IMPACTS: All phases of construction would temporarily contribute to air pollution, and construction equipment would produce slight amounts of exhaust emissions. The project would result in substantial noise increases of 19 to 20 decibels over existing levels. A total of five residential sites would be above noise abatement criteria. The project would permanently displace approximately seven residences and two businesses and approximately 24.2 acres of wetlands. LEGAL MANDATES: Executive Orders 11988 and 11990, 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: 860436, 83 pages, October 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-86-04-(D) KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Wetlands KW - Georgia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393866?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGIA+PROJECT+F-111-1%2816%29+SPUR%2C+CHATHAM+COUNTY%2C+GEORGIA.&rft.title=GEORGIA+PROJECT+F-111-1%2816%29+SPUR%2C+CHATHAM+COUNTY%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEFFERSON/CONNER INDUSTRIAL REVITALIZATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. AN - 36401077; 1044 AB - PURPOSE: Implementation of a plan for the Jefferson/Conner Industrial Revitalization project in Detroit, Wayne County, Michigan is proposed. The proposed project consists of the acquisition, relocation, demolition, and site preparation of approximately 350 acres of land located on the far east side of Detroit. The cleared site would be used for a proposed Chrysler Corporation Assembly Plant, which would be built in phases to allow an existing assembly plant to continue to operate with a minimum of downtime. The existing project area would require the acquisition of approximately 1,000 parcels of land, occupied by approximately 1,500 persons and 120 businesses, which would be relocated; demolition of approximately 734 structures, including the existing Chrysler Complex; site preparation; and street and roadway improvements. A number of measures are being considered to mitigate environmental impacts where acceptable levels would be exceeded. These include an earth barrier along a section of St. Jean Avenue and a barrier along sections of Conner Avenue to mitigate projected excessive noise levels; construction of waste storage basins to control increased site runoff; and staggering work hours at the plant in order to avoid traffic congestion. The total project cost is estimated at $1.2 billion. POSITIVE IMPACTS: The urban revitalization goals of the city of Detroit would be furthered by providing local employment opportunities and tax revenues. The activities would result in the removal and proper disposal of contaminated surface and subsurface materials, both fill and natural soils. It is anticipated that additional employment would be engendered by Chrysler development. Analyses indicate a $24.2 million increase in business activity each year from the project. There would be some beneficial impacts on traffic flow. Traffic noise would decrease on all surrounding streets except the four streets contiguous with the site. NEGATIVE IMPACTS: Minor increases in emissions would result from the greater number of vehicles to be produced and the greater size of the new vehicles. Construction and demolition activities would produce temporary dust emissions during the construction period. Preliminary cost estimates from the Detroit Water and Sewage Department for sewer /water line modifications total $22.1 million. The original Chrysler Complex and a few areas of archaeological sensitivity would be affected by the proposed action. LEGAL MANDATES: Housing and Community Development Act of 1974 (42 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860429, 498 pages, October 17, 1986 PY - 1986 KW - Urban and Social Programs KW - Agency number: HUD RO5 KW - Air Quality KW - Archaeological Sites KW - Community Development KW - Cost Assessments KW - Disposal KW - Emissions KW - Employment KW - Industrial Parks KW - Industrial Plants KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Sewers KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wastewater KW - Water Quality KW - Zoning Plans KW - Michigan KW - Housing and Community Development Act of 1974, Community Development Block Grants KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEFFERSON%2FCONNER+INDUSTRIAL+REVITALIZATION+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=JEFFERSON%2FCONNER+INDUSTRIAL+REVITALIZATION+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - City of Detroit, Community and Economic Development Department, Detroit, Michigan; DETR N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 17, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 44 IN CARVER, KINGSTON, PLYMPTON, AND PLYMOUTH, PLYMOUTH COUNTY, MASSACHUSETTS. AN - 36393915; 1041 AB - PURPOSE: Implementation of a plan to relocate U.S. Route 44 from State Route 58 in Carver to State Route 3 in Plymouth, through the towns of Carver, Kingston, Plympton, and Plymouth, all in Plymouth County, Massachusetts, a distance of 7.48 miles, is proposed. Two lanes would be constructed in each direction, with four interchanges. The project also includes improvement of Route 3 between the existing Cherry and Samoset street interchanges, as well as improvement of the Samoset Street interchange. The entire length of the new highway would have a closed drainage system to avoid adverse effects on the underlying Plymouth Aquifer and on the wetlands through which it must pass. The acres of wetlands to be removed, other than cranberry bogs, will be replaced by 29.6 acres of created wetlands. The 1984 estimated cost is $48.5 million. POSITIVE IMPACTS: The proposed project would divert traffic now using local neighborhood streets to reach a plant with large employment. East-west movement of traffic would be facilitated for the considerable tourist attractions in the area, thereby alleviating conditions on local roads and improving the economic development of the region. Through and local traffic would be separated, thereby lowering the accident rate and relieving congestion. A closed drainage system would be provided throughout the length of the route, thereby shielding the Plymouth Aquifer. NEGATIVE IMPACTS: The preferred alternative would require the relocation of 28 properties, of which 22 are residential, 5 are commercial and 1 is residential/commercial. Approximately 28.7 acres of wetlands would be removed, of which 5.16 acres are cranberry bogs. Approximately 26 acres of the Kingston State Forest and 9.4 acres of Camp Nekon, which is owned by the town of Kingston, would be acquired. The rights-of-way would cross the Annasnappet Archaeological District. Relocation of Route 44 would result in a major new source of noise in what is now a very quiet environment. LEGAL MANDATES: Executive Order 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 79-0811D, Volume 3, Number 8. JF - EPA number: 860430, 3 volumes and maps, October 17, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-78-03-F KW - Air Quality KW - Archaeological Sites KW - Cemeteries KW - Cost Assessments KW - Drainage KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Assessments KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Water Resources Surveys KW - Wetlands KW - Massachusetts KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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/36393915?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+44+IN+CARVER%2C+KINGSTON%2C+PLYMPTON%2C+AND+PLYMOUTH%2C+PLYMOUTH+COUNTY%2C+MASSACHUSETTS.&rft.title=U.S.+ROUTE+44+IN+CARVER%2C+KINGSTON%2C+PLYMPTON%2C+AND+PLYMOUTH%2C+PLYMOUTH+COUNTY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 17, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGIA 400 EXTENSION, THE NORTH ATLANTA PARKWAY, FULTON COUNTY, GEORGIA: PROJECT F-056-1(42). AN - 36397268; 1038 AB - PURPOSE: Construction of a new multilane roadway with a transit element in the median between I-85 and I-285 in Fulton County, Georgia is proposed. The project includes new connector routes in Buckhead and near I-285 to provide interchanges with the mainline and is approximately six miles in length. The preferred alternative entails six 12-foot lanes from I-85 on the south, approximately 2,000 feet southwest of Lenox Road, to I-285 on the north at the present terminus of GA 400. Six 12-foot lanes, with a minimum 35-foot wide mass transit median separated by barriers, are proposed. The estimated cost of rights-of-way acquisition and construction is $268 million, exclusive of any work within the transit median other than grading and drainage. POSITIVE IMPACTS: Air quality in the region would improve and would be in compliance with state and federal Ambient Air Quality Standards. Noise levels would decrease in streets with reduced traffic. Traffic would be reduced on many neighborhood collector and arterial streets. The extension would be a safer facility than surface streets in the area, and the total number of accidents in the study area would be reduced. North/south travel times through the corridor would generally decrease. The closure of certain roads could tend to strengthen community cohesion. Access for emergency vehicles would generally improve. The project would increase commercial property values in areas near interchanges. The project offers significant opportunities for increased economic activity. NEGATIVE IMPACTS: Where neighborhoods would be divided by the GA 400 extension and associated connector roads, cohesion between the separated units would be reduced. The project would increase traffic on I-85 south of GA 400 and on some streets north of I-285. Where traffic volumes on surface streets would increase, there could be a corresponding increase in accidents. In some cases, where roads would be closed, east/west travel times may be slightly longer. Noise levels would increase for some locations close to the new facility. The project would displace approximately 116 residences and businesses on private property and an additional 31 residences located on land owned publicly, many of which are tenant occupied, for future rights-of-way. Two areas of wetlands would be impacted, with a total displacement of 6.6 acres. Approximately 200 acres of natural area remnants would be cleared, with a resulting loss in wildlife habitat. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 860424, 2 volumes, October 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-86-04-(D) KW - Air Quality KW - Cost Assessments KW - Highway Structures KW - Highways KW - Municipal Services KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397268?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGIA+400+EXTENSION%2C+THE+NORTH+ATLANTA+PARKWAY%2C+FULTON+COUNTY%2C+GEORGIA%3A+PROJECT+F-056-1%2842%29.&rft.title=GEORGIA+400+EXTENSION%2C+THE+NORTH+ATLANTA+PARKWAY%2C+FULTON+COUNTY%2C+GEORGIA%3A+PROJECT+F-056-1%2842%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HAYESVILLE INTERCHANGE-BATTLE CREEK INTERCHANGE, PACIFIC HIGHWAY, MARION COUNTY, OREGON (I-5-5(42)250). AN - 36405804; 1042 AB - PURPOSE: Implementation of a plan to upgrade 10 miles of the Hayesville Interchange to the Battle Creek Interchange section of Interstate 5 through Salem, Oregon is proposed. The preferred alternative proposes to widen 10 miles of the existing freeway from four lanes to six lanes and to modify three interchanges. The interchanges are the Hayesville Interchange at I-5 and Portland Road, the Market Street Interchange at I-5 and Market Street, and the Santiam Interchange at I-5 and Santiam Highway. Three options (modified diamond, split diamond, and partial cloverleaf) are considered for the Hayesville Interchange, three options (modified diamond, simple diamond, and urban diamond) are considered for the Market Street Interchange, and two options (partial cloverleaf with directional ramps and partial cloverleaf with diamond ramps) are considered for the Santiam Interchange. The mainline cross section would consist of six lanes with a 50-foot-wide divided median to provide for a future fourth lane of travel in each direction. The vertical alignment of the alternative would be the existing profile, with the exception of a portion near Mill Creek where the grade would be raised to keep the pavement base above the 100-year flood elevation. Existing freeway overpasses and underpasses would be replaced with structures that allow for the planned street improvements. Two railroad overpasses would be raised. POSITIVE IMPACTS: The preferred alternative would result in a stable traffic flow with improved safety and the capability to accommodate projected I-5 traffic growth beyond the year 2012. Air quality would be improved due to the reduction in traffic congestion. The acoustical environment would also be improved as a result of the construction of acoustical barriers. NEGATIVE IMPACTS: Depending on the build alternative interchange options selected, from 67 to 81 acres of rights-of-way would be required. Associated with this acquisition would be the displacement of 12 to 35 housing units and from 17 to 34 businesses. From 221 to 380 jobs would be displaced. Upland habitat within the rights-of-way totaling 177 acres would be lost, together with 4 acres of wetland habitat. The wetland habitat would be replaced with construction of roadside and interchange stormwater detention basins. The build alternative would impact several archaeological sites in the Santiam Interchange area. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 860420, 369 pages, October 9, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-02-D KW - Air Quality KW - Archaeological Sites KW - Community Development KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405804?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HAYESVILLE+INTERCHANGE-BATTLE+CREEK+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+MARION+COUNTY%2C+OREGON+%28I-5-5%2842%29250%29.&rft.title=HAYESVILLE+INTERCHANGE-BATTLE+CREEK+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+MARION+COUNTY%2C+OREGON+%28I-5-5%2842%29250%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 9, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORRIDOR X FROM THE WALKER/JEFFERSON COUNTY LINE TO THE INTERSECTION OF U.S. HIGHWAY 31 IN THE METROPOLITAN AREA OF BIRMINGHAM (PROJECT APD-471(7)), JEFFERSON COUNTY, ALABAMA. AN - 36386901; 1036 AB - PURPOSE: Construction of a modern multilane highway, to be located in Jefferson County, Alabama, is proposed. The project would begin near the Walker/Jefferson County Line and extend eastward until it intersects U.S. Highway 31 in the Birmingham metropolitan area, a distance of approximately 16 miles. This would be a freeway type facility with access limited to grade separation interchanges. Projected 20-year traffic volumes range from 24,150 vehicles per day to 60,794 vehicles per day. The minimum rights-of-way width would be 300 feet. Three alternative locations are under consideration: (1) Alternate 1 would begin near the Walker /Jefferson County Line north of the community of West Jefferson and would end at its intersection with U.S. Highway 31 near the communities of Greenlea Heights and North Birmingham. The approximate length of the alternate would be 16.11 miles, with an estimated cost of $80.4 million. (2) Alternate 2 also would begin near the county line and would terminate at the intersection of U.S. Highway 31 in the Fultondale area, involving the cities /communities of Snowtown, Alden, Blossburg, Republic, Upper Coalburg, Birmingham, and Fultondale for approximately 16.87 miles. The estimated cost would be $76.8 million. (3) The length of Alternate 2-1 Revised would be approximately 16.53 miles, the first 11 miles of which would be the same as Alternate 2, at an estimated cost of $94.3 million. POSITIVE IMPACTS: The primary positive effect would be improved transportation and economic growth. The project would enhance safety. Time and energy would be saved as a result of the free-flowing traffic facility. The local economy would be stimulated by the proposed project, and the economy of this Appalachian region should improve with the completion of Corridor "X." NEGATIVE IMPACTS: Alternate 1 would require the relocation of 130 residences, 7 businesses, and 4 nonprofit organizations. Alternate 2 would require the relocation of 51 residences and 7 businesses. Alternate 2-1 would require the relocation of 100 residences, 7 businesses, and 4 nonprofit organizations. Other negative effects would include the conversion of land to highway and rights-of-way and the loss of wildlife habitat. Some businesses in the cities and towns along the project corridor may experience a small decrease in business from any through traffic that may have stopped in the downtown area. There would be some erosion and water pollution during construction, plus some air and noise pollution. LEGAL MANDATES: Executive Orders 11988 and 11990 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860409, 191 pages, October 2, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-86-01-D KW - Air Quality KW - Cost Assessments KW - Energy Consumption KW - Floodplains KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36386901?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORRIDOR+X+FROM+THE+WALKER%2FJEFFERSON+COUNTY+LINE+TO+THE+INTERSECTION+OF+U.S.+HIGHWAY+31+IN+THE+METROPOLITAN+AREA+OF+BIRMINGHAM+%28PROJECT+APD-471%287%29%29%2C+JEFFERSON+COUNTY%2C+ALABAMA.&rft.title=CORRIDOR+X+FROM+THE+WALKER%2FJEFFERSON+COUNTY+LINE+TO+THE+INTERSECTION+OF+U.S.+HIGHWAY+31+IN+THE+METROPOLITAN+AREA+OF+BIRMINGHAM+%28PROJECT+APD-471%287%29%29%2C+JEFFERSON+COUNTY%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: October 2, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRUNK HIGHWAY 10 IN WASHINGTON COUNTY, MINNESOTA AND PIERCE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1979). AN - 36397085; 997 AB - PURPOSE: Replacement of a substandard, deteriorating bridge over the St. Croix River between Washington County, Minnesota and the city of Prescott in Pierce County, Wisconsin is proposed. Project termini would be Trunk Highway (TH) 10 between TH 61 in Denmark Township, Minnesota and one-half mile east of the junction of TH 10 and TH 29 in Oak Grove Township, Wisconsin, a distance of 2.5 miles. The new structure would consist of a four-lane bridge with either a two- or four-lane rural expressway approach highway in Minnesota and a four-lane curb-and-gutter approach highway in Prescott. This supplement describes the numerous alternatives that have been reviewed in an effort to minimize the effect of the project on the Point Douglas Townsite, which is eligible for listing on the National Register of Historic Places. In Minnesota, the proposed project would consist of reconstructing TH 10 from near the existing intersection of TH 61 to the proposed new lift bridge at Point Douglas. The new highway would basically have two 12-foot driving lanes and a 10-foot paved shoulder on each side. The preferred alignment would make maximum use of the existing roadway through the Point Douglas Townsite. POSITIVE IMPACTS: The project would improve efficiency and safety of the highway, especially if a high-level structure rather than a lift structure replaces the existing lift bridge. Development of currently vacant lands that are zoned for commercial use could be spurred by the new urban facility to increase the tax base. NEGATIVE IMPACTS: Depending on the alternative chosen, the project would displace 21 to 135 acres of land, 5 to 53 homes, and 0 to 2 businesses. The highway and bridge would detract from local aesthetics. Those sites potentially impacted include prehistoric burial mounds, the Page House in the Point Douglas Townsite, and Bridge 6009. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 80-0163D, Volume 4, Number 2. JF - EPA number: 860390, 29 pages, September 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-79-02-S KW - Bridges KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Minnesota KW - Wisconsin KW - Federal Aid Highway Act of 1968, 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/36397085?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+10+IN+WASHINGTON+COUNTY%2C+MINNESOTA+AND+PIERCE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979%29.&rft.title=TRUNK+HIGHWAY+10+IN+WASHINGTON+COUNTY%2C+MINNESOTA+AND+PIERCE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979%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: September 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENT OF 0.6 MILES OF STATE ROUTE 132 BETWEEN D STREET AND LAS FLORES AVENUE IN THE CITY OF MODESTO, STANISLAUS COUNTY, CALIFORNIA. AN - 36398439; 992 AB - PURPOSE: Improvement of a 0.6-mile segment of State Route (S.R.) 132 between D Street and Las Flores Avenue in the city of Modesto, Stanislaus County, California is proposed. The existing two-lane facility would be widened to four lanes. The preferred alternative would involve widening existing Grand Street to four lanes, with a continuous left-turn lane between Willow Street and Las Flores Avenue. Widening would be done on the north side of Grand Street. The existing city streets would be connected to the new project. A new bridge would be constructed across Dry Creek. In addition, the intersections with S.R. 132 and D Street, Morton Boulevard, and Fairbanks Avenue would be modified to adjust their connection with S.R. 132. The total estimated cost of the project is $5.1 million. POSITIVE IMPACTS: Daily traffic volumes, which are estimated to increase from 17,000 vehicles presently on the segment to 26,000 to 32,200 vehicles by the year 2007 would be accommodated. Traffic congestion on the urban arterial would decline and safety would be enhanced. Increasing the width of the shoulder would provide space for bicyclists. Replacement sidewalks and facilities for the handicapped would provide safer and more convenient passage for pedestrians and the handicapped. The historical Dry Creek Bridge will be preserved. NEGATIVE IMPACTS: The preferred alternative would require 4.49 acres of new rights-of-way and would displace up to eight buildings, including commercial and residential structures. Three businesses would be disrupted, requiring relocation assistance. Impacts to existing vegetation and wildlife habitat would occur when the new bridge is constructed, but these would be mitigated by revegetating the disturbed areas. Residents located between Sydney Street and Groveland Street and north of S.R. 132 would experience a slight increase in noise. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0583D, Volume 7, Number 11. JF - EPA number: 860382, 111 pages and maps, September 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-09-F KW - Bridges KW - Creeks KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Safety KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398439?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-09-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+IMPROVEMENT+OF+0.6+MILES+OF+STATE+ROUTE+132+BETWEEN+D+STREET+AND+LAS+FLORES+AVENUE+IN+THE+CITY+OF+MODESTO%2C+STANISLAUS+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+IMPROVEMENT+OF+0.6+MILES+OF+STATE+ROUTE+132+BETWEEN+D+STREET+AND+LAS+FLORES+AVENUE+IN+THE+CITY+OF+MODESTO%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 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 40 TO FAYETTEVILLE FREEWAY, CRAWFORD AND WASHINGTON COUNTIES, ARKANSAS, JOB NO. 4833, FAP NO. FFIR-075-1(19). AN - 36398651; 989 AB - PURPOSE: Construction of a 43-mile, four-lane interstate highway at a new location is proposed, from Interstate 40 in the vicinity of Alma /Van Buren, Crawford County, north to an interchange with U.S. Highway 71 (Fayetteville Bypass), Washington County, Arkansas. The highway would consist of two 12-foot lanes in each direction, separated by a variable width median. Rights-of-way width would average 300 to 400 feet. The new road would have a design speed of 60 miles per hour, a maximum curve of 5 degrees, 30 minutes, and a maximum grade of 5 percent. Access would be fully controlled, with interchanges and grade separations constructed at appropriate locations. The preferred alternative lies generally within a corridor between Arkansas State Highway 59 on the west and U.S. Highway 71 on the east on new location. POSITIVE IMPACTS: The project would provide an interstate facility to connect two major urbanized areas and would integrate Fayetteville and Springdale into the interstate system. Safety on U.S. 71 would improve as heavy truck traffic and some passenger vehicles select the alternate route. Fuel efficiency would improve for through traffic on the new facility and traffic accidents would be reduced. NEGATIVE IMPACTS: The project would require the relocation of 64 residences, 1 business, and 1 farm. The highway also would convert up to 1,950 acres of land to rights-of-way uses, thereby disrupting wildlife habitat and visual values. Noise levels would increase up to 30 decibels in the highway corridor. The preferred alternative would split the habitat of the Florida Panther, an endangered species. Approximately 1,790 acres of land would be converted to highway rights-of-way. 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 environmental impact statement, see 84-0486D, Volume 8, Number 10. JF - EPA number: 860375, 2 volumes and maps, September 11, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-84-03-F KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Parks KW - Noise Assessments KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality Assessments KW - Wildlife Habitat KW - Arkansas KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398651?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+40+TO+FAYETTEVILLE+FREEWAY%2C+CRAWFORD+AND+WASHINGTON+COUNTIES%2C+ARKANSAS%2C+JOB+NO.+4833%2C+FAP+NO.+FFIR-075-1%2819%29.&rft.title=INTERSTATE+40+TO+FAYETTEVILLE+FREEWAY%2C+CRAWFORD+AND+WASHINGTON+COUNTIES%2C+ARKANSAS%2C+JOB+NO.+4833%2C+FAP+NO.+FFIR-075-1%2819%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 11, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 280 FROM MILLS RIVER TO INTERSTATE 26 NEAR THE ASHEVILLE AIRPORT, HENDERSON-BUNCOMBE COUNTIES, NORTH CAROLINA: STATE PROJECT NO. 8.1950201, R-401; FEDERAL-AID PROJECT 5-4970(2). AN - 36402619; 993 AB - PURPOSE: Construction of 4.5 miles of highway from the intersection of North Carolina (NC) 280 and NC 191 to Interstate 26 (I-26) in Henderson and Buncombe counties, North Carolina is proposed. The preferred alignment would begin just north of the intersection of NC 280 and NC 191 at Mills River and follow the existing alignments across the floodplain to State Route (SR) 1345. Just north of SR 1345, the road would shift to new alignment and would intersect SR 1351, SR 1354, and SR 3526. The road then would connect with I-26, with a new interchange. The new interchange would retain the existing rest area(s) at I-26. The section of the new facility utilizing the existing alignment would be widened from 64 feet, face to face, curb and gutter section northward from the NC 191 intersection, to include the proposed Mills River bridge. Then the existing 22-foot pavement would be widened to 60 feet with 8-foot usable shoulder widths. This would provide for a five-lane cross-section, with the center lane used for turning traffic. The remainder of the highway would consist of a 24-foot pavement with 8-foot shoulders on adequate rights-of-way reserved for a future four-lane divided highway with a 30-foot grass median. New bridges would be built over the Mills River and the French Broad River. Highway construction costs are estimated at $9.9 million and rights-of-way acquisition costs at $3.4 million. POSITIVE IMPACTS: The new highway segment would reduce travel distance and time to reach I-26, improving access to the Asheville Airport and other sites reached via I-26. Traffic conditions on existing NC 280 and NC 191 would be improved. NEGATIVE IMPACTS: The project would require the taking of 7.3 acres of prime farmland and the relocation of two residences and one seasonally operated fruit stand. Noise levels would exceed federal standards at two residences and one business. 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.), 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 environmental impact statement, see 85-0125D, Volume 9, Number 3. JF - EPA number: 860364, 237 pages and maps, September 4, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-84-02-F KW - Bridges KW - Cost Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - North Carolina KW - Endangered Species Act of 1973, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+280+FROM+MILLS+RIVER+TO+INTERSTATE+26+NEAR+THE+ASHEVILLE+AIRPORT%2C+HENDERSON-BUNCOMBE+COUNTIES%2C+NORTH+CAROLINA%3A+STATE+PROJECT+NO.+8.1950201%2C+R-401%3B+FEDERAL-AID+PROJECT+5-4970%282%29.&rft.title=NC+280+FROM+MILLS+RIVER+TO+INTERSTATE+26+NEAR+THE+ASHEVILLE+AIRPORT%2C+HENDERSON-BUNCOMBE+COUNTIES%2C+NORTH+CAROLINA%3A+STATE+PROJECT+NO.+8.1950201%2C+R-401%3B+FEDERAL-AID+PROJECT+5-4970%282%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: September 4, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - "D" STREET EXTENSION PROJECT FROM MYRTLE STREET/SOTO ROAD TO SECOND STREET IN THE CITY OF HAYWARD, ALAMEDA COUNTY, CALIFORNIA. AN - 36405038; 990 AB - PURPOSE: Extension and widening of 1.2 miles of 'D' Street between Myrtle Street/Soto Road and Second Street is proposed in the city of Hayward, Alameda County, California. The 'D' Street corridor would be divided into four segments, with several alternatives available for the different sections. Segment 1-A would involve construction of a new arterial street on an 's' curve alignment from Winton Avenue to Grand Street. Segment 2 would involve widening and improving 'D' Street from Grand Street to Mission Boulevard. Segment 3 would involve construction of a straight through 'high angle' intersection of 'D' Street with Foothill Boulevard between Main Street and First Street or a 'sweep' lower angle intersection at 'D' Street and Foothill Boulevard. Segment 4 would consist only of widening and improving existing 'D' Street from First Street to Second Street. The improved roadway would consist of four travel lanes, a curbed median with landscaping, left-turn pockets, sidewalks, and bicycle lanes from Soto Road to Grand Street. Curb lane parking would be eliminated except in segment 4, where it would be permitted during major portions of the business hours. The project would cost approximately $9 million and would require approximately 18 months for completion. POSITIVE IMPACTS: The proposed action would expedite the flow of traffic, reduce traffic congestion, improve traffic safety, enhance bus transit service, expand the facilities for bicycles, and improve access to downtown Hayward and the BART station. Air quality would improve slightly. NEGATIVE IMPACTS: The Dos Ramos neighborhood would be divided by the 's' curve alignment of segment 1-A, and the widening and improvement of existing streets would move the rights-of-way line to within approximately five feet of many residences. Up to 38 residential units would require relocation, and on-street parking would be eliminated from most segments of the widened street. Noise levels would increase in some areas. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4201). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0471D, Volume 9, Number 10. JF - EPA number: 860354, 168 pages, August 29, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-85-03-D KW - Air Quality KW - Central Business Districts KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Trails KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36405038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=%22D%22+STREET+EXTENSION+PROJECT+FROM+MYRTLE+STREET%2FSOTO+ROAD+TO+SECOND+STREET+IN+THE+CITY+OF+HAYWARD%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=%22D%22+STREET+EXTENSION+PROJECT+FROM+MYRTLE+STREET%2FSOTO+ROAD+TO+SECOND+STREET+IN+THE+CITY+OF+HAYWARD%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: August 29, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRAFFIC ROUTE 291 TRANSPORTATION IMPROVEMENTS, PENNSYLVANIA LEGISLATIVE ROUTE 542, SECTIONS A08, A09, AND A10, CITY OF CHESTER, DELAWARE COUNTY, PENNSYLVANIA. AN - 36379865; 950 AB - PURPOSE: Improvement of a 3.6-mile segment of Traffic Route (T.R.) 291 (Legislative Route 542), also known as Industrial Highway, in Delaware County, Pennsylvania is proposed. The segment under consideration extends from Ridley Creek on the eastern border of Chester, through the city to the intersection of T.R. 291 with U.S. 13 (Fourth Street) in the borough of Trainer on the western border. The preferred alternative is a downscoped four-lane roadway. This alignment would follow the existing route from the western end at Price and Fourth streets to Second and Franklin, at which point a new section would bear north, crossing Concord and Penn streets and Chester Creek at an angle to Third and Edgemont streets. It would then run along Third Street to Crosby, where it again would cut north diagonally to join T.R. 291 on East Fourth Street at Madison and continue east to Ridley Creek. The 85-foot rights-of-way contains four traffic lanes, a turning lane, and a single parking lane on the north side. A new bridge would need to be built across Chester Creek. The reduced width of this roadway mitigates some adverse effects on adjacent land that the full-width alignment would have created, while retaining the improved traffic flow of the new alignment. It would, however, still take some parkland. POSITIVE IMPACTS: The four-lane alternative would provide long-term support to the efficient movement of goods and people to and from the industrialized areas along the Delaware River; decrease congestion and improve safety on adjoining residential streets; and improve access to Interstate 95, the Commodore Barry bridge, and U.S. 322. Expansion of the roadway would also provide safer, more efficient access to Chester's central business district (CBD). Redevelopment opportunities in the declining industrial area along the route would be significantly enhanced. Congestion would be eased at some intersections and access to industrial plants in the CBD could be improved. NEGATIVE IMPACTS: Under the preferred alternative, the residents of 216 residential structures would be displaced. Approximately 412 tenants would require relocation. Buildings housing six nonprofit organizations would have to be acquired. Approximately 55 vacant structures would also be acquired. Residents would be isolated from each other by the wider road and by land left vacant by demolition required by construction. Additionally, this alternative would displace approximately 16 small- to medium-sized businesses and require property from six others, some of which may have to relocate. This would affect approximately 75 jobs. This alternative would have a direct impact on four archaeological sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0084D, Volume 8, Number 2. JF - EPA number: 860345, 362 pages and maps, August 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-83-01-F KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Employment KW - Highways KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Pennsylvania KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, 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/36379865?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRAFFIC+ROUTE+291+TRANSPORTATION+IMPROVEMENTS%2C+PENNSYLVANIA+LEGISLATIVE+ROUTE+542%2C+SECTIONS+A08%2C+A09%2C+AND+A10%2C+CITY+OF+CHESTER%2C+DELAWARE+COUNTY%2C+PENNSYLVANIA.&rft.title=TRAFFIC+ROUTE+291+TRANSPORTATION+IMPROVEMENTS%2C+PENNSYLVANIA+LEGISLATIVE+ROUTE+542%2C+SECTIONS+A08%2C+A09%2C+AND+A10%2C+CITY+OF+CHESTER%2C+DELAWARE+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SECTION 404 PERMIT APPLICATION NO. 2028405, NORTH-SOUTH TOLLWAY, DUPAGE AND WILL COUNTIES, ILLINOIS. AN - 36399678; 942 AB - PURPOSE: The Illinois State Toll Highway Authority has applied to the Army Corps of Engineers for a permit, pursuant to Section 404 of the Federal Water Pollution Control Act of 1972, in connection with the proposed North-South Tollway in DuPage and Will counties, Illinois. The permit is required for the discharge of fill material into Lily Cache Creek, tributaries to the East Branch of the DuPage River, and wetlands along the tollway corridor. Four alternatives are being considered: (1) deny the permit, (2) issue a Section 404 permit for the construction of the North-South Tollway with mitigation for significant environmental impacts, (3) upgrade existing Illinois Route 53 to a four-lane highway without the North-South Tollway, and (4) upgrade existing Illinois Route 53 to a four-lane highway with the North-South Tollway. The North-South Tollway alternative consists of constructing 17.4 miles of tollway with mitigation measures. The Route 53 upgrades would include roadway widenings, turning lane additions, and general upgrading of existing drainage facilities. POSITIVE IMPACTS: The primary benefit of the tollway would be reduction of congestion on arterial roads, primarily through the diversion of trucks and through traffic from arterial routes. Travel times for persons commuting between locations in the northern and southern parts of the county would be substantially reduced. Reduced congestion on arterial roads would produce a safety advantage and allow quicker responses from police, fire, and ambulance services. The tollway would create industrial and commercial growth along its corridor. NEGATIVE IMPACTS: Construction of the tollway would displace 120 residences, 12 businesses, and 1 church and would divide several residential neighborhoods. The aesthetic character of open space in the rights-of-way would be replaced by the highway and its supporting structures. Tollway traffic would slightly increase carbon monoxide, salt dispersion, and noise levels in adjacent areas. Approximately 13 miles of noise barriers would be installed to reduce noise levels in residential areas. The tollway directly affects 74.1 acres of wetlands, which would be mitigated by the creation/enhancement of 113.4 acres of wetlands at four locations. There would also be a loss of 238.2 acres of old field and 140.0 acres of forested habitats. Approximately 4.6 acres of the Churchill Prairie would be directly lost. Construction activities related to the Route 53 upgrade would cause temporary inconveniences to motorists and residents. Changes in traffic-flow volumes would also slightly increase noise levels in the surrounding areas. 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.), Fish and Wildlife Coordination Act of 1958, as amended (16 U.S.C. 661 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 86-0117D, Volume 10, Number 3. JF - EPA number: 860344, 2 volumes and maps, August 21, 1986 PY - 1986 KW - Roads and Railroads KW - Air Quality KW - Creeks KW - Cultural Resources KW - Drainage KW - Dredging KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Scenic Areas KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Endangered Species Act of 1973, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Fish and Wildlife Coordination Act of 1958, as amended, Compliance KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399678?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SECTION+404+PERMIT+APPLICATION+NO.+2028405%2C+NORTH-SOUTH+TOLLWAY%2C+DUPAGE+AND+WILL+COUNTIES%2C+ILLINOIS.&rft.title=SECTION+404+PERMIT+APPLICATION+NO.+2028405%2C+NORTH-SOUTH+TOLLWAY%2C+DUPAGE+AND+WILL+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Chicago, Illinois; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 21, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH ROSEBURG INTERCHANGE, PACIFIC HIGHWAY, DOUGLAS COUNTY, OREGON (NO. IR-5-3(126)127). AN - 36393647; 947 AB - PURPOSE: Construction of a new interchange with I-5 at the north end of the city of Roseburg, Douglas County, Oregon is proposed. The project is approximately one mile north of the Garden Valley Interchange in Roseburg. It would connect to the Oakland-Shady Highway on the east side of the freeway and Broad Street on the west. The project area lies between Mile Point 126 and Mile Point 128 and involves two proposed locations. This would be a full directional interchange, with north and southbound on and off ramps. There are two build location alternatives under consideration. The Isabell Avenue Alternative is the more northerly alignment for the interchange, with the eastern connection to the Oakland-Shady Highway directly across from Isabell Avenue. The General Avenue Alternative is the southerly alignment, with the easterly connection at General Avenue or in an area a few hundred feet to the south of General Avenue. For both alternatives, two options are under consideration for the connection west of the freeway. The Broad Street Option would connect directly to Broad Street, using Broad Street as the access road to Stewart Parkway to the south. The Frontage Road Option would utilize a newly constructed frontage road to the east of Broad Street as the connecting link to Stewart Parkway to the south. For both alternatives, two interchange options are under consideration. The Diamond Option is a standard diamond interchange design. The Loop Option incorporates a loop ramp in one quadrant of the interchange in an effort to reduce residential rights-of-way impacts. Total estimated project costs would range from $7.8 million to $11 million, depending on the alternative selected. POSITIVE IMPACTS: New access would be provided from I-5 to the Oakland-Shady Highway and Stewart Parkway via Broad Street or a frontage road. Traffic congestion would be reduced at the Garden Valley Interchange, south of the proposed project. East-west access for the northern part of the urban area would be created. Potentially, land would be converted to commercial development around the interchange and along the Oakland-Shady Highway. Better access to accomplish planned land use development would result. Improved access to emergency medical facilities and improved travel patterns for other emergency services also would result. NEGATIVE IMPACTS: From 15 to 47 residences and 1 or 2 businesses would be removed for rights-of-way, depending on the alternative and design options selected. The project would result in substantial noise impacts to residences along Broad Street and near the interchange. The Joseph Lane Homestead site, an historical resource, might be impacted. All construction alternatives would impact wetlands consisting of riparian habitat. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860342, 216 pages, August 20, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-01-D KW - Commercial Zones KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36393647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+ROSEBURG+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+DOUGLAS+COUNTY%2C+OREGON+%28NO.+IR-5-3%28126%29127%29.&rft.title=NORTH+ROSEBURG+INTERCHANGE%2C+PACIFIC+HIGHWAY%2C+DOUGLAS+COUNTY%2C+OREGON+%28NO.+IR-5-3%28126%29127%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 20, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED NORTH CORRIDOR ARTERIAL, US 12 TO US 53, EAU CLAIRE COUNTY, WISCONSIN (FEDERAL NUMBER M-2800( ), PROJECT I.D. 7995-00-99). AN - 36387297; 952 AB - PURPOSE: Construction of a new controlled-access urban arterial and a Chippewa River crossing in the northern part of the city of Eau Claire, Eau Claire County, Wisconsin is proposed. The project would begin near the intersection of USH 12 (Clairmont Avenue) and USH Business 12 (Truax Boulevard) and would extend easterly approximately 4.7 miles to connect with USH 53 (Hastings Way). The specific design configuration for the connection to USH 12 has not as yet been selected. In addition to the No Build Alternative, three alternatives were considered: (1) The LaSalle Alternative, which would begin near the intersection of USH 12 and USH Business 12 and would follow an easterly direction to CTH T. A probable new interchange would ultimately be constructed in the area located between CTH T and Jeffers Road, generally bounded by the Chicago and NorthWestern Railroad tracks on the north and the Northern State Power transmission lines on the south. A number of interchange configurations could be considered. (2) The Marquette /Hiawatha Alternative would be identical to the LaSalle Alternative from USH 12 to Gessner Road; just east of Gessner Road, it would be directed northeast across the Chippewa River to Riverview Drive, where it would curve slightly to the southeast to intersect with Hiawatha Street at Starr Avenue and proceed east on Hiawatha Street to a new interchange with USH 53. (3) The LaSalle/Hiawatha Alternative is a combination of the LaSalle and Marquette/Hiawatha alternatives. It would be identical to the LaSalle alignment from USH 12 to Wander Court and would be identical to the Marquette /Hiawatha alignment from Starr Avenue to USH 53. The alignment between these sections would be directed in a northeast direction from Wander Court to Starr Avenue. All three build alternatives would include a new Chippewa River crossing; all would also have similar typical street sections. A modified urban section, based on Design Class A-3 standards, would be used west of the river. This segment would have an average 180-foot right-of-way, two 12-foot driving lanes in each direction, a grass median, 10-foot wide outside shoulders, and a ditch section on both sides. Roadway constructed east of the Chippewa River would have an urban type section, based on Design Class U-4 standards. This segment would have an average 120-foot right-of-way, two 12-foot driving lanes in each direction, a grass median, and sidewalks on both sides. The LaSalle Alternative would cost approximately $25.4 million; the Marquette/Hiawatha Alternative would cost approximately $25.2 million; and the LaSalle/Hiawatha Alternative would cost approximately $24.3 million. POSITIVE IMPACTS: The project would serve an identified need for a new river crossing and a connecting link between the northwest and northeast quadrants of the city. All of the build alternatives would improve access to the Eau Claire County Airport and between DeLong Junior High School and North High School. All areas recommended for future development would be served, and travel distances, travel times, and vehicle fuel consumption would be reduced. NEGATIVE IMPACTS: Adverse impacts would include the acquisition of 43 to 49 residences and 2 to 4 businesses. Noise levels would increase in residential areas. All build alternatives would encroach on 5.2 to 6.2 acres of floodplains, and 16.5 to 17.2 acres of trees or woodlands would be lost. Aesthetic qualities would be affected by the roadway and new river crossing. Approximately 0.3 acres of wetlands would be affected by the Marquette/Hiawatha Alternative; no wetlands would be directly affected by either of the other alternatives. All the build alternatives would result in short-term construction impacts to air quality, noise, traffic flow, and water quality. LEGAL MANDATES: Executive Order 11988 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860336, 228 pages and maps, August 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-86-01-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Energy Consumption KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wisconsin KW - Executive Order 11988, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387297?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+NORTH+CORRIDOR+ARTERIAL%2C+US+12+TO+US+53%2C+EAU+CLAIRE+COUNTY%2C+WISCONSIN+%28FEDERAL+NUMBER+M-2800%28+%29%2C+PROJECT+I.D.+7995-00-99%29.&rft.title=PROPOSED+NORTH+CORRIDOR+ARTERIAL%2C+US+12+TO+US+53%2C+EAU+CLAIRE+COUNTY%2C+WISCONSIN+%28FEDERAL+NUMBER+M-2800%28+%29%2C+PROJECT+I.D.+7995-00-99%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Eau Claire, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST-WEST EXPRESSWAY FROM ROUTE 17/143 (JEFFERSON AVENUE) TO ARMISTEAD AVENUE, CITIES OF HAMPTON AND NEWPORT NEWS, VIRGINIA: STATE PROJECT U000-114-102, PE-101; FEDERAL PROJECT M-5122-(1). AN - 36394114; 951 AB - PURPOSE: Construction of a six-lane divided urban highway within the cities of Hampton and Newport News, Virginia is proposed. The project would begin at the intersection of Route 17/143 (Jefferson Road) and Route 306 (Harpersville Road) in Newport News and extend 4.6 miles to Armistead Avenue in Hampton. Construction would occur primarily on new location. The proposed construction would use three basic typical sections to provide both the initial and ultimate facility. Typical section A, from Jefferson Avenue to Terrace Drive, would consist of six lanes with a four-foot-wide flush median and curb, gutter, and sidewalk. The typical section from Terrace Drive to Armistead Avenue would consist of three lanes in each direction, separated by a 16-foot-wide raised median. The initial construction from Terrace Drive to Armistead Avenue would be two lanes in each direction, separated by a 42-foot-wide depressed median. Interchanges are proposed at I-64 and at Magruder Boulevard. An at-grade intersection with dual left-turn lanes for northbound traffic and a continuous right turn for southbound traffic would be provided at Armistead Avenue. Also, an at-grade intersection would be constructed at Big Bethel Road. Big Bethel Road would be widened to four lanes from approximately 500 feet south of the proposed crossing with the expressway to the crossing of I-64. A new access road from Big Bethel Road to the community college would be provided approximately 600 feet north of the existing entrance. As part of the initial construction, I-64 would be widened to six lanes between Magruder Boulevard and Big Bethel Road; the two additional lanes would be constructed within the existing median. At the western terminus, the project would intersect at-grade with Jefferson Avenue, which is a major north-south arterial connecting the city of Williamsburg with central Newport News. At the eastern end of the project, an at-grade "T" type intersection with Armistead Avenue would be provided. The estimated cost of the project would be $20.2 million. POSITIVE IMPACTS: The project would link the existing street system, provide increased traffic-carrying capacity, reduce congestion and improve service, improve access to employment centers, and provide for faster, more efficient traffic flow between Hampton and Newport News. Deletion of the project between Armistead Avenue and Little Back River Road would eliminate the wetlands impact along Tide Mill Creek and the southwest branch of the Back River, as well as potential community disruption to the Riverdale subdivision and the area along Little Back River Road. NEGATIVE IMPACTS: The project would require 8 family and 24 individual displacements. A total of 138 acres of land, including 30 agricultural and 66 forest acres, would be converted to highway rights-of-way. Predicted noise levels would exceed federal standards at several sites. Residential areas adjacent to Harpersville Road would experience disruption because of increased traffic and noise levels, the visual intrusion of a wider road, and the loss of property. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) 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 environmental impact statement and the draft supplement to the draft environmental impact statement, see 80-0138D, Volume 4, Number 2, and 85-0325D, Volume 9, Number 7. JF - EPA number: 860332, 289 pages, August 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-79-04-F KW - Farmlands KW - Forests KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Virginia KW - Federal Aid Highway Act of 1968, 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/36394114?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST-WEST+EXPRESSWAY+FROM+ROUTE+17%2F143+%28JEFFERSON+AVENUE%29+TO+ARMISTEAD+AVENUE%2C+CITIES+OF+HAMPTON+AND+NEWPORT+NEWS%2C+VIRGINIA%3A+STATE+PROJECT+U000-114-102%2C+PE-101%3B+FEDERAL+PROJECT+M-5122-%281%29.&rft.title=EAST-WEST+EXPRESSWAY+FROM+ROUTE+17%2F143+%28JEFFERSON+AVENUE%29+TO+ARMISTEAD+AVENUE%2C+CITIES+OF+HAMPTON+AND+NEWPORT+NEWS%2C+VIRGINIA%3A+STATE+PROJECT+U000-114-102%2C+PE-101%3B+FEDERAL+PROJECT+M-5122-%281%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: August 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED US 24 LOGANSPORT BYPASS, CASS AND MIAMI COUNTIES, INDIANA: PROJECT F-144-3(1), F-144-5(1), and F-144-6(1). AN - 36385669; 943 AB - PURPOSE: Relocation of 14.7 miles of U.S. 24 in Cass and Miami counties, Indiana is proposed. The newly aligned, dual-lane facility would extend from U.S. 35 at Logansport on the west to the interchange between U.S. 24 and U.S. 31 northeast of Peru. The proposed facility would consist of a four-lane divided roadway with a 60-foot median and a rights-of-way width of 290 feet. Partial access control at existing county and state road intersections would be provided. Total estimated costs for the project are $50.7 million. POSITIVE IMPACTS: Relocation of U.S. 24 would reduce the accident rate, noise levels, and air pollution within the city of Logansport. Jobs would be created during the construction period. Access to recreational areas and to Grissom Air Force Base, as well as access of fire and police vehicles to rural areas, would improve. NEGATIVE IMPACTS: Rights-of-way land requirements would be 393 to 582 acres of primarily rural farmland. Twelve residences and one business would be relocated. Travel-oriented businesses along present U.S. 24 probably would suffer losses in trade. Noise levels would increase and air quality would diminish in the area of the relocation. Wildlife habitat also would be disturbed. LEGAL MANDATES: Executive Orders 11593 and 11990, Fish and Wildlife Coordination Act of 1958, as amended (16 U.S.C. 661 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 78-1088D, Volume 2, Number 10. JF - EPA number: 860335, 199 pages and maps, August 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-77-03-F KW - Air Quality KW - Community Facilities KW - Cost Assessments KW - Employment KW - Farmlands KW - Highway Structures KW - Highways KW - Military Facilities (Air Force) KW - Noise KW - Recreation KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Wildlife Habitat KW - Indiana KW - Executive Order 11593, Compliance KW - Executive Order 11990, Wetlands KW - Fish and Wildlife Coordination Act of 1958, as amended, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+US+24+LOGANSPORT+BYPASS%2C+CASS+AND+MIAMI+COUNTIES%2C+INDIANA%3A+PROJECT+F-144-3%281%29%2C+F-144-5%281%29%2C+and+F-144-6%281%29.&rft.title=PROPOSED+US+24+LOGANSPORT+BYPASS%2C+CASS+AND+MIAMI+COUNTIES%2C+INDIANA%3A+PROJECT+F-144-3%281%29%2C+F-144-5%281%29%2C+and+F-144-6%281%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF I-680/SR 24 INTERCHANGE AND FREEWAY IMPROVEMENTS BETWEEN RUDGEAR ROAD IN WALNUT CREEK AND WILLOW PASS ROAD IN PLEASANT HILL/CONCORD IN CENTRAL CONTRA COSTA COUNTY, CALIFORNIA. AN - 36400690; 941 AB - PURPOSE: Reconstruction of the I-680/SR 24 interchange and freeway improvements between Rudgear Road in Walnut Creek and Willow Pass Road in Pleasant Hill/Concord in central Contra Costa County, California are proposed. The purpose of the project is to eliminate the worst bottleneck in the entire 71-mile length of the I-680 bypass of the Metropolitan Bay Area by upgrading its substandard interchange with SR 24 in Walnut Creek and correcting a number of interrelated operational problems that also contribute to congestion in the project area. The I-680/SR 24 interchange would be reconstructed to provide three through lanes on all freeway-to-freeway connectors, widen I-680 from six to eight through lanes within the project limits, and add auxiliary lanes where needed. In order for the improved interchange to be functional, the following improvements would also be required: (1) modify the South Main Street interchange; (2) remove the Newell Avenue ramps and construct a full (loop or diamond) interchange at Olympic Boulevard to service I-680 only; (3) reconstruct the ramps at Ygnacio Valley Road with a direct on-ramp connection to southbound I-680 and westbound SR 24; (4) relocate North Main Street between Oak Park and Contra Costa boulevards; (5) add a southbound off-ramp to Monument Boulevard; (6) add on-ramps to southbound I-680 from Gregory Lane and Monument Boulevard; and (7) add a collector road for the Gregory Lane off-ramp and the new off-ramp to Monument Boulevard in Pleasant Hill. The proposed action would cost approximately $214 million in 1985 dollars ($170 million for construction, plus $44 million for rights-of-way acquisition). POSITIVE IMPACTS: Primary beneficial impacts would be improved freeway operations and accident reduction. The project is considered growth inducing, to the extent that the proposed I-680 improvements would facilitate new development. Air quality would improve as a result of the increased efficiency of combustible fuel consumption. Noise levels would also be generally reduced if all the recommended noise barriers are constructed. NEGATIVE IMPACTS: The proposed project would require displacement of 80 to 103 single-family residences, 69 to 73 multiple-family units, and approximately 25 nonresidential establishments. The maximum parking displacement is estimated at approximately 340 spaces in Walnut Creek and 525 spaces in Pleasant Hill, all of which would be mitigated. If the noise barriers were constructed, the visual quality of the road would be substantially reduced. The major construction impacts would be temporary controllable noise, loss of parking spaces, and occasional lane and ramp closures during nonpeak hour traffic. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 860314, 147 pages and maps, August 6, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-04D KW - Air Quality KW - Community Development KW - Energy Consumption KW - Highway Structures KW - Highways KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Traffic Control KW - Visual Resources 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/36400690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+I-680%2FSR+24+INTERCHANGE+AND+FREEWAY+IMPROVEMENTS+BETWEEN+RUDGEAR+ROAD+IN+WALNUT+CREEK+AND+WILLOW+PASS+ROAD+IN+PLEASANT+HILL%2FCONCORD+IN+CENTRAL+CONTRA+COSTA+COUNTY%2C+CALIFORNIA.&rft.title=RECONSTRUCTION+OF+I-680%2FSR+24+INTERCHANGE+AND+FREEWAY+IMPROVEMENTS+BETWEEN+RUDGEAR+ROAD+IN+WALNUT+CREEK+AND+WILLOW+PASS+ROAD+IN+PLEASANT+HILL%2FCONCORD+IN+CENTRAL+CONTRA+COSTA+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: August 6, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATED IOWA 58 AND U.S. 218 (FORMERLY 518) FROM RELOCATED U.S. 20 IN CEDAR FALLS TO IOWA 3 IN WAVERLY, BLACK HAWK AND BREMER COUNTIES, IOWA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1977). AN - 36403722; 944 AB - PURPOSE: Improvement of approximately 20 miles of Iowa 58 (Hudson Road) and U.S. 218 (Main Street) from relocated U.S. 20 south of Cedar Falls north to Iowa 3 in Waverly, Black Hawk, and Bremer counties, Iowa is proposed. The new facility would be a four-lane highway with 24-foot travel lanes, 10-foot shoulders, and a grass or concrete median. This final supplement to the final environmental impact statement of November 1977 presents new alternatives developed after abandonment of the proposed metropolitan freeway system. The selected alternate is a combination of the Main Street, Dry Run Creek, Elevated, Railroad (East Side), North Bypass, and Present Alignment alternates. The final cost of the project would depend on the combination of alternatives chosen, but the maximum cost would not exceed $65 million. POSITIVE IMPACTS: The proposed arterial facility would improve transportation between Cedar Falls and Waverly, reduce traffic congestion on residential streets, reduce traffic accidents, provide savings in travel time and fuel consumption, and improve accessibility within the project corridor. NEGATIVE IMPACTS: The project would displace 59 residences, 16 businesses, and 2 farmsteads. Approximately 530 acres of land would be required for rights-of-way, of which 232 acres are classified as prime farmland. The project also would require land from five Section 4(f) properties. Construction would result in loss of vegetation and wildlife habitat and would include two crossings of the Cedar River. Noise levels and air pollution would increase within the project corridor. Downgrading of the project from a freeway to a major arterial highway would result in a lower level of service for through traffic and would increase traffic volumes on the existing system. LEGAL MANDATES: Department of Transportation Act of 1966 (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 abstracts of the final environmental impact statement (FEIS) and the draft supplement to the FEIS, see 78-0271F, Volume 2, Number 3, and 85-0122D, Volume 9, Number 3, respectively. JF - EPA number: 860311, 229 pages and maps, August 5, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-72-04-FS-01 KW - Air Quality KW - Farmlands KW - Highways KW - Noise Assessments KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Iowa KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation 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/36403722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATED+IOWA+58+AND+U.S.+218+%28FORMERLY+518%29+FROM+RELOCATED+U.S.+20+IN+CEDAR+FALLS+TO+IOWA+3+IN+WAVERLY%2C+BLACK+HAWK+AND+BREMER+COUNTIES%2C+IOWA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1977%29.&rft.title=RELOCATED+IOWA+58+AND+U.S.+218+%28FORMERLY+518%29+FROM+RELOCATED+U.S.+20+IN+CEDAR+FALLS+TO+IOWA+3+IN+WAVERLY%2C+BLACK+HAWK+AND+BREMER+COUNTIES%2C+IOWA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1977%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 5, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - McLOUGHLIN BOULEVARD, UNION-GRAND VIADUCT TO S.E. RIVER ROAD, PACIFIC HIGHWAY EAST, MULTNOMAH AND CLACKAMAS COUNTIES, OREGON (IX-26(20)). AN - 36396945; 946 AB - PURPOSE: Widening of a 4.41-mile section of McLoughlin Boulevard (U.S. 99E) from the Union-Grand Viaduct to Southeast River Road and improving the intersection of McLoughlin Boulevard and S.E. Tacoma Street in Multnomah and Clackamas counties, Oregon are proposed. The preferred alternative would provide six mixed lanes south of Harold Street and an additional bus-carpool (HOV) lane north of Harold Street. This alternative has sufficient rights-of-way for a future light rail transit line or additional HOV lanes. The grade-separated option at Tacoma Street was also selected. Initially, the roadway would be striped for six mixed traffic lanes, providing sufficient capacity through the mid-1990s or through the year 2000. Sufficient rights-of-way will be reserved in the median to accomplish conversion without a major disruption to residential, commercial, or transportation patterns between Harold and Tacoma streets. Buses would operate in mixed traffic, and stops would be on the side. There would be a reversible mixed-traffic lane north of Harold Street (14 feet wide). the Milport Road intersection would be retained. The River Road connection to McLoughlin Boulevard would be located at Harrison Street. The proposed connection opposite the Pendleton Woolen Mills has been eliminated, and River Road would remain two-way. The estimated cost of this alternative is $27.5 million, which would include $11.7 million for the Modified Tacoma Overcrossing. POSITIVE IMPACTS: The preferred alternative is designed to relieve the immediate capacity problems while preserving the option of adding either HOV lanes or light rail transit, depending on the outcome of future studies. This alternative postpones the commitment of resources to a particular transit mode until adequate funds and data are available to make an appropriate decision. Neighborhood quality would be improved in most areas by reducing traffic on neighborhood streets, particularly 17th and Milwaukie avenues. Access to institutions and emergency services also would be improved. Removal of through traffic would allow easier circulation of vehicles with destinations within the neighborhoods. NEGATIVE IMPACTS: The proposed plan would require removal of 2 single-family residences and would displace 10 businesses. Eighteen other commercial or public office properties would be affected by partial acquisition, resulting in losses of parking, landscaping, portions of buildings, or changes in access. Two companies that would be displaced have indicated that they would liquidate, dismissing approximately 80 employees. More than 14.5 acres of open space between Harold and Nehalem streets would be paved to permit widening of McLoughlin Boulevard. Removal of 81 to 83 landscaping trees, including 14 sequoia, 50 small maple trees, 42 cottonwoods, and other trees would also be necessary. Approximately 0.2 acres of wetland habitat would be eliminated, with larger areas subject to temporary indirect impacts. Noise impacts would occur; however, one noise barrier is proposed that would mitigate impacts at 24 residences. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 82-0195D, Volume 6, Number 3. JF - EPA number: 860309, 250 pages and maps, August 4, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-82-01-F KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Control KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36396945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-08-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=McLOUGHLIN+BOULEVARD%2C+UNION-GRAND+VIADUCT+TO+S.E.+RIVER+ROAD%2C+PACIFIC+HIGHWAY+EAST%2C+MULTNOMAH+AND+CLACKAMAS+COUNTIES%2C+OREGON+%28IX-26%2820%29%29.&rft.title=McLOUGHLIN+BOULEVARD%2C+UNION-GRAND+VIADUCT+TO+S.E.+RIVER+ROAD%2C+PACIFIC+HIGHWAY+EAST%2C+MULTNOMAH+AND+CLACKAMAS+COUNTIES%2C+OREGON+%28IX-26%2820%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 4, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WOONSOCKET INDUSTRIAL HIGHWAY/ROUTE 99 IN THE TOWNS OF LINCOLN, NORTH SMITHFIELD, WOONSOCKET, AND CUMBERLAND, RHODE ISLAND (DRAFT SUPPLEMENT 2 TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 1971). AN - 36396636; 896 AB - PURPOSE: Construction of the fully access-controlled Woonsocket Industrial Highway/Route 99, located in the towns of Lincoln, North Smithfield, Woonsocket, and Cumberland, Rhode Island, beginning near the interchange of I-295 and proceeding north to the Route 146 /Route 146A merge and connecting to Route 122 (Mendon Road) Road is proposed. The draft supplement evaluates the impacts associated with three alternative alignments. The alternatives considered include construction of a four-lane limited access roadway along three alternative alignments. All the alternatives involve a transportation network linking the Route 146/I-295 interchange to Route 122 (Mendon Road) in the vicinity of the Woonsocket /Cumberland town line. The three limited-access alignments are Alignments 2, 3, and 4B; they are 4.2, 3.6, and 3.3 miles long, respectively. Alignments 2 and 3 originate at the Route 146/I-295 interchange and proceed north along existing Route 146. Alternative 4B originates from Route 146 immediately north of the I-295 interchange and parallels Crookfall Brook. All alignments provide for a four-lane divided roadway facility with variations, due to frontage road design and median widths. All alignments have been designed to operate at acceptable levels of service. Roadway construction costs (excluding rights-of-way) have been calculated to be $39.9, $41.4, and $36.0 million, respectively. POSITIVE IMPACTS: Implementation of the project would result in significant improvements to the transportation network and would stimulate economic growth in this area of the state. NEGATIVE IMPACTS: The following displacements associated with the three alignments would result. Alignment 2: 33 residential and 17 commercial; Alignment 3: 27 residential and 17 commercial; and Alignment 4B: no displacements. The proposed projects would affect 16.2 acres of wetlands for Alignment 2, 5.3 acres for Alignment 3, and 7.2 acres for Alignment 4B. Implementation of Alignments 2 and 3 would create adverse impacts to the North Smithfield commercial areas along Route 146. Alignment 2 would have an adverse effect on the Blackstone Canal Historic District; Alignment 3 would have an adverse effect on the Smithfield Road Historic District and the Blackstone Canal Historic District; and Alignment 4B would have an indirect adverse visual effect on the Blackstone Canal Historic District. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft supplement I to the final EIS, see 77-1029D, Volume 1, Number 10. JF - EPA number: 860302, 2 volumes and maps, July 25, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-86-02-DS-(Original FEIS 8-71) KW - Community Development KW - Cost Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Transportation KW - Visual Resources KW - Waterways KW - Wetlands KW - Rhode Island KW - Department of Transportation Act of 1966, 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 - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WOONSOCKET+INDUSTRIAL+HIGHWAY%2FROUTE+99+IN+THE+TOWNS+OF+LINCOLN%2C+NORTH+SMITHFIELD%2C+WOONSOCKET%2C+AND+CUMBERLAND%2C+RHODE+ISLAND+%28DRAFT+SUPPLEMENT+2+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1971%29.&rft.title=WOONSOCKET+INDUSTRIAL+HIGHWAY%2FROUTE+99+IN+THE+TOWNS+OF+LINCOLN%2C+NORTH+SMITHFIELD%2C+WOONSOCKET%2C+AND+CUMBERLAND%2C+RHODE+ISLAND+%28DRAFT+SUPPLEMENT+2+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+1971%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: July 25, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COUNTY ROUTE 522 FROM U.S. ROUTE 1 TO U.S. ROUTE 130, SOUTH BRUNSWICK TOWNSHIP, NEW JERSEY. AN - 36385387; 895 AB - PURPOSE: Relocation of 4.3 miles of County Route (C.R.) 522 between U.S. 1 and U.S. 130 in the Township of South Brunswick and Middlesex County, New Jersey is proposed. The new highway, which would be a four-lane divided facility, would extend from the intersection of Stouts Lane and U.S. 1 to the intersection of Griggs Drive, Fresh Ponds Road, and U.S. 130. Specifically, the highway would extend from its western terminus at U.S. 1 and cross three branches of Heathcote Brook, New Road, and the Amtrak main line on a new alignment. A short distance east of the main line, the alignment would merge with existing C.R. 522 (Monmouth Junction Road) and follow it to Kingston Lane. Thereafter, the highway would follow a new alignment to its eastern terminus at U.S. 130. The new highway would be a four-lane divided facility with a parallel bikeway on the northern side; rights-of-way width would be 120 feet. Most of existing C.R. 522 would remain open to traffic, although the facility would no longer be known as C.R. 522, except for the 0.19-mile segment where the alignment would be coincident with existing C.R. 522. The C.R. 522 bridge over the Amtrak main line would be removed, and a new bridge would be constructed to carry traffic using relocated C.R. 522 over the railroad track. Griggs Drive would be terminated in a cul-de-sac just west of U.S. 130 to avoid the formation of the five-legged intersection configuration that would form otherwise. Estimated costs of construction and rights-of-way acquisition are $11.9 million and $4.5 million, respectively. POSITIVE IMPACTS: By improving the major east-west corridor, the project would enhance development potential in the South Brunswick township. The insufficient bridge across the Amtrak main line would be replaced by a more adequate structure. Access to areas between U.S. 1 and U.S. 130 would improve substantially. NEGATIVE IMPACTS: Rights-of-way requirements would necessitate relocation of one residential structure housing two households. Approximately 1,500 linear feet of the alignment would traverse wetland, and the highway would traverse farmland, undeveloped woodland, and floodplain areas. Terrestrial and aquatic ecosystems would be permanently altered, reducing the availability of such natural areas within the corridor. Species that require isolated habitats could be displaced permanently. Air pollutants and noise levels within the new corridor and within the Raymond Road corridor would increase, and several historic sites located on Raymond Road and eligible for inclusion on the National Register of Historic Places would be adversely affected as a result. 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 environmental impact statement, see 82-0585D, Volume 6, Number 9. JF - EPA number: 860294, 238 pages and maps, July 17, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-82-01-F KW - Air Quality KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Railroads KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife KW - New Jersey KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance 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/36385387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNTY+ROUTE+522+FROM+U.S.+ROUTE+1+TO+U.S.+ROUTE+130%2C+SOUTH+BRUNSWICK+TOWNSHIP%2C+NEW+JERSEY.&rft.title=COUNTY+ROUTE+522+FROM+U.S.+ROUTE+1+TO+U.S.+ROUTE+130%2C+SOUTH+BRUNSWICK+TOWNSHIP%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 17, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EDEN ISLES INTERCHANGE, INTERSTATE 10 (STATE PROJECT NUMBER 737-02-81, FEDERAL AID PROJECT NUMBER IR-10-5(249)262), SAINT TAMMANY PARISH, LOUISIANA. AN - 36398080; 893 AB - PURPOSE: The construction of interchange access to Interstate 10 (I-10) in southeast Saint Tammany Parish, Louisiana, is proposed. The location for the interchange project is along I-10 in an area bounded on the north by Gause Boulevard, the south by Lake Pontchartrain, the west by the railroad tracks that parallel US 11, and the east by the LA 433 development corridor and the zone of development east of I-10. The interchange at Eden Isles would be a full-diamond with two lanes exiting to the east and one lane entering to the west. The entrance to I-10 east would be one lane; the exit to the west would be one lane, with the appropriate acceleration lane merging onto the interstate. A bridge structure of four travel lanes, two shoulders eight feet wide, and one turning lane, having a length of approximately 1,137 feet, would provide for travel across the interstate. Minimum clearance over I-10 is 16 feet 6 inches, which will extend over a possible additional lane. The connection to US 11 would eventually be a new four-lane limited-access road built in phases as traffic demands increase. Traffic to the east would be directed onto a planned arterial system. Rights-of-way are being donated, and the primary connector road is being built by the private sector. The service road east of I-10 would be relocated to accommodate the interchange and to maintain existing and future service. The estimated construction cost of the proposed project is $7.84 million. POSITIVE IMPACTS: The proposed project would include a redistribution of existing and projected traffic from the LA 433 interchange, a safer transportation network in this part of the Saint Tammany Parish for the traffic demand from ongoing development, facilitation of early hurricane evacuation of the Eden Isles area, and an east-to-west arterial from US 11 to the interchange, provided at no cost to state or local governments because it will be funded by the private sector. NEGATIVE IMPACTS: Habitat for rabbits and other small furbearers will be eliminated in the immediate area of the project. Because the project would be located in a rural or undeveloped site, the negative impacts could be insignificant. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 85-0473D, Volume 9, Number 10. JF - EPA number: 860289, 213 pages, July 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-5-1-F KW - Birds KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Hurricane Readiness Plans KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Wetlands KW - Wildlife Habitat KW - Louisiana 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/36398080?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EDEN+ISLES+INTERCHANGE%2C+INTERSTATE+10+%28STATE+PROJECT+NUMBER+737-02-81%2C+FEDERAL+AID+PROJECT+NUMBER+IR-10-5%28249%29262%29%2C+SAINT+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=EDEN+ISLES+INTERCHANGE%2C+INTERSTATE+10+%28STATE+PROJECT+NUMBER+737-02-81%2C+FEDERAL+AID+PROJECT+NUMBER+IR-10-5%28249%29262%29%2C+SAINT+TAMMANY+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: July 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST VALLEY HIGHWAY, 9000 SOUTH TO 2100 SOUTH, SALT LAKE COUNTY, UTAH. AN - 36396698; 897 AB - PURPOSE: Construction of 10 miles of limited-access, four-lane highway through Salt Lake Valley in Salt Lake County, Utah is proposed. The project, to be known as the West Valley Highway, would traverse a reserved alignment from 9000 South to 2100 South through the communities of West Jordan, Bennion, Taylorsville, and West Valley City. The highway would have a median not less than 14 feet wide and rights-of-way varying from 104 to 140 feet wide. Access to the facility would be controlled via interchanges and grade-separation structures, although some at-grade intersections would be permitted. Construction and rights-of-way costs are estimated at $14.4 million and $7.2 million, respectively. In addition, the improvements necessary on the other streets are estimated at $2.3 million, for a total cost of the preferred alternative of $23.9 million. POSITIVE IMPACTS: Availability of the highway within the corridor would increase the accessibility of adjacent land areas, supporting development trends in these areas. Traffic congestion on parallel streets in the area would be decreased and, as a result, noise levels and air pollution concentrations at intersections would be decreased. NEGATIVE IMPACTS: Development of 180 acres of land would result in the loss of 48 acres of prime farmland and relocation of three housing units. Two school attendance areas would be bisected, and Dixie Valley Park and Southridge Park would lie adjacent to the alignment, increasing ambient noise in the vicinity of the facilities. Noise levels along the corridor would increase an average of eight decibels from 61 to 69. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0137D, Volume 8, Number 3. JF - EPA number: 860290, 253 pages and maps, July 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-83-01-F KW - Air Quality KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Utah KW - Federal Aid Highway Act of 1968, 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/36396698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+VALLEY+HIGHWAY%2C+9000+SOUTH+TO+2100+SOUTH%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=WEST+VALLEY+HIGHWAY%2C+9000+SOUTH+TO+2100+SOUTH%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED MAKAI BOULEVARD CONCEPT, MIDDLE STREET TO PIER 18, HONOLULU, ISLAND OF OAHU, STATE OF HAWAII: PROJECT NO. F-092-1(16). AN - 36404216; 892 AB - PURPOSE: Improvement of 2.2 miles of Nimitz Highway between Middle Street and Pier 18 in Honolulu on the Island of Oahu, Hawaii is proposed. The section of Nimitz Highway under consideration is characterized by light and medium industrial development, commercial strip businesses, and major harbor terminal and storage facilities. Four alternatives are under consideration. The preferred alternative predominantly includes improvements at each Nimitz Highway intersection between Keehi Interchange and Kapalama Canal. At Sand Island Access Road, the westbound lanes would be realigned to utilize the right shoulder and to provide for the left-turn lane to Sand Island Access Road. For eastbound traffic, a bus turnout would be provided within the large traffic island in the southeasterly corner of the intersection. Because of the narrow rights-of-way and pavement of the north approach at Puuhale Road, traffic is limited to one lane in each direction. The preferred alternative would widen and improve the Puuhale Street north approach so that two southbound lanes could be provided. This would separate the right-turn and straight-ahead traffic from the southbound left turns. Some restriping and parking prohibition on the south approach would allow for an extension of the northbound right-turn lane, which would reduce northbound interference. The Mokauea Street approaches would be restriped to provide separate turn lanes for eastbound traffic. On-street parking along Mokauea Street would be prohibited to provide an additional lane on each approach. Improvements proposed for Kalihi Street include widening north of Nimitz Highway and construction of a new left-turn pocket at Libby Street. The project also proposes to widen the mauka left of Waiakamilo Road for two additional approach lanes and one additional departing lane. Estimated costs would be $3.4 million. POSITIVE IMPACTS: Improvement of traffic flow resulting in implementation of any alternative would help accommodate expected traffic volume increases that would otherwise cause heavy congestion. In addition to improving traffic flows, the project would remedy traffic movement problems caused by narrow shoulder and lane widths, insufficient lateral clearances, improper superelevations, sharp curves, hazardous roadside parking, closely spaced intersections, and an inadequate traffic signal system. NEGATIVE IMPACTS: Development of new rights-of-way would require clearance of existing vegetation and relocation of utility lines. The project boundaries would encroach on a floodplain. LEGAL MANDATES: Executive Order 11988 and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0137D, Volume 7, Number 3. JF - EPA number: 860283, 2 volumes and maps, July 14, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-83-01-F KW - Floodplains KW - Highway Structures KW - Highways KW - Islands KW - Roads KW - Traffic Control KW - Transportation KW - Vegetation KW - Island of Oahu KW - Hawaii KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404216?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+MAKAI+BOULEVARD+CONCEPT%2C+MIDDLE+STREET+TO+PIER+18%2C+HONOLULU%2C+ISLAND+OF+OAHU%2C+STATE+OF+HAWAII%3A+PROJECT+NO.+F-092-1%2816%29.&rft.title=PROPOSED+MAKAI+BOULEVARD+CONCEPT%2C+MIDDLE+STREET+TO+PIER+18%2C+HONOLULU%2C+ISLAND+OF+OAHU%2C+STATE+OF+HAWAII%3A+PROJECT+NO.+F-092-1%2816%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 14, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SEARS ISLAND DRY CARGO TERMINAL AND ACCESS ROAD, SEARSPORT, WALDO COUNTY, MAINE: PROJECT RS-0252(3). AN - 36403553; 894 AB - PURPOSE: Construction of a new marine dry cargo terminal with both rail and highway access on Sears Island, located in Searsport, Waldo County, Maine, is proposed. The terminal would be built on approximately 50 acres along the western shore of the new undeveloped 940-acre island. Fully developed, the preferred design would include a 35-acre marginal wharf with up to six ship berths. Shoreside facilities would include an administration building, storage areas, on-site sanitary waste treatment, and parking. The terminal would handle both biobulk (e.g., wood chips, lumber, wood pulp, and potatoes) and containerized cargoes. Development of the facility would require the completion of a new 2.3-mile two-lane secondary highway and a 1.5-mile railroad spur. In the preferred design, access from the mainland would be provided by a 1,200-foot solid fill causeway. POSITIVE IMPACTS: The project would provide transportation cost savings to Maine-based industries, especially the forest product industry, through reduced overland travel distances to a port. It would generate both direct and indirect jobs and other economic activities within Maine that are related to import-export traffic and Maine-based industries. State investments in port facilities would be targeted where new jobs and economic activity is most needed. The primary socioeconomic impacts of the project include 1,970 person-years of employment during full construction of the pier, creation of 219 permanent jobs, an additional $7.4 million in personal income, increased municipal revenues of approximately $51,000 annually and state revenues of $636,000 annually, and transportation cost savings of $1.3 million per year. Secondary impacts would include 1,400 person-years in construction employment, up to 2,750 new jobs, an additional $56 million in annual wages and salaries, up to 560 new residents in Searsport, and approximately $3 million in new state revenues and $2.3 million to $2.5 million in local revenues. NEGATIVE IMPACTS: The project would create permanent losses of marine and upland wildlife habitat and local disruption of the marine bottom (benthic) environment during the large-scale dredging and spoil disposal that would be required. When fully developed, the marginal wharf would cover approximately 33 acres of intertidal and subtidal marine habitat. An additional 58 acres would have to be disturbed for the dredging required to connect the existing channel to the ship berths planned. Site preparation and construction of the terminal would virtually eliminate the 40 acres of upland habitat now existing on the site. Construction of the highway and rail access would result in the direct loss of an additional 12 acres of wildlife habitat, and the causeway would require the filling of approximately 3.7 acres of intertidal marine habitat. Secondary impacts would include an additional loss of up to 12 percent of the island's upland wildlife habitat, a 28 percent increase in traffic on Route 1, and some loss of the visual quality of the island. LEGAL MANDATES: Coastal Zone Management Act of 1977, as amended (16 U.S.C. 1451 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860275, 412 pages and maps, July 14, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-86-01-D KW - Disposal KW - Dredging KW - Employment KW - Floodplains KW - Harbor Improvements KW - Harbor Structures KW - Highways KW - Islands KW - Marine Systems KW - Parking KW - Railroads KW - Socioeconomic Assessments KW - Storage KW - Terminal Facilities KW - Transportation KW - Visual Resources KW - Waste Management KW - Wetlands KW - Wildlife Habitat KW - Maine KW - Coastal Zone Management Act of 1977, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 401 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEARS+ISLAND+DRY+CARGO+TERMINAL+AND+ACCESS+ROAD%2C+SEARSPORT%2C+WALDO+COUNTY%2C+MAINE%3A+PROJECT+RS-0252%283%29.&rft.title=SEARS+ISLAND+DRY+CARGO+TERMINAL+AND+ACCESS+ROAD%2C+SEARSPORT%2C+WALDO+COUNTY%2C+MAINE%3A+PROJECT+RS-0252%283%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 14, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 265, DANVILLE EXPRESSWAY FROM 0.082 MI. N. ROUTE 58 TO ROUTE 29 (NORTH OF BLAIRS), PITTSYLVANIA COUNTY, DANVILLE, VIRGINIA (STATE PROJECT 6265-071-102, PE100, FEDERAL PROJECT F-045-1(111)). AN - 36399357; 898 AB - PURPOSE: Completion of the final section of the Route 265 Danville Expressway, located primarily in Pittsylvania County with a short section located in the city of Danville, from Route 58 approximately one mile east of the Danville city limits to Route 29 north of Blairs is proposed. Two alternatives are under consideration for the proposed project. Each alternative would include a typical section of two 12-foot travel lanes in each direction, separated by a 60-foot and a variable median and constructed on a minimum 180-foot right-of-way. Varying in length from 8.7 (A) to 8.9 (B) miles, both alternatives have common beginning points and termini. Both alternatives begin 0.082 miles north of Route 58 and traverse in a northerly direction passing just east of the intersection of routes 360 and 732. Here, the alternatives proceed nearly due north, then separate at a point just north of the proposed Fall Creek Spur. Alternative A proceeds across Route 695 before turning in a northeast direction crossing Route 721 just west of its intersection with Route 695, crossing Route 719 west of its intersection with Route 29, and crossing Route 726 just west of its intersection with Route 29. Alternative B turns in a northeast direction, staying to the east of Routes 695 and 719, and crossing Route 1004 just east of its intersection with Route 719. Alternatives A and B become common again from just south of Route 726 to Route 29 near the Faith Home for Children. In connection with the proposed expressway, the department is proposing three short extensions or relocations: the relocation of Route 360, Franklin Turnpike Extension, and Fall Creek Spur. Interchanges along Route 265 are proposed at Route 29, Route 726, Franklin Turnpike Extension, Fall Creek Spur, and Relocated Route 360. Additionally, an interchange is proposed at Fall Creek Spur and Route 29, and an at-grade intersection is proposed at Franklin Turnpike Extension and North Main Street. Estimated costs would be $84 million (A) and $83 million (B). POSITIVE IMPACTS: This project will be the final link in the Route 265 Danville Expressway that is currently under construction. Traffic volumes on major downtown thoroughfares in the city of Danville in design year 2005 would approach acceptable levels of service. The proposed facility would provide a through route for persons wishing to decrease travel time on the north-south Danville corridor and would improve access to the Danville Municipal Airport. Additionally, movement of emergency and rescue equipment in the area would be facilitated by the reduction of congestion and through traffic on existing roadways. NEGATIVE IMPACTS: The proposed alternative would require the relocation of 70 (B) to 72 families (A) and 9 businesses. Approximately 60 (B) to 101 acres (A) of prime and unique farmland would be converted to highway rights-of-way. Ambient noise levels would increase at various locations along the corridor, and structure construction, erosion, and siltation would have both short- and long-term impacts on local streams. LEGAL MANDATES: Executive Order 11988, Farmland Protection Policy Act, Federal Water Pollution Control Act of 1972 (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: 860287, 93 pages, July 14, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-86-02-D KW - Air Quality KW - Cost Assessments KW - Erosion KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Virginia KW - Executive Order 11988, Compliance KW - Farmland Protection Policy Act, Compliance KW - Federal Water Pollution Control Act of 1972, 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/36399357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+265%2C+DANVILLE+EXPRESSWAY+FROM+0.082+MI.+N.+ROUTE+58+TO+ROUTE+29+%28NORTH+OF+BLAIRS%29%2C+PITTSYLVANIA+COUNTY%2C+DANVILLE%2C+VIRGINIA+%28STATE+PROJECT+6265-071-102%2C+PE100%2C+FEDERAL+PROJECT+F-045-1%28111%29%29.&rft.title=ROUTE+265%2C+DANVILLE+EXPRESSWAY+FROM+0.082+MI.+N.+ROUTE+58+TO+ROUTE+29+%28NORTH+OF+BLAIRS%29%2C+PITTSYLVANIA+COUNTY%2C+DANVILLE%2C+VIRGINIA+%28STATE+PROJECT+6265-071-102%2C+PE100%2C+FEDERAL+PROJECT+F-045-1%28111%29%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: July 14, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 405, SOUTH RENTON INTERCHANGE TO SUNSET BOULEVARD, CITY OF RENTON, KING COUNTY, WASHINGTON. AN - 36398123; 899 AB - PURPOSE: Construction of exclusive transit-carpool lanes on 1.42 miles of Interstate 405 (I 405) between the South Renton Interchange and Sunset Boulevard in the city of Renton, King County, Washington is proposed. The preferred alternative would realign the Renton "S-curves" to the east; it was selected primarily because it can be constructed to full interstate standards while avoiding significant noise, water quality, visual quality, historic property, and recreational property impacts. This alternative would widen I-405 to six lanes to provide an additional lane in each direction for exclusive transit and carpool use, adding a northbound collector-distributor road through the Maple Valley Interchange and improving ramp configurations. City streets would be modified to maintain access to Renton Hill. The Cedar River would be crossed with two bridges approximately 500 feet in length. Minor alignment shifts and grade changes would be necessary on each side of the revised alignment. Noise barriers would be constructed east of I-405 adjacent to Monterey Terrace and Windsor Hills. Two sections of the Cedar River Trail located on I-405 rights-of-way would be constructed on the north and south banks of the river. This alternative would require relocation of three major pipelines that are part of the city of Seattle Cedar River Water System. Full pavement replacement, bridge overlays, signing, striping, illumination, landscaping, utility modifications, and drainage improvements would be included in all elements of the proposal. POSITIVE IMPACTS: Construction of this alternative would promote regional transportation objectives and provide incentives for transit and carpool use to reduce traffic volumes. The people-moving capacity would increase by approximately 2,400 persons per hour, reducing general-purpose lane demand by 1,900 vehicles per hour. Both the morning and evening peak periods would be reduced to two hours less than the No Action Alternative. NEGATIVE IMPACTS: Approximately 5.6 acres of rights-of-way, including the displacement of 25 homes and one business in the vicinity of Renton Hill, would be acquired for this alternative. Approximately 11,500 acres of parkland and easements from the cities of Renton and Seattle and the Burlington Northern Railroad, as well as the abandonment of the Burlington Northern Renton to the Black Diamond rail line would be necessary. Federal Highway Administration noise abatement criteria would be exceeded at 39 homes, 142 apartment/condominium units, Liberty Park, and Cedar River Park if noise barriers are not constructed. The E. A. Mills House, a property on the King County Historic Sites Survey, would be removed, and possible disruptions could occur to archaeological sites that might exist in the vicinity of the North American Refractories plant. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, 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: 860277, 314 pages and maps, July 9, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-86-01-D KW - Archaeological Sites KW - Bridges KW - Drainage KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Parks KW - Pipelines KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Water Quality KW - Washington KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, 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/36398123?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SOUTH+RENTON+INTERCHANGE+TO+SUNSET+BOULEVARD%2C+CITY+OF+RENTON%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=INTERSTATE+405%2C+SOUTH+RENTON+INTERCHANGE+TO+SUNSET+BOULEVARD%2C+CITY+OF+RENTON%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: July 9, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WOLF CREEK VALLEY SKI AREA, SAN JUAN NATIONAL FOREST, MINERAL COUNTY, COLORADO (REVISED DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 36399485; 884 AB - PURPOSE: Development of a downhill ski area, located approximately 12 miles north of Pagosa Springs, Colorado on U.S. Highway 160 in the area commonly known as Windy Pass in the Pagosa District, San Juan National Forest in Mineral County, Colorado, has been proposed by Westfork Investment, Ltd. This revised draft environmental impact statement discloses projected environmental consequences of developing the new ski area. Under the preferred alternative, development would be phased, with the first phase having a capacity of 4,050 skiers at one time, four lifts, and 253 acres of trails. Future phases would be completed as the market may justify. At project completion, the ski area would have a capacity of 11,750 skiers at one time, 14 chairlifts, a gondola, and 904 acres of trails. Approximately 2,700 acres of National Forest System land would be under permit. An area included in the proposal and of particular importance to the proponent is that referred to as the back bowls. Four lift systems are proposed to service this terrain, which is in an open bowl configuration with natural parks and openings and glades of aspen intermixed with spruce fir. Ability levels serviced by the proposed lifts range from low intermediate to expert. The four back bowl lifts would operate at a relatively low hourly capacity in order to maintain a low-trail density of five skiers per acre. A capacity of 1,750 skiers at one time is proposed in an effort to assure a quality skiing experience. The ski base area would be located on private land immediately adjacent to the base lift terminals and ski runs. The ski base would contain skiing oriented services, a base lodge, transit facilities, and skier parking in a combination of surface parking lots and parking structures. To accommodate this base, approximately one mile of U.S. Highway 160 would be relocated 550 feet west of the current alignment. The proposed relocation would be designed to meet the requirements of a Type B roadway with a design speed of 65 mph, with two 12-foot lanes and 8-foot paved shoulders on each side. Where auxiliary climbing lanes are necessary, they would be 12 feet wide and the shoulder would be reduced to 4 feet. The estimated cost of the proposed road realignment would be $2.8 million and would be borne wholly by the proponent. A full range of housing units and services would be developed in the ski base area and ultimately would include 20 single-family residences, 78 townhouses, 476 condominiums, and 220 condominium-hotel units. In addition, approximately 65,000 square feet of ski-related commercial retail space would be built at the ski base. Two 18-hole golf courses, an equestrian center, a trail system, and water-oriented recreation uses would be included in the program. POSITIVE IMPACTS: Within the total area proposed for development, significant cultural resources would be preserved. Because of the high value of the vegetation to the development, the danger of wildfire spreading onsite would be reduced. In some cases, there would be an opportunity for improving certain wildlife habitats. Development will enhance and help diversify the economic base of the area and would increase employment opportunities. The development would help meet projected demand trends for downhill skiing and increased use of the San Juan National Forest. Water quantities are anticipated to increase due to tree cutting for ski trails and the nature of snowfall as affected by wind circulation, which will result in earlier snowmelt runoff. NEGATIVE IMPACTS: Development of the ski area would be phased, and the first steep trails cleared would have a relatively high risk of natural and construction-induced slope failures, with increased debris flows from landslides and ski trail construction. There would be less visual diversity and character, especially in the fall, because of the removal of some aspen trees. An estimated 28 percent of the total timber/vegetation types on public land would be impacted. Vegetation disturbance would affect wildlife habitat over the entire proposed permit area. The realignment of U.S. Highway 160 would have a short-term impact due to land disturbance resulting from construction. A proposed lift could affect one archaeological site on National Forest System land. Noise levels will increase as a result of increased traffic and operation of the ski area (lifts, slope maintenance vehicles, snowmaking, etc.). LEGAL MANDATES: Executive Order 11990 and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0515D, Volume 9, Number 11. JF - EPA number: 860265, 395 pages, July 1, 1986 PY - 1986 KW - Parks, Refuges and Forests KW - Agency number: 02-13-85-03-R KW - Archaeological Sites KW - Commercial Zones KW - Cultural Resources KW - Employment KW - Forests KW - Highways KW - Housing KW - Parking KW - Parks KW - Recreation Facilities KW - Section 404(b) Statements KW - Ski Areas KW - Socioeconomic Assessments KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - San Juan National Forest KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WOLF+CREEK+VALLEY+SKI+AREA%2C+SAN+JUAN+NATIONAL+FOREST%2C+MINERAL+COUNTY%2C+COLORADO+%28REVISED+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=PROPOSED+WOLF+CREEK+VALLEY+SKI+AREA%2C+SAN+JUAN+NATIONAL+FOREST%2C+MINERAL+COUNTY%2C+COLORADO+%28REVISED+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Durango, Colorado; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 1, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RECONSTRUCTION OF I-96 BL FROM CLOVERLAND DRIVE TO MT. HOPE ROAD, CITY OF LANSING, INGHAM COUNTY, MICHIGAN. AN - 36385351; 854 AB - PURPOSE: Reconstruction of a two-mile section of I-96 BL (Cedar Street) between Cloverland Drive and Mt. Hope Road in the city of Lansing, Ingham County, Michigan is proposed. Within the project area, existing I-96 BL is a four-lane roadway, with a varied pavement width between 40 and 44 feet and a variable right-of-way width between 66 and 120 feet. The proposed reconstruction to five lanes would provide two lanes in each direction and a common center lane for left-turning vehicles. To minimize the amount of rights-of-way required, the proposed widening of Cedar Street would vary from widening entirely on the east to widening symmetrically along the center line. Construction of the preferred alternative is estimated at $4.8 million, reflecting rights-of-way acquisition, relocation payments, utilities, preliminary engineering, construction, and contingencies. POSITIVE IMPACTS: The proposed project would increase safety by reducing accidents, the majority of which are associated with congestion and left-turning vehicles. Both present and projected traffic volumes would be accommodated, and vehicle fuel consumption and emissions would be reduced by improving traffic flow through increased roadway capacity. Roadway capacity would be increased by removing left-turning vehicles from through traffic lanes. The widening of this section of Cedar Street would match the five-lane cross-sections at both the north and south ends of this section of roadway. NEGATIVE IMPACTS: The project would cause an estimated 8 residential and 13 commercial displacements. Short-term, unavoidable impacts such as noise, dust, and disruption of traffic during construction would occur. Businesses located along Cedar Street might suffer from loss of sales during the construction phase because of inability of their customers to conveniently reach them. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860249, 47 pages and maps, June 25, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-86-01-D KW - Air Quality KW - Community Development KW - Cost Assessments KW - Emissions KW - Energy Consumption KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Michigan KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-06-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RECONSTRUCTION+OF+I-96+BL+FROM+CLOVERLAND+DRIVE+TO+MT.+HOPE+ROAD%2C+CITY+OF+LANSING%2C+INGHAM+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+RECONSTRUCTION+OF+I-96+BL+FROM+CLOVERLAND+DRIVE+TO+MT.+HOPE+ROAD%2C+CITY+OF+LANSING%2C+INGHAM+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: June 25, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST URBAN CORRIDOR, SAN DIEGO REGION, CALIFORNIA. AN - 36404152; 851 AB - PURPOSE: Major transportation improvements are proposed for the 114-square-mile East Urban Corridor area of metropolitan San Diego, California. The preferred alternative would be a Light Rail Transit (LRT) plan terminating in El Cajon, California. In this alternative, express bus service along SR 94 in the corridor would be replaced by 11 miles of LRT line from Euclid Avenue to El Cajon. The line would include 5.0 miles of single track and 6.1 miles of double track. A total of 15 LRT vehicles would be added to the fleet to provide seven three-car trains to Main Street in El Cajon and six three-car trains for South Line service, with six spare vehicles. Ultimately, service would be provided every 15 minutes during the mid-day and peak periods and every half hour during the early morning and night periods. Hours of operation would be between 6 a.m. and 9 p.m. Three-car trains would be used during peak periods. East of the Euclid Avenue Station, there would be approximately 11 miles of railroad rights-of-way operation with at-grade road crossings controlled by gates and traffic signals. Physical improvements include the rehabilitation of existing bridges and related street improvements; installation of traction power, substations, and the catenary system; installation of track signals and controls, grade-crossing intersection traffic signals and crossing improvements, and crossing gates; improvements to accommodate freight operations; construction of retaining walls; installation of fencing, landscaping, drainage improvements, and utility relocations; and maintenance yard and shop expansion. There would be eight passenger stations east of Euclid Avenue. These would be of two types: (1) station platform with shelter, where the LRT is in its exclusive right-of-way, but where park-and-ride facilities are not proposed; and (2) station platform with shelter and parking facilities, similar to type 1, but with park-and-ride facilities. Approximately 1,500 parking spaces would be distributed among the eight stations for this alternative. POSITIVE IMPACTS: Increased transit ridership would reduce automobile use slightly, with a subsequent decrease in peak period congestion. Travel-time savings would range from 45,200 annual hours for the Express Bus-Euclid alternative to 627,700 annual hours for the LRT-El Cajon alternative. NEGATIVE IMPACTS: The preferred alternative would displace one residential unit and two or three businesses. Station parking lot use would increase, with possible spillover parking impacts occurring on surrounding streets. Expansion of the rail system could disrupt automobile circulation patterns in the cities of La Mesa and Lemon Grove. The proposed project would operate in areas inundated by the 100-year flood. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0119D, Volume 9, Number 3. JF - EPA number: 860242, 2 volumes, June 19, 1986 PY - 1986 KW - Roads and Railroads KW - Bridges KW - Cost Assessments KW - Floodplains KW - Highway Structures KW - Motor Vehicles KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - California KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36404152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+URBAN+CORRIDOR%2C+SAN+DIEGO+REGION%2C+CALIFORNIA.&rft.title=EAST+URBAN+CORRIDOR%2C+SAN+DIEGO+REGION%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 19, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GROTON-NEW LONDON AIRPORT, GROTON, CONNECTICUT: INSTALLATION OF MEDIUM INTENSITY APPROACH LIGHTING SYSTEM ON RUNWAY 5. AN - 36399751; 829 AB - PURPOSE: Installation of a medium-intensity approach lighting system (MALS) on Runway 5 of the Groton-New London Airport, Groton, Connecticut is proposed. The Groton Airport area is located along the coastline of Long Island Sound and is frequently plagued with fog, resulting in many overflights and missed approaches because of the poor visibility and the lack of sufficient approach lighting systems. Three system alternatives are under consideration: (1) MALS: Consists of seven steady-burning 5-light bars, spaced 200 feet apart on the extended runway centerline to a 1,400 foot distance from the runway threshold, approximately 600 feet into Baker Cave; (2) MALS/F: Same as MALS, but also has a flashing strobe on each of the three outermost light stations; and (3) MALS/R: Same as MALS, but with five additional platforms, each with one strobe, spaced 200 feet apart and extending 1,000 feet beyond the MALS. Support systems and installation alternatives reviewed include (1) on-land construction, where the first three light platforms would be built on land on concrete foundations supported by piles driven or augured into the substrate, and the cable would be buried in a trench; and (2) marine construction, where platforms in Baker Cove would be supported on creosoted wood piles, steel piles, or a concrete beam supported by a pile of quarried stone. POSITIVE IMPACTS: The likelihood of emergency landings, missed approaches, or aircraft accidents in the vicinity of the airport is expected to decrease. Platforms in the estuary would add shade and provide perching habitat for birds, substrate for attaching organisms, and shelter for fin fish. NEGATIVE IMPACTS: The project would result in construction in minor areas of a tidal marsh. Light platforms and a catwalk would obstruct the free movement of boats in a small area of Baker Cove. The lights might interfere with aquatic organisms whose life processes are affected by daily length of darkness. Use of wood piles, steel piles, or concrete beams and a stone base would cause a loss of benthic habitat. If the cable was buried in a trench, on-land cable installation would impact 1,600 square feet of grassland vegetation, with minor areas of salt marsh being impacted. Water quality also would be impacted during construction. Creosoted wood piles might degrade local water quality due to leaching of chemicals from the piles. Adverse long-term impacts to the benthic populations would include the loss of substrate habitat immediately beneath the piles or stone support system. The light platforms would be visible from some 20 residences. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (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: 860243, 165 pages, June 19, 1986 PY - 1986 KW - Air Transportation KW - Airports KW - Birds KW - Coastal Zones KW - Estuaries KW - Fish KW - Marine Systems KW - Recreation KW - Safety KW - Vegetation KW - Visual Resources KW - Water Quality KW - Waterways KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Connecticut 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/36399751?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GROTON-NEW+LONDON+AIRPORT%2C+GROTON%2C+CONNECTICUT%3A+INSTALLATION+OF+MEDIUM+INTENSITY+APPROACH+LIGHTING+SYSTEM+ON+RUNWAY+5.&rft.title=GROTON-NEW+LONDON+AIRPORT%2C+GROTON%2C+CONNECTICUT%3A+INSTALLATION+OF+MEDIUM+INTENSITY+APPROACH+LIGHTING+SYSTEM+ON+RUNWAY+5.&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: June 19, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO I-94 INTERCHANGES WITH MERRIMAN AND MIDDLEBELT ROADS, CITY OF ROMULUS, WAYNE COUNTY, MICHIGAN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MAY 1980). AN - 36379703; 853 AB - PURPOSE: Reconstruction or relocation of exit and entrance ramps at the Interstate 94 (I-94) freeway interchanges with Merriman and Middlebelt roads and collector-distributor road improvements in the city of Romulus and Wayne County, Michigan are proposed. The preferred alternative described in this supplement is proposed for safety and capacity reasons. A directional ramp serving the Detroit Metropolitan-Wayne County Airport and modifications of ramps serving the area north of Merriman Road would be provided. In addition, the collector-distributor road system would be expanded to handle higher projected traffic volumes. The project would include removal, reconstruction, and lengthening of the existing collector-distributor roads on both sides of I-94 to include both interchanges. The project is estimated to cost $15.9 million. POSITIVE IMPACTS: Improvement of the interchanges would ease access to and from Merriman Road, which is the main access route to the Detroit Metropolitan-Wayne County Airport. Safety and ease of entering and exiting I-94 at both interchanges would be enhanced by relocating existing substandard ramps to eliminate dangerous turning movements and to improve weaves. NEGATIVE IMPACTS: Relocation of a maximum of 24 housing units and 2 commercial establishments would result, and movement of the ramps could intrude on a residential area, increasing noise levels and encroaching aesthetically. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 80-0632D, Volume 4, Number 8. JF - EPA number: 860244, 2 volumes and maps, June 19, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-79-03-DS KW - Air Quality Assessments KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Michigan KW - Federal Aid Highway Act of 1968, 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/36379703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+I-94+INTERCHANGES+WITH+MERRIMAN+AND+MIDDLEBELT+ROADS%2C+CITY+OF+ROMULUS%2C+WAYNE+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1980%29.&rft.title=IMPROVEMENTS+TO+I-94+INTERCHANGES+WITH+MERRIMAN+AND+MIDDLEBELT+ROADS%2C+CITY+OF+ROMULUS%2C+WAYNE+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1980%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: June 19, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 395 FROM THE LAKE TAHOE JUNCTION NORTH TO ARROWHEAD DRIVE, CARSON CITY, NEVADA. AN - 36393268; 855 AB - PURPOSE: Reconstruction and partial relocation of 5.47 miles of U.S. 395 in Carson City, Nevada are proposed. The project, which would involve reconstruction of the highway to meet freeway standards, would extend northward from the Lake Tahoe junction to the vicinity of Arrowhead Drive. The preferred alternative would begin with an interchange at U.S. 395 and U.S. 50 West. From here, the alignment would run eastward, then northeast, then north along the west side of Edmonds Drive and would interchange near the east end of Fairview Drive. The alignment would swing around the Nevada State Prison, would continue in an approximate northwest direction, and would terminate at U.S. 395, just north of Arrowhead Drive. The six-lane facility would lie within a 250-foot-wide right-of-way, expanding to 400 feet wide at interchange locations. Rights-of-way widths could vary from this design, depending on the type of median used, nature of the terrain, and use or nonuse of frontage roads. Grade separations and interchanges would be constructed to allow for full control of access. The length of the new freeway facility would be 9.19 miles. The preferred alignment would service growth that is predicted to occur before freeway construction. Estimated costs are $128.4 million. POSITIVE IMPACTS: Upgrading existing U.S. 395 from an urban highway to a freeway would divert trucks and through traffic from local streets along the corridor, improving traffic flow in the Carson City central business district. Vehicles transporting hazardous substances would be rerouted from current downtown arterials. Air quality within the corridor would improve, and the number of accidents along the arterial would decrease. NEGATIVE IMPACTS: Development of new rights-of-way would require relocation of numerous residences and businesses, resulting in disruption of traversed communities. Several single- and multifamily dwelling units and mobile homes would be affected by noise levels in excess of Federal Highway Administration standards. Two miles of floodplain would be traversed, impacting 5.2 acres of wetlands. Vegetation and associated wildlife habitat within undeveloped land in the corridor would be displaced. One significant cultural resource, eligible for the National Register of Historic Places, would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0247D, Volume 7, Number 5. JF - EPA number: 860234, 245 pages, June 12, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-83-01F KW - Air Quality KW - Archaeological Sites KW - Central Business Districts KW - Endangered Species (Animals) KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Nevada KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36393268?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+395+FROM+THE+LAKE+TAHOE+JUNCTION+NORTH+TO+ARROWHEAD+DRIVE%2C+CARSON+CITY%2C+NEVADA.&rft.title=U.S.+395+FROM+THE+LAKE+TAHOE+JUNCTION+NORTH+TO+ARROWHEAD+DRIVE%2C+CARSON+CITY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 12, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST 11TH AVENUE-GARFIELD STREET, FLORENCE-EUGENE HIGHWAY, LANE COUNTY, EUGENE, OREGON (DRAFT SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36393204; 856 AB - PURPOSE: Construction of a 5.5 mile extension of the 6th and 7th avenue couplet on new alignment in the city of Eugene, Lane County, Oregon is proposed. The easterly terminus of the project is at Garfield Street, which intersects 6th and 7th avenues, the streets providing access to Interstate 5 to the east. The existing 6th and 7th avenue couplet would be extended on a new location to the west, with the western terminus on Route 126, just past Oak Hill Road and crossing the Southern Pacific railroad tracks. West of Highway 99, on the new alignment, the highway would have four 12-foot travel lanes, a 14-foot median, and 8-foot shoulders. At the east end of the project, from the 6th and 7th avenue couplet at ORE 99 to Seneca Street or Bailey Hill Road, depending on the alternative selected, there would be four 12-foot travel lanes, 6-foot shoulders, and 5-foot sidewalks with curbs on each side of the roadway. The short section between the legs of the couplet would have two 12-foot travel lanes, a 4-foot shoulder on the south side of the roadway, a 6-foot shoulder on the north side for bicycle travel, and 5-foot sidewalks with curbs on each side of the roadway. Alternative 1 is a 5.4 mile east-west connective between Garfield Street at the eastern terminus and Highway 126 at the western terminus of the project. This alternative is primarily on new alignment. Alternative 2 is a 5.5 mile east-west connector between Garfield Street and Highway 126. This is the more southerly alignment. It follows primarily new alignment from the eastern terminus at Garfield Street to Danebo Avenue. West of Danebo Avenue, Alternative 2 merges with and follows the alignment of the existing West 11th Avenue (Highway 126) to the western project terminus. Alternative 2A is the same as Alternative 2 except at the eastern end of the project. From Garfield Street to Conger Street, Alternative 2A follows the same alignment as does Alternative 1. It then dips to the southwest and rejoins the alignment of Alternative 2 at Seneca Road. This alternative is 5.4 miles long. The project would require from 70 to 190 feet of rights-of-way along various sections of the extension. Estimated costs for the project are $4.7 million for Alternative 1, $5.95 million for Alternative 2, and $4.95 million for Alternative 2A. The draft supplement has been prepared to present a new at-grade alignment, Alternative IA, from Highway 99 to Seneca Road to avoid Furrow's buildings. Also considered in this draft supplement, but not advanced, are elevated options for Alternatives 1 and 1A and a one-way couplet, the 5th /7th Avenue Alternative. Also evaluated in this draft supplement were Alternative 1 elevated and Alternative 1A elevated, but both were rejected. POSITIVE IMPACTS: The project would serve the city of Eugene's economic diversification plans. The corridor would provide access for the development of an additional industrial and business base, inducing economic growth along either side of the respective proposed alignments. Improved east-west traffic flow would improve access to the West Eugene industrial area. NEGATIVE IMPACTS: Alternatives 1 and 2 would skirt the Bertelsen Slough Natural Resource Area. Although the project would not impact the slough directly, increased traffic and human activity would probably decrease the quality of habitat unless specific steps are taken to mitigate the impacts. Alternatives 1 and 1A would primarily affect adjacent properties and traffic access patterns through rights-of-way impacts. Alternatives 2 and 2A would impact Stewart Pond, a seasonal wetland pasture with much bird use and bird-watching. The alignment of Alternative 2 severs the pasture. The project would directly impact 7.8 to 10.7 acres of wetlands. A total of five to six residences would be displaced. Each alternative would displace at least one person. PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 85-0480D, Volume 9, Number 10. JF - EPA number: 860222, 2 volumes, June 6, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-05-S KW - Birds KW - Community Development KW - Endangered Species (Plants) KW - Geologic Surveys KW - Highways KW - Industrial Districts KW - Parks KW - Recreation Resources KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393204?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-06-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+11TH+AVENUE-GARFIELD+STREET%2C+FLORENCE-EUGENE+HIGHWAY%2C+LANE+COUNTY%2C+EUGENE%2C+OREGON+%28DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=WEST+11TH+AVENUE-GARFIELD+STREET%2C+FLORENCE-EUGENE+HIGHWAY%2C+LANE+COUNTY%2C+EUGENE%2C+OREGON+%28DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 6, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECTS M-E 185(1), RS-6882( ), RS-6687( ): LYNCH ROAD EXTENSION, VANDERBURGH AND WARRICK COUNTIES, INDIANA. AN - 36388389; 808 AB - PURPOSE: Construction of a 4.3-mile, east-west, four-lane minor arterial roadway as an extension of Lynch Road between Oak Hill Road and Telephone Road in Vanderburgh and Warrick counties, Indiana is proposed. Under the preferred alternative, the road would run on new alignment from Oak Hill Road east to a new crossing of the Crawford Brandeis Ditch and then intersect Burkhardt Road and the proposed alignment of Interstate 164 (I-164). The road would continue east to an intersection with Old Boonville Highway, curve southeast to an intersection with State Road (S.R.) 62 and the Southern Railway tracks, and continue southeast to intersect Telephone Road approximately 2,000 feet east of S.R. 62. An alignment shift begins approximately 600 feet east of Oak Hill Road and would extend approximately 3,400 feet to the Pigeon Creek Crossing. The typical right-of-way width for the new facility would be either 130 feet or 150 feet and would include four 12-foot-wide driving lanes bordered by 11-foot-wide improved shoulders. Access would be controlled. The four-lane facility would be built from Oak Hill Road through the I-164 interchange. East of this intersection, the new road would be built initially with two lanes, with the design option to expand to four lanes in the future. All major intersections would include left-turn storage lanes. POSITIVE IMPACTS: The project would provide a continuous east-west facility northeast of Evansville to serve existing and projected traffic and to connect the projected growth areas to the north and to the east of Evansville. The realignment shift would preserve approximately 3.3 acres of wooded streamside habitat. It would also place much of the alignment above the first terrace, substantially reducing the floodplain encroachment and preserving much of the riverine upper perennial floodplain habitat. NEGATIVE IMPACTS: The new facility would convert 88 acres of prime farmland to highway uses and displace five residences. Permits would be required for the crossings of Pigeon Creek and the Crawford Brandeis Ditch, both of which are located in a regulatory floodplain. The project would pass within the known range of the endangered Indiana bat and the bald eagle. Rights-of-way acquisition would destroy vegetation and wildlife habitat in the project corridor and would remove up to 111 acres of land from property tax rolls. The new road could increase pressure for new residential and industrial development within the project area. Traffic noise would be introduced to an area that does not presently experience such noise. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 84-0548D, Volume 8, Number 11. JF - EPA number: 860205, 2 volumes and maps, May 29, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-83-01-F KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Land Acquisitions KW - Noise KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wildlife Habitat KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECTS+M-E+185%281%29%2C+RS-6882%28+%29%2C+RS-6687%28+%29%3A+LYNCH+ROAD+EXTENSION%2C+VANDERBURGH+AND+WARRICK+COUNTIES%2C+INDIANA.&rft.title=PROJECTS+M-E+185%281%29%2C+RS-6882%28+%29%2C+RS-6687%28+%29%3A+LYNCH+ROAD+EXTENSION%2C+VANDERBURGH+AND+WARRICK+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: May 29, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BLANKENBAKER ROAD/I-64 INTERCHANGE EXTENDING FROM KY 1819 TO U.S. 60, JEFFERSON COUNTY, KENTUCKY. AN - 36406752; 809 AB - PURPOSE: Construction of the Blankenbaker Road/Interstate 64 (I-64) interchange in Jefferson County, Kentucky is proposed. The preferred alternative would provide a four-lane divided curb and gutter roadway with a 20-foot median north of the interchange to Shelbyville Road (U.S. 60) and a four-lane divided roadway with a 30-foot median and 12-foot shoulders throughout the interchange and the southern corridor to its intersection with Alignment "G." Alignment "G" west to Watterson Trail (KY 1819) would provide a three-lane roadway and six-foot shoulders. The proposed alternative would be 4.2 miles in length, of which only 3.2 miles would require new construction. POSITIVE IMPACTS: In addition to the traffic on Blankenbaker Road, the facility would ultimately service traffic on KY 1819, U.S. 60, and I-64 and would help to alleviate congestion on several local roads and streets. The proposed project would reduce noise levels along existing roads; supply industry and promote industrial development on the south side of I-64 with improved connections to the interstate highway system; provide the residential areas and small communities north of I-64 with improved access to the southern corridor and I-64; decrease local and regional fuel consumption; and improve long-term operational efficiency of the regional transportation network. NEGATIVE IMPACTS: The relocations required vary from 17 homes and 1 business to 5 homes and 1 business. The initial interchange construction would require relocating 3 homes and 1 business. The preferred alternative would directly impact 31.1 acres of prime farmland and 4.9 acres of local important farmland. Approximately 49 acres would be converted directly and indirectly for rights-of-way purposes. Alignment "G" would eliminate just under 10 acres of seminatural habitat. Traffic would be inconvenienced during construction. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), Department of Transportation Act of 1966 (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: 860200, 154 pages and maps, May 28, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-86-01-D KW - Cost Assessments KW - Emissions KW - Energy Consumption KW - Farmlands KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Kentucky KW - Clean Air Act of 1977, as amended, Emission Standards 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/36406752?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLANKENBAKER+ROAD%2FI-64+INTERCHANGE+EXTENDING+FROM+KY+1819+TO+U.S.+60%2C+JEFFERSON+COUNTY%2C+KENTUCKY.&rft.title=BLANKENBAKER+ROAD%2FI-64+INTERCHANGE+EXTENDING+FROM+KY+1819+TO+U.S.+60%2C+JEFFERSON+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 28, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 71 IMPROVEMENTS, ROUTE 10 TO ROUTE 91, LOS ANGELES, SAN BERNARDINO, AND RIVERSIDE COUNTIES, CALIFORNIA. AN - 36405113; 806 AB - PURPOSE: Improvements to State Route 71 from the Holt Avenue interchange near Route 10 in the city of Pomona, Los Angeles County, California to Route 91 in Riverside County, California are proposed. Alternatives considered include No Build, an Expressway Alternative, and a Freeway Alternative. The Expressway Alternative would upgrade Route 71 to a multilane highway, primarily at-grade, with access at a limited number of major signalized intersections and interchanges. Proposed improvements include a new high-capacity eight-lane segment from the northern project limit at Holt Avenue to Route 60, a four-to-eight lane expressway segment from Route 60 to Route 91, selected grade separations and interchanges, and upgrading of the Route 60/Route 71 and Route 91/Route 71 interchanges. The Freeway Alternative would upgrade Route 71 to a multilane divided highway with full access control, that is, ingress and egress at interchanges only. Proposed improvements include roadway widening to accommodate six to eight lanes north of Route 60 and four to six lanes south of Route 60, selected grade separations, upgrading of the Route 60/Route 71 and Route 91/Route 71 interchanges, and provision for full interchanges to provide access along the corridor. In contrast to the No Build Alternative, the Expressway and Freeway alternatives would be consistent with and would support applicable transportation and land use plans. Both the Expressway and Freeway alternatives would be designed to provide for an acceptable level of traffic service; however, the expressway level of service is much lower than the freeway level of service in terms of operating speeds, capacity, access control, safety, and overall quality of flow. Total costs for the improvement of Route 71 are estimated to range from $100 million for the Expressway Alternative to $170 million for the Freeway Alternative. POSITIVE IMPACTS: Improvement of the Route 71 facility to full expressway and freeway standards would provide an acceptable level of traffic service and would serve planned development and growth in the Route 71 corridor area. NEGATIVE IMPACTS: Under the Expressway Alternative, from 36 to 37 residential buildings would be impacted by traffic noise in excess of federal guideline levels after the construction of sound attenuation barriers. Under the Freeway Alternative, noise levels exceeding federal guidelines would affect 117 residential buildings. Roadway widening and alignment adjustments would require the displacement of from 48 to 82 single-family homes, depending on the alternative, and the Freeway Alternative would displace an additional five retail stores, two medical offices, and additional commercial establishments. Both build alternatives would introduce new visual elements. Both the Expressway and Freeway alternatives would result in removal of approximately 140 acres of habitat area along the southern portion of the Route 71 corridor. A small portion of the federally proposed critical habitat for the rare least Bell's vireo would be impacted. Both alternatives would affect the Prado Flood Control Basin. Three archaeological sites would be directly impacted. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860199, 145 pages and maps, May 28, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-03-D KW - Archaeological Sites KW - Birds KW - Community Development KW - Cost Assessments KW - Flood Control KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Noise Control KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - California KW - Clean Air Act of 1977, as amended, Emission Standards KW - Endangered Species Act of 1973, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Forest Management Act of 1976, 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/36405113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+71+IMPROVEMENTS%2C+ROUTE+10+TO+ROUTE+91%2C+LOS+ANGELES%2C+SAN+BERNARDINO%2C+AND+RIVERSIDE+COUNTIES%2C+CALIFORNIA.&rft.title=ROUTE+71+IMPROVEMENTS%2C+ROUTE+10+TO+ROUTE+91%2C+LOS+ANGELES%2C+SAN+BERNARDINO%2C+AND+RIVERSIDE+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 - Draft. Preparation date: May 28, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROAD 44 FROM COUNTY ROAD 581 TO EASTERN INTERSECTION OF STATE ROAD 44/45 (U.S. 41), (STATE PROJECT NO. 02050-1519, WORK PROGRAM NO. 5111580, AND FEDERAL AID PROJECT NO. F-324-1(7)) CITY OF INVERNESS, CITRUS COUNTY, FLORIDA. AN - 36387838; 807 AB - PURPOSE: Upgrading of State Road (SR) 44 from two to four lanes from County Road (CR) 581 (Pleasant Grove Road) to the eastern intersection of SR 44 and SR 45 (U.S. 41) in Inverness, Citrus County, Florida is proposed. The preferred alternative would upgrade 1.7 miles of Main Street from CR 581 to its eastern intersection with U.S. 41 by adding two more lanes to the existing two lanes. The intersections of Main Street and CR 581/Old SR 44, and the eastern and western intersections with U.S. 41, would be improved to integrate the new roadway into existing roadways. The alignment alternative was developed to allow a vehicle speed of 30 MPH while minimizing impacts to three buildings eligible for the National Register of Historic Places; this alternative would provide four lanes for through traffic. Of the seven drainage options considered, Drainage Option A is the preferred option, since it is the least expensive of those studied and has not met with any local opposition. This option would impact 1.8 acres of floodplains. Costs of the preferred alternative are estimated at $8.9 million. The cost of the preferred drainage option is estimated at $100,000. POSITIVE IMPACTS: Road users would benefit from improved levels of service and safety. Regional air quality would improve as vehicles achieved more efficient operating speeds. The preferred alternative would provide realization of the downtown redevelopment plan for the central business district of Inverness and improve access to governmental offices and businesses in downtown Inverness. NEGATIVE IMPACTS: The preferred alternative would cause noise levels approaching or exceeding criteria at from 11 to 19 sites. Five to six historic sites would lose small portions of land. Drainage options would take 2.7 acres of the Withlacoochee Vocational-Technical Center and curtail its planned expansion. Three floodplains would be disturbed. Drainage options would disturb habitat for the red-cockaded woodpecker and eastern indigo snake. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 84-0441D, Volume 8, Number 9. JF - EPA number: 860194, 239 pages, May 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-84-01-F KW - Air Quality KW - Alligators KW - Central Business Districts KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Sites KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Wildlife Habitat KW - Florida KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36387838?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROAD+44+FROM+COUNTY+ROAD+581+TO+EASTERN+INTERSECTION+OF+STATE+ROAD+44%2F45+%28U.S.+41%29%2C+%28STATE+PROJECT+NO.+02050-1519%2C+WORK+PROGRAM+NO.+5111580%2C+AND+FEDERAL+AID+PROJECT+NO.+F-324-1%287%29%29+CITY+OF+INVERNESS%2C+CITRUS+COUNTY%2C+FLORIDA.&rft.title=STATE+ROAD+44+FROM+COUNTY+ROAD+581+TO+EASTERN+INTERSECTION+OF+STATE+ROAD+44%2F45+%28U.S.+41%29%2C+%28STATE+PROJECT+NO.+02050-1519%2C+WORK+PROGRAM+NO.+5111580%2C+AND+FEDERAL+AID+PROJECT+NO.+F-324-1%287%29%29+CITY+OF+INVERNESS%2C+CITRUS+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 - Final. Preparation date: May 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 100 EXTENDED, FROM INTERSTATE ROUTE 95 IN HOWARD COUNTY TO MARYLAND ROUTE 3/INTERSTATE 97 IN ANNE ARUNDEL COUNTY, MARYLAND. AN - 36402877; 810 AB - PURPOSE: Construction of Maryland Route 100 from Interstate 95 (I-95) in Howard County, Maryland to Maryland Route 3/I-97 in Anne Arundel County, Maryland is proposed. The project also includes improvements to sections of Maryland Route 176 from U.S. Route 1 to Maryland Route 295. The new east/west facility would provide adequate access to an area that Anne Arundel and Howard counties have designated for planned growth and would relieve existing congestion along major routes in the study area. Alternate 2, the Urban Arterial Alternative, proposes the construction of a curbed section urban arterial highway on or close to the alignment of existing Maryland Route 176 (Dorsey Road). From I-95, this alternate proceeds southeasterly, interchanges with U.S. Route 1, intersects with Race Road, and continues onto an interchange with Maryland Route 295. East of Route 295, it would follow existing Route 176, intersect with Maryland Route 713 (Ridge Road), and interchange with Maryland Route 170. East of Route 170, it would shift north of Dorsey Road to east of Maryland Route 652, where Option A would curve southeasterly, intersect with W.B.&A. Road, and then continue to the existing Maryland Route 100/Maryland Route 3 interchange; Option B would continue easterly from Route 652, remain north of Route 176 until just east of McPherson, where it would curve southerly through the western portion of Friendship Park, and then onto the Route 100/I-97 interchange. Alternate 3, one of the freeway alternatives, proposes the construction of Maryland Route 100 as a multilane freeway with full, controlled access from I-95 to I-97. From I-95 to Maryland Route 295, Alternate 3 would follow the same alignment as Alternate 2, with interchanges with U.S. Route 1, Race Road, and Route 295. East of Route 295, this alternative would curve southeasterly away from Dorsey Road, interchange with Maryland Route 713, and interchange with Maryland Route 170, just north of Munson Heights. East of Route 170, Option A would continue easterly, cross under Queenstown Road south of Jones Road, and interchange with I-97; Option B would curve northeasterly from the Route 170 interchange, cross under Queenstown Road, curve north of Burleytown and Alberta Heights, continue east across Friendship Park, and then curve southeasterly around Queenstown to the Route 100/I-97 interchange. Alternate 4, the second Freeway Alternative, proposes the construction of Maryland Route 100 as a multilane freeway with fully controlled access from I-95 to I-97 and the same alignment as Alternates 2 and 3 from I-95 through the U.S. Route 1 interchange. Before the alignment crosses the B&O Railroad, it curves northeasterly around the Parkway Valley Industrial Center I, curves southeasterly through the Patapsco State Park, and interchanges with Maryland Route 295. Alternate 4 then would continue southeasterly, interchange with an extension of New Ridge Road north of the Baltimore Commons Business Park, bridge over AMTRAK and Maryland Route 170, and cross through the southwest corner of BWI airport. After interchanging with Dorsey Road, Alternate 4 would follow the same alignment as does Alternate 2, Option A, to the Route 100/I-97 interchange. The Crossover Option (Alternate 3 to Alternate 4) proposes the construction of Maryland Route 100 as a multilane freeway with fully controlled access as proposed for alternates 3 and 4. It would utilize Alternate 3 from I-95 to Maryland Route 295 and then cross northeasterly to the Alternate 4 interchange with the New Ridge Road extension. The Crossover Option would then utilize Alternate 4 to the Route 100/I-97 interchange. POSITIVE IMPACTS: The proposed build alternatives would relieve congestion and improve accessibility to community facilities, parks, and public recreation areas by separating local and through traffic and by keeping the existing road network intact through the use of bridges. Planned growth would be accommodated by providing greater traffic capacity and improving access to and from the study area. There would be a positive effect on the tax bases of Howard and Anne Arundel counties. The accident rate within the study area would decrease even though higher transportation capacities would be attained. NEGATIVE IMPACTS: The proposed project would require between 29 and 42 residential relocations, of which 11 to 21 would be minority families, and from 7 to 12 business relocations. Some of the proposed routes would pass through existing developments, causing disruptions to the social interactions within these communities. All of the alternatives would adversely impact some wetlands. The use of stringent sediment control measures would minimize these impacts, and wetland reconstruction would be undertaken where practical. Noise impacts would occur due to increased traffic. As many as three archaeological sites might be impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 860189, 254 pages and maps, May 15, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-01-D KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Highway Structures KW - Highways KW - Minorities KW - Noise KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Sediment Control KW - Socioeconomic Assessments KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36402877?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+100+EXTENDED%2C+FROM+INTERSTATE+ROUTE+95+IN+HOWARD+COUNTY+TO+MARYLAND+ROUTE+3%2FINTERSTATE+97+IN+ANNE+ARUNDEL+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+100+EXTENDED%2C+FROM+INTERSTATE+ROUTE+95+IN+HOWARD+COUNTY+TO+MARYLAND+ROUTE+3%2FINTERSTATE+97+IN+ANNE+ARUNDEL+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 15, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JAMESTOWN BRIDGE REPLACEMENT PROJECT, JAMESTOWN, NEWPORT COUNTY, RHODE ISLAND: STATE ROUTE 138 (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1981). AN - 36387489; 812 AB - PURPOSE: Replacement of the Jamestown Bridge and its approaches in Jamestown, Rhode Island is proposed. The bridge replacement is part of a project involving construction of 40 miles of Interstate 895 (I-895) from I-195 in Richmond, Rhode Island to I-95 in Swansea, Massachusetts. The proposed project would involve construction of two additional lanes on State Route (S.R.) 138 between S.R. 1A and the bridge. On the Jamestown side of the bridge, the four-lane highway would transition into the existing two-lane roadway west of Helm Street. The preferred alternative would be a controlled-access four-lane roadway along Eldred Avenue with interchanges at Helm Street and North Road and a new four-lane roadway west of East Shore Road, consisting of four 12-foot travel lanes, a 30-foot median (of which 24 feet would be grassed), 9-foot shoulders, and 30-foot landscaped clear areas. The length of the bridge and its approaches would be approximately 11,000 linear feet. POSITIVE IMPACTS: The bridge would constitute a major transportation link in southeastern Rhode Island for North Kingstown, Jamestown, and Newport. The structure would replace a substandard, two-lane crossing with a modern, four-lane facility that would provide an improved highway for through traffic, local access within existing neighborhoods, and community-wide access. Traffic safety would increase because buses would not have to cross the west half of S.R. 138. NEGATIVE IMPACTS: Bridge construction would encroach on the Plum Point Beach area in North Kingstown, and the bridge approaches would lie within a floodprone area. Rights-of-way requirements would result in displacement of one residence each in Jamestown and North Kingstown. The limited-access roadway would tend to make future development along the roadway less attractive owing to the lack of direct access to the roadway. Wetlands would be impacted because substantial quantities of fill would be required, resulting in the removal of 6.4 acres of wetland habitat, and because of new alignment locations and other roadway improvements. Some of the prime farmland (30.4 acres) would be adversely impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final environmental impact statements, see 79-0686D, Volume 3, Number 7, and 81-0790F, Volume 5, Number 10, respectively. JF - EPA number: 860188, 421 pages and maps, May 14, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-79-01-DS KW - Beaches KW - Bridges KW - Flood Hazards KW - Floodplains KW - Highway Structures KW - Highways KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Rhode Island KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Aid Highway Act of 1968, Compliance 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/36387489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMESTOWN+BRIDGE+REPLACEMENT+PROJECT%2C+JAMESTOWN%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND%3A+STATE+ROUTE+138+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1981%29.&rft.title=JAMESTOWN+BRIDGE+REPLACEMENT+PROJECT%2C+JAMESTOWN%2C+NEWPORT+COUNTY%2C+RHODE+ISLAND%3A+STATE+ROUTE+138+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+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: May 14, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALSEA RIVER (WALDPORT) BRIDGE, OREGON COAST HIGHWAY (U.S. 101), LINCOLN COUNTY, OREGON. AN - 36395647; 811 AB - PURPOSE: Because of deterioration, replacement is proposed of the Alsea Bay Bridge, which carries the Oregon Coast Highway (U.S. 101) across the bay at Waldport in Lincoln County, Oregon. The new bridge, which would be on an alignment approximately 100 feet upstream (northeast) of the existing bridge, would be a concrete or steel arch bridge with vierendeel bracing and delta frame pier approach spans. The new bridge would be the same length as the existing bridge (3,000 feet) and would provide about the same vertical clearance above mean low water (170 feet). The structure would support four 12-foot travel lanes, two 6-foot shoulders/bikelanes, two 6-foot sidewalks, and a 4-foot median. The project would also involve reconstruction of both approaches to the bridge on new alignments to the east of the existing approaches. The highway north of the bridge would be reconstructed from the new structure to just south of Bayview Road. The new north approach would be located in an undeveloped portion of Alsea Bay North Bridgehead State Wayside. This approach would be 48 feet wide, with two 6-foot shoulders/bikelanes, two 12-foot travel lanes, and a 12-foot slow-vehicle lane for northbound traffic. South of the bridge, the highway would be rebuilt from Hemlock Street (Oregon 34) in Waldport. Closure of the Spring Street/Highway 101 intersection is being studied. In order to provide a safer grade and access, View Ridge Drive would be relocated east and would be aligned high enough to minimize encroachment on abutting wetlands. The south approach would have four 12-foot travel lanes, two 6-foot travel lanes, two 6-foot shoulders/bikelanes, and two 5-foot sidewalks. The bridge would have the potential of being restripped to increase its capacity to four lanes. Estimated costs for rights-of-way, approach construction, and removal of the existing bridge are $150,000, $1.5 million, and $3.7 million, respectively. The estimated cost for new bridge construction is $44 million, with an estimated service life of 75 to 100 years. POSITIVE IMPACTS: By replacing an aging, superannuated structure with a broader, modern structure, the project would ease movement across the bay and improve the safety of the crossing. NEGATIVE IMPACTS: Development of four acres of new rights-of-way in association with the project would require displacement of 2.3 acres of state wayside land and 1.4 acres of wetland and limited clearing and grubbing of natural land. Demolition of the existing bridge would result in the loss of a structure that is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0080D, Volume 7, Number 2. JF - EPA number: 860181, 2 volumes, May 7, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-82-03-F KW - Bays KW - Bridges KW - Cost Assessments KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Historic Sites KW - Parks KW - Rivers KW - Safety KW - Trails KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALSEA+RIVER+%28WALDPORT%29+BRIDGE%2C+OREGON+COAST+HIGHWAY+%28U.S.+101%29%2C+LINCOLN+COUNTY%2C+OREGON.&rft.title=ALSEA+RIVER+%28WALDPORT%29+BRIDGE%2C+OREGON+COAST+HIGHWAY+%28U.S.+101%29%2C+LINCOLN+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 7, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED STATE ROUTE 386 FROM I-65 TO THE HENDERSONVILLE BYPASS IN DAVIDSON AND SUMNER COUNTIES, TENNESSEE. AN - 36393153; 761 AB - PURPOSE: Construction of an extension of State Route 386 from Interstate 65 (I-65), approximately 1.1 miles south of the Two Mile Pike interchange to the Hendersonville Bypass east of Center Point Road in Davidson and Sumner counties, Tennessee is proposed. The new highway would be a four-lane divided, access-controlled facility with grade-separated interchanges at access points. The proposed design would consist of four 12-foot traffic lanes, with a 14-foot median on a 200-foot minimum right-of-way. Major structures would be required over I-65 and Two Mile Pike. The approximate length of the project is 4.2 miles. POSITIVE IMPACTS: By connecting I-65 and the Hendersonville Bypass, the new highway would enhance route continuity and would improve local and regional accessibility. Traffic congestion on existing highways would be reduced, and safety and operating conditions in the transportation corridor would be improved. The project would also complement future planned growth and development in the area. NEGATIVE IMPACTS: The new highway would displace seven residences and six businesses and would reduce the amount of wildlife habitat. It also would introduce air and noise pollution to the area and would create a visual intrusion on isolated and residential areas. There would be temporary construction impacts such as fugitive dust, open burning, equipment noise, inconvenience to motorists, and temporary siltation to streams. One historic site and one archaeological site could be affected. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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 environmental impact statement, see 85-0376D, Volume 9, Number 8. JF - EPA number: 860166, 246 pages, April 25, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-85-03-F KW - Air Quality KW - Archaeological Sites Surveys KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - Wildlife Surveys KW - Tennessee KW - Department of Transportation Act of 1966, Parks 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/36393153?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+STATE+ROUTE+386+FROM+I-65+TO+THE+HENDERSONVILLE+BYPASS+IN+DAVIDSON+AND+SUMNER+COUNTIES%2C+TENNESSEE.&rft.title=PROPOSED+STATE+ROUTE+386+FROM+I-65+TO+THE+HENDERSONVILLE+BYPASS+IN+DAVIDSON+AND+SUMNER+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: April 25, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 85 TRANSPORTATION CORRIDOR STUDY BETWEEN ROUTE 101 IN SOUTHERN SAN JOSE AND ROUTE 280 IN CUPERTINO, CALIFORNIA. AN - 36384957; 756 AB - PURPOSE: Construction of a transportation facility in the Route 85 transportation corridor between Route 101 in south San Jose and Stevens Creek Boulevard in Cupertino, California, a distance of approximately 18 miles, is proposed by the California Department of Transportation (Caltrans). Nine alternatives are presented. (1) No project. (2) Transportation System Management (TSM): Low-cost projects to improve and upgrade the existing transportation facilities, both roadway and transit. (3) Light Rail Transit (LRT): A grade-separated light rail facility that would extend northerly from the State Route 85/87 (Guadalupe Corridor) interchange to a terminus in the vicinity of Stevens Creek Boulevard in Cupertino in the northwest. This alternative would also extend the Route 85 highway element of the Guadalupe Corridor Project from Miyuki Drive to Route 101 in south San Jose. (However, the transit plan extends from Miyuki Drive in south San Jose to the CalTrain station in Mountain View.) (4) A four-lane freeway with LRT: A grade-separated, access- controlled four-lane freeway with LRT in the median. (5) A four-lane freeway with LRT and HOV: A grade-separated, access-controlled four-lane freeway with LRT in the median and a High Occupancy Vehicle (HOV) lane between the LRT and first mixed-flow traffic lane. (6) A four-lane freeway with bus /HOV transitway: A grade-separated, access-controlled four-lane freeway with a bus/HOV transitway in the median. (7) A six-lane freeway with bus/HOV transitway: A grade-separated, access-controlled six-lane freeway with a bus/HOV transitway in the median. (8) An eight-lane freeway: A grade-separated, access-controlled eight-lane freeway with a median wide enough for an LRT system or future freeway widening for mixed-flow of bus/HOV lanes. (9) An eight-lane freeway with LRT: A grade-separated, access-controlled eight-lane freeway with LRT in the median. The base profile total cost ranges from $70 million for the TSM to $530 million for the four-lane freeway with HOV and LRT or the eight-lane freeway with LRT. POSITIVE IMPACTS: All of the alternatives would improve the existing transportation network, with the major transportation alternatives impacting it to a much greater degree than either the TSM or LRT. NEGATIVE IMPACTS: The No Project alternative would worsen existing conditions by further congesting the already overcrowded facilities. The proposed construction alternatives would encroach on floodplains in the Route 85 corridor. There would be a loss of approximately 9.6 acres of wildlife habitat with any of the highway alternatives. The LRT-only alternative would result in a loss of approximately 4.8 acres of wildlife habitat. All of the alternatives would result in an increase in the current noise levels along the Route 85 transportation corridor. Three structures that are eligible for the National Register of Historic Places would be removed. There would be impacts to five parks, one recreational area, one wildlife refuge, and three historical properties. Two hundred feet of rights-of-way would be required for all alternatives except the LRT-only, which would require displacement of 346 residential units and relocation of 26 businesses. 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 860161, 309 pages and maps, April 22, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-02-D KW - Cost Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Rapid Transit Systems KW - Recreation KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California 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 - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+85+TRANSPORTATION+CORRIDOR+STUDY+BETWEEN+ROUTE+101+IN+SOUTHERN+SAN+JOSE+AND+ROUTE+280+IN+CUPERTINO%2C+CALIFORNIA.&rft.title=ROUTE+85+TRANSPORTATION+CORRIDOR+STUDY+BETWEEN+ROUTE+101+IN+SOUTHERN+SAN+JOSE+AND+ROUTE+280+IN+CUPERTINO%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: April 22, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEVIL'S SLIDE IMPROVEMENTS, ROUTE 1 FROM HALF MOON BAY AIRPORT TO LINDA MAR BOULEVARD, SAN MATEO COUNTY, CALIFORNIA. AN - 36403172; 755 AB - PURPOSE: Improvement and/or relocation of a segment of Route 1 in the vicinity of Devil's Slide in San Mateo County, California are proposed to prevent future closure of the road due to landslides and ocean wave action. The preferred Martini Creek Alignment Alternative, would be a two-lane facility with slow vehicle lanes in the uphill direction where grades are six percent or greater, with additional mitigation measures including a vehicle recovery area and vehicle retention facilities (escape ramps) in the downhill direction. The California Department of Transportation (Caltrans) concluded that the two-lane option with slow vehicle lanes in the uphill direction only would not provide the needed safety features in the downhill direction. Caltrans therefore proposed the additional mitigation measures to provide an adequately safe solution to the Devil's Slide problem, while offering a shorter and less expensive bypass alignment. Measures to provide optimum highway safety and to minimize adverse environmental impacts include a bridge over Martini Creek; a bridge at Green Valley to reduce the amount of fill; shifting the section of alignment north of the summit (within the rights-of-way) southwesterly to reduce the amount of fill; a series of detention basins to regulate peak downstream flows in the Sanchez Creek watershed; grading a small pond to retain natural runoff for wildlife on the west side of the highway, south of Shamrock Ranch; a retaining wall and a structure at the Shamrock Ranch to reduce impacts to the ranch; constructing an undercrossing at San Pedro Terrace Avenue/San Pedro Road instead of closing both roads at Route 1; a frontage road from San Pedro Road to Linda Mar Boulevard on the west side of Route 1 for better access to the San Pedro Point subdivision; and a bridge at San Pedro Creek. Construction costs are estimated at $37 million for 4.5 miles of improvements. POSITIVE IMPACTS: The preferred alternative would provide the lowest projected accident rate north of Martini Creek. This alternative provides an efficient and safe highway bypass of the geologically active area of Devil's Slide, and it is consistent with the state coastal management program and San Mateo County's Local Coastal Program. It offers the least impact on the natural environment of all the bypass alternatives. NEGATIVE IMPACTS: The preferred alternative would produce large cuts and fills on San Pedro and Montara mountains. Approximately eight acres of prime farmland would be taken directly and two acres indirectly; approximately three and one-half acres of riparian land would be taken, as well as a substantial portion of one unique plant community and several candidate species. A total of 330 acres would be needed for rights-of-way, of which the state owns 200 acres, leaving 130 acres to be acquired. Traffic would increase on existing Route 1, with adverse effects on Montara and Moss Beach. There would be more fog at higher elevations from June to September, reducing visibility on the existing roadway. Home range for large mammals would also be reduced and a barrier to migration would result, although mitigation measures would reduce these impacts. LEGAL MANDATES: Coastal Zone Management Act of 1973, as amended (16 U.S.C. 1451 et seq.), Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0076D, Volume 8, Number 2. JF - EPA number: 860160, 3 volumes and maps, April 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-14-F KW - Beaches KW - Bridges KW - Coastal Zones KW - Cost Assessments KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Flood Control KW - Floodplains KW - Highway Structures KW - Highways KW - Parks KW - Safety KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - California KW - Coastal Zone Management Act of 1973, Compliance KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403172?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEVIL%27S+SLIDE+IMPROVEMENTS%2C+ROUTE+1+FROM+HALF+MOON+BAY+AIRPORT+TO+LINDA+MAR+BOULEVARD%2C+SAN+MATEO+COUNTY%2C+CALIFORNIA.&rft.title=DEVIL%27S+SLIDE+IMPROVEMENTS%2C+ROUTE+1+FROM+HALF+MOON+BAY+AIRPORT+TO+LINDA+MAR+BOULEVARD%2C+SAN+MATEO+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: April 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGIA PROJECT F-003-2(45), (46), (47), (48), and (49), GWINNETT, BARROW, OCONEE, AND CLARKE COUNTIES, GEORGIA. AN - 36400301; 757 AB - PURPOSE: Construction of a new four-lane divided roadway, 25.35 miles in length, extending from State Route (S.R.) 316 northeast of Lawrenceville to S.R. 10/U.S. 78 west of Athens, Georgia is proposed. This arterial would be a partially controlled access facility on a minimum of 300 feet of rights-of-way and would carry a design speed of 60 mph, 3 degree maximum curvature, and 3-percent maximum gradient. The extension would travel in an easterly direction on new location, would parallel the Colonial Gas Pipeline, and would then cross Dacula and Kilcrease roads south of Dacula. The roadway would cross Patrick Mill Road, S.R. 324, S.R. 81, S.R. 11, and S.R. 53 as it passes south of Fort Yargo State Park and north of the city of Bethlehem. This alignment would also pass through the southern portion of Statham and would cross S.R. 324 and Barber Creek Road before connecting with U.S. 78/S.R. 10 south of Bogart to its terminus. All major roads would be crossed at-grade. The estimated cost of the build alternative is $60.2 million. POSITIVE IMPACTS: Air quality would be in compliance with state and federal Ambient Air Quality Standards. The project is part of an overall plan to improve air quality in the region. Traffic would be reduced on parallel federal and state routes. The project would help reduce accidents on S.R. 8/U.S. 29 and would improve vehicle efficiency for commuters and local users. NEGATIVE IMPACTS: Ten residences would experience noise levels in excess of noise abatement criteria. Traffic would increase on intersecting routes. Six potential properties eligible for the National Register of Historic Places might be affected, and 13 residences would be displaced. Five wetlands and some farmland would be impacted. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Noise Control Act of 1972 (42 U.S.C. 4901 et seq.). JF - EPA number: 860157, 108 pages, April 16, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-GA-DEIS-86-01-D KW - Air Quality KW - Cost Assessments KW - Farmlands KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Control KW - Transportation KW - Wetlands KW - Georgia KW - Clean Air Act of 1977, as amended, Emission Standards KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400301?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGIA+PROJECT+F-003-2%2845%29%2C+%2846%29%2C+%2847%29%2C+%2848%29%2C+and+%2849%29%2C+GWINNETT%2C+BARROW%2C+OCONEE%2C+AND+CLARKE+COUNTIES%2C+GEORGIA.&rft.title=GEORGIA+PROJECT+F-003-2%2845%29%2C+%2846%29%2C+%2847%29%2C+%2848%29%2C+and+%2849%29%2C+GWINNETT%2C+BARROW%2C+OCONEE%2C+AND+CLARKE+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 16, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL FREEWAY--U.S. ROUTE 48, SECTION I, WOLFE MILL TO M.V. SMITH ROAD, ALLEGANY COUNTY, MARYLAND (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1980). AN - 36403220; 759 AB - PURPOSE: Construction of the final 19-mile gap of the National Freeway from Wolfe Mill Road to M.V. Smith Road in Allegany County, Maryland is proposed. The preferred alternative generally follows existing U.S. Route 40 and consists of major reconstruction to provide a four-lane divided highway with full control of access and a minimum median width of 34 feet. Where the existing pavement and cross-section are satisfactory, existing U.S. Route 40 would be retained as part of the freeway. In three areas, however, upgrading of U.S. Route 40 to current design standards within its existing corridor would cause substantial impacts on residences and businesses and would be extremely expensive. Therefore, the preferred alternative deviated from the existing U.S. Route 40 in these areas, as follows: (a) between Wolfe Mill and Hinkle roads, (b) the summit of Martin Mountain, and (c) between Flintstone and the summit of Polish Mountain. In order to provide continuity of local traffic circulation after construction of the freeway, a continuous two-way frontage road would be provided between Wolfe Mill and Fifteen Mile Creek roads, consisting of portions of existing U.S. Route 40, Old National Pike, Wilson Road, and Murley Branch Road, as well as a new roadway. Interchanges would be provided at Wolfe Mill Road, Rocky Gap State Park, Martin Mountain, Flintstone, Fifteen Mile Creek Road, and M.V. Smith Road. POSITIVE IMPACTS: Completion of the National Freeway would provide a controlled-access highway between Morgantown, West Virginia and Hancock, Maryland and would improve economic conditions for western Maryland and the Appalachian Region. The level of service would improve, and accident rates would decline. NEGATIVE IMPACTS: Under the preferred alternative, 37 residences would be acquired and five businesses would be displaced. Three farms would be affected, with one being displaced. The preferred alternative would require 15 acres of Rocky Gap State Park, 53 acres of Greenridge State Forest, and land from three historic sites. Eight archaeological sites would be affected. Noise levels would exceed Federal Noise Abatement Criteria at 19 sites. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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 abstracts of the draft and final environmental impact statements and the draft supplement to the final environmental impact statement, see 77-1014F, Volume 1, Number 10; 80-0932F, Volume 4, Number 11; and 85-0421D, Volume 9, Number 9, respectively. JF - EPA number: 860137, 328 pages and maps, April 10, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-73-08-FS KW - Appalachian Development Highways KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Maryland KW - Appalachian Regional Development Act of 1965, Funding KW - Department of Transportation Act of 1966, Historic Sites 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/36403220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+FREEWAY--U.S.+ROUTE+48%2C+SECTION+I%2C+WOLFE+MILL+TO+M.V.+SMITH+ROAD%2C+ALLEGANY+COUNTY%2C+MARYLAND+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1980%29.&rft.title=NATIONAL+FREEWAY--U.S.+ROUTE+48%2C+SECTION+I%2C+WOLFE+MILL+TO+M.V.+SMITH+ROAD%2C+ALLEGANY+COUNTY%2C+MARYLAND+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1980%29.&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: April 10, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THE WIDENING OF I-20 FROM HILL STREET IN ATLANTA, FULTON COUNTY, TO COLUMBIA DRIVE IN DEKALB COUNTY, GEORGIA. AN - 36386260; 758 AB - PURPOSE: Additions to the existing Route I-20 in Fulton/DeKalb counties, Georgia are proposed. The preferred alternative would include lane additions with safety recovery areas, a median barrier, and retaining walls, extending for 8.7 miles from Hill Street in Atlanta, Fulton County, to Columbia Drive in DeKalb County, Georgia. The proposed project would add two 12-foot concrete travel lanes and a safety recovery area or paved shoulder in each direction, plus a median barrier for the entire length of the project. The construction would be done primarily within the existing rights-of-way where possible, with the use of retaining walls where required. Acquisition of additional rights-of-way would be mainly in the interchange areas. All existing overpass and interchange bridges would be replaced. Rights-of-way requirements would vary from 110 feet to 200 feet. The estimated cost for the build alternative would be $72.4 million. POSITIVE IMPACTS: Air quality would be in compliance with state and federal Ambient Air Quality Standards; the project is part of an overall plan to improve air quality in the region. Traffic would be reduced on several local streets and would be greatly reduced on streets that are closed at one end. The project would help to reduce accidents on I-20. Improved vehicle efficiency for commuters and for some local users would result as well. NEGATIVE IMPACTS: A small, imperceptible two decibel increase would occur over existing noise levels; a total of 91 sites would be above noise abatement criteria. The preferred alternative would use land from a historic district included in the National Register of Historic Places and from one district eligible for inclusion in the National Register. Approximately 12 residences and 5 businesses would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860142, 158 pages, April 8, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS/4F-86-01-D KW - Air Quality KW - Bridges KW - Cost Assessments KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Control KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Georgia KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, 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/36386260?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THE+WIDENING+OF+I-20+FROM+HILL+STREET+IN+ATLANTA%2C+FULTON+COUNTY%2C+TO+COLUMBIA+DRIVE+IN+DEKALB+COUNTY%2C+GEORGIA.&rft.title=THE+WIDENING+OF+I-20+FROM+HILL+STREET+IN+ATLANTA%2C+FULTON+COUNTY%2C+TO+COLUMBIA+DRIVE+IN+DEKALB+COUNTY%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 8, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 101, PALIX RIVER BRIDGE, PACIFIC COUNTY, WASHINGTON. AN - 36404051; 762 AB - PURPOSE: Replacement of the Palix River Bridge and improvement of State Route 101 in west-central Pacific County, Washington are proposed. The preferred alternative would involve construction of a 1,250-foot bridge crossing, located approximately 200 feet east of the current structure. The new bridge would have a width of 36 feet with two 12-foot travel lanes, each having a 6-foot shoulder and a traffic barrier at the outside shoulder line. Realignment of the bridge approaches would involve improving the substandard 573-foot-radius curve at the north bridge approach. County road intersection connections would be relocated to provide adequate sight distance. Estimated cost of the project is $4.9 million. POSITIVE IMPACTS: The new bridge would replace a deteriorating structure with a safer structure meeting design standards for a principal arterial highway. Sight-distance problems on the approach road and on the county connections would be eliminated. The 6-foot-wide shoulders would accommodate bicycle and pedestrian traffic. NEGATIVE IMPACTS: Construction of a new bridge on a new location would require the filling of 2.0 acres of wetlands. Sediment from clays and silts disturbed during construction would degrade the high quality of the Palix River. Standard sediment and erosion control measures should minimize the impact. LEGAL MANDATES: Executive Orders 11988 and 11990, 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 environmental impact statement, see 85-0092D, Volume 9, Number 2. JF - EPA number: 860129, 194 pages, April 3, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-84-F KW - Bridges KW - Cultural Resources Surveys KW - Erosion Control KW - Geologic Assessments KW - Highways KW - Rivers KW - Section 404(b) Statements KW - Sediment Control KW - Soils Surveys KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Washington KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+101%2C+PALIX+RIVER+BRIDGE%2C+PACIFIC+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+101%2C+PALIX+RIVER+BRIDGE%2C+PACIFIC+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: April 3, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHELYAN BRIDGE REPLACEMENT, WVA 61, KANAWHA COUNTY, WEST VIRGINIA (STATE PROJECT NUMBER 5220-P61-0.00). AN - 36399144; 763 AB - PURPOSE: Replacement of the existing two-lane Chelyan Bridge and approaches with a four-lane bridge and approaches is proposed. The present bridge, which connects US 60 in the Quincy area of Kanawha County in West Virginia, on the northeast edge of the Kanawha River, with WVA 61 in Chelyan to the southwest, was built in 1929. The bridge is a cantilever Pennsylvania through truss, approximately 1,600 feet long, including approaches, and 24 feet wide, consisting of a roadway width of 20 feet and a 4-foot wide sidewalk. The present bridge has become structurally deficient and functionally obsolete. Currently posted for a 12-ton limit, the bridge is heavily used by coal trucks and commercial vehicles for the mining industry and serves as the main connector for the communities in the upper Kanawha Valley. US 60, a national east-west highway located for the most part in West Virginia, is a two-lane highway extending from near Covington, Virginia at the West Virginia state line to near Ashland, Kentucky. WVA 61 is a north-south two-lane highway with its southern terminus in Beckley, West Virginia and its northern terminus at South Charleston, West Virginia. An interchange with I-77 (West Virginia Turnpike) is located at Chelyan, providing access to and from US 60/WVA 61 via Kanawha Co. 72. Six build and one no-build alternatives are being considered. Scheme 1 would place the new bridge 100 feet upstream and parallel to the existing structure. Scheme 2 would be located 1,400 feet downstream from the existing structure and would include a direct connection with I-77. Scheme 2A is similar to Scheme 2 except that the amount of hillside cut on US 60 would be reduced by using a different interchange. Scheme 3 is the westernmost alternative, and would be located 2,800 feet downstream of the existing structure; it would provide connections to US 60 and WVA 61 without service to I-77. Scheme 6 would be located 2,200 feet downstream from the existing structure and, in addition to providing connections to US 60 and WVA 61, service would be provided to I-77. Scheme 6A would be the same as Scheme 6 except that a trumpet-type interchange would be used with US 60 instead of the "T" intersection. The proposal to build on the same location and Schemes 4 and 5 have been rejected. POSITIVE IMPACTS: Improved speed, safety, and efficiency would be the facility's major benefits. Less energy consumption would also result. The number and variety of terrestrial biota affected by construction will be minimal. All sections of approach roadway fill areas will be properly landscaped and provided with a vegetative cover to prevent erosion and to provide for a pleasant visual appearance. NEGATIVE IMPACTS: Relocation of 12 to 34 residences and 2 to 6 businesses will be required, depending on the alternative chosen. Slight increases in particulate levels may occur during construction. Noise from equipment may exceed Federal Highway Administration standards. Placement of piers will temporarily affect water quality by increasing turbidity and sedimentation, but should have no long-term effects on the stream hydrology or its existing conditions. Construction activities will result in traffic disruption, increased air and noise pollution, erosion, sedimentation, and alteration in aquatic and terrestrial habitats. Traffic delays will occur on US 60 as a result of the four-lane construction work. Possible impacts to significant historic and archaeologic properties may occur. 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). JF - EPA number: 860128, 122 pages, April 2, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-85-01-D KW - Air Quality KW - Bridges KW - Dredging KW - Energy Consumption KW - Erosion KW - Highways KW - Noise KW - Particulates KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Sediment KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wildlife Habitat KW - West Virginia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance 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/36399144?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHELYAN+BRIDGE+REPLACEMENT%2C+WVA+61%2C+KANAWHA+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+NUMBER+5220-P61-0.00%29.&rft.title=CHELYAN+BRIDGE+REPLACEMENT%2C+WVA+61%2C+KANAWHA+COUNTY%2C+WEST+VIRGINIA+%28STATE+PROJECT+NUMBER+5220-P61-0.00%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: April 2, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT FRF 285-4(2): TINYTOWN JUNCTION TO FOXTON ROAD, JEFFERSON COUNTY, COLORADO. AN - 36401519; 720 AB - PURPOSE: Construction of Project FRF 285-4(2) to upgrade U.S. 285 from a two-lane to a four-lane facility from Tinytown Junction to Foxton Road, a distance of 10.6 miles, is proposed. The project is located entirely within Jefferson County, Colorado. The recommended alternative follows the existing alignment from Tinytown Junction to approximately one-half mile south of Foxton Road, with minor adjustments to improve curvature and sight distance. The original southern terminus of the project was Conifer Junction; however, in response to public input at the 1975 hearing, a terminus further south was considered. It was then decided to extend the project 0.6 miles to its present terminus, to serve Foxton Road traffic and to remove the transition point from the Conifer area. The next logical terminus south of Foxton Road is Pine Junction. A typical section would be four 12-foot lanes with paved 16-foot medians and 10-foot shoulders. Left-turn lanes and acceleration/deceleration lanes would be provided at intersections. The overall design speed would be 60 mph. At Windy Point, however, the recommended design speed would be 40 mph. A separate bike path would not be provided, although bicyclists would be allowed to use the 10-foot shoulders. Full turning movements would be provided only at those major intersections that can be signalized in the future, if necessary. At major intersections, provisions would be made for U-turns; where volume is low and safety is not jeopardized, left-turn movements across the median would not be prohibited. The cost of this alternative including construction, rights-of-way, and relocation is $29.8 million, with a benefit/cost ratio of 0.69. POSITIVE IMPACTS: Positive impacts would include a significant decrease in the accident rate, an adequate level of service, and an access control plan that would protect the future integrity of the facility. NEGATIVE IMPACTS: The preferred alternative would result in the loss of 1.8 acres of wetland, although mitigation measures would replace the acreage on a one-for-one basis. An additional two to three acres would probably be secondarily impacted. Secondary impacts to wildlife would include temporary interruption of reproductive cycles by construction noise and dust and permanent impacts from highway noise, runoff, and litter. With the four-lane improvement, approximately 27 to 36 sites could be exposed to noise levels in excess of the abatement criteria. Two businesses and 7 to 11 residences would be relocated. Approximately 1.7 acres would be taken from Newton Park near Foxton Road. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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). JF - EPA number: 860110, 169 pages and maps, March 19, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-COLO-EIS-74-03-F KW - Air Quality KW - Cost Assessments KW - Cultural Resources KW - Drainage KW - Dredging KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Parks 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/36401519?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-03-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+FRF+285-4%282%29%3A+TINYTOWN+JUNCTION+TO+FOXTON+ROAD%2C+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=PROJECT+FRF+285-4%282%29%3A+TINYTOWN+JUNCTION+TO+FOXTON+ROAD%2C+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 19, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT M1299(1): NORTH 19TH AVENUE - DURSTON ROAD TO OAK STREET, OAK STREET - NORTH 19TH AVENUE TO SEVENTH AVENUE; AND PROJECT M1299(1): KAGY BOULEVARD - SOUTH 19TH TO SOUTH THIRD AVENUE, BOZEMAN, MONTANA. AN - 36386102; 724 AB - PURPOSE: Two highway construction projects are proposed for improvements to three arterial streets in the western portion of Bozeman, Montana. Project M1299(1) includes the construction of new traffic facilities on North 19th Avenue (FAU 1201) and Oak Street (FAU 1202). The proposed improvements to North 19th Avenue would extend northward from the intersection of Durston Road to Oak Street, then eastward along Oak Street to its intersection with North Seventh Avenue. The total length of Project M1299(1) is approximately 1.4 miles. Project M1212(4) proposes to improve and/or construct Kagy Boulevard (FAU 1212) from South 19th Avenue to South Third Avenue, a distance of 1.0 mile. Several alternatives for both projects include a "no-build" alternative and design layouts similar to those constructed on other portions of North 19th Avenue and Kagy Boulevard adjacent to the project areas, including a design option consisting of construction of two lanes of an ultimate four-lane facility. The two-lane roadway would be offset within the rights-of-way to facilitate future construction of two additional travel lanes when traffic volumes warrant. Since initial traffic volumes may not require four-lane facilities, such alternatives for each project have been presented as two-lane roadways with corresponding four-lane versions. All build alternatives will require the acquisition of additional rights-of-way along North 19th Avenue, Oak Street, and Kagy Boulevard; rights-of-way sufficient to accommodate the development of four-lane facilities will be acquired. The build alternatives will include curbs and gutters for storm drainage facilities and provisions for bicyclists and pedestrians over the length of the projects. Both projects are planned as limited-access facilities, and an access control plan will be jointly developed by the city of Bozeman and the Department of Highways. No parking will be permitted along the roadway, except in emergency situations, for all of the alternatives. A preferred alternative has not as yet been selected. Total initial construction costs for the combined project range from $3.0 million to $4.5 million. Total project funding will exceed the city of Bozeman's annual Federal Aid Urban (FAU) funding by approximately $300,000 per year. Unless alternate local funding sources are obtained, the project will have to be postponed until adequate FAU funds can be accrued. POSITIVE IMPACTS: Both projects seek to alleviate traffic congestion and excessive delays at several major intersections of the traffic network and to provide linkage between previously completed projects along the perimeter arterial road system. Commercial development along the project corridors will produce long-term employment and income benefits to the community. All construction alternatives will provide pedestrian and bicyclist facilities where none presently exist. Improved access will provide beneficial impacts to parklands and recreation areas and should stimulate growth in northwest Bozeman. The construction of high-design traffic facilities is expected to result in a net energy savings, since the savings in operational energy requirements would exceed the energy requirements of facility construction. NEGATIVE IMPACTS: One business and one residential right-of-way must be acquired and the occupants relocated. Substantial utility relocation will be required along the North 19th Avenue and Oak Street alignments. The Farmer's Canal must be relocated in a piped conduit along North 19th Avenue and Oak Street. The proposed construction of North 19th Avenue will require that rights-of-way be acquired from the Smith farm, a property eligible for inclusion in the National Register of Historic Places. Some degradation of the existing surface water quality could result due to the low average flow of the East Gallatin River. Noise levels approaching or exceeding 70 dBA can be expected during the design year. Federal Highway Administration criteria for noise abatement may be exceeded in residential areas. The loss of mature trees along the rights-of-way corridor will be the most significant visual impact. Rights-of-way clearance and roadway construction will result in a loss of habitat for several bird and small mammal species, but should not affect any federally listed threatened or endangered species. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 860094, 166 pages and maps, March 11, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-86-01-D KW - Birds KW - Employment KW - Floodplains KW - Highways KW - Historic Sites Surveys KW - Noise KW - Noise Standards Violations KW - Parking KW - Parks KW - Pipelines KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Trails KW - Water Quality KW - Wildlife Habitat KW - Montana KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 209 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/36386102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+M1299%281%29%3A+NORTH+19TH+AVENUE+-+DURSTON+ROAD+TO+OAK+STREET%2C+OAK+STREET+-+NORTH+19TH+AVENUE+TO+SEVENTH+AVENUE%3B+AND+PROJECT+M1299%281%29%3A+KAGY+BOULEVARD+-+SOUTH+19TH+TO+SOUTH+THIRD+AVENUE%2C+BOZEMAN%2C+MONTANA.&rft.title=PROJECT+M1299%281%29%3A+NORTH+19TH+AVENUE+-+DURSTON+ROAD+TO+OAK+STREET%2C+OAK+STREET+-+NORTH+19TH+AVENUE+TO+SEVENTH+AVENUE%3B+AND+PROJECT+M1299%281%29%3A+KAGY+BOULEVARD+-+SOUTH+19TH+TO+SOUTH+THIRD+AVENUE%2C+BOZEMAN%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: March 11, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 11, SALEM TO WATERFORD, CONNECTICUT. AN - 36402949; 721 AB - PURPOSE: Construction of improvements to the Route 11 corridor from Route 82 in Salem to Interstate 95 in Waterford, Connecticut is proposed. The widening alternative consists of reconstructing existing Route 82 from Route 11 to Route 85 at Salem Four Corners and Route 85 from Salem Four Corners south to I-395 in Waterford, completing the Frontage Road system along I-95 in Waterford and New London, and reconstructing I-95 from west of Route 85 in Waterford to approximately the Waterford/New London town line. The I-95/Route 85 interchange would be revised. The expressway relocation alternatives considered in this statement consist of two alignments. Alternative C would extend Route 11 from Route 82 in Salem to I-95 in Waterford to a point west of the Route 85/I-95 interchange. Improvements to I-95 and the Frontage Road System would take place from that point east to approximately the Waterford/New London town line. Alternative D would extend on an alignment west of Alternative C from Route 82 in Salem to the I-95 /I-395 interchange in Waterford. Improvements to I-95 and the Frontage Road System would be made from that point east to approximately the Waterford/New London town line. The widening alternative would be approximately 10.3 miles long and would have an estimated construction, preliminary engineering, and contingency cost of $55 million. Alternative C is approximately 10.7 miles long, with a cost for the same items of $176.7 million. Alternative D is approximately 10.2 miles long, with a cost for the same items of $123.5 million. POSITIVE IMPACTS: The widening alternative would provide additional capacity on Routes 82 and 85 but would continue to rely on a system that mixes very heavy through traffic volumes with local access traffic. Alternative C would provide for diversion of through traffic from Routes 82 and 85, resulting in generally acceptable operations without widening. Alternative D provides for diversion of through traffic from Routes 82 and 85. This alternative results in the greatest improvements to I-95, providing acceptable operations into New London, and results in the lowest traffic volumes along Route 161. Alternative D would provide for excellent access to and from the region and its major population and activity centers while also providing for the greatest increase in local service benefits along all of the corridor arterials. A decrease in traffic noise levels along Route 85 would result from Alternatives C and D. NEGATIVE IMPACTS: With the widening alternative, the number of residences along Routes 82 and 85 that experience noise levels greater than 70 dBA would increase from 30 to 62. I-95 improvements associated with the widening would result in an increase in existing noise levels along I-95. With Alternatives C and D, a new noise source would be introduced into the areas north of I-95. With the integral noise abatement barriers proposed, noise level increases of 4 to 12 decibels are projected. The widening alternative would involve an estimated 36 residential property displacements and 6 commercial or other displacements. Alternative C would involve 24 residential displacements and 3 commercial or other displacements. Alternative D would involve 29 residential displacements and 2 commercial or other displacements. Some reduction of tax revenue due to property acquisition by the state would be experienced from all alternatives. The widening alternative would result in acquisition of two potentially significant historic structures and would require land from two other potentially significant historic structures. Alternative C would necessitate acquisition of land associated with two potentially significant historic structures, and Alternative D would take one potentially significant historic structure. The widening alternative would remove approximately 46 acres of wildlife habitat, Alternative C would remove approximately 481 acres, and Alternative D, 378 acres. There would be short-term impacts to area fisheries resources with construction of any alternative. All of the alternatives would remove some prime farmland and would involve some measure of floodplain encroachment. LEGAL MANDATES: Executive Order 11988, 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). JF - EPA number: 860087, 206 pages and maps, March 7, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CONN-EIS-86-01-D KW - Community Development KW - Cost Assessments KW - Farmlands KW - Fisheries KW - Floodplains KW - Highways KW - Historic Sites KW - Municipal Services KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Connecticut KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance 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/36402949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-03-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+11%2C+SALEM+TO+WATERFORD%2C+CONNECTICUT.&rft.title=ROUTE+11%2C+SALEM+TO+WATERFORD%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Hartford, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 7, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAN MATEO BOULEVARD (GIBSON BOULEVARD TO ZUNI ROAD, S.E.), ALBUQUERQUE, BERNALILLO COUNTY, NEW MEXICO. AN - 36392671; 725 AB - PURPOSE: Reconstruction of one mile of San Mateo Boulevard to create a four-lane urban highway extending between Gibson Boulevard and Zuni Road in the Southeast Heights section of Albuquerque, Bernalillo County, New Mexico is proposed. The preferred alternative would widen San Mateo Boulevard between Gibson Boulevard and Zuni Road and would involve construction of an entirely new roadway having four lanes, raised medians, left-turn lanes, sidewalks, landscaping, and lighting. The alignment of the street and its rights-of-way would shift slightly from side to side of the present street in order to minimize damages and acquisition of existing properties. The intersections at Gibson Boulevard, Kathryn Avenue, and Zuni Road would continue to have traffic signals. Inspiration Drive would be closed at its intersection with San Mateo Boulevard, where a cul-de-sac with a small off-street parking area would be constructed. The typical section would have an 86-foot right-of-way. Between Gibson Boulevard and Eastern Avenue, the new street would require as much as 108 feet of rights-of-way to accommodate the flaired widening for four southbound lanes. Also, between Bell Avenue and Zuni Road, the existing 108-foot rights-of-way will permit considerable streetside landscaping. In addition, extra rights-of-way would be acquired to accommodate most of the planned bus bays. POSITIVE IMPACTS: The reconstructed urban highway would replace a deteriorating, unsafe facility, improving access to existing employment and population centers and stimulating growth. NEGATIVE IMPACTS: The preferred alternative would require the relocation of 10 multifamily residential properties, 21 single-family properties, and 21 commercial properties. Future noise levels would increase. Construction-related impacts would include noise and air pollution, detours, reduced speeds, and construction congestion until such time as the facility is completed. Closure of Inspiration Drive would increase travel time and distance for residents who live along this street. LEGAL MANDATES: Clean Air Act of 1970 (42 U.S.C. 1857 et seq.), Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 80-0381D, Volume 4, Number 5. JF - EPA number: 860086, 81 pages and a map, March 6, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-NM-EIS-79-01-F KW - Air Quality Assessments KW - Highways KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - New Mexico KW - Clean Air Act of 1970, Emission Standards KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36392671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+MATEO+BOULEVARD+%28GIBSON+BOULEVARD+TO+ZUNI+ROAD%2C+S.E.%29%2C+ALBUQUERQUE%2C+BERNALILLO+COUNTY%2C+NEW+MEXICO.&rft.title=SAN+MATEO+BOULEVARD+%28GIBSON+BOULEVARD+TO+ZUNI+ROAD%2C+S.E.%29%2C+ALBUQUERQUE%2C+BERNALILLO+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 - Final. Preparation date: March 6, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-95/SR 736 - DAVIE BOULEVARD (STATE PROJECT NUMBER 86095-1445, FEDERAL AID PROJECT NUMBER I-595-1(210)0, WPA NUMBER 4140858), BROWARD COUNTY, FLORIDA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1979 FOR THE PORT EVERGLADES EXPRESSWAY IN BROWARD COUNTY, FLORIDA). AN - 36386056; 722 AB - PURPOSE: The final environmental impact statement, prepared in 1979, covered the construction of approximately eight miles of the Port Everglades Expressway, from State Road (S.R.) 817 (University Drive) to the planned relocated S.R. A1A (S.R. 845) in Broward County, Florida. The limited access expressway, to be located in the S.R. 84 corridor, would have six lanes between University Drive and Davie Road, eight lanes between Davie Road and U.S. 441, and six lanes west of U.S. 441. The western segment could be expanded to include as many as 10 lanes or some form of transit rights-of-way; the eastern segment could be expanded to a six-lane section without the need for additional rights-of-way. The freeway would have six interchanges and seven overpass structures. The highway improvements considered in this supplemental environmental impact statement consist of improvements to I-95 in the vicinity of Davie Boulevard in Fort Lauderdale, Broward County, Florida. The length of the project is approximately 1.5 miles. The southern end of the proposed improvements ties into the South Fork New River bridges that are currently under construction on I-95. The northern end ties into the existing I-95/Broward Boulevard interchange. Between these limits, three alternative alignments for I-95 have been developed. Each alternative includes a collector-distributor roadway system, which would provide a solution to severe traffic congestion problems that could occur along this section of I-95 when I-595 is completed in the 1990s. Two alternative interchange configurations are considered for the I-95/Davie Boulevard interchange. Either of the two interchange concepts would function with any of the three I-95 alignment alternatives. A preferred alternative has not yet been selected. POSITIVE IMPACTS: The expressway would provide an essential east-west transportation corridor through central Broward County and would facilitate access to Port Everglades and the Fort Lauderdale-Hollywood International Airport. The road would alleviate vehicular congestion on local streets, reduce accidents, improve safety, reduce travel delay, and enhance proposed future county land development. The expressway would reduce total regional air pollutant loadings. NEGATIVE IMPACTS: Development of the expressway could remove or disturb approximately 130 acres of biotic communities and would require the crossing of a cypress wetland area. Construction could require the relocation of 219 multifamily units, 28 single-family units, 163 mobile homes, 153 businesses, 4 other structures, and a historic railroad car. The expressway would generate increased noise levels and air pollutant concentrations adjacent to its alignment. LEGAL MANDATES: Executive Order 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.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final environmental impact statements, see 78-1197D, Volume 2, Number 11, and 80-0140F, Volume 4, Number 2, respectively. JF - EPA number: 860085, 91 pages and maps, March 6, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-86-01-DS KW - Air Quality KW - Bridges KW - Coastal Zones KW - Cultural Resources KW - Emissions KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, Compliance 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/36386056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-95%2FSR+736+-+DAVIE+BOULEVARD+%28STATE+PROJECT+NUMBER+86095-1445%2C+FEDERAL+AID+PROJECT+NUMBER+I-595-1%28210%290%2C+WPA+NUMBER+4140858%29%2C+BROWARD+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979+FOR+THE+PORT+EVERGLADES+EXPRESSWAY+IN+BROWARD+COUNTY%2C+FLORIDA%29.&rft.title=I-95%2FSR+736+-+DAVIE+BOULEVARD+%28STATE+PROJECT+NUMBER+86095-1445%2C+FEDERAL+AID+PROJECT+NUMBER+I-595-1%28210%290%2C+WPA+NUMBER+4140858%29%2C+BROWARD+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979+FOR+THE+PORT+EVERGLADES+EXPRESSWAY+IN+BROWARD+COUNTY%2C+FLORIDA%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: March 6, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 26, FROM ELDERSBURG TO RANDALLSTOWN, F.A.P. NO. F963-1(13), (14), BALTIMORE AND CARROLL COUNTIES, MARYLAND. AN - 36392453; 668 AB - PURPOSE: Reconstruction and expansion of approximately 10 miles of Maryland Route 26 between Freedom Road in Carroll County and Offutt Road in Baltimore County, Maryland are proposed. From Offutt Road to east of Deer Park Road, the existing 44-foot, four-lane roadway would be reconstructed to a 65-foot, five-lane undivided, curbed street with a continuous left-turn lane. The proposed construction would end just east of Deer Park Road and tie into the existing two-lane roadway. At the eastern project limits, the proposed construction would tie into an existing five-lane section at Offutt Road. From Maryland Route 32 to Freedom Road in Carroll County, the existing 24-foot, two-lane roadway would be reconstructed to a 65-foot, five-lane, undivided curbed street with a continuous left-turn lane. Improvements to the Maryland Route 26/Maryland Route 32 intersection would result in one exclusive left-turn lane and one exclusive right-turn lane at each approach leg of the intersection. This construction in Carroll County would tie into the newly constructed five-lane roadway starting at Maryland Route 32, which was completed in 1983 entirely with state funds. At the western project limits, there would be a transition from the five-lane roadway to the existing two-lane roadway west of Freedom Road. Total estimated costs would be $10.9 million. POSITIVE IMPACTS: The preferred alternative would provide low-cost improvements to the safety and capacity of the highway. It would relieve the congestion in the vicinity of Offutt and Deer Park roads. The proposed improvements would reduce the amount of air pollutants contributed per vehicle and would also improve highway safety. The selected action should have positive effects on the local economy and local land use. It would reduce congestion in the project area, improving accessibility to local businesses. This could result in improved retail sales, as well as reduced shipping time and costs. NEGATIVE IMPACTS: Relocation of one residence would be necessary, as well as the relocation of a business in Baltimore County. Approximately 5.5 acres of land would be required for rights-of-way. Relocation of one residence and one business in Carroll County would be necessary. Approximately 6.6 acres of rights-of-way would be required. Seven of the 10 noise sensitive areas would experience noise levels in excess of FHWA noise abatement criteria. Abatement measures would not be feasible due to uncontrolled access allowed to Maryland Route 26. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 81-1005D, Volume 5, Number 12. JF - EPA number: 860079, 149 pages and maps, February 28, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-81-04-F KW - Air Quality KW - Bridges KW - Emissions KW - Highways KW - Land Use KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Transportation KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, 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/36392453?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+26%2C+FROM+ELDERSBURG+TO+RANDALLSTOWN%2C+F.A.P.+NO.+F963-1%2813%29%2C+%2814%29%2C+BALTIMORE+AND+CARROLL+COUNTIES%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+26%2C+FROM+ELDERSBURG+TO+RANDALLSTOWN%2C+F.A.P.+NO.+F963-1%2813%29%2C+%2814%29%2C+BALTIMORE+AND+CARROLL+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 - Final. Preparation date: February 28, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOREST HIGHWAY 11 FROM THE JUNCTION OF SAINT LOUIS CSAH 110 AND SAINT LOUIS CR 565 IN HOYT LAKES, MINNESOTA TO TRUNK HIGHWAY 61 IN SILVER BAY, MINNESOTA. AN - 36396338; 671 AB - PURPOSE: The construction of Forest Highway 11, a continuous alignment between Hoyt Lakes in Saint Louis County and Silver Bay in Lake County, Minnesota, within the Arrowhead region is proposed. Lake County State Aid Highway 2 (CSAH 2) is an intermediate terminus. The study area's western terminus is the junction of Saint Louis CSAH 110 and Saint Louis CR 346 within the community of Hoyt Lakes. Trunk Highway 61, near Silver Bay and Beaver Bay at Lake Superior's north shore, serves as the eastern terminus. Eighteen route segments have been identified, which, when used in combination, form the potential Forest Highway 11 route alternatives. The segments are comprised of both existing roadways and new alignments. Segment corridors are considered as being one-half mile wide, one-quarter mile on each side of the existing or proposed alignments. The roadway length would vary from 55 to 72 miles, depending on the alignment utilized. The design calls for two 12-foot traffic lanes, six-foot shoulders, 15-foot recovery areas, 40 to 60 mph design speed, and nine-ton design strength. The unit cost for construction of Forest Highway 11 is estimated to be $400,000 per mile of new roadway on new location. Costs of reconstruction would vary from segment to segment. POSITIVE IMPACTS: The immediate benefits would be an increase in regional accessibility, improvement of roadway system continuity, reductions in travel time, and reductions in transportation costs. The roadway would enhance timber harvesting by improving access to major wood processing plants and by reducing truck haul time and transportation costs. Recreation resources would benefit from the improved access and reduced travel time and mileage that would result. Forest Highway 11 would enhance existing commerce and trade and increase future opportunities. Labor force commuting distance between major Iron Range and North Shore industrial locations would be reduced. Trade and goods movement within the Arrowhead region would become more efficient and cost-effective. Additional standards concerning shoulder width, inslopes, and recovery areas represent both safety and maintenance improvements of the roadway. The roadway would significantly enhance retail, commercial, industrial, and institutional parcels in the communities of Hoyt Lakes, Silver Bay, and Beaver Bay. NEGATIVE IMPACTS: The acreage of wetlands potentially impacted would range from approximately 44.15 to 66.09 acres, depending on the combination of route segments selected. Wetland habitat that could be lost ranges from 227.9 to 333.4 habitat units. Numerous protected streams would be crossed. Shorelands would be affected at all protected stream crossings. Rights-of-way would require from 276 to 451 acres, depending on the route chosen. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860072, 219 pages and maps, February 27, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-86-02-D KW - Cost Assessments KW - Creeks KW - Endangered Species (Animals) KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise KW - Recreation Resources KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Timber Management KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Parks 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396338?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOREST+HIGHWAY+11+FROM+THE+JUNCTION+OF+SAINT+LOUIS+CSAH+110+AND+SAINT+LOUIS+CR+565+IN+HOYT+LAKES%2C+MINNESOTA+TO+TRUNK+HIGHWAY+61+IN+SILVER+BAY%2C+MINNESOTA.&rft.title=FOREST+HIGHWAY+11+FROM+THE+JUNCTION+OF+SAINT+LOUIS+CSAH+110+AND+SAINT+LOUIS+CR+565+IN+HOYT+LAKES%2C+MINNESOTA+TO+TRUNK+HIGHWAY+61+IN+SILVER+BAY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 27, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WIDENING OF ROUTE 5 (SANTA ANA FREEWAY) AND RECONSTRUCTION OF INTERCHANGES BETWEEN ROUTE 405 AND ROUTE 55 IN THE CITIES OF IRVINE AND TUSTIN, AND THE UNINCORPORATED AREA OF ORANGE COUNTY, CALIFORNIA. AN - 36392408; 665 AB - PURPOSE: Widening of Route 5 (Santa Ana Freeway) and reconstruction of interchanges between Route 405 and Route 55 in the cities of Irvine and Tustin and the unincorporated area of Orange County, California are proposed. Three alternatives, including freeway operational variations and the no project, are considered. Alternative 1A would widen Route 5 by one lane in each direction for use by all traffic. This is a low cost, low impact alternative with an estimated construction cost of $27 million. Alternative 1B would widen Route 5 by one lane in each direction for use by high occupancy vehicles (HOVs) only. A two-foot striped buffer would be constructed to separate HOV traffic from mixed-flow traffic. The estimated construction cost would be $27 million. Alternative 2A would widen Route 5 by one lane in each direction. An auxiliary lane would also be constructed in each direction between Route 133 in Irvine and the Route 5/55 Interchange in Tustin. The estimated construction cost would be $62 million. Alternative 2B would widen Route 5 by one lane in each direction, to be reserved for HOVs. A two-foot buffer would be constructed. An auxiliary lane would also be constructed in each direction between Route 133 and Route 55 for use by all vehicles. Construction costs are identical to Alternative 2A, because the same number of freeway lanes are proposed. Alternative 3A would widen Route 5 by one lane in each direction. Two auxiliary lanes would also be constructed in each direction between Route 133 and Route 55 to facilitate weaving and merging of traffic between local interchanges. The estimated construction cost would be $81 million. Alternative 3B would widen Route 5 by one lane, and one auxiliary lane would also be constructed in each direction. A HOV lane would be constructed in the freeway median with a 2- to 12-foot buffer separating HOV traffic from mixed-flow traffic. Construction costs would be identical to Alternative 3A, because the same number of freeway lanes are proposed. All under- and overcrossings would be widened or replaced for Alternatives 2 and 3. Most under- and overcrossings would remain for Alternative 1. Rights-of-way costs are estimated at $34 million. Cost/benefit ratios range from 5.8 for Alternative 1 to 2.4 for Alternative 3. POSITIVE IMPACTS: There would be some relief from congestion, ranging from relatively short form to relief until the year 2010. Long-term circulation patterns would change, including reductions in more circuitous travel to avoid freeway congestion and increased southbound congestion south of the Route 5/Route 405 confluence. NEGATIVE IMPACTS: Up to 103 acres would be converted to freeway and local interchange uses. Displacement of living units would range from 0 for Alternative 1 to 42 for Alternatives 2 and 3. Approximately 100 residents would be displaced. Eight business properties would also be displaced. Temporary adverse impacts from construction would include: increased traffic congestion on adjacent local streets and increased air and noise pollution resulting from equipment operation. Night work and lane closures would also occur. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Water Pollution Control Act of 1972 (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: 860073, 188 pages and maps, February 27, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-86-01-D KW - Central Business Districts KW - Cost Assessments KW - Emissions KW - Floodplains KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Parks KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, 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/36392408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WIDENING+OF+ROUTE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+ROUTE+405+AND+ROUTE+55+IN+THE+CITIES+OF+IRVINE+AND+TUSTIN%2C+AND+THE+UNINCORPORATED+AREA+OF+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+WIDENING+OF+ROUTE+5+%28SANTA+ANA+FREEWAY%29+AND+RECONSTRUCTION+OF+INTERCHANGES+BETWEEN+ROUTE+405+AND+ROUTE+55+IN+THE+CITIES+OF+IRVINE+AND+TUSTIN%2C+AND+THE+UNINCORPORATED+AREA+OF+ORANGE+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: February 27, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COUNTY STATE AID HIGHWAY 52, HENNEPIN AVENUE, N. SECOND STREET TO MAIN STREET, SOUTHEAST HENNEPIN AVENUE BRIDGE OVER THE MISSISSIPPI RIVER, MINNEAPOLIS, MINNESOTA. AN - 36403803; 670 AB - PURPOSE: Replacement of the bridge and approaches carrying County State Aid Highway (CSAH) 52 (Hennepin Avenue) over the main channel of the Mississippi River in Minneapolis, Minnesota is proposed. The bridge and its approaches would extend 2,700 feet from North Second Street to Main Street Southeast. The bridge would be approximately 950 feet long, crossing the river, adjacent park trails and roads, and the railroad flats. The improved roadway would carry three traffic lanes in each direction, separated by a median. The new six-lane roadway would have a design speed of 40 mph. The preferred alternative follows the existing alignment and is made up of the following: (1) West Segment, Railroad Flats Bridge Replacement; (2) Central Segment, River Bridge Replacement; and (3) East Segment, East Channel (Merriam Street) Bridge. The total estimated cost of the project would be $27.7 million. POSITIVE IMPACTS: The new bridge would replace the two structurally deficient structures that currently carry CSAH 52 traffic across the river, easing travel between the Minneapolis central business district and Nicollet Island. Replacement of the existing bridges with the proposed new bridge would increase the number of travel lanes crossing the river at this point from four to six. Improvement of access and expansion of capacity would provide access to areas planned for development on either side of the river. NEGATIVE IMPACTS: Development of new rights-of-way could encroach on De La Salle High School and affect access to and from the school, encroach on the floodplain of the Mississippi River, and traverse the St. Anthony Falls Historic District, damaging historic values therein, principally, the removal of the historic 1888 steel arch river bridge (Bridge 90589). LEGAL MANDATES: Department Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 83-0141D, Volume 7, Number 3. JF - EPA number: 860070, 428 pages, February 26, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS/4(f) 83-03-F KW - Bridges KW - Central Business Districts KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Roads KW - Schools KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Control KW - Trails KW - Transportation KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNTY+STATE+AID+HIGHWAY+52%2C+HENNEPIN+AVENUE%2C+N.+SECOND+STREET+TO+MAIN+STREET%2C+SOUTHEAST+HENNEPIN+AVENUE+BRIDGE+OVER+THE+MISSISSIPPI+RIVER%2C+MINNEAPOLIS%2C+MINNESOTA.&rft.title=COUNTY+STATE+AID+HIGHWAY+52%2C+HENNEPIN+AVENUE%2C+N.+SECOND+STREET+TO+MAIN+STREET%2C+SOUTHEAST+HENNEPIN+AVENUE+BRIDGE+OVER+THE+MISSISSIPPI+RIVER%2C+MINNEAPOLIS%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 26, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RASPBERRY ROAD FROM JEWEL LAKE ROAD TO MINNESOTA DRIVE, ANCHORAGE, ALASKA. AN - 36401438; 663 AB - PURPOSE: Reconstruction of a 1.3-mile segment of Raspberry Road, from Jewel Lake Road east to Minnesota Drive in Anchorage, Alaska, is proposed. Upgrading would include widening the existing two-lane surface to four lanes from Jewel Lake Road to Carline Place; the roadway would then be widened to six lanes to the project terminus. Left-turn lanes would be located at major intersections. Curb, gutter, and drainage facilities would be constructed for the length of the project. Lighting would also be provided along the project corridor. A pedestrian walkway and a bike trail would be constructed from Jewel Lake Road to Northwood Drive. Signalization would be implemented at selected locations as traffic warrants or safety demands. From the Jewel Lake Intersection to Blackberry Street, the preferred alternative would limit all turning movements from connecting side streets to right-on, right-off turns only. A continuous raised median would extend from Jewel Lake Road to Blackberry Street. The design profile grade of this option would necessitate extensive rights-of-way construction on both the north and south sides of Raspberry Road. The option would require several relocations, including an apartment building. From Blackberry Street to Minnesota Drive, the preferred alternative would also use a raised median, but would enhance access control by eliminating direct access onto Raspberry Road east of Cranberry Street. This alternative would utilize an alignment requiring the acquisition of all residences along the north side of Raspberry Road between Cranberry and Timothy streets. Residences located along the south side of Raspberry Road would have access to a frontage road, allowing access onto the roadway at controlled points. Total costs are estimated at $30.2 million. POSITIVE IMPACTS: The project would increase the safety and efficiency of traffic movement, allow safe pedestrian and bicycle travel, and contribute to the ongoing development of South Anchorage's road network. NEGATIVE IMPACTS: Eleven businesses and 71 residences would be relocated. Approximately 3.7 acres of wetlands would be impacted. Noise levels would increase. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C 1651 et seq.), Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0392D, Volume 8, Number 8. JF - EPA number: 860061, 519 pages and maps, February 20, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-83-01-F KW - Air Quality KW - Buildings KW - Cost Assessments KW - Highways KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Alaska KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RASPBERRY+ROAD+FROM+JEWEL+LAKE+ROAD+TO+MINNESOTA+DRIVE%2C+ANCHORAGE%2C+ALASKA.&rft.title=RASPBERRY+ROAD+FROM+JEWEL+LAKE+ROAD+TO+MINNESOTA+DRIVE%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 - Final. Preparation date: February 20, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 15 FROM 0.6 MILE NORTH OF INTERSTATE ROUTE 805 TO 0.5 MILE SOUTH OF INTERSTATE ROUTE 8 IN THE CITY OF SAN DIEGO, SAN DIEGO COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1975). AN - 36398208; 666 AB - PURPOSE: Reconstruction of State Route (SR) 15 to freeway standards between Interstate Routes 805 and 8 in the Mid-City Community of the city of San Diego, San Diego County, California is proposed. This part of SR 15 begins in Wabash Canyon just north of the Interstate 15 /805 Interchange. It then crosses the mesa, using 40th Street, and drops off the north rim of the mesa into Ward Canyon where it joins the Interstate 8/15 Interchange project presently under construction. The proposed project would convert 2.2 miles of SR 15 from a four-lane conventional highway to a multilane freeway. This draft supplement presents a new preferred alternative, which will be a one-block-wide depressed freeway with interchanges and a one-block-long cover variation. The total length would be 2.2 miles of eight through lanes with a 30-foot median. The project would provide interchanges at University Avenue, El Cajon Boulevard, and Adams Avenue. The interchanges at University Avenue and El Cajon Boulevard would be full diamonds. The freeway would be depressed approximately 25 feet below the existing street level between existing 40th Street and Central Avenue/Terrace Drive. Overcrossings would be located at Wightman Street, University Avenue, Orange Avenue, El Cajon Boulevard, and Meade Avenue, as well as the existing one at Adams Avenue. A pedestrian overcrossing would be constructed near Landis Street and another at Monroe Avenue. A one-block-long concrete cover would be constructed over the freeway between Polk and Orange avenues. It would be developed by the city for public park uses. Extensive use of earth mounds and walls, individually or in combination, would be made for noise attenuation. Central Avenue and 40th Street would be converted to a one-way couplet during construction. They would remain as one-way frontage roads after construction. Two sites are proposed for the development of additional parkland using excess materials. The current estimated construction and rights-of-way cost of the proposed project is $89 million. POSITIVE IMPACTS: Significant improvement in automobile accessibility to this area of Mid-City would result. The potential exists for new higher density residential and general commercial development. Crossing SR 15 would be easier and safer for pedestrians and bicyclists. NEGATIVE IMPACTS: Approximately 570 dwelling units, 44 businesses, and 1,300 people would be displaced. Eight receptors would exceed the 67 dBA residential noise guidelines after all proposed noise attenuation barriers are in place. The project may have adverse impacts on community cohesion. Approximately 300 eucalyptus trees would be removed at and adjacent to Park de la Cruz by the fill, but would be mitigated by planting more trees than are being removed. Approximately 3.5 acres of native vegetation would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966 (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 final environmental impact statement, see 75-4198F, EIS Cumulative 1970-1976, Volume II. JF - EPA number: 860059, 81 pages, February 18, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-71-22-D(S) KW - Community Development KW - Cost Assessments KW - Highway Structures KW - Highways KW - Noise KW - Noise Control KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - California 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/36398208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+15+FROM+0.6+MILE+NORTH+OF+INTERSTATE+ROUTE+805+TO+0.5+MILE+SOUTH+OF+INTERSTATE+ROUTE+8+IN+THE+CITY+OF+SAN+DIEGO%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1975%29.&rft.title=STATE+ROUTE+15+FROM+0.6+MILE+NORTH+OF+INTERSTATE+ROUTE+805+TO+0.5+MILE+SOUTH+OF+INTERSTATE+ROUTE+8+IN+THE+CITY+OF+SAN+DIEGO%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1975%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: February 18, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BAYFRONT-PORT ACCESS ROAD, L.R. 1003 - SECTION A00, ERIE, ERIE COUNTY, PENNSYLVANIA. AN - 36394490; 674 AB - PURPOSE: Construction of a new 5-mile-long two-lane roadway in Erie County, Pennsylvania is proposed to provide access to the bayfront, port, and downtown areas of the city of Erie. The proposed roadway would be known as the Bayfront-Port Access Road and would be designated Legislative Route (L.R.) 1003, Section A00. The roadway would begin in the vicinity of the northern terminus of Interstate 79 (I-79) /West 12th Street and would proceed northeast along or near railroad rights-of-way to the Erie Bayfront area. From there it would proceed eastwardly along the bayfront, terminating at East Sixth Street/East Lake Road. Access to the roadway would be permitted only at intersections with public streets. No access would be permitted from abutting property. A typical section of the mainline would consist of two 12-foot-wide lanes with 10-foot-wide paved shoulders. Depending on natural and man-made constraints, rights-of-way widths could vary from 180 feet with sideslopes and ditches to 60 feet with curbed sections and retaining walls. The selected alternative will connect directly with I-79 and proceed eastward, where it will then follow railroad rights-of-way down to and along the bayfront. East of Wallace Street, the roadway will continue in a northeasterly direction to approximately Pennsylvania Avenue, where it will turn easterly and connect with Earl Lake Road at Birch Court. Cost estimate is $39.3 million. POSITIVE IMPACTS: The Bayfront-Port Access Road would be a key element in bayfront development plans. Expected secondary development would improve the tax base and competitive advantage of the city of Erie, reduce transportation costs, and create permanent jobs. The proposed roadway would reduce traffic volumes on many residential streets. The absence of private driveway access and less frequent intersections would make travel on the roadway safer and more efficient than on existing streets. The project would generate an estimated 204 construction jobs. NEGATIVE IMPACTS: Construction of the roadway would require the relocation of 65 households. Cascade Creek would be relocated 1,800 feet, and from 4 to 16 acres of wildlife habitat would be lost. Without mitigation measures, noise levels could exceed Federal Highway Administration standards at certain sensitive sites. The proposed roadway would affect a number of recreational resources, including three parks and a boat-launching ramp. The alignment scheme would involve removing the Waterworks Park swimming pool, part of a state historical landmark. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4061). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0237D, Volume 8, Number 5. JF - EPA number: 860056, 2 volumes and maps, February 14, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-84-01-F KW - Employment KW - Highways KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Wildlife Habitat KW - Pennsylvania KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BAYFRONT-PORT+ACCESS+ROAD%2C+L.R.+1003+-+SECTION+A00%2C+ERIE%2C+ERIE+COUNTY%2C+PENNSYLVANIA.&rft.title=BAYFRONT-PORT+ACCESS+ROAD%2C+L.R.+1003+-+SECTION+A00%2C+ERIE%2C+ERIE+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 14, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORNELL ROAD PROJECT, EAST OF N.W. 242ND TO 185TH AVENUE, WASHINGTON COUNTY, OREGON. AN - 36394049; 672 AB - PURPOSE: Improvements to Cornell Road from approximately N.W. 242nd Avenue to 185th Avenue, Washington County, Oregon are proposed. One Build Alternative and the No Build Alternative are considered. The Build Alternative would widen the north side of existing Cornell Road from N.W. 185th Avenue west to the new intersection of Walker Road. It would then leave the existing alignment and travel north and west through large undeveloped parcels of land that are proposed for major industrial, commercial, and residential development. It would proceed west across Cornelius Pass Road at the northern boundary of the Northwest Natural Gas property, head southwest through the southern portion of property owned by Fujitsu America, Inc. and through Ronler Acres, reconnect to existing Cornell Road near N.W. 229th Avenue, and widen the existing alignment to approximately 242nd Avenue. The project would provide a signalized full intersection at Cornelius Pass Road and access to major parcels being developed within the project area. It would also widen the section to a seven-lane road (six travel lanes with a raised median/left-turn lane), with on-street bicycle lanes, sidewalks, and bus turnouts. The project requires approximately 48 acres of rights-of-way and easements. The estimated cost would be $10 million. POSITIVE IMPACTS: The Build Alternative would support city and county comprehensive plans. It would facilitate timely conversion of land along Cornell Road from agricultural/residential to more intensive, traffic-compatible uses. The level of traffic would provide flexibility to meet projected growth, and peak-hour conditions would be limited to peak hours. Areawide traffic access and circulation would be improved, and traffic speeds would be decreased due to the increased number of traffic signals. Sidewalk and bicycle lanes would improve pedestrian and bicycle use and safety. Over the long term, property values would increase. Wetland mitigation within the Rock Creek floodplain would increase wetland habitat. NEGATIVE IMPACTS: One residence would be displaced by the Build Alternative. Approximately three acres of Fujitsu America, Inc. parking would be eliminated. There would be some visual impacts on nine existing residences. Fourteen television and electric power poles and five guy poles would be relocated. Long-term loss of agricultural employment would result from the Build Alternative. One residence would experience noise levels that exceed the residential noise abatement criterion. Thirty-one acres of existing agriculture lands and 350 feet of existing meander in Rock Creek would be lost. There would be a minor impact on resident fish species. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (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: 860054, 140 pages and maps, February 13, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-86-01-D KW - Cost Assessments KW - Easements KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Land Use KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Control KW - Trails KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORNELL+ROAD+PROJECT%2C+EAST+OF+N.W.+242ND+TO+185TH+AVENUE%2C+WASHINGTON+COUNTY%2C+OREGON.&rft.title=CORNELL+ROAD+PROJECT%2C+EAST+OF+N.W.+242ND+TO+185TH+AVENUE%2C+WASHINGTON+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: February 13, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-205 TO I-84, AIRPORT WAY, MULTNOMAH COUNTY, OREGON. AN - 36388764; 673 AB - PURPOSE: Approximately 4.3 miles of roadway improvements to the Columbia South Shore area, Multnomah County, Oregon are proposed. The No Build Alternative proposes no improvements to the existing two-lane configuration of Airport Way between I-205 and N.E. 138th Avenue and none to address existing deficiencies or future traffic demand. The Build Alternative, with its two options, proposes to widen the existing section of Airport Way, to construct an extension from the present terminus at N.E. 138th Avenue to Sandy Boulevard at N.E. 181st Avenue, and to widen N.E. 181st Avenue south of Sandy Boulevard to the terminus of Oregon's I-84 interchange project. The Airport Way improvement includes a 72-foot roadway section consisting of four travel lanes, a center left-turn lane, bikeways, and 10-foot border areas on both sides for sidewalks, landscaping, and illumination. Intersections with N.E. 122nd, 138th, 148th, 158th, and Sandy/181st avenues would be fully signalized and provided with left-turn refuges. Bus turnouts to accommodate Tri-County Metropolitan Transportation District (Tri-Met) service would be provided at a number of locations along Airport Way at approximately one-half mile intervals. The total project length is 4.2 to 4.3 miles, depending on the location option selected. Construction costs are estimated to range from $15.1 million to $15.5 million, depending on the option selected. The cost estimate could increase, based on the extent of mitigation required, that is, rights-of-way compensation and wetlands replacement. POSITIVE IMPACTS: Construction of Airport Way would result in improved east-west traffic movement; would provide traffic circulation, improved access to existing businesses and industries within the study area, and associated urban services to parcels currently lacking such services; would facilitate industrial development by providing improved access to industrially zoned land; and should reduce the response time of emergency service vehicles to this area. Land values are expected to increase with the construction. Employment associated with the anticipated industrial development is estimated at 16,890 new jobs. NEGATIVE IMPACTS: Construction activities would temporarily increase carbon monoxide levels and noise levels. The Build Alternative would require 30.9 to 31.9 acres of land and would disrupt three existing business operations. There would be a direct impact to 2.0 to 4.0 acres of wetlands, and 11.7 to 12.2 acres of natural vegetation would be removed. Direct and indirect impacts would result in conversion of 559 acres of agricultural land. Some loss of habitat would occur as a direct result of roadway construction, and certain species with low tolerance for human intrusion would decline. LEGAL MANDATES: Executive Order 11990. JF - EPA number: 860053, 149 pages and maps, February 13, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-06-85-D KW - Air Quality KW - Archaeological Sites KW - Community Development KW - Cost Assessments KW - Employment KW - Highway Structures KW - Highways KW - Land Use KW - Noise KW - Roads KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife KW - Oregon KW - Executive Order 11990, Wetlands UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-205+TO+I-84%2C+AIRPORT+WAY%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=I-205+TO+I-84%2C+AIRPORT+WAY%2C+MULTNOMAH+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: February 13, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OAKLAND TECHNOLOGY PARK PROJECT, CITIES OF AUBURN HILLS AND ROCHESTER HILLS, OAKLAND COUNTY, MICHIGAN. AN - 36396391; 676 AB - PURPOSE: Development of a technology research and development park, located in northern Oakland County in the cities of Auburn Hills and Rochester Hills, Michigan, is proposed. The technology park would consist of approximately 1,100 acres, situated on predominately undeveloped property and would be built over the next 10 years. The primary site would be a center for functions generically referred to as "High Tech Industry," which includes research and development, offices, and light industry. Anticipated, formally announced, or already existing functions for the park are, and will be, in related technology, office, research, and service industries. Chrysler Corporation plans to develop a 500-acre site within the park. This specific site will be bounded on the north by Galloway Creek, on the west by I-75, on the east by Squirrel Road, and on the south by Featherstone Road. Chrysler would generate approximately 12,000 transfer jobs and 8,000 new jobs. Significant additional development, both as a direct spin-off from the park and from tangentially related activities, is expected to occur in the primary impact area, with estimated job generation from this activity being a minimum of two times those generated by the primary site development. It is estimated that the total requirements for financing by local, county, state, and federal sources over the 10-year period, 1986-1995, would be in the neighborhood of $350 million. POSITIVE IMPACTS: The total potential employment benefit is estimated at approximately 40,000 direct jobs by 1995. The park development as proposed is estimated to produce approximately $850 million in additional revenues to state, county, and local communities during the period 1986 through 1995. NEGATIVE IMPACTS: During the proposed project period, it is estimated that $175 million in expenditures from federal, state, county, and local sources will be required to support needed infrastructure improvements, including roads, sewers, and water. Some displacement and relocation would occur. The preliminary site plan calls for removal of seven very small wetlands comprising approximately 13 acres. An additional 32-acre wetland area would be affected by the evaluation road. The development would result in loss of habitat for flora and fauna. Given the description of the proposed action, it is likely that some hazardous waste would be generated in the technology park. Increased development would also bring increased traffic congestion to the area. LEGAL MANDATES: Housing and Community Development Act of 1974 (42 U.S.C. 5301 et seq.). JF - EPA number: 860049, 335 pages, February 11, 1986 PY - 1986 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Community Development KW - Cost Assessments KW - Creeks KW - Employment KW - Floodplains KW - Historic Sites KW - Housing KW - Industrial Parks KW - Manufacturing KW - Relocations-Property Acquisitions KW - Research Facilities KW - Roads KW - Sewers KW - Urban Development KW - Wastes KW - Wetlands KW - Wildlife Habitat KW - Michigan KW - Housing and Community Development Act of 1974, Community Development Block Grants UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OAKLAND+TECHNOLOGY+PARK+PROJECT%2C+CITIES+OF+AUBURN+HILLS+AND+ROCHESTER+HILLS%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.title=OAKLAND+TECHNOLOGY+PARK+PROJECT%2C+CITIES+OF+AUBURN+HILLS+AND+ROCHESTER+HILLS%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Housing and Urban Development, Lansing, Michigan; HUD N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 11, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST HILLSBOROUGH EXPRESSWAY, INTERSTATE 275 to S.R. 597 (DALE MABRY HIGHWAY), HILLSBOROUGH COUNTY, FLORIDA. AN - 36395866; 667 AB - PURPOSE: Construction of a major high-type divided, limited-access roadway to serve local traffic in the north and northwest areas of Hillsborough County, in the vicinity of Tampa, Florida is proposed. The route would also form a vital part of a bypass route for I-275 around the Tampa metropolitan area. The general area for the proposed project begins at I-275 south of the Tampa International Airport and proceeds northerly and northeasterly in the northwest quadrant of Hillsborough County to a terminus at Dale Mabry Highway (SR 597) north of Van Dyke Road. The remainder of the overall bypass routing to I-75 will consist of two additional and separate projects. The first would include the improvement of Dale Mabry Highway from the terminus of this project northward to County Road 54 in Pasco County, and the second would be the improvement of County Road 54 from Dale Mabry eastward to I-75. The Northwest Hillsborough Expressway would be approximately 17 miles long, depending on the alternative route selected. The expressway between I-275 and Memorial Highway would involve the improvement of Eisenhower Boulevard to six and eight lanes and the addition of lanes where required in the interchange areas. The remainder of the project would be a new four-lane divided facility with median and paved shoulders. Access to the existing street network would be maintained through the local road system, frontage roads, and grade separated interchanges. The proposed roadway would typically require from 180 to 250 feet of rights-of-way. Basic project alternatives include one alternative from I-275 to 3,000 feet south of Gunn Highway (Eisenhower/West) and two alternatives north, from 3,000 feet south of Gunn Highway to 4,000 feet west of Dale Mabry Highway (Lake LeClare and Railroad). Two termini alternatives are included as the North Termini and South Termini for the north end of the proposed project. The project costs vary from $246 million to $252 million. POSITIVE IMPACTS: In addition to providing a new alternative route to existing congested roadways in northwest Hillsborough County, the project would provide for 50,000 average daily trips in the year 2010 for areas north of Hillsborough Avenue and more than 150,000 average daily trips south of Independence Parkway. NEGATIVE IMPACTS: The proposed project, depending on the alignment alternative chosen, would cause the relocation of from 111 to 121 residences, from 23 to 24 businesses, and 1 to 2 public or institutional facilities. Noise from the project would impact several residential areas. Five prehistoric sites, five nonsite loci, and an older home were identified in the vicinity of the proposed project. Wetlands and floodprone areas would be encountered throughout each alternative alignment and would require mitigative design considerations. Impacts during construction would include air, noise, and localized stormwater runoff pollution. Long-term operational impacts would include increased air pollution and noise in the immediate vicinity of the proposed facility. 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). JF - EPA number: 860048, 299 pages and maps, February 11, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-86-02-D KW - Air Quality KW - Archaeological Sites KW - Cost Assessments KW - Emissions KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida 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/36395866?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+HILLSBOROUGH+EXPRESSWAY%2C+INTERSTATE+275+to+S.R.+597+%28DALE+MABRY+HIGHWAY%29%2C+HILLSBOROUGH+COUNTY%2C+FLORIDA.&rft.title=NORTHWEST+HILLSBOROUGH+EXPRESSWAY%2C+INTERSTATE+275+to+S.R.+597+%28DALE+MABRY+HIGHWAY%29%2C+HILLSBOROUGH+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: February 11, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF ARIZONA FOREST HIGHWAY 1, STATE ROUTE 67, COCONINO COUNTY (PORTION), ARIZONA. AN - 36398172; 664 AB - PURPOSE: Reconstruction of 31 miles of Arizona Forest Highway 1 (State Route 67) from Jacob Lake to the boundary of the Grand Canyon National Park (North Rim) is proposed. The preferred alternative would closely follow the existing 22-foot paved roadway with minor exceptions. The proposal entails reconstructing and widening the existing 2-lane paved road to provide two 12-foot travel lanes, two 2-foot paved shoulders, two 5-foot gravel side-slopes, and a 5- to 10-foot grass ditch for surface and subsurface drainage. In poorly drained subgrade areas, the roadbed would be subexcavated and replaced with granular material, and the gradeline (elevation) would be raised an average of two feet to provide drainage. Small pulloffs would also be provided where needed. The current prevailing horizontal design speed or maximum safe driving speed of 45 mph would be maintained after reconstruction, with improvement of four substandard horizontal turning curves. The current prevailing vertical design speed of 25 to 40 mph would be improved to 45 mph to match the horizontal alignment by flattening vertical rolling curves over approximately 5 percent of the project. US89A north of Jacob Lake has a design similar to this proposal. The preferred alternative for the intersection improvement at Jacob Lake would be relocated approximately 300 feet northeasterly on a continuous curve. Route 67 would connect to US89A, forming a T-intersection to relieve the complex and chaotic through-traffic /parking/pedestrian movements at the present intersection. Cost of the project is estimated at $15 million to $20 million. POSITIVE IMPACTS: Reconstruction of the road would increase the clearing and lateral sight distance along the road. This should decrease roadkill potential by providing motorists with more time and space to observe and avoid crossing wildlife. Visual resources would be improved, particularly on the northern, forested portion of the route. In poorly drained subgrade areas, the road would be raised an average of two feet to improve drainage and prevent overtopping or subgrade saturation during peak runoff. Many safety features of the road would be improved, such as approach road intersections and pullouts. Bicycles would be more safely accommodated with the wider lanes and shoulders. Road structure and drainage would be improved. NEGATIVE IMPACTS: The preferred alternative would require removal of existing vegetation in an average 21-foot wide band, usually along one side of the existing road. Approximately 79 acres of forest and meadow would be converted to road use. The project might contribute minor temporary erosion and sedimentation. Noise levels in certain areas might be adversely impacted. It is possible that the preferred alternative would encroach on 20 archaeological sites, primarily the remains of prehistoric Indian hunting camps. Seventeen of the sites were recommended as eligible for the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 860046, 151 pages and maps, February 10, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-FPAZ-EIS-86-1-D KW - Archaeological Sites KW - Cost Assessments KW - Cultural Resources KW - Easements KW - Forests KW - Highways KW - Minorities KW - Noise KW - Parking KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wilderness KW - Wildlife KW - Wildlife Habitat KW - Arizona KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398172?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+ARIZONA+FOREST+HIGHWAY+1%2C+STATE+ROUTE+67%2C+COCONINO+COUNTY+%28PORTION%29%2C+ARIZONA.&rft.title=RECONSTRUCTION+OF+ARIZONA+FOREST+HIGHWAY+1%2C+STATE+ROUTE+67%2C+COCONINO+COUNTY+%28PORTION%29%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Denver, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 10, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 36 FROM 0.5 MILE SOUTH OF SELDOM SEEN ROAD TO RUSKIRK HOLLOW ROAD, ALLEGANY COUNTY, MARYLAND. AN - 36385944; 669 AB - PURPOSE: Construction of a two-lane highway on new location bypassing the town of Lonaconing from 0.5 mile south of Seldom Seen Road to Buskirk Hollow Road in Allegany County, Maryland is proposed. This is the last segment of Maryland Route 36 between Westernport and Frostburg that has not been improved. Four Build Alternatives in addition to the No Build Alternative are considered. The Build Alternatives propose to relocate Maryland Route 36 away from the center of Lonaconing. The proposed typical section consists of a two-lane, 24-foot roadway with 10-foot shoulders and 16 feet of safety grading. The 10-foot shoulders would be widened to 12 feet to serve as climbing lanes where needed. All Build Alternatives were developed using minimum 50 mph design speed criteria or better. Access to any of the bypass alternatives is proposed only at those locations where existing or relocated roads would be crossed at-grade. In all cases, access would be provided at existing Maryland Route 36 at each end of the project and at Buskirk Hollow Road. Alternates 1 and 5 bypass Lonaconing to the east. Alternates 2 and 2A bypass Lonaconing to the west. Each pair of alternates shares a common point at which each is divided into two segments. The segments of each pair of alternates can be recombined to form two additional alternates. The No Build Alternative would provide no improvements to the existing two-lane highway. Normal maintenance would continue for both the roadway and bridges. The existing roadway width varies from 20 to 30 feet and there are no turning lanes. The No Build Alternative would be incompatible with the recently constructed segment of Maryland Route 36 to the south and the segment to the north, which is currently in final design. Estimated costs for Alternatives 1, 2, 2A, and 5 would be $36.2, $28.7, $27.9, and $38.1 million, respectively. POSITIVE IMPACTS: The proposed improvements would alleviate the impacts of through traffic, especially trucks, in Lonaconing. The project would allow traffic to move efficiently through the area and should ease traffic congestion and allow increased speeds, reducing the amount of air pollutants contributed per vehicle. Highway safety would also be improved. NEGATIVE IMPACTS: Alternates 1 and 5 would require the relocation of 23 and 19 families, respectively. Alternates 2 and 2A would result in the relocation of 43 and 42 families, respectively. Alternates 1, 2, 2A, and 5 would require the acquisition of 70.1, 35.0, 44.5, and 95.1 acres of woodlands; 0.27, 0.30, 0.13, and 0.04 acres of wetlands; and 9.1, 8.8, 5.0, and 0.7 acres of 100-year floodplains, respectively. Alternates 1 and 5 would each require five stream crossings, while Alternate 2 would require six stream crossings and Alternate 2A would require seven stream crossings. Alternates 2 and 2A would each require approximately nine acres of rights-of-way from the Lonaconing Historic District. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (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: 860040, 150 pages and maps, February 6, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-86-02-D KW - Creeks KW - Cost Assessments KW - Cultural Resources KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wildlife KW - Wildlife Habitat KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Executive Order 11990, 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/36385944?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-02-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+36+FROM+0.5+MILE+SOUTH+OF+SELDOM+SEEN+ROAD+TO+RUSKIRK+HOLLOW+ROAD%2C+ALLEGANY+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+36+FROM+0.5+MILE+SOUTH+OF+SELDOM+SEEN+ROAD+TO+RUSKIRK+HOLLOW+ROAD%2C+ALLEGANY+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: February 6, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 199 FROM ROUTE 5 IN JAMES CITY COUNTY TO INTERSTATE 64 IN YORK COUNTY, VIRGINIA. AN - 36403677; 630 AB - PURPOSE: Construction of a four-lane, divided, controlled-access highway within the counties of James City and York, Virginia is proposed. The proposed southern project terminus is in the vicinity of the intersection of completed Route 199 and Route 5 in James City County. The proposed northeastern project terminus is in the vicinity of the existing I-64 interchange with Route 646. Each alignment alternative provides access at Routes 5, 615, 612, 60, 646, an access to the Warhill Tract, and I-64. Alternatives being considered include Alignment A and Alignment D, the two primary alternatives, and Alignments A-1 and A-2, relatively short secondary alignments proposed to solve specific problems. In addition, a No Build alternative is considered. The proposed project would connect via interchanges at Route 60 and I-64. The remainder of the access points would be initially at-grade; however, sufficient rights-of-way would be acquired to accommodate the construction of the interchanges when traffic demand warrants it. Initially, an interchange at I-674 and Route 60 would be built, and ultimately two interchanges at 615 and 612 would be added. There would be two at-grade intersections in addition to these interchanges, one being Route 646 and the other, access to the Warhill Tract. A minimum rights-of-way width of 200 feet would be required. Construction of the approximately 7.4- or 8.1-mile project (the length depending on the alternative selected) would be primarily on new location. Total project costs vary from $26.8 to $28.5 million, including the ultimate interchange at Routes 615 and 612. POSITIVE IMPACTS: Construction of the proposed project would provide increased carrying capacity to the existing highway system and would tie together the existing road system, making it more functional. Designed to supplement the existing highway system, the proposed action would safely accommodate high-speed traffic movement in the area, would facilitate the movement of emergency and rescue equipment, would improve access to several schools, and would help implement the transportation planning goals (which would reduce through traffic and congestion in Williamsburg and its pedestrian-oriented areas of Colonial Williamsburg and the College of William and Mary) of James City County, York County, the Metropolitan Planning Organization, and the Peninsula Planning District Commission. A significant reduction in energy consumption would result from each of the build alternatives. NEGATIVE IMPACTS: The proposed project would result in the displacement and relocation of 8 to 14 families and perhaps 1 business. It would convert approximately 157 to 187 acres of undeveloped forestland, 22 to 27 acres of agricultural land, and 8 to 22 acres of wetlands to highway rights-of-way, depending on the build alternative selected. Disruption of 17 to 19 potential archaeological sites and a colony of small-whorled pogonias, a federally listed endangered plant species, would be impacted by Alignment A. 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 860028, 161 pages and maps, January 31, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-86-01-D KW - Archaeological Sites Surveys KW - Cost Assessments KW - Emission Control KW - Endangered Species (Plants) KW - Energy Consumption Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife KW - Virginia 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 - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403677?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+199+FROM+ROUTE+5+IN+JAMES+CITY+COUNTY+TO+INTERSTATE+64+IN+YORK+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+199+FROM+ROUTE+5+IN+JAMES+CITY+COUNTY+TO+INTERSTATE+64+IN+YORK+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 - Draft. Preparation date: January 31, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - YERBA BUENA ROAD/SYLVANDALE AVENUE CONNECTION, SAN JOSE, CALIFORNIA. AN - 36401333; 625 AB - PURPOSE: Construction of an interchange at the intersection of Yerba Buena Road and U.S. Highway 101, construction of a bridge to carry Yerba Buena Road over Coyote Creek, and widening of a short section of Sylvandale Avenue are proposed to complete Yerba Buena Road /Sylvandale Avenue as an arterial connection in the Evergreen area of San Jose, California. The first component of the project would involve widening Sylvandale Avenue from two to three lanes between Senter Road and Yerba Buena Road in the vicinity of Sylvandale Junior High School. The second component would involve construction of a two-lane bridge with a width of 50 feet to accommodate the two lanes and two eight-foot shoulders and two five-foot sidewalks. The third component of the project would involve construction of an undercrossing and full interchange at the intersection of Yerba Buena Road and U.S. 101. The undercrossing would have four through lanes, a left-turn lane, bicycle lanes, and sidewalks. Due to the proximity of the interchange to the existing Capitol Expressway /U.S. 101 interchange, the project would incorporate a system of ramps and collector/distributor frontage roads to minimize the number of entrances to and exits from the freeway. Cost of the project is estimated at $20.9 million. POSITIVE IMPACTS: Completion of the Yerba Buena Road/Sylvandale Avenue arterial connection from Senter Road to San Felipe Road would improve traffic circulation, delivery of trucks, and police service; reduce pollutant levels in the immediate area; and further the San Jose General Plan and California Urban Strategy Plan. Reserve roadway capacity would be available to accommodate traffic if peak-hour trip reductions were not achieved or more trips are generated in the Evergreen area as a result of delay in industrial development. NEGATIVE IMPACTS: Excavation in association with the project could result in the loss of archaeological artifacts located in the area, particularly in the vicinity of Coyote Creek. The removal of trees and vegetation would degrade area aesthetics, and grading for the Coyote Creek bridge could increase erosion. The interchange and bridge structure would be subject to strong ground shaking and potential liquefaction during an earthquake on one of the regional faults. Substantial increases in noise levels along Yerba Buena Road and Sylvandale Avenue would occur as a result of higher traffic volumes. The project would remove land from the Sylvandale Junior High School recreational field, and a portion of Ramblewood Park would be displaced by an off-ramp from southbound U.S. 101. The bridge would be constructed over the Coyote Creek Parkway Chain, an open-space area. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470(f). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0078D, Volume 8, Number 2. JF - EPA number: 860030, 259 pages, January 31, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-13-F KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Geologic Surveys KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Roads KW - Schools KW - Section 4(f) Statements KW - Seismic Surveys KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - California KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401333?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=YERBA+BUENA+ROAD%2FSYLVANDALE+AVENUE+CONNECTION%2C+SAN+JOSE%2C+CALIFORNIA.&rft.title=YERBA+BUENA+ROAD%2FSYLVANDALE+AVENUE+CONNECTION%2C+SAN+JOSE%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: January 31, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELTWAY 8, SECTION III, FROM US59(S) TO IH10(W), HARRIS COUNTY, TEXAS. AN - 36384540; 628 AB - PURPOSE: Construction of an approximately 10.1 mile section of the proposed 87.5 mile circumferential freeway, designated as Beltway 8, encircling the city of Houston, Texas is proposed. This section, referred to as Section III of proposed Beltway 8, traverses between US59(S) and IH10(W) in the southwestern portion of Harris County and includes interchanges at these termini. The preferred alternative would be a fully controlled-access facility with six main lanes and three-lane continuous frontage roads in each direction on a usual rights-of-way width of 300 feet. Within the corridor rights-of-way are intermittent segments of constructed roadways varying in width from two to four lanes. The southern portion of the proposed project basically follows the existing alignment of Roark Road, a two-lane facility, between Harwin Drive and US59(S). Roark Road would be removed and replaced by the proposed freeway facility. There would be interchanges at the termini of the facility and at intersections with major thoroughfares. Multilevel interchanges with direct connections are planned for US59(S) and IH10(W). Diamond interchanges are proposed at major thoroughfare intersections, except where depressed sections on Beltway 8 are proposed. Entrance and exit ramps would generally be provided at interchange locations. Ramps would be in a diamond interchange pattern. The approximate rights-of-way and utility adjustment costs would be $81 million and construction expenses are estimated at $242.9 million, for a total cost of $323.9 million. POSITIVE IMPACTS: Accessibility to needed activities and services in the expanding southwestern portion of Harris County would be improved. Beltway 8 would ultimately also serve as a bypass route around the highly developed areas of Houston. NEGATIVE IMPACTS: Nine residences and nine businesses would be displaced by the proposed facility. Sixteen sites would have future noise levels that equal or exceed the 70 dBV(A) noise abatement criteria if noise barriers are not constructed. There would be a loss of suitable habitat for various forms of wildlife. Secondary population impacts would degrade air quality; increase burdens on community services; and create a greater demand for utilities, water supplies, solid waste disposal sites, and sewage treatment facilities. LEGAL MANDATES: Clean Air Act of 1970 (42 U.S.C. 1857 et seq.), Department of Transportation Act of 1966 (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: 860024, 272 pages and maps, January 25, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-75-05-F KW - Air Quality KW - Cost Assessments KW - Emission Standards KW - Energy Consumption KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Waste Disposal KW - Wastewater KW - Wildlife Habitat KW - Texas KW - Clean Air Act of 1970, Emission Standards KW - Department of Transportation 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/36384540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELTWAY+8%2C+SECTION+III%2C+FROM+US59%28S%29+TO+IH10%28W%29%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=BELTWAY+8%2C+SECTION+III%2C+FROM+US59%28S%29+TO+IH10%28W%29%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 - Final. Preparation date: January 25, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATION OF U.S. ROUTE 422 FROM THE CITY OF SOLON, CUYAHOGA COUNTY, THROUGH BAINBRIDGE AND AUBURN TOWNSHIPS, GEAUGA COUNTY, OHIO: CUY-GEA-422-18.40-0.00 AND 3.19. AN - 36402676; 627 AB - PURPOSE: Construction of an 11.5 mile, east-west section of U.S. Route 422 on new alignment in Cuyahoga and Geauga counties, Ohio is proposed. Approximately 2.4 miles of the facility would be located in the city of Solon in Cuyahoga County, 4.9 miles in Bainbridge Township, and 4.2 miles in Auburn Township in Geauga County. The proposed project would begin just east of an existing interchange at State Route (S.R.) 91 (S.O.M. Center Road) in Solon, Ohio and extend to just east of S.R. 44 in Auburn Township to connect with the LaDue Reservoir causeway. The new facility would consist of a 4-lane limited-access freeway with a 60-foot grass median. Each lane would be 12 feet wide. Paved shoulders would be provided for emergency parking. The entire length of the facility would be fenced. Rights-of-way would average 300 feet wide, depending on the terrain and whether the highway section is in cut or fill. Interchanges would be provided at Chillicothe Road (S.R. 306) and at Ravenna Road (S.R. 44) allowing access and egress for both east- and westbound traffic. Approximately 30 percent of the facility would be at grade, 32 percent in cut, and 38 percent above grade. Fourteen bridges would be constructed as part of the proposed action. Service roads would be provided from Liberty Road north of and paralleling the proposed alignment for one mile east and at Snyder Road south of and paralleling the proposed alignment for 0.6 mile east. Service roads would be constructed to connect with Chagrin Road to maintain access for residents on West View Drive north of the alignment and for residents on Millbrook Drive south of the alignment to connect with Bainbridge Road. Estimated construction cost of the entire proposed project is $54.6 million. POSITIVE IMPACTS: The project would result in improved access and traffic circulation and increased motorist safety on adjacent routes now used for access to U.S. Route 422. Improved access would be provided for emergency vehicles and to LaDue Reservoir, Sea World, and Geauga Lake parks. The project might enhance development, resulting in increased tax revenues for the area. Noise levels would be reduced on existing roads. New edge habitat would be created. NEGATIVE IMPACTS: A freeway facility would be introduced into a relatively undeveloped portion of Geauga County. The facility would be expected to accelerate the already occurring land use changes from rural to low-density single housing. Noise levels would increase along the project corridor. Approximately 2,800 feet of channel modification of year-round flowing streams would be required. The permanent loss of 312 acres of prime farmland, of which 218 acres are wooded, would result from the project. Wildlife would be displaced, and 251 acres of woodlands, 127 acres of agricultural land, vacant land, and old field habitat would be lost. The project would take 6.5 acres of wetlands. Rights-of-way have been purchased, and 40 persons, one business, and a township maintenance facility have been successfully relocated. The proposed project may require the discharge of dredged or fill material into streams, wetlands, or other waters. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Executive Order 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 860010, 204 pages and maps, January 9, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-OHIO-EIS-86-01-D KW - Bridges KW - Channels KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Ohio KW - Endangered Species Act of 1973, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402676?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+U.S.+ROUTE+422+FROM+THE+CITY+OF+SOLON%2C+CUYAHOGA+COUNTY%2C+THROUGH+BAINBRIDGE+AND+AUBURN+TOWNSHIPS%2C+GEAUGA+COUNTY%2C+OHIO%3A+CUY-GEA-422-18.40-0.00+AND+3.19.&rft.title=RELOCATION+OF+U.S.+ROUTE+422+FROM+THE+CITY+OF+SOLON%2C+CUYAHOGA+COUNTY%2C+THROUGH+BAINBRIDGE+AND+AUBURN+TOWNSHIPS%2C+GEAUGA+COUNTY%2C+OHIO%3A+CUY-GEA-422-18.40-0.00+AND+3.19.&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: January 9, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE ROUTE 8 AND STATE ROUTE 125 INTERCHANGE, EL CAJON AND LA MESA, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1981). AN - 36397295; 624 AB - PURPOSE: Revision of the existing interchange at Interstate Route 8 (I-8) and State Route 125 in the cities of El Cajon and La Mesa, San Diego County, California is proposed. This supplement to the final environmental impact statement proposes a new preferred alternative. Three vernal pools have been discovered in the project area, and one federally listed plant species, mesa mint, is present in one pool. The connection has been redesigned to avoid the vernal pools and their watershed. An Environmentally Sensitive Area would be established, and construction would be monitored to prevent inadvertent impacts. In place of the 8-lane T-intersection, a northward extension would bridge over Fletcher Parkway and turn eastward to connect with the existing intersection of Fletcher Parkway and Amaya Drive. This alternative would begin at La Suvida Drive and run northward, then eastward on new rights-of-way to join the existing intersection of Fletcher Parkway and Amaya Drive. The roadway would be paved for an 8-lane divided freeway only as far north as the approach to the bridge over Fletcher Parkway. From this point, the roadway would continue northward, with four lanes on the ultimate northbound side. Approximately 0.2 mile north of La Suvida Drive, there would be a crossover, and two lanes in each direction would share the ultimate northbound pavement. After bridging over Fletcher Parkway, the roadway would become an on- and off-ramp with two lanes northbound and one lane southbound, connecting with the existing intersection of Fletcher Parkway and Amaya Drive. The southbound bridge across Alvarado Canyon would be included in the future project extending Route 125 northward to Route 52. Rights-of-way would be acquired to accommodate the ultimate 8-lane roadway. North of Fletcher Parkway, only sufficient rights-of-way to construct the four lanes and the loop of Alternate 2 would be acquired. The current estimated cost is $19.9 million. The construction period would be approximately two years. POSITIVE IMPACTS: Revision would provide a safer, more efficient transportation facility. Congestion along the project corridor would be reduced. NEGATIVE IMPACTS: Views into and through Alvarado Canyon would be partially blocked by the bridge, support embankments, and columns. The character of the north finger canyon would be completely lost due to the increase in elevation of the canyon floor with 35 feet of fill. The earthwork would result in the removal of approximately four acres of the existing vegetation. Up to four eucalyptus trees could be removed near the creek bed. The openness and naturalness of the canyon floor would be somewhat diminished by the covering effect of the bridge. Users of La Mesita Park would have a partial view of the bridge and ramp embankment, which is considered a significant impact. If all mitigation measures are implemented, however, the visual impacts would be reduced to nonsignificance. Acquisition of 65 acres, including 33 acres of inland scrub vegetation, would displace 168 residential units and 15 businesses, eliminating 80 jobs. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), 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 environmental impact statements, see 80-0248D, Volume 4, Number 3, and 81-0776F, Volume 5, Number 10, respectively. JF - EPA number: 860009, 45 pages and a map, January 9, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-79-06-D(S) KW - Air Quality KW - Bridges KW - Cost Assessments KW - Cultural Resources KW - Endangered Species (Plants) KW - Highway Structures KW - Highways KW - Landfills KW - Noise KW - Recreation KW - Relocations-Property Acquisitions KW - Roads KW - Scenic Areas KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Watersheds KW - Wildlife KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36397295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+ROUTE+8+AND+STATE+ROUTE+125+INTERCHANGE%2C+EL+CAJON+AND+LA+MESA%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1981%29.&rft.title=INTERSTATE+ROUTE+8+AND+STATE+ROUTE+125+INTERCHANGE%2C+EL+CAJON+AND+LA+MESA%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1981%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: January 9, 1986 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED EXTENSION OF MCINTIRE ROAD, CHARLOTTESVILLE, ALBEMARLE COUNTY, VIRGINIA. AN - 36392624; 629 AB - PURPOSE: Construction of an extension and improvements to McIntire Road, located in the city of Charlottesville, Albemarle County, Virginia, are proposed. The existing road is a 4,300-foot, two-lane facility, which currently serves traffic to downtown Charlottesville. It connects with Preston Avenue at its southern terminus and the Route 250 Bypass at its northern terminus. The extension would run from the 250 Bypass to Rio Road and would be located in both the city of Charlottesville and Albemarle County. Three alternatives and a No Build Alternative are proposed. Alternative A would involve widening existing McIntire Road to four lanes plus a parking lane and improving intersections with local cross streets. The four-lane road would be extended from the 250 Bypass north to Melbourne Road. This 1.6 mile extension would pass through McIntire Park to the west of Schenks Branch, intersect with Melbourne Road at-grade, then roughly follow the west side of Meadow Creek, turning eastward to meet with Rio Road. The alternative would include a 16-foot wide grass median and bicycle path along the length of the facility. Within McIntire Park, the median would vary in width from 16 to 210 feet, and the north- and southbound lanes would be vertically separated. From Preston Avenue to the 250 Bypass, a 9-foot sidewalk would be installed on the west side; the existing sidewalk on the east side would be retained. This alternative would cost approximately $13.4 million. Alternative B is similar to Alternative A, except that it would avoid passing through McIntire Park by swinging east. Beginning at approximately Harris Street, McIntire Road would be relocated to the east of the existing tennis courts, intersecting the 250 Bypass approximately 450 feet east of the present intersection. The alignment would continue north on the east side of Schenks Branch, intersect with Melbourne Road, then join the Alternative A alignment. This alternative would cost approximately $15.1 million. Alternative D is also similar to Alternative A, except that there would be a grade-separated interchange at the 250 Bypass and a median of varying width (16 to 210 feet), with vertical separation of the north- and southbound lanes from Melbourne Road north to the project limits. This alternative would cost approximately $19.5 million. POSITIVE IMPACTS: A short-term benefit would be construction employment opportunities and increased revenues for local construction firms and construction-related businesses. The primary land use impact of all of the build alternatives would be to encourage residential development in the Rio Road area of Albemarle County. The principal effect of the build alternatives would be to reduce traffic congestion. The separate sidewalk and bicycle path would provide safer and more convenient routes for pedestrians and cyclists. NEGATIVE IMPACTS: Temporary impacts would include traffic delays and increased noise, dust, and auto emissions. Alternative A would displace three families; Alternative B, three families, a school, and a rescue squad; and Alternative D, four families, a rescue squad, a city-owned construction shop, and tennis courts. Under all alternatives, there would be a loss in the city tax base due to taking of private property. Alternative A would require taking approximately 12.4 acres of McIntire Park and Alternative D, 13.8 acres. Alternative A would pass through Sensitive Archaeological Zone 3; Alternative B, through Zones 1, 2, and 3; and Alternative D, through Zone 3. All alternatives would be man-made intrusions into somewhat natural environments. All of the build alternatives would increase noise over the No Build Alternative. Each of the build alternatives would remove between 12 and 24 acres of forested land at various locations. During operations of the build alternatives, Alternative A would require the least energy. LEGAL MANDATES: Clean Air Act of 1970 (42 U.S.C. 1857 et seq.), Department of Transportation Act of 1966 (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: 860008, 125 pages and maps, January 9, 1986 PY - 1986 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-85-02-0 KW - Air Quality KW - Archaeological Sites KW - Community Development KW - Cost Assessments KW - Creeks KW - Emissions KW - Employment KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Trails KW - Wildlife KW - Virginia KW - Clean Air Act of 1970, Emission Standards KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392624?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+EXTENSION+OF+MCINTIRE+ROAD%2C+CHARLOTTESVILLE%2C+ALBEMARLE+COUNTY%2C+VIRGINIA.&rft.title=PROPOSED+EXTENSION+OF+MCINTIRE+ROAD%2C+CHARLOTTESVILLE%2C+ALBEMARLE+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 - Draft. Preparation date: January 9, 1986 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Use of computer spread sheets in geotechnical design and review AN - 51514392; 2007-004750 JF - Proceedings of the Annual Highway Geology Symposium AU - Remboldt, Michael D AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 399 EP - 424 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - stabilization KW - embankments KW - retaining walls KW - footings KW - bearing capacity KW - microcomputers KW - data processing KW - engineering geology KW - computers KW - sensitivity analysis KW - piles KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514392?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Use+of+computer+spread+sheets+in+geotechnical+design+and+review&rft.au=Remboldt%2C+Michael+D%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Remboldt&rft.aufirst=Michael&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=399&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 6 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - bearing capacity; computers; data processing; design; embankments; engineering geology; footings; microcomputers; piles; retaining walls; sensitivity analysis; stabilization ER - TY - JOUR T1 - Evaluation of nonlinear stabilized rotational stiffness of pile groups AN - 51514366; 2007-004748 JF - Proceedings of the Annual Highway Geology Symposium AU - Norris, Gary AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 331 EP - 386 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - strain KW - bearing capacity KW - shear stress KW - stress KW - stiffness KW - data processing KW - elastic constants KW - displacements KW - Humboldt County Nevada KW - Winnemucca Nevada KW - models KW - computer programs KW - Rose Creek Bridge KW - piles KW - bridges KW - roads KW - Nevada KW - Young's modulus KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514366?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Evaluation+of+nonlinear+stabilized+rotational+stiffness+of+pile+groups&rft.au=Norris%2C+Gary%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Norris&rft.aufirst=Gary&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=331&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 15 N1 - PubXState - GA N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - bearing capacity; bridges; computer programs; data processing; displacements; elastic constants; Humboldt County Nevada; models; Nevada; piles; roads; Rose Creek Bridge; shear stress; stiffness; strain; stress; United States; Winnemucca Nevada; Young's modulus ER - TY - JOUR T1 - Statistical analyses of factors related to rock slope stability in eastern Tennessee AN - 51514336; 2007-004731 JF - Proceedings of the Annual Highway Geology Symposium AU - Ryan, Patrick T AU - Torbett, C Allen AU - Drumm, Eric C AU - Kane, William F AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 27 EP - 41 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - North America KW - failures KW - geologic hazards KW - Blue Ridge Province KW - eastern Tennessee KW - statistical analysis KW - Appalachians KW - models KW - factors KW - mass movements KW - Tennessee KW - slope stability KW - rockslides KW - regression analysis KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514336?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Statistical+analyses+of+factors+related+to+rock+slope+stability+in+eastern+Tennessee&rft.au=Ryan%2C+Patrick+T%3BTorbett%2C+C+Allen%3BDrumm%2C+Eric+C%3BKane%2C+William+F%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Ryan&rft.aufirst=Patrick&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=27&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 8 N1 - PubXState - GA N1 - Document feature - illus. incl. 2 tables, sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Appalachians; Blue Ridge Province; eastern Tennessee; factors; failures; geologic hazards; mass movements; models; North America; regression analysis; rockslides; slope stability; statistical analysis; Tennessee; United States ER - TY - JOUR T1 - Dynamic pile monitoring and pile load tests in unconsolidated sands and gravels, Wyoming AN - 51514246; 2007-004746 JF - Proceedings of the Annual Highway Geology Symposium AU - Schulte, Michael P AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 302 EP - 310 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - soil mechanics KW - sand KW - monitoring KW - clastic sediments KW - North Platte River KW - settlement KW - gravel KW - Wyoming KW - foundations KW - dynamics KW - sediments KW - load tests KW - unconsolidated materials KW - piles KW - bridges KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514246?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Dynamic+pile+monitoring+and+pile+load+tests+in+unconsolidated+sands+and+gravels%2C+Wyoming&rft.au=Schulte%2C+Michael+P%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Schulte&rft.aufirst=Michael&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=302&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - PubXState - GA N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - bridges; clastic sediments; design; dynamics; foundations; gravel; load tests; monitoring; North Platte River; piles; sand; sediments; settlement; soil mechanics; unconsolidated materials; United States; Wyoming ER - TY - JOUR T1 - Geology of Montana AN - 51514073; 2007-004729 JF - Proceedings of the Annual Highway Geology Symposium AU - Berg, Richard S AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 2 EP - 10 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - upper Precambrian KW - Precambrian KW - Paleozoic KW - igneous rocks KW - Proterozoic KW - areal geology KW - Mesozoic KW - Montana KW - Cenozoic KW - sedimentary rocks KW - Archean KW - 13:Areal geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514073?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Geology+of+Montana&rft.au=Berg%2C+Richard+S%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Berg&rft.aufirst=Richard&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=2&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 13 N1 - PubXState - GA N1 - Document feature - illus. incl. geol. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Archean; areal geology; Cenozoic; igneous rocks; Mesozoic; Montana; Paleozoic; Precambrian; Proterozoic; sedimentary rocks; United States; upper Precambrian ER - TY - JOUR T1 - Survey of non-destructive wave propagation testing methods for the construction industry AN - 51514072; 2007-004747 JF - Proceedings of the Annual Highway Geology Symposium AU - Olson, Larry D AU - Church, Edward O AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 311 EP - 330 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - P-waves KW - body waves KW - geophones KW - monitoring KW - penetration tests KW - guided waves KW - cone penetration tests KW - stiffness KW - statistical analysis KW - elastic waves KW - elastic constants KW - Rayleigh waves KW - foundations KW - surface waves KW - soil-structure interface KW - velocity KW - testing KW - propagation KW - seismic waves KW - shear modulus KW - construction KW - S-waves KW - regression analysis KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514072?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Survey+of+non-destructive+wave+propagation+testing+methods+for+the+construction+industry&rft.au=Olson%2C+Larry+D%3BChurch%2C+Edward+O%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Olson&rft.aufirst=Larry&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=311&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 15 N1 - PubXState - GA N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - body waves; cone penetration tests; construction; elastic constants; elastic waves; foundations; geophones; guided waves; monitoring; P-waves; penetration tests; propagation; Rayleigh waves; regression analysis; S-waves; seismic waves; shear modulus; soil-structure interface; statistical analysis; stiffness; surface waves; testing; velocity ER - TY - JOUR T1 - Roadway stabilization using a tieback wall AN - 51514054; 2007-004743 JF - Proceedings of the Annual Highway Geology Symposium AU - Franceski, John A AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 261 EP - 266 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - stabilization KW - retaining walls KW - Mesa Verde National Park KW - grouting KW - Montezuma County Colorado KW - anchors KW - Colorado KW - slope stability KW - construction KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514054?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Roadway+stabilization+using+a+tieback+wall&rft.au=Franceski%2C+John+A%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Franceski&rft.aufirst=John&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=261&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - anchors; Colorado; construction; design; grouting; Mesa Verde National Park; Montezuma County Colorado; retaining walls; roads; slope stability; stabilization; United States ER - TY - JOUR T1 - Application of personal computer models for the stability analysis of three land slides near Vail, Colorado AN - 51514030; 2007-004739 JF - Proceedings of the Annual Highway Geology Symposium AU - Turner, A Keith AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 158 EP - 176 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - Vail Colorado KW - United States KW - monitoring KW - geologic hazards KW - inclinometers KW - drainage KW - data processing KW - stability KW - mechanism KW - models KW - landslides KW - computers KW - pressuremeters KW - Battle Mountain KW - Eagle County Colorado KW - sensitivity analysis KW - mass movements KW - drilling KW - Colorado KW - slope stability KW - Wolcott Colorado KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514030?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Application+of+personal+computer+models+for+the+stability+analysis+of+three+land+slides+near+Vail%2C+Colorado&rft.au=Turner%2C+A+Keith%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Turner&rft.aufirst=A&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=158&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 10 N1 - PubXState - GA N1 - Document feature - illus. incl. sects., 1 table, sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Battle Mountain; Colorado; computers; data processing; drainage; drilling; Eagle County Colorado; geologic hazards; inclinometers; landslides; mass movements; mechanism; models; monitoring; pressuremeters; sensitivity analysis; slope stability; stability; United States; Vail Colorado; Wolcott Colorado ER - TY - JOUR T1 - A time-based model to help evaluate future stability of cut slopes AN - 51514008; 2007-004734 JF - Proceedings of the Annual Highway Geology Symposium AU - Miller, Stanley M AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 87 EP - 99 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - models KW - failures KW - shear strength KW - Monte Carlo analysis KW - stress KW - statistical analysis KW - prediction KW - atmospheric precipitation KW - histograms KW - slope stability KW - simulation KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514008?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=A+time-based+model+to+help+evaluate+future+stability+of+cut+slopes&rft.au=Miller%2C+Stanley+M%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Miller&rft.aufirst=Stanley&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=87&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 10 N1 - PubXState - GA N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - atmospheric precipitation; failures; histograms; models; Monte Carlo analysis; prediction; shear strength; simulation; slope stability; statistical analysis; stress ER - TY - JOUR T1 - Refraction seismic study to explore a borrow source in a remote area AN - 51513919; 2007-004749 JF - Proceedings of the Annual Highway Geology Symposium AU - Ludowise, Harry AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 387 EP - 398 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - Panama KW - geophones KW - geophysical surveys KW - seismicity KW - bearing capacity KW - surveys KW - seismographs KW - refraction KW - Darien KW - Central America KW - exploration KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51513919?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Refraction+seismic+study+to+explore+a+borrow+source+in+a+remote+area&rft.au=Ludowise%2C+Harry%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Ludowise&rft.aufirst=Harry&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=387&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 4 N1 - PubXState - GA N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - bearing capacity; Central America; Darien; exploration; geophones; geophysical surveys; Panama; refraction; seismicity; seismographs; surveys ER - TY - JOUR T1 - Polymer geogrid reinforced soil slopes replace retaining walls AN - 51513888; 2007-004741 JF - Proceedings of the Annual Highway Geology Symposium AU - Cowell, Michael J AU - Anderson, Ron AU - Anderson, Bob AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 198 EP - 211 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - soils KW - embankments KW - earthworks KW - retaining walls KW - earth pressure KW - reinforced materials KW - geogrids KW - slope stability KW - polymers KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51513888?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Polymer+geogrid+reinforced+soil+slopes+replace+retaining+walls&rft.au=Cowell%2C+Michael+J%3BAnderson%2C+Ron%3BAnderson%2C+Bob%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Cowell&rft.aufirst=Michael&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=198&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 7 N1 - PubXState - GA N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - earth pressure; earthworks; embankments; geogrids; polymers; reinforced materials; retaining walls; slope stability; soils ER - TY - JOUR T1 - Analysis and rehabilitation of aging rock slopes AN - 51513861; 2007-004733 JF - Proceedings of the Annual Highway Geology Symposium AU - Abramson, Lee W AU - Daly, William J AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 56 EP - 86 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - stabilization KW - failures KW - embankments KW - geologic hazards KW - analysis KW - feasibility studies KW - case studies KW - tunnels KW - North Carolina KW - mass movements KW - slope stability KW - rockslides KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51513861?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Analysis+and+rehabilitation+of+aging+rock+slopes&rft.au=Abramson%2C+Lee+W%3BDaly%2C+William+J%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Abramson&rft.aufirst=Lee&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=56&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 29 N1 - PubXState - GA N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - analysis; case studies; construction; embankments; failures; feasibility studies; geologic hazards; mass movements; North Carolina; roads; rockslides; slope stability; stabilization; tunnels; United States ER - TY - JOUR T1 - Design and specification of tied back walls AN - 51513270; 2007-004742 JF - Proceedings of the Annual Highway Geology Symposium AU - Reeves, Ronald Bruce AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 212 EP - 249 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - corrosion KW - shear strength KW - retaining walls KW - earth pressure KW - stability KW - grouting KW - resistivity KW - anchors KW - earthworks KW - creep KW - load tests KW - construction KW - pH KW - design KW - Atterberg limits KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51513270?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Design+and+specification+of+tied+back+walls&rft.au=Reeves%2C+Ronald+Bruce%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Reeves&rft.aufirst=Ronald&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=212&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - anchors; Atterberg limits; construction; corrosion; creep; design; earth pressure; earthworks; field studies; grouting; load tests; pH; resistivity; retaining walls; shear strength; stability ER - TY - JOUR T1 - Statewide inventory and hazard assessment of deep-seated landslides in Montana AN - 51513226; 2007-004737 JF - Proceedings of the Annual Highway Geology Symposium AU - Wilde, Edith M AU - Bartholomew, Mervin J AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 132 EP - 136 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - avalanches KW - landslides KW - failures KW - geologic hazards KW - mass movements KW - risk assessment KW - slope stability KW - Montana KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51513226?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Statewide+inventory+and+hazard+assessment+of+deep-seated+landslides+in+Montana&rft.au=Wilde%2C+Edith+M%3BBartholomew%2C+Mervin+J%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Wilde&rft.aufirst=Edith&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=132&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 11 N1 - PubXState - GA N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - avalanches; failures; geologic hazards; landslides; mass movements; Montana; risk assessment; slope stability; United States ER - TY - JOUR T1 - General method for three dimensional slope stability featuring random generation of three dimensional surfaces AN - 51512639; 2007-004740 JF - Proceedings of the Annual Highway Geology Symposium AU - Thomaz, Jose Eduardo AU - Lovell, Charles William AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 177 EP - 197 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - computer programs KW - landslides KW - three-dimensional models KW - STABL KW - pore pressure KW - cohesionless materials KW - mass movements KW - data processing KW - slope stability KW - cohesive materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51512639?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=General+method+for+three+dimensional+slope+stability+featuring+random+generation+of+three+dimensional+surfaces&rft.au=Thomaz%2C+Jose+Eduardo%3BLovell%2C+Charles+William%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Thomaz&rft.aufirst=Jose&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=177&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 4 N1 - PubXState - GA N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - cohesionless materials; cohesive materials; computer programs; data processing; landslides; mass movements; pore pressure; slope stability; STABL; three-dimensional models ER - TY - JOUR T1 - The construction of a shot-in-place rock buttress for landslide stabilization AN - 51512617; 2007-004738 JF - Proceedings of the Annual Highway Geology Symposium AU - Moore, Harry L AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 137 EP - 157 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - stabilization KW - failures KW - Grainger County Tennessee KW - geologic hazards KW - Paleozoic KW - preventive measures KW - Silurian KW - landslides KW - mitigation KW - mass movements KW - Tennessee KW - Hawkins County Tennessee KW - Clinch Sandstone KW - slope stability KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51512617?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=The+construction+of+a+shot-in-place+rock+buttress+for+landslide+stabilization&rft.au=Moore%2C+Harry+L%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=137&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 3 N1 - PubXState - GA N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Clinch Sandstone; construction; failures; geologic hazards; Grainger County Tennessee; Hawkins County Tennessee; landslides; mass movements; mitigation; Paleozoic; preventive measures; roads; Silurian; slope stability; stabilization; Tennessee; United States ER - TY - JOUR T1 - Stability problems of rock cuts, U.S. 23 in eastern Kentucky AN - 51512597; 2007-004732 JF - Proceedings of the Annual Highway Geology Symposium AU - Wright, Earl M AU - Bukovansky, Michael AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 42 EP - 55 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - U.S. Route 23 KW - eastern Kentucky KW - stress KW - joints KW - ground water KW - fractures KW - anchors KW - road cuts KW - Kentucky KW - slope stability KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51512597?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Stability+problems+of+rock+cuts%2C+U.S.+23+in+eastern+Kentucky&rft.au=Wright%2C+Earl+M%3BBukovansky%2C+Michael%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Wright&rft.aufirst=Earl&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=42&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 6 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - anchors; eastern Kentucky; fractures; ground water; joints; Kentucky; road cuts; roads; slope stability; stress; U.S. Route 23; United States ER - TY - JOUR T1 - 37th annual Highway geology symposium AN - 51511796; 2007-004728 JF - Proceedings of the Annual Highway Geology Symposium AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 423 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - engineering geology KW - mountains KW - symposia KW - slope stability KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51511796?accountid=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=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.atitle=37th+annual+Highway+geology+symposium&rft.au=Armstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Armstrong&rft.aufirst=Joseph&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - PubXState - GA N1 - Document feature - illus. N1 - SuppNotes - Individual papers are cited separately N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - construction; engineering geology; mountains; roads; slope stability; symposia ER - TY - JOUR T1 - Resilient modulus; what is it? AN - 51511575; 2007-004744 JF - Proceedings of the Annual Highway Geology Symposium AU - Thornton, Sam I AU - Elliott, Robert P AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 267 EP - 282 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - resilient modulus KW - granular materials KW - loading KW - stress KW - deformation KW - triaxial tests KW - cohesive materials KW - California bearing ratio KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51511575?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Resilient+modulus%3B+what+is+it%3F&rft.au=Thornton%2C+Sam+I%3BElliott%2C+Robert+P%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Thornton&rft.aufirst=Sam&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=267&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 11 N1 - PubXState - GA N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - California bearing ratio; cohesive materials; deformation; granular materials; loading; resilient modulus; stress; triaxial tests ER - TY - JOUR T1 - Rockfall mitigation as a function of cost benefit and probability assessment AN - 50276077; 2007-004736 JF - Proceedings of the Annual Highway Geology Symposium AU - Watters, Robert J AU - Karwaki, Lyn AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 119 EP - 131 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - stabilization KW - rockfalls KW - geologic hazards KW - cost-benefit analysis KW - statistical analysis KW - excavations KW - preventive measures KW - California KW - mitigation KW - mass movements KW - probability KW - U.S. Route 80 KW - slope stability KW - construction KW - roads KW - Nevada KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50276077?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Rockfall+mitigation+as+a+function+of+cost+benefit+and+probability+assessment&rft.au=Watters%2C+Robert+J%3BKarwaki%2C+Lyn%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Watters&rft.aufirst=Robert&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=119&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 5 N1 - PubXState - GA N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - California; construction; cost-benefit analysis; excavations; geologic hazards; mass movements; mitigation; Nevada; preventive measures; probability; roads; rockfalls; slope stability; stabilization; statistical analysis; U.S. Route 80; United States ER - TY - JOUR T1 - Geotechnical design considerations for road construction of an active talus slope AN - 50275297; 2007-004730 JF - Proceedings of the Annual Highway Geology Symposium AU - Jones, Walter V AU - Stilley, Alan AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 11 EP - 26 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - North America KW - Absaroka Range KW - talus slopes KW - aerial photography KW - U. S. Rocky Mountains KW - erosion features KW - construction KW - Rocky Mountains KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50275297?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Geotechnical+design+considerations+for+road+construction+of+an+active+talus+slope&rft.au=Jones%2C+Walter+V%3BStilley%2C+Alan%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Jones&rft.aufirst=Walter&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - PubXState - GA N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Absaroka Range; aerial photography; construction; design; erosion features; North America; roads; Rocky Mountains; talus slopes; U. S. Rocky Mountains; United States ER - TY - JOUR T1 - Wire netting for rockfall protection AN - 50273880; 2007-004735 JF - Proceedings of the Annual Highway Geology Symposium AU - Ciarla, Massimo AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 100 EP - 117 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - United States KW - protection KW - stabilization KW - rockfalls KW - embankments KW - Highway 15 KW - degradation KW - geologic hazards KW - Montana KW - Route 207 KW - Western U.S. KW - mass movements KW - slope stability KW - roads KW - Nevada KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50273880?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Wire+netting+for+rockfall+protection&rft.au=Ciarla%2C+Massimo%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Ciarla&rft.aufirst=Massimo&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=100&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 5 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - degradation; embankments; geologic hazards; Highway 15; mass movements; Montana; Nevada; protection; roads; rockfalls; Route 207; slope stability; stabilization; United States; Western U.S. ER - TY - JOUR T1 - Resilient modulus; what does it mean? AN - 50269105; 2007-004745 JF - Proceedings of the Annual Highway Geology Symposium AU - Thornton, Sam I AU - Elliott, Robert P AU - Armstrong, Joseph E AU - Zitzka, Mark Y1 - 1986 PY - 1986 DA - 1986 SP - 283 EP - 301 PB - Highway Geology Symposium, Atlanta, GA VL - 37 SN - 0160-9564, 0160-9564 KW - resilient modulus KW - strain KW - nomograms KW - stress KW - seasonal variations KW - roads KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50269105?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Resilient+modulus%3B+what+does+it+mean%3F&rft.au=Thornton%2C+Sam+I%3BElliott%2C+Robert+P%3BArmstrong%2C+Joseph+E%3BZitzka%2C+Mark&rft.aulast=Thornton&rft.aufirst=Sam&rft.date=1986-01-01&rft.volume=37&rft.issue=&rft.spage=283&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 37th annual Highway geology symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 16 N1 - PubXState - GA N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - construction materials; nomograms; resilient modulus; roads; seasonal variations; strain; stress ER - TY - JOUR T1 - A Vortex Model for Wall Flame Height AN - 21328927; 11633014 AB - A two-dimensional vortex model is developed to describe flames on burning walls. The flame is considered a region of intense vorticity generation and is modeled by an equivalent vortex filament. Flame height is predicted by match ing the induced airflow to stoichiometric requirements based on wall mass loss rate or energy release rate. The vortex model predicts the same two-thirds power law relationship that has been determined from other approaches. The quantitative predicted height is within the published limits of experimental certainty. JF - Journal of Fire Sciences AU - Eklund, Thor I AD - U.S. Department of Transportation Federal Aviation Administration Technical Center Atlantic City Airport, New Jersey 08405 Y1 - 1986 PY - 1986 DA - 1986 SP - 4 EP - 14 PB - Sage Publications Ltd., 6 Bonhill St. London EC2A 4PU UK VL - 4 IS - 1 SN - 0734-9041, 0734-9041 KW - Health & Safety Science Abstracts KW - air flow KW - Fires KW - burning KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21328927?accountid=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=A+Vortex+Model+for+Wall+Flame+Height&rft.au=Eklund%2C+Thor+I&rft.aulast=Eklund&rft.aufirst=Thor&rft.date=1986-01-01&rft.volume=4&rft.issue=1&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=Journal+of+Fire+Sciences&rft.issn=07349041&rft_id=info:doi/10.1177%2F073490418600400102 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-01-01 N1 - Last updated - 2011-12-15 N1 - SubjectsTermNotLitGenreText - Fires; air flow; burning DO - http://dx.doi.org/10.1177/073490418600400102 ER - TY - JOUR T1 - Proposed extension of runway 15-33 and installation of navigational aids, Barnstable Municipal Airport, Hyannis, Massachusetts. AN - 14564905; 1445759 AB - Presented both positive and negative impacts dealing with noise levels. Also legal mandates. JF - EIS: DIG. ENVIRON. IMPACT STATEMENTS. Y1 - 1986 PY - 1986 DA - 1986 SP - 1 VL - 10 IS - 2 KW - Massachusetts, Hyannis KW - Barnstable Municipal Airport KW - Health & Safety Science Abstracts; Pollution Abstracts KW - noise levels KW - air quality KW - environmental impact statements KW - H SA1.20:AIRPORTS KW - P 9000:ENVIRONMENTAL ACTION KW - P 7000:NOISE KW - P 0000:AIR POLLUTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14564905?accountid=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=EIS%3A+DIG.+ENVIRON.+IMPACT+STATEMENTS.&rft.atitle=Proposed+extension+of+runway+15-33+and+installation+of+navigational+aids%2C+Barnstable+Municipal+Airport%2C+Hyannis%2C+Massachusetts.&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1986-01-01&rft.volume=10&rft.issue=2&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=EIS%3A+DIG.+ENVIRON.+IMPACT+STATEMENTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - EIS No. 86-0042F; 2 vol. N1 - Last updated - 2011-12-12 N1 - SubjectsTermNotLitGenreText - noise levels; air quality; environmental impact statements ER - TY - JOUR T1 - Algae removal by fine sand/silt filtration AN - 13815288; 198602361 AB - The feasibility of removing algae from water (such as sewage lagoon effluents) by filtration through fine sand and silt was studied in the laboratory. Five median sand sizes (10.064-0.335 mm) and 4 depths of filter bed (not greater than 12.7 mm) were used in constant-head experiments with Scenedesmus quadricauda. Consistently high rates of algal removal (about 97 per cent) were achieved with median sand sizes of 0.200 mm or below, with a low average initial head loss across the filter media. The initial filtration rates were high and comparable to those obtained in conventional sand filters, but filter runs were short owing to surface clogging. The results are summarized in a table showing median grain size, average initial filtration rate, average initial head loss, and average percentage removal. JF - Water Research AU - Naghavi, B AU - Malone, R F AD - Louisiana Department of Transportation and Development, Baton Rouge Y1 - 1986 PY - 1986 DA - 1986 SP - 377 EP - 383 VL - 20 IS - 3 SN - 0043-1354, 0043-1354 KW - Algae (see also individual groups below) KW - Filter media (see also packing, groups below) KW - Filters (see also packed columns, groups below) KW - Aqualine Abstracts KW - AQ 00006:Sewage UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13815288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water+Research&rft.atitle=Algae+removal+by+fine+sand%2Fsilt+filtration&rft.au=Naghavi%2C+B%3BMalone%2C+R+F&rft.aulast=Naghavi&rft.aufirst=B&rft.date=1986-01-01&rft.volume=20&rft.issue=3&rft.spage=377&rft.isbn=&rft.btitle=&rft.title=Water+Research&rft.issn=00431354&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Influence of borehole stabilization techniques on standard penetration test results AN - 13798814; S198826248 AB - Thirty-six borings and more than 480 standard penetration tests were made under typical field conditions at nine different locations to assess the differences in results obtained by different drilling techniques to stabilize the borehole and by the use of a cathead and rope drive system as compared to a mechanically tripped free fall hammer. A bentonite based drilling fluid within an open borehole, driven steel casing and hollow stem augers were used for borehole stabilization. There were a variety of soil conditions including sand, silts and clays. Soil profiles were reasonably uniform with depth at each site. All tests were made according to the ASTM Method for Penetration Test and Split-Barrel Sampling of Soils (D 1586). In fine-grained soils all three stabilization methods gave the same results. The results in granular soils were affected by the stabilization method used. Using casing increased N (sum of number of blows to drive last two 0.15 m increments) values for boreholes above groundwater level and decreased them for boreholes below groundwater level. Hollow stem augers gave the same results as drilling mud. The cathead and rope method gave the same results as the free fall hammer. JF - Geotechnical Testing Journal AU - Whited, G C AU - Edil, T B AD - Wisconsin Department of Transportation, Madison Y1 - 1986 PY - 1986 DA - 1986 SP - 180 EP - 188 VL - 9 IS - 4 SN - 0149-6115, 0149-6115 KW - Stabilization (see also fixation, solidification) KW - American society for testing and materials KW - Reduction KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13798814?accountid=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=Geotechnical+Testing+Journal&rft.atitle=Influence+of+borehole+stabilization+techniques+on+standard+penetration+test+results&rft.au=Whited%2C+G+C%3BEdil%2C+T+B&rft.aulast=Whited&rft.aufirst=G&rft.date=1986-01-01&rft.volume=9&rft.issue=4&rft.spage=180&rft.isbn=&rft.btitle=&rft.title=Geotechnical+Testing+Journal&rft.issn=01496115&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Experimental. N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Petroleum recovery operations in an urban area AN - 13782585; S198927979 AB - Methods for the prevention and alleviation of petroleum contamination of aquifers in Nassau and Suffolk Counties, Long Island, are described. Immediate action following petroleum incidents included positive and negative ventilation systems for soil venting, and recovery techniques included two-pump cone of depression systems and the treatment of discharge waters. Among measures suggested for the prevention of petroleum discharges to aquifers were the replacement of steel tanks with glass fibre reinforced plastics, double-walled steel, or cathodically-protected steel tanks, corrosion protection for pipes, inventory control, leak detectors and testing programmes. Vigorous action to prevent aquifer contamination on the part of government and industry is recommended. JF - Journal of Water Resources Planning and Management AU - Kost, D J AU - Parish, W AD - New York State Department of Transportation, Hauppauge Y1 - 1986 PY - 1986 DA - 1986 SP - 542 EP - 550 VL - 112 IS - 4 SN - 0733-9496, 0733-9496 KW - Pipes (see also conduits, drains, pipelines,sewers) KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13782585?accountid=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+Water+Resources+Planning+and+Management&rft.atitle=Petroleum+recovery+operations+in+an+urban+area&rft.au=Kost%2C+D+J%3BParish%2C+W&rft.aulast=Kost&rft.aufirst=D&rft.date=1986-01-01&rft.volume=112&rft.issue=4&rft.spage=542&rft.isbn=&rft.btitle=&rft.title=Journal+of+Water+Resources+Planning+and+Management&rft.issn=07339496&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Effect of main-channel orientation on flood peaks for streams in Ohio AN - 13777860; 198900939 AB - The possible effect of main-channel orientation on peak runoff rates for unregulated rural streams in Ohio was determined using flood data from 215 unregulated rural drainage basins. Based on regression analyses of the results, there was no significant relation between the ratio of observed flood peaks to predicted flood peaks and main-channel orientation for any combination of drainage area data set and recurrence interval. However, basins with main channel slope more than 1 per cent that flowed in nearly the same direction as the prevailing storm movement produced higher flood peaks than those predicted by the U.S. Geological Survey regional regression equations. JF - Transportation Research Record AU - Hurd, JO AD - Ohio Department of Transportation, Columbus Y1 - 1986 PY - 1986 DA - 1986 SP - 24 EP - 27 IS - 1073 SN - 0361-1981, 0361-1981 KW - U.s. geological survey KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13777860?accountid=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=Transportation+Research+Record&rft.atitle=Effect+of+main-channel+orientation+on+flood+peaks+for+streams+in+Ohio&rft.au=Hurd%2C+JO&rft.aulast=Hurd&rft.aufirst=JO&rft.date=1986-01-01&rft.volume=&rft.issue=1073&rft.spage=24&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - PROPOSED RECONSTRUCTION OF M-59 FROM MOUND ROAD TO I-94, MACOMB COUNTY, MICHIGAN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1982). AN - 36385861; 626 AB - PURPOSE: Improvement of a 10.8-mile section of Michigan 59 (M-59) between Mound Road and Interstate 94 (I-94) in Macomb County, Michigan is proposed. Existing M-59 is predominantly a two-lane, two-way, free-access highway within the project area, except for four- and five-lane cross-sections at the west and east ends. The preferred alternative would involve construction of a freeway along the existing alignment. From Mound Road to Hayes Road, three 12-foot lanes would be constructed in each direction; a 26-foot median would separate the roadways. From North Road to the end of the project, the freeway would feature two 12-foot lanes in each direction, with a median transitioning from 26 feet. Where traffic and safety considerations indicate a need, an additional lane for turning or weaving movements would be added between North Road and the end of the project. This limited-access freeway would have two-lane, one-way service roads and would parallel and incorporate the existing roadway as one service road. Access to the freeway would be controlled via grade separation structures and interchanges. In case of limited revenues and funding, this project could be constructed in stages by building the service roads first and the freeway lanes at a later date. This draft supplement to the draft environmental impact statement proposes the reconstruction of a 1.5 mile segment of M-59, from Mound Road to Kemp Street, east of Van Dyke, in the city of Utica, Macomb County, New York. The existing M-59 freeway would be extended easterly approximately one-half mile to Utica Road. Mound Road would be carried over M-59 by means of a freeway overpass. A diamond-shaped interchange would be located at Mound Road to provide access onto the freeway. At Utica Road, existing M-59 would be converted to an eastbound one-way roadway, and Auburn Road would be designated as a state trunk line and would be used for westbound M-59. Both of these roads would have four 12-foot lanes. In addition, the Auburn Road bridge over the Clinton River would be replaced to accommodate trunk line traffic. Total costs of rights-of-way acquisition and construction are estimated at $19.2 million and $82.0 million, respectively. Construction of a four-level interchange at M-53 would increase the cost of the project by $12.0 million. Rights-of-way costs for the Utica project are estimated at $4.8 million. POSITIVE IMPACTS: Reconstruction of this section of M-59 as a freeway would increase safety by relieving congestion and reducing traffic flow conflicts, accommodate both present and future traffic volumes, improve accessibility to properties adjacent to M-59 and beyond the immediate area, result in fuel conservation, improve the profitability of businesses in the area, increase the value of taxable property, and complete a vital section of a regional transportation system. This alternative conforms with the city of Utica's proposal to construct M-59 to be compatible with its downtown area and to avoid the Utica Memorial Site, which qualifies as Section 4(f) land. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 23 residences and 41 businesses. Acquisition of land and displacement of these structures would reduce the local tax base in the short term. Construction activities would result in removal of some natural and ornamental vegetation in the rights-of-way, and expansion of the area under pavement would increase surface runoff of stormwater. In addition, the facility would modify 10 to 12 drainages and cross the Main, Middle, and North branches of the Clinton River, taking significant portions of the 100-year floodplain of these waterways. Encroachment on the floodplain could affect the folding characteristics of the Clinton River drainage basin, particularly within the watersheds of the North and Middle branches of the river. The freeway would traverse a nonattainment area for photochemical oxidants, and ambient noise levels would increase somewhat. LEGAL MANDATES: Executive Order 11988, 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 environmental impact statement, see 82-0827D, Volume 6, Number 12. JF - EPA number: 850551, 49 pages and maps, December 27, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-82-02-DS KW - Air Quality Assessments KW - Drainage KW - Farmlands KW - Flood Hazards KW - Floodplains KW - Geologic Surveys KW - Highway Structures KW - Historic Sites KW - Hydrologic Assessments KW - Land Acquisitions KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Vegetation Surveys KW - Water Quality KW - Watersheds KW - Michigan KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance 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/36385861?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RECONSTRUCTION+OF+M-59+FROM+MOUND+ROAD+TO+I-94%2C+MACOMB+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1982%29.&rft.title=PROPOSED+RECONSTRUCTION+OF+M-59+FROM+MOUND+ROAD+TO+I-94%2C+MACOMB+COUNTY%2C+MICHIGAN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1982%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: December 27, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELTWAY 8, SECTION V FROM IH10(E) TO US59(N) IN HARRIS COUNTY, TEXAS. AN - 36401550; 584 AB - PURPOSE: Construction of a 17.8-mile section of the proposed 87.5 mile circumferential freeway, designated as Beltway 8, to encircle the city of Houston, Harris County, Texas is proposed. This section, referred to as Section V of proposed Beltway 8, traverses between US59(N) and IH10(E) in the northern and eastern portions of Harris County. The proposed project will be constructed as a fully controlled access facility with six main lanes flanked by three-lane, one-way continuous frontage roads in each direction of travel. Interchanges will be constructed at major thoroughfare intersections. Direct connection interchanges will be constructed at high-traffic volume highway and freeway intersections. Entrance and exist ramps and U-turn lanes generally will be provided at interchange locations. The proposed project alignment will follow the original Harris proposed alignment, except at the North Belt section east of US59(N). In this area, the proposed project alignment will be north of the Harris County alignment for a distance of 1.25 miles to avoid the relocation of the Faith Tabernacle United Pentecostal Church on existing North Belt Drive between US59(N) and Mesa Road. The proposed project again will deviate from the Harris County alignment between Mesa Road and Wilson-Oates Road for a distance of 1.25 miles. In this area, the proposed project will traverse to the south of the Harris County alignment and transition back to the original alignment at Wilson-Oates Road. Estimated costs for the preferred 17.8 mile segment of Section V, Beltway 8 are as follows: rights-of-way costs, $18.4 million; utility adjustment costs, $4.2 million; construction costs, $188.2 million; and total costs, $210.8 million. POSITIVE IMPACTS: The most significant beneficial impacts derived from the proposed facility will be the improved accessibility to needed activities and services in the expanding northern and eastern portions of Harris County. Section V of Beltway 8, when completed, will provide a much needed link between two major freeway facilities, US59(N) and IH10(E). NEGATIVE IMPACTS: The most significant adverse impacts would be those related to displacements caused by the proposed facility, loss of suitable habitat for various forms of wildlife, and future noise levels at a number of receptor sites. Current rights-of-way plans indicate that 12 houses, 4 mobile homes, and 10 businesses have been displaced by the proposed facility; construction of Section V will displace approximately 547 acres of suitable habitat for various forms of wildlife. Twenty sites will have future noise levels that equal or exceed the 70 dB(A) noise abatement criteria. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850543, 226 pages and maps, December 17, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-75-12-F KW - Air Quality KW - Community Development KW - Cost Assessments KW - Emissions KW - Energy Consumption KW - Highway Structures KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Urban Development KW - Wildlife KW - Wildlife Habitat KW - Texas KW - Clean Air Act of 1977, as amended, Emission Standards KW - Federal Aid Highway Act of 1968, 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/36401550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELTWAY+8%2C+SECTION+V+FROM+IH10%28E%29+TO+US59%28N%29+IN+HARRIS+COUNTY%2C+TEXAS.&rft.title=BELTWAY+8%2C+SECTION+V+FROM+IH10%28E%29+TO+US59%28N%29+IN+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 - Final. Preparation date: December 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PA-23, L.R. 1124: PROPOSED 1.4 MILE CONNECTION BETWEEN US-30 AND WALNUT AND CHESTNUT STREETS IN LANCASTER, PENNSYLVANIA. AN - 36398282; 581 AB - PURPOSE: A controlled-access route between US-30 and the central business district of the city of Lancaster, Lancaster County, Pennsylvania is proposed. The existing access to the city from the northeast is limited to New Holland Avenue (PA-23), a two-lane facility with left-turn lanes at major intersections. This existing route travels through a residential and light industrial area that is used by both local and through traffic. Three alternatives are being considered: Do Nothing, Relocation Alternative A, and Relocation Alternative C. Each of the proposed relocations would provide a 1.4 mile long, four-lane highway on new alignment, located to the east of New Holland Avenue. Relocation Alternative A would connect Walnut and Chestnut streets in Lancaster to US-30 between the Conestoga River and Pitney Road in East Lampeter Township. The alignment would pass under the historic Pennsylvania Railroad Bridge on the existing alignment of Grofftown Road, cross the Conestoga River with a 700-foot-long bridge structure, and terminate at US-30 with a full interchange. Relocation Alternative C is similar to Relocation Alternative A in its alignment and terminii. This alternative would pass beneath the Amtrak Railroad line in a cut section approximately 200 feet west of the Conestoga River. Both relocation alternatives would provide for signalized at-grade intersections with Ranck Avenue and Pleasure Road and would require the addition of a traffic signal at New Holland Avenue and Pleasure Road. POSITIVE IMPACTS: The purpose of this project is to relieve current traffic congestion on New Holland Avenue by separating local and through traffic. NEGATIVE IMPACTS: Relocation alternatives A and C would each require the relocation of 15 residences in the East Lancaster area and 1 residence on Pleasure Road. Each of the relocation alternatives would require the filling of 0.5 acres of palustrine wetlands and the relocation of 650 linear feet of open water wetlands (streams). In addition, Relocation Alternative A would require excavation in the Conestoga River to widen the river channel. Relocation Alternative A would require filling 3.8 acres within the 100-year floodplain and would include construction within the floodway of the Conestoga River. Relocation Alternative C would require construction and filling of 3.0 acres within the 100-year floodplain. Both relocation alternatives would require the construction of a 700-foot-long bridge structure on piers in the river. The Federal Highway Administration noise abatement criteria will be exceeded at five sites with construction of either relocation alternative. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850545, 153 pages and maps, December 17, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-85-02-D KW - Bridges KW - Central Business Districts KW - Channels KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Housing KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Pennsylvania KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36398282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PA-23%2C+L.R.+1124%3A+PROPOSED+1.4+MILE+CONNECTION+BETWEEN+US-30+AND+WALNUT+AND+CHESTNUT+STREETS+IN+LANCASTER%2C+PENNSYLVANIA.&rft.title=PA-23%2C+L.R.+1124%3A+PROPOSED+1.4+MILE+CONNECTION+BETWEEN+US-30+AND+WALNUT+AND+CHESTNUT+STREETS+IN+LANCASTER%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: December 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY ROUTE 4 BETWEEN WILSON WAY AND STATE ROUTE 99, STOCKTON, CALIFORNIA. AN - 36403047; 576 AB - PURPOSE: Construction of an east-west portion of State Route (SR) 4 on new alignment through the city of Stockton in San Joaquin County, California is proposed. The preferred alternative provides a freeway-to-freeway connection that will accommodate traffic projections, provide adequate weaving distance along Route 99, and require only 31 parcels east of Route 99. It will also provide for a full diamond interchange at Filbert Street and the completion of the diamond interchange at Wilson Way. Overcrossings or undercrossings will be provided at Wilson Way, Main Street, B Street, E Street, and Filbert Street. All other streets crossing the proposed freeway will be severed. A pumping plant will be constructed between Main and B streets to facilitate roadway drainage. The proposed freeway, for the most part, will be depressed below present ground level from east of Della Street to approximately 1,700 feet east of Filbert Street. The sections from Wilson Way to east of Della Street and from east of Filbert Street to Route 99 will be constructed on fill above the existing ground level. The proposed alignment for the Stockton Crosstown Freeway rights-of-way is approximately 300 feet wide. The west end of the project (Wilson Way) is bounded by Washington and LaFayette streets. The alignment shifts diagonally two blocks to the north between Della and C streets and then continues to Route 99 between Myrtle and Market streets. Two overcrossings to provide for pedestrian access would be constructed across Route 99. The southbound on-ramp to Route 99 from Main Street will be closed due to inadequate sight and weaving distances. The on- and off-ramps to southbound Route 99 from Horner Avenue and Myrtle Street will be closed when the Stockton Crosstown Freeway is completed. In order to construct the 4/99 connectors, the on- and off-ramps to Route 99 at Washington Street and Horner Avenue must be eliminated. Total construction and rights-of-way costs for the preferred alternative are estimated to be $48 million. POSITIVE IMPACTS: The beneficial impacts of the proposed project are mainly from the improvement in vehicular traffic between I-5 and SR99. Travel time and safety will be improved. Transportation of goods and services to market will be quicker and more efficient. Emergency vehicles can respond in a faster and safer manner. There will be a reduction in traffic accidents and their resulting injuries and fatalities. NEGATIVE IMPACTS: The most significant adverse impact will be the displacement of up to 200 families. Freeway traffic noise will be introduced into a residential area. A residential property eligible for the National Register of Historic Places is in the path of the freeway and may have to be displaced. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). JF - EPA number: 850538, 128 pages and maps, December 13, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-85-05-D KW - Central Business Districts KW - Community Development KW - Drainage KW - Emission Standards KW - Highway Structures KW - Highways KW - Historic Sites KW - Housing KW - Noise KW - Noise Control KW - Pumping Plants KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+ROUTE+4+BETWEEN+WILSON+WAY+AND+STATE+ROUTE+99%2C+STOCKTON%2C+CALIFORNIA.&rft.title=STATE+HIGHWAY+ROUTE+4+BETWEEN+WILSON+WAY+AND+STATE+ROUTE+99%2C+STOCKTON%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Stockton, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 15 BELTVIEW INTERCHANGE, HELENA, MONTANA: PROJECT NO. IR 15-4(63)191. AN - 36398451; 580 AB - PURPOSE: Construction of the Beltview Interchange on Interstate Highway 15, near the extension of the existing Beltview Drive southeast of Helena, Montana, is proposed. The preferred alternative would include a diamond-type interchange with a bridge structure to carry local traffic over the interstate lanes. Traffic projections indicate that by the year 2006, traffic signals will be required at the intersection of the ramp terminals and Beltview Drive and at the intersection of Beltview and Colonial drives. Several special turning lanes may be required by the year 2006, including left-turn bays extending onto the interchange bridge. The interchange will be designed to allow the extension of left-turn bays onto the bridge so that traffic signals and additional lanes on ramps and approach roads can be added as traffic volumes warrant. It is planned that construction will begin and be completed in 1986 at a cost of approximately $1,776,000, which includes the cost of environmental studies, design, and construction. POSITIVE IMPACTS: The interchange could influence patterns of commercial and residential development in the project area by encouraging economic activities near the interchange that would otherwise not occur. Property values could increase on commercial land adjacent to the interchange. The construction of the interchange would make it possible, using the interchange bridge as an overpass, to construct a connecting street from the southeast Helena area to U.S. Highway 12. There would be a net reduction in energy consumption. NEGATIVE IMPACTS: Approximately 121 acres of commercial land near the interchange is planned to be assessed. Impacts on wildlife will occur as a result of future development in the project area and may include loss of habitat; increased presence of dogs; increased human activity; and increased use of trail bikes, snowmobiles, and all-terrain vehicles. JF - EPA number: 850539, 117 pages and maps, December 13, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-85-01-D KW - Bridges KW - Cost Assessments KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Motor Vehicles KW - Noise KW - Suburbs KW - Traffic Analyses KW - Wildlife KW - Montana UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398451?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+15+BELTVIEW+INTERCHANGE%2C+HELENA%2C+MONTANA%3A+PROJECT+NO.+IR+15-4%2863%29191.&rft.title=INTERSTATE+15+BELTVIEW+INTERCHANGE%2C+HELENA%2C+MONTANA%3A+PROJECT+NO.+IR+15-4%2863%29191.&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: December 13, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WATERSHED PLAN FOR MILL HAVEN WATERSHED, OUACHITA AND RICHLAND PARISHES, LOUISIANA. AN - 36389897; 598 AB - PURPOSE: Land treatment and channel work to provide for flood prevention and drainage are proposed. The planned improvements include associated land treatment, 23 miles of project channels and appurtenances, and two grade stabilization structures. The channel work would involve enlargement of 17 miles of existing channels by excavation and the addition of 1 mile of new channel. Approximately five miles of channel are adequate now, but will require maintenance in the future. The total cost of installing the project is estimated to be $1.4 million, with 66 percent of the cost funded by P.L. 566 funds and 34 percent by other funds. The watershed consists of 32,000 acres, with 60 percent private land ownership, 80 farms, 10,000 acres of prime farmland, and 11,681 acres of wetlands. POSITIVE IMPACTS: Structural measures and land treatment would benefit 6,800 acres of cropland and pastureland and 120 acres of forestland, with annual project benefits of $233,800. Erosion would be reduced by 6,100 tons per year in the watershed. Sediment being delivered to the Bayou Lafourche diversion canal would be reduced by 2,000 tons per year. Openland wildlife habitat and recreation quantity would be improved. Flooding and inadequate drainage would be reduced by 72 percent. NEGATIVE IMPACTS: Twenty-five acres of cropland and pastureland and 3 acres of wooded channel banks would shift to rights-of-way. Twenty acres of wildlife habitat would be altered and four acres of wetland would be lost. LEGAL MANDATES: Executive Orders 11988 and 11990, Fish and Wildlife Coordination Act of 1958, as amended (16 U.S.C. 661 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1977 (42 U.S.C. 4601), and Watershed Protection and Flood Prevention Act of 1954, as amended (16 U.S.C. 1001 et seq.). JF - EPA number: 850534, 115 pages and a map, December 13, 1985 PY - 1985 KW - Water KW - Channels KW - Cost Assessments KW - Dikes KW - Drainage KW - Erosion Control KW - Farmlands KW - Flood Control KW - Floodplains KW - Forests KW - Land Management KW - Sediment Control KW - Watersheds KW - Waterways KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Louisiana KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Fish and Wildlife Coordination Act of 1958, as amended, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Watershed Protection and Flood Prevention Act of 1954, as amended, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389897?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WATERSHED+PLAN+FOR+MILL+HAVEN+WATERSHED%2C+OUACHITA+AND+RICHLAND+PARISHES%2C+LOUISIANA.&rft.title=WATERSHED+PLAN+FOR+MILL+HAVEN+WATERSHED%2C+OUACHITA+AND+RICHLAND+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Soil Conservation Service, Alexandria, Louisiana; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 13, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 6 FROM INTERSTATE ROUTE 52 IN KILLINGLY, CONNECTICUT TO INTERSTATE ROUTE 295 IN JOHNSTON, RHODE ISLAND. AN - 36398667; 582 AB - PURPOSE: Roadway alternatives for improvement of east-west movement of goods and services between Rhode Island and western points are proposed. The alternatives considered include the no-build option, upgrading the existing highway, and four new location alignments. The project study area extends approximately 19 miles, beginning at Route 52 in Killingly, Connecticut along the Connecticut Turnpike Extension and continuing on Route 6 in Rhode Island, terminating at I-295 in Johnston. The study corridor includes the Scituate Bypass section of Route 6, but not Danielson Pike, which travels into the village of North Scituate. A 2,000-foot wide band has been designated as the study corridor, extending 1,000 feet on either side of the center line of Route 6. The total acreage estimated for the entire corridor, which passes through four communities, is 5,600 acres. In the no-build alternative, improvements are limited to roadway resurfacing and guardrail, drainage, and side of road improvements. Alternative 2 considers the potential for increased public transit service in the corridor. Alternative 3 would upgrade the roadway with four 12-foot travel lanes and two 10-foot shoulders in the urban and causeway segments. The urban segment has a concrete median barrier with selected openings. The rural segments would provide four 12-foot travel lanes, 4-foot left shoulders next to a 52-foot grass median, and 2-foot offsets along the outside curbs. Alternative 4 provides four 12-foot travel lanes, a 14-foot center lane for left turns, and 2-foot curb offsets. The rural segment provides a four-lane median and shoulder cross-section. Four basic new alignment alternatives were analyzed in Johnston and part of Scituate. The construction of an upgraded Route 6 under alternatives 3, 4, and 5 ranged in cost from $36 to $38 million. The use of new location alignments would increase the above figures by $11 to $24 million. The total costs associated with the alternatives equal $73 to $83 million. POSITIVE IMPACTS: Implementation of the upgrade options would provide a much improved, smooth, and orderly route without congestion. The roadway improvements would reduce travel time and would greatly enhance traffic conditions, hence reducing the accident rate. Commercial and personal business trips would be facilitated, resulting in accrued fuel and time cost savings. Wider travel lanes and improved roadway configurations would enhance access for existing community services. Median openings are strategically located to facilitate emergency access for both fire and police vehicles. NEGATIVE IMPACTS: Potential impacts to flood hazard areas are the greatest in Alternative 3, in which 6.4 acres would be affected. Wetland removals will be greatest under Alternative 3. Potential impacts resulting from new alignment options are considered more significant, as several wetlands would be bisected by the new roadway alternatives. Severe impacts on agricultural lands and wildlife habitat would result from the implementation of the new location alternatives due to the association of the sites with active farmland. The North Scituate Village Historic District and the Daniel Eddy Homestead would be impacted by the upgrade alternatives. A four-foot high barrier proposed under alternatives 3 and 5 will create adverse impacts to the cohesion of neighborhoods. Significant visual impacts will occur in the urbanized areas of Johnston and Scituate as the result of the displacement of residential and commercial structures. Roadway improvements would affect the local and regional economy by altering the municipal tax base, causing the displacement of business activities and resulting in the loss of jobs. Alternatives 3, 4, and 5 involve displacements to residential and commercial development resulting in 51, 43, and 49 displacements, respectively. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Orders 11988 and 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850368, 486 pages and maps, December 4, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-85-01-D KW - Central Business Districts KW - Commercial Zones KW - Cost Assessments KW - Drainage KW - Employment KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Connecticut KW - Rhode Island KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36398667?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+6+FROM+INTERSTATE+ROUTE+52+IN+KILLINGLY%2C+CONNECTICUT+TO+INTERSTATE+ROUTE+295+IN+JOHNSTON%2C+RHODE+ISLAND.&rft.title=ROUTE+6+FROM+INTERSTATE+ROUTE+52+IN+KILLINGLY%2C+CONNECTICUT+TO+INTERSTATE+ROUTE+295+IN+JOHNSTON%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: December 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 164 - WESTERN FREEWAY, CITY OF PORTSMOUTH, VIRGINIA, FROM THE PROPOSED I-664 INTERCHANGE AT THE WEST CORPORATE LIMITS OF PORTSMOUTH TO 0.143 MILES EAST OF THE NORFOLK AND WESTERN RAILWAY: STATE PROJECT 0164-124-102, PE-102; FEDERAL PROJECT F-102-1( ). AN - 36400024; 585 AB - PURPOSE: Construction of a four-lane (ultimately six-lane) divided, limited-access highway to be located in the Churchland and West Norfolk sections of Portsmouth, Virginia is proposed. Beginning at the proposed I-664 interchange at the Portsmouth-Suffolk boundary, the proposed Western Freeway would proceed eastward approximately 4.029 miles to connect with an existing four-lane roadway over the Western Branch of the Elizabeth River. The right-of-way would be 200 to 250 feet wide to provide for possible further construction of a double track industrial access railroad in the median. The project would include reconstruction and widening of portions of Towne Point Road and Cedar Lane to four lanes to pass over the Western Freeway. Interchanges are proposed at Towne Point Road, Cedar Lane, and West Norfolk Road. Construction on Towne Point Road would begin just north of Churchland Boulevard and end at the Seaboard Coastline Railroad. Construction on Cedar Lane would begin at West Norfolk Road and end at River Shore Road. The freeway would pass over West Norfolk Road. The U.S. government railroad along Cedar Lane and Coast Guard Boulevard would be relocated. POSITIVE IMPACTS: The proposed Western Freeway would reduce congestion and improve speed for through traffic. Easier access to developing residential, commercial, and industrial areas of Churchland and West Norfolk would result from construction. Intercity transportation would be improved among cities in the region. Safety would improve. Short-term construction jobs would be generated, and long-term employment gains would be realized as new businesses locate in the area. NEGATIVE IMPACTS: The proposed project would cause substantial increases in noise levels in nearby residential areas. Five families would be displaced. Approximately 80 acres of wooded land and 45 acres of agricultural land would be converted to highway use. Approximately 0.1 acre of wetlands would be lost, but this would be mitigated. Removal of $4 million of real estate from Portsmouth's tax rolls would result in an annual tax loss of $37,000, but this would be offset by gains in development and transportation improvement. LEGAL MANDATES: Executive Order 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0401D, Volume 8, Number 8. JF - EPA number: 850515, 200 pages, November 21, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-84-01-F KW - Central Business Districts KW - Employment KW - Highway Structures KW - Highways KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Wetlands KW - Virginia KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36400024?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+164+-+WESTERN+FREEWAY%2C+CITY+OF+PORTSMOUTH%2C+VIRGINIA%2C+FROM+THE+PROPOSED+I-664+INTERCHANGE+AT+THE+WEST+CORPORATE+LIMITS+OF+PORTSMOUTH+TO+0.143+MILES+EAST+OF+THE+NORFOLK+AND+WESTERN+RAILWAY%3A+STATE+PROJECT+0164-124-102%2C+PE-102%3B+FEDERAL+PROJECT+F-102-1%28+%29.&rft.title=ROUTE+164+-+WESTERN+FREEWAY%2C+CITY+OF+PORTSMOUTH%2C+VIRGINIA%2C+FROM+THE+PROPOSED+I-664+INTERCHANGE+AT+THE+WEST+CORPORATE+LIMITS+OF+PORTSMOUTH+TO+0.143+MILES+EAST+OF+THE+NORFOLK+AND+WESTERN+RAILWAY%3A+STATE+PROJECT+0164-124-102%2C+PE-102%3B+FEDERAL+PROJECT+F-102-1%28+%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: November 21, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EDISON BRIDGE REPLACEMENT, BUSINESS U.S. 41 (STATE ROAD 739) FROM MARKET STREET IN FORT MYERS TO MARIANA AVENUE IN NORTH FORT MYERS, LEE COUNTY, FLORIDA: STATE PROJECT NO. 12001-1511, FEDERAL AID PROJECT NO. BRM-671(2), WORK PROGRAM ITEM NO. 1114459. AN - 36396094; 578 AB - PURPOSE: Replacement of the Business U.S. 41 bridge, locally known as Edison Bridge, across the Caloosahatchee River, realignment of the channel, and upgrading the approaches in Fort Myers and North Fort Myers, Lee County, Florida are proposed. South of the river, the project would consist of a one-way pair, three lanes each way, leading to a pair of three-lane bridges. North of the river, the project would consist of a six-lane divided roadway. The project will be of municipal design throughout. It will extend from Market Street in Fort Myers northward to Mariana Avenue in North Fort Myers. Two alternatives are proposed. Alternate A in Fort Myers involves a one-way pair beginning at Market Street and utilizes Fowler/Hough streets for southbound traffic and Evans/Park avenues for northbound traffic. From the south landfall of the Caloosahatchee River northward, the one-way pair would merge and become a two-way operation at the north landfall of the Caloosahatchee River in North Fort Myers. From the north landfall, the two-way operation would follow the existing alignment to Mariana Avenue. Total length would be approximately 3.2 miles. Alternate B in Fort Myers involves a one-way pair beginning at Market Street and utilizes Fowler Street for southbound traffic and Evans/Park avenues for northbound traffic. From the south landfall of the Caloosahatchee River northward, the one-way pair would merge and become a two-way operation at the north landfall of the Caloosahatchee River in North Fort Myers. From the north landfall, the two-way operation would follow the existing alignment to Mariana Avenue. Total length would be approximately 3.2 miles. POSITIVE IMPACTS: The upgrading of Edison Bridge would improve access to offices, businesses, and residential areas and would facilitate movement through Fort Myers. NEGATIVE IMPACTS: Alternate A would result in the most disruption to both businesses and homes, resulting in relocation of 28 businesses and 49 residences. Exterior noise-level criteria would be approached or exceeded at from 15 sites (Alternate A) to 16 sites (Alternate B) in the design year (2010). Special provisions have been made to protect Florida manatees (Trichechus manatus) during construction of the new bridges. Alternate A would result in the displacement of five contributing structures from the Residential Historic District. Alternate B would displace one contributing structure and a low wall that is part of a property listed on the National Register of Historic Places. Approximately 0.5 acre of additional property would be lost through rights-of-way acquisition on Alternate A and 0.6 acre would be along Alternate B. LEGAL MANDATES: Federal Aid Highway Act of 1962 (P.L. 87-866), Federal Aid Highway Act of 1973 (23 U.S.C. 101 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). JF - EPA number: 850511, 221 pages, November 20, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-85-02-D KW - Bridges KW - Central Business Districts KW - Commercial Zones KW - Community Development KW - Cultural Resources KW - Endangered Species (Animals) KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife KW - Florida KW - Federal Aid Highway Act of 1962, Compliance KW - Federal Aid Highway Act of 1973, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396094?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EDISON+BRIDGE+REPLACEMENT%2C+BUSINESS+U.S.+41+%28STATE+ROAD+739%29+FROM+MARKET+STREET+IN+FORT+MYERS+TO+MARIANA+AVENUE+IN+NORTH+FORT+MYERS%2C+LEE+COUNTY%2C+FLORIDA%3A+STATE+PROJECT+NO.+12001-1511%2C+FEDERAL+AID+PROJECT+NO.+BRM-671%282%29%2C+WORK+PROGRAM+ITEM+NO.+1114459.&rft.title=EDISON+BRIDGE+REPLACEMENT%2C+BUSINESS+U.S.+41+%28STATE+ROAD+739%29+FROM+MARKET+STREET+IN+FORT+MYERS+TO+MARIANA+AVENUE+IN+NORTH+FORT+MYERS%2C+LEE+COUNTY%2C+FLORIDA%3A+STATE+PROJECT+NO.+12001-1511%2C+FEDERAL+AID+PROJECT+NO.+BRM-671%282%29%2C+WORK+PROGRAM+ITEM+NO.+1114459.&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: November 20, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED CONNECTOR HIGHWAY FROM STATE ROUTE 6 (U.S. 31) TO INTERSTATE ROUTE 65, MAURY AND WILLIAMSON COUNTIES, TENNESSEE. AN - 36399980; 583 AB - PURPOSE: Construction of a four-lane connector route from State Route (S.R.) 6 near the vicinity of the General Motors Saturn Plant to Interstate Route 65 (I-65) in Maury and Williamson counties, Tennessee is proposed. The project would begin on S.R. 6 and extend northeast on new location to the present southbound rest area located on I-65. Grade-separated interchanges are proposed at S.R. 6 and I-65. An additional access point could be provided between S.R. 6 and I-65. The location of and the need for this additional interchange will be determined after input is received from local city and county officials regarding future land use plans for the area. The proposed connector would be constructed utilizing a typical cross-section consisting of four 12-foot traffic lanes with a 64-foot median and 12-foot shoulders (10-foot stabilized) on a minimum of 300 feet of rights-of-way. The route will be fully access-controlled. POSITIVE IMPACTS: The proposed project would improve local and regional accessibility and traffic service. It would enhance future growth and would divert future interstate-bound traffic from local roads. It would also provide safer operating conditions in the project area. NEGATIVE IMPACTS: Approximately seven residences would be displaced, wildlife habitat would be reduced, and there would be increased noise and air pollution in some areas and a reduction of farmland acreage. Temporary impacts would include fugitive dust, open burning, equipment noise, and temporary siltation of streams. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 850508, 155 pages and maps, November 19, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-85-04-D KW - Air Quality KW - Community Development KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Interstate Commerce KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Tennessee KW - Department of Transportation Act of 1966, 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/36399980?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+CONNECTOR+HIGHWAY+FROM+STATE+ROUTE+6+%28U.S.+31%29+TO+INTERSTATE+ROUTE+65%2C+MAURY+AND+WILLIAMSON+COUNTIES%2C+TENNESSEE.&rft.title=PROPOSED+CONNECTOR+HIGHWAY+FROM+STATE+ROUTE+6+%28U.S.+31%29+TO+INTERSTATE+ROUTE+65%2C+MAURY+AND+WILLIAMSON+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: November 19, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THIRD HARBOR TUNNEL, INTERSTATE 90/CENTRAL ARTERY, INTERSTATE 93, BOSTON, MASSACHUSETTS. AN - 36393004; 579 AB - PURPOSE: Extension of Interstate 90 (I-90; Massachusetts Turnpike) from its terminus at the Central Artery in Boston across Boston Harbor to a new terminus in East Boston, Massachusetts is proposed. The project, which would also be known as the Third Harbor Tunnel, would be located entirely in the city of Boston in Suffolk County. The one-way tunnel in Fort Point Channel will carry all northbound traffic to a widened and depressed Central Artery. The Central Artery, from the north portal of the Dewey Square Tunnel to the Massachusetts Turnpike area, will be converted to southbound operation, with the exception of one lane that will continue to serve northbound traffic. North of Dewey Square, the artery will be widened and constructed in a tunnel through the downtown area. The total length of the project on the Central Artery is approximately 3.0 miles. The depressed and widened Central Artery will have four to five lanes of traffic in each direction, as well as improved ramp connections in the downtown area. The High-Level Bridge over the Charles River will be replaced as part of this project. Improved connections with Storrow Drive and with the Callahan /Sumner tunnels will also be provided. Almost 20 acres of air rights development parcels will be created by the depression of the Central Artery. The Third Harbor Tunnel will include a two-way, four-lane limited-access toll highway, approximately 3.9 miles in length, with direct connections to the Massachusetts Turnpike Southeast Expressway, Central Artery, Logan Airport, and Route 1A to the north. This highway will follow a seaport access alignment easterly from the Massachusetts Turnpike/Central Artery interchange, across Fort Point Channel at its southern point to the Commonwealth Flats area in South Boston. The alignment would continue easterly to a portal near the present location of Commercial Union and would curve north to pass between Pier 5 at the Dry Dock and the western edge of the Boston Marine Industrial Park to continue beneath Boston Harbor to a portal at Bird Island Flats. Connections would be provided to Route 1A north as well as to the airport roadways. An open one-way southbound toll plaza will be located on Commonwealth Flats. Construction costs of the total project are $2.56 billion, including rights-of-way acquisitions. POSITIVE IMPACTS: Any of the tunnels would increase cross-harbor capacity above that provided by the Callahan and Summer tunnels and the Mystic-Tobin Bridge. Significant volumes of traffic would be diverted from each of these crossing facilities, in some cases relieving extreme congestion. Traffic in the existing tunnels would be reduced during peak hours. The proposed action will improve bus/transit service in the city of Boston. Construction employment rolls would be significant. NEGATIVE IMPACTS: Development of new rights-of-way for the project would displace 131 businesses employing 4,400 workers and would disrupt numerous neighborhoods and shallow water intertidal habitat. Traffic-generated noise levels would exceed Federal Highway Administration standards in the vicinity of several sensitive land uses. Vibration from construction activities would disrupt life-styles and could result in structural damage. The project could encroach on several cultural, park, and recreational areas, including the Fort Point Channel area, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft environmental impact statement (EIS) and the draft supplement to the draft EIS, see 83-0139D, Volume 7, Number 3, and 83-0414D, Volume 7, Number 8, respectively. JF - EPA number: 850507, 6 volumes and maps, November 15, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MA-EIS-82-02-F KW - Air Quality Assessments KW - Cultural Resources KW - Dredging KW - Employment KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Resources Surveys KW - Waterways KW - Massachusetts KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, Compliance 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/36393004?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THIRD+HARBOR+TUNNEL%2C+INTERSTATE+90%2FCENTRAL+ARTERY%2C+INTERSTATE+93%2C+BOSTON%2C+MASSACHUSETTS.&rft.title=THIRD+HARBOR+TUNNEL%2C+INTERSTATE+90%2FCENTRAL+ARTERY%2C+INTERSTATE+93%2C+BOSTON%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boston, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 15, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF STAPLETON INTERNATIONAL AIRPORT, DENVER, COLORADO. AN - 36393112; 557 AB - PURPOSE: The expansion of Stapleton International Airport in the city and county of Denver, Colorado is proposed. The preferred expansion alternatives involve an east-west runway located on Sections 11 and 12, T3S, R67W, and affecting Sections 7 and 8, T3S, R66W and a short north-south runway located partially on Section 9 in Adams County on the Rocky Mountain Arsenal, a Department of Defense installation. The short north-south runway is also located partially on Section 16 of Stapleton International Airport. The direct costs for the East-West Alternative are estimated to be approximately $94.9 million. The short North-South Runway Alternative will have direct costs of approximately $8.5 million. POSITIVE IMPACTS: While neither runway is dependent on the other, in combination they would minimize delay to the extent practicable at Stapleton International Airport. Airline operating costs would decrease. The shorter delays of aircraft on the ground would provide less surface water runoff pollution and improve water quality in the drainage basins. Shortening delays will reduce fuel usage. NEGATIVE IMPACTS: The proposed plan would result in an increase in the amount of land area affected by airport-related noise. Increased aircraft traffic in the future will cause greater pollutant emissions. The pollutant loading to the runway during dry weather will be rinsed off during rain events and will result in increased contaminant levels in surface water and groundwater. The preferred alternative would remove approximately 590 acres of the 2,560 acres on the southern tier from public use. The short north-south runway would eliminate approximately 210 acres of the 640 acres on Section 9 currently used for dog trials. Construction of the runway would affect the biotic communities. The preferred alternative would result in the loss of 25 acres of wetlands. Since the runways, taxiways, and surrounding surface would decrease surface permeability, they would add to flooding problems. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966 (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: 850500, 2 volumes and maps, November 14, 1985 PY - 1985 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cost Assessments KW - Emissions KW - Energy Consumption KW - Flood Hazards KW - Noise Assessments KW - Section 404(b) Statements KW - Sites Surveys (Airports) KW - Waste Disposal KW - Water Quality KW - Wetlands KW - Wildlife KW - Colorado KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+STAPLETON+INTERNATIONAL+AIRPORT%2C+DENVER%2C+COLORADO.&rft.title=EXPANSION+OF+STAPLETON+INTERNATIONAL+AIRPORT%2C+DENVER%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Aurora, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 14, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. ROUTE 13 RELIEF ROUTE, ROUTE 7 TO U.S. ROUTE 113, CENTRAL DELAWARE. AN - 36403954; 577 AB - PURPOSE: A relief route for U.S. Route 13, Route 7 to U.S. Route 113, in central Delaware is proposed. The project consists of a 58-mile limited-access highway facility to provide sufficient traffic capacity to address existing problems in the corridor and anticipated traffic volumes in the next 20 years. The study area includes the areas approximately two to three miles to the east and west of the present U.S. Route 13. The limits of the proposed project extend to Tybouts Corner on the north, where new Delaware Route 7 improvements are to terminate, to Frederica and Felton areas south of Dover (including U.S. Route 113 and U.S. Route 13). In each segment of the project, three basic alternatives are being considered. The Railroad or Western Alternative calls for the construction of a new, generally four-lane limited-access facility beginning at Route 7 in Tybouts Corner. This alternative swings westward from Route 72 and U.S. Route 13 and joins the Delmarva Conrail railroad line north of Mount Pleasant. It crosses the Chesapeake and Delaware Canal on a new bridge east of the existing railroad bridge, follows the tracks closely on the east to Middletown, crosses the tracks, bypasses Middletown on the west, and remains west of the tracks thereafter. The Western Alternative calls for a longer new route than do the other alternatives because of a connection to U.S. Route 113 to serve beach traffic. The Upgrade Alternative calls for the construction of a new six-lane limited-access facility beginning at Route 7 in Tybouts Corner, generally on the existing alignment of U.S. Route 13. The design is significantly different from the present roadway, requires more than twice the present rights-of-way, and incorporates service roads and numerous local road crossings to maintain local service. A new bridge would be built over the Chesapeake and Delaware Canal at St. Georges, west of the existing bridge. The Near East Alternative provides a new four-lane limited-access facility beginning at Route 7 in Tybouts Corner. This alternative remains to the east of and parallel to U.S. Route 13 to North St. Georges. It swings west across U.S. Route 13, crossing the Chesapeake and Delaware Canal on a new bridge and recrossing south of the bridge to continue on the east side of U.S. Route 13. Access to St. Georges is provided at each of these crossings. From St. Georges to Odessa, the corridor is parallel; on the east, to Odessa, it crosses to the west, bypassing Odessa. It recrosses south of the town, and access is provided to Odessa at each of these crossings. The corridor remains east to just north of Blackbird at the Old Union Church, where it recrosses to the west. The total estimated costs range from $431 to $497 million. POSITIVE IMPACTS: All construction alternatives will achieve traffic service at the level of service B in rural sections and service C in the Dover sections on an all-year-round average traffic basis for the design year of 2004. Under the Western/Railroad and Near East alternatives, community cohesion would be increased by reducing traffic on U.S. Route 13. The construction job impacts of all alternatives are significant. NEGATIVE IMPACTS: Relocation requirements will range from 224 households, 124 homes, 100 mobile homes, and 27 businesses under the Western/Railroad Alternative to 293 households, 236 homes, 57 mobile homes, and 264 businesses under the Upgrade Alternative. Direct job losses due to rights-of-way range from 1,720 to 430. All alternatives would affect water quality and aquatic biota. All construction alternatives would take area from wetlands. The alternatives would affect 1 to 25 standing historic structures and 20 to 39 known historic and prehistoric archaeologic sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850499, 208 pages and maps, November 13, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-DE-EIS-85-1-D KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Commercial Zones KW - Employment KW - Highway Structures KW - Highways KW - Historic Sites KW - Mobile Homes KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Delaware KW - Department of Transportation Act of 1966, Wetlands KW - Federal Aid Highway Act of 1968, 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/36403954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+ROUTE+13+RELIEF+ROUTE%2C+ROUTE+7+TO+U.S.+ROUTE+113%2C+CENTRAL+DELAWARE.&rft.title=U.S.+ROUTE+13+RELIEF+ROUTE%2C+ROUTE+7+TO+U.S.+ROUTE+113%2C+CENTRAL+DELAWARE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Dover, Delaware; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 13, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIANA PROJECT M-M060(1): BROADWAY/MACEDONIA IMPROVEMENT FROM THE SOUTH MUNCIE BYPASS (S.R. 67) TO THE NORTH MUNCIE BYPASS (S.R. 67), MUNCIE, DELAWARE COUNTY, INDIANA. AN - 36392146; 529 AB - PURPOSE: Construction of 6.6 miles of urban highway is proposed to connect Broadway and Macedonia avenues and to complete the primary loop around the center of Muncie, Delaware County, Indiana. The project corridor would consist of Broadway Avenue north of the White River and Ohio and Macedonia avenues south of the White River. Broadway Avenue currently extends from the State Route (S.R.) 67 bypass on the north to Ball Road on the south. Ohio Avenue is a northwest-southeast diagonal street, extending from Washington Street to Macedonia Avenue and crossing the S.R. 32 one-way pair. Macedonia Avenue extends from Ohio Avenue at Burlington Drive southward to the S.R. 67 bypass. The central portion of the project, which would include a bridge over the White River, would follow new alignment. The roadway cross-section would consist of an undivided 48-foot pavement on the southern portion of the project and 12-foot turn lanes and a 4-foot median for the central and northern portions of the project. Curbs, gutters, sidewalks, and storm sewers would be incorporated into the design. Rights-of-way for the project would vary from 80 to 200 feet, except in the vicinity of the bridge approaches, where a 200- to 300-foot right-of-way would be required. Estimated cost of the project is $16.1 million. POSITIVE IMPACTS: Completion of the loop around the inner city would allow accommodation of the majority of north-south travel on the east side of Muncie. The highway segment would constitute the only continuous north-south arterial route within the city limits east of the central business district. Construction of a new crossing of the White River would decrease pressure on the existing crossing, the Wysor Street Bridge. NEGATIVE IMPACTS: Rights-of-way development would require displacement of 23.6 acres of land and relocation of 71 families, 13 businesses, and 1 nonprofit organization. Removal of 75 to 125 trees would be necessary, and the bridge would impact visually on river aesthetics. Some work within the channel of the White River could be necessary. Most sensitive receptors along the corridor would be exposed to noise levels in excess of Federal Highway Administration standards. LEGAL MANDATES: 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 environmental impact statement, see 83-0634D, Volume 7, Number 12. JF - EPA number: 850498, 2 volumes, November 8, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-1-05-F KW - Bridges KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Indiana 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/36392146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIANA+PROJECT+M-M060%281%29%3A+BROADWAY%2FMACEDONIA+IMPROVEMENT+FROM+THE+SOUTH+MUNCIE+BYPASS+%28S.R.+67%29+TO+THE+NORTH+MUNCIE+BYPASS+%28S.R.+67%29%2C+MUNCIE%2C+DELAWARE+COUNTY%2C+INDIANA.&rft.title=INDIANA+PROJECT+M-M060%281%29%3A+BROADWAY%2FMACEDONIA+IMPROVEMENT+FROM+THE+SOUTH+MUNCIE+BYPASS+%28S.R.+67%29+TO+THE+NORTH+MUNCIE+BYPASS+%28S.R.+67%29%2C+MUNCIE%2C+DELAWARE+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 - Final. Preparation date: November 8, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALVERT ROAD, U.S. ROUTE 1 TO MD ROUTE 201, PRINCE GEORGE'S COUNTY, MARYLAND. AN - 36403275; 531 AB - PURPOSE: The Calvert Road study area is located in northwest Prince George's County, Maryland, northeast of Washington, D.C. It is bounded by MD Route 193 to the north, MD Route 201 to the east, MD Route 410 to the south, and U.S. Route 1 to the west. The project would provide a means of vehicular access between U.S. Route 1 and MD Route 201 and to the College Park Metro Station following the closing of the existing Calvert Road at-grade crossing of the B & O Railroad. The at-grade crossing must be closed because of the Metro's method of "third rail" electrification. Of the 10 build and no-build alternatives considered originally, 2 build alternatives and 1 no-build alternative have been selected for detailed study. Alternate 4A involves the widening of Calvert Road to a 4-lane roadway between U.S. Route 1 and the B & O Railroad, a 5-lane roadway between the B & O Railroad and Northeast Branch, and a 4-lane divided roadway with auxiliary turn lanes at MD Route 201. Good Luck Road east of MD Route 201 would be widened to provide auxiliary turn lanes. Calvert Road would be depressed between Dartmouth Avenue and 50th Avenue, and structures would be provided to carry Bowdoin Avenue, the B & O Railroad, and the Metro line over Calvert Road. A pumping station would be provided to discharge all storm runoff entering the Calvert Road sump beneath these structures. Alternate 5 involves the construction of a new 4-lane roadway between U.S. Route 1 south of Albion Road and Calvert Road at 50th Avenue. A structure would be provided to carry the new road over the B & O Railroad. Calvert Road east of 50th Avenue and Good Luck Road would be widened as described under Alternate 4A. Under the no-build alternative, the existing Calvert Road at-grade crossing of the B & O Railroad, scheduled to be closed in conjunction with the Metro line construction, would not be replaced. Alternate 4A has been developed with a 35 mph design speed, whereas Alternate 5 is based on a 40 mph design speed. POSITIVE IMPACTS: Alternates 4A and 5 would increase roadway capacity, improving traffic operations and making the area more attractive to businesses. Construction of either build alternate would facilitate development of the industrially zoned land south of Calvert Road, producing an increase in the tax base. NEGATIVE IMPACTS: Under the 4A Alternate, 11 residences would be acquired and 2 businesses would be displaced. Alternate 5 would displace one business at the northeast corner of the Calvert Road-50th Avenue intersection. There would be minor floodplain involvement. The Federal Noise Abatement criteria would be exceeded at six sites under Alternate 4A, four sites under Alternate 5, and four sites under the no-build alternate. LEGAL MANDATES: 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). JF - EPA number: 850474, 135 pages and maps, November 7, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-85-01-D KW - Highway Structures KW - Noise Assessments KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Maryland 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/36403275?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALVERT+ROAD%2C+U.S.+ROUTE+1+TO+MD+ROUTE+201%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.title=CALVERT+ROAD%2C+U.S.+ROUTE+1+TO+MD+ROUTE+201%2C+PRINCE+GEORGE%27S+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: November 7, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MINNESOTA TRUNK HIGHWAY 33 FROM JUNCTION OF INTERSTATE 35 TO JUNCTION OF U.S. TRUNK HIGHWAY 53, CARLTON AND SAINT LOUIS COUNTIES, MINNESOTA. AN - 36392872; 532 AB - PURPOSE: Improvement of 19.7 miles of Trunk Highway (TH) 33 from the junction with Interstate Highway 35 (I-35) to the junction with TH 53 in Carlton and Saint Louis counties, Minnesota is proposed. The rural segment of the project would include the road section from the junction of TH 53 to Morris Thomas Road. Three alternative corridors would be considered. Two corridors would run immediately east or west of existing TH 33, while the Range Line Corridor would be parallel to and approximately one to two miles east of existing TH 33. A typical cross-section of the rural design would consist of four 12-foot lanes with 10-foot shoulders. The urban segment of the project would include the highway section in and around the town of Cloquet. A typical cross-section of the urban design would consist of two 12-foot lanes, two 14-foot lanes, a 12-foot continuous left-turn lane, and sidewalks. Construction of the preferred alternative would result in a four-lane expressway. Interchanges with TH 53, TH 2, and I-35 are proposed. A one-mile section of TH 2 would be reconstructed to four lanes through the interchange with TH 33. The preferred alternative was analyzed by placing approximate alignments within corridors. The corridors were approximately 500 feet wide, except where potential constraints were found. In these areas, the corridor was expanded to a maximum width of 2,000 feet. In the rural section, the preferred alternative consists of a combination of the East and West Corridors. The alignment shifts from one corridor to the other to minimize social, economic, and environmental impacts as well as to address engineering considerations. Along most of this alignment, two lanes would be constructed adjacent to the existing TH 33, creating a four-lane facility. Between Witte Road and one-half mile north of Seville Road, the highway would be four lanes on new alignment and/or adjacent to existing alignment. The No-Build Alternative has been identified as a temporary preferred alternative in the urban section. The No-Build Alternative excludes the construction of a four-lane highway, but includes badly needed improvements to the existing two-lane highway. Substantial involvement with historical properties, parks, recreational facilities, the Fond du Lac Indian Reservation, and socioeconomic concerns requires that further studies be undertaken to determine which build alternative, if any, should be selected for the urban section. A supplemental EIS will be prepared to document this decision. POSITIVE IMPACTS: The project would provide four-lane continuity between the Twin Cities metropolitan area and the Iron Range cities, and it would improve accessibility to tourism areas of northern Minnesota. Highway accidents would decrease, primarily along the portion of TH 33 between I-35 and TH 2, and traffic flow through Cloquet would improve. The project also would stimulate business expansion and long-term economic growth in the area. Deficient bridge structures would be replaced or improved. NEGATIVE IMPACTS: The project would displace three small businesses and 24 residences (up to nine additional residences may be taken, depending on landowner negotiations). A 1,000-foot channel change of the White Pine Rivers would be required and a 2,000-foot encroachment into the river's floodplain is involved. Lands required for highway widening would affect 73 acres of wetlands and up to 118 acres of forest land. Increased traffic volumes would increase the number of receptors exceeding federal and state noise standards. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 84-0492D, Volume 8, Number 10. JF - EPA number: 850493, 229 pages and maps, November 6, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS 84-01-F KW - Bridges KW - Floodplains KW - Forests KW - Highways KW - Historic Sites KW - Indian Reservations KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+U.S.+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA.&rft.title=MINNESOTA+TRUNK+HIGHWAY+33+FROM+JUNCTION+OF+INTERSTATE+35+TO+JUNCTION+OF+U.S.+TRUNK+HIGHWAY+53%2C+CARLTON+AND+SAINT+LOUIS+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 6, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALTERNATIVES TO IMPROVE THE OPERATIONAL CHARACTERISTICS AND REDUCE CONGESTION ALONG SANTA MONICA BOULEVARD (ROUTE 2) FROM THE SAN DIEGO FREEWAY (ROUTE 405) IN THE CITY OF LOS ANGELES THROUGH THE CITY OF BEVERLY HILLS TO FAIRFAX AVENUE IN THE CITY OF WEST HOLLYWOOD, CALIFORNIA. AN - 36394867; 523 AB - PURPOSE: Alternatives are proposed to improve traffic operations and to alleviate congestion in the Route 2 corridor from the San Diego Freeway (Route 405) to Fairfax Avenue in Los Angeles County, California. The portion of Santa Monica Boulevard involved experiences congestion daily and has an above average accident rate. Long delays and speeds under 20 miles per hour occur daily. The specific alternatives discussed are: (1) No Project; (2) Transportation Systems Management, including peak hour parking restrictions in the westbound direction and bus turnouts, at a cost of $1 million; and (3) Highway Widening. Under Alternative 3, two additional lanes would be provided by surface widening from four to six lanes between Sepulveda Boulevard and La Cienega Boulevard. Alternatively, additional lanes would be provided between Sepulveda Boulevard and La Cienega Boulevard by surface widening from four to six lanes between Sepulveda Boulevard and Moreno Drive and between Doheny Drive and La Cienega Boulevard, and by providing for additional lanes in limited-access tunnels through Beverly Hills (i.e., no surface widening in Beverly Hills). Or, additional lanes would be provided by surface widening between Sepulveda Boulevard and La Cienega Boulevard, except from Thayer Avenue to Moreno Drive, where it is proposed that the highway be altered to a couplet (two parallel, separated one-way roadways) with four lanes westbound and five lanes eastbound. The cost of these alternatives ranges from $62.1 to $254.0 million. POSITIVE IMPACTS: Construction of the widening alternatives would relieve congestion on Santa Monica Boulevard. This would lead to slightly higher speeds and shorter travel times, which would mean a minor reduction of pollutant levels from traffic using the road. NEGATIVE IMPACTS: The highway widening variations would not significantly affect neighborhoods or community cohesion. The tunnel variation would cut off two streets, Walden and Maple Drive, which would reduce traffic along these residential streets. The Transportation System Management alternative might affect mixed residential/commercial neighborhoods. Competition for parking spaces on side streets might become greater. The widening variation, which includes the tunnels, would require the displacement of 33 retail/office establishments including clothing stores, beauty salons, and restaurants, resulting in the displacement of approximately 180 employees. The tunnel variation would require a total of 0.4 acres of land from Beverly Gardens Park. Noise levels at some locations would be above federal abatement criteria. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 850492, 138 pages and maps, November 5, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-85-03-D KW - Air Quality KW - Archaeological Sites KW - Central Business Districts KW - Cost Assessments KW - Energy Consumption Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Assessments KW - Parking KW - Parking Surveys KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALTERNATIVES+TO+IMPROVE+THE+OPERATIONAL+CHARACTERISTICS+AND+REDUCE+CONGESTION+ALONG+SANTA+MONICA+BOULEVARD+%28ROUTE+2%29+FROM+THE+SAN+DIEGO+FREEWAY+%28ROUTE+405%29+IN+THE+CITY+OF+LOS+ANGELES+THROUGH+THE+CITY+OF+BEVERLY+HILLS+TO+FAIRFAX+AVENUE+IN+THE+CITY+OF+WEST+HOLLYWOOD%2C+CALIFORNIA.&rft.title=ALTERNATIVES+TO+IMPROVE+THE+OPERATIONAL+CHARACTERISTICS+AND+REDUCE+CONGESTION+ALONG+SANTA+MONICA+BOULEVARD+%28ROUTE+2%29+FROM+THE+SAN+DIEGO+FREEWAY+%28ROUTE+405%29+IN+THE+CITY+OF+LOS+ANGELES+THROUGH+THE+CITY+OF+BEVERLY+HILLS+TO+FAIRFAX+AVENUE+IN+THE+CITY+OF+WEST+HOLLYWOOD%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Los Angeles, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 5, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 412, NORMAL TO OGLESBY, ILLINOIS. AN - 36402640; 528 AB - PURPOSE: Construction of a four-lane, divided highway, designated as Federal Aid Primary Route 412 (F.A.P. 412) from Interstate Route 55 (I-55) at Bloomington-Normal to north of Illinois Route 71 near Oglesby is proposed. The highway would be located in McLean, Woodford, Marshall, and LaSalle counties along or near existing U.S. 51. The length of the project, which extends in a north-south direction, would be approximately 51 miles. Two possible highway designs were studied for the major construction alternatives: a fully access-controlled freeway and a partially access-controlled expressway. Traffic would be separated by a 54-foot wide median. The integrity of the local road system would be preserved by carrying important local roads over or under the new highway by means of grade separations and by retaining portions of the existing U.S. 51 pavement as a frontage road for the new four-lane facility. Mainline traffic would be separated by a 50-foot wide median. Existing access to single-family residences and farms would be provided directly to the highway or by frontage roads and service drives. Median crossings would be spaced approximately one-half mile apart. The three construction alternatives that have been studied in detail for the project are the 1976 freeway alternative using updated design standards, a 1985 freeway alternative making optimal use of U.S. 51 rights-of-way, and a 1985 expressway alternative making optimal use of U.S. 51 rights-of-way. The 1985 freeway alternative and the 1985 expressway alternative extend the entire 51-mile length of the U.S. 51 corridor. POSITIVE IMPACTS: The proposed highway would provide a safer and more efficient transportation system by relieving the problems of traffic congestion and conflicts between farm equipment and high-speed traffic, and by reducing accident rates along existing U.S. 51. NEGATIVE IMPACTS: Depending on the alternative that is selected, 12 to 18 residences would be displaced. From one to nine businesses would also be displaced. Approximately 1,419 to 2,094 acres of farmland would be converted to highway rights-of-way. For all construction alternatives, the noise abatement criteria are exceeded at the trailer court situated in the southwest quadrant of the F.A.P. 412 /I-55 interchange. Other sites, primarily farm residences along the route, would also be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850486, 2 volumes and maps, November 1, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-76-02-D(S)(2) KW - Farmlands KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Mobile Homes KW - Noise KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Analyses KW - Traffic Control KW - Wildlife KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+412%2C+NORMAL+TO+OGLESBY%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+412%2C+NORMAL+TO+OGLESBY%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 1, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOT-35-9.21: U.S. ROUTE 35 WEST, INTERSTATE ROUTE 75 TO WEST THIRD STREET, CITY OF DAYTON, MONTGOMERY COUNTY, OHIO (FEDERAL PROJECT NO. F-7(6)). AN - 36398602; 534 AB - PURPOSE: Construction of a 4.7-mile segment of parkway in Montgomery County, Ohio is proposed to complete U.S. 35 West through the city of Dayton. The segment would extend westward from the existing interchange of U.S. 35 and Interstate 75 (I-75) to U.S. 35 in the Drexel area of west Dayton. The limited-access parkway would proceed west from the I-75/U.S. 35 interchange, cross Germantown Street, and turn northwestward adjacent to the Chessie System Railroad tracks. In the vicinity of Home Avenue, the parkway would turn southwest, cross the Chessie tracks, and run along portions of Home Avenue. The alignment would then pass south of Lakeside Park and north of Carlson School, follow the Veterans Administration Medical Center property line between Gettysburg Avenue and Liscum Drive, and connect with existing U.S. 35 west of Liscum Drive. The parkway section would lie within a right-of-way ranging from 150 to 200 feet, and portions of the existing Home Avenue right-of-way would be used. At-grade access would be provided to the facility at Summit, Abbey Avenue, Liscum Drive, and Infirmary. The main line of the parkway would be signalized at these access points to allow cross traffic. A full grade-separated interchange would be provided at Gettysburg Avenue. At Western Avenue, at-grade access would also be provided, although cross traffic would not be accommodated by a signal. The main line would vary in width from four to eight traffic lanes and would feature a 19-foot median, with a barrier to separate opposing traffic movements. Cost of rights-of-way for the project is estimated at $6.0 million. POSITIVE IMPACTS: By completing U.S. 35 West, the project would improve access and traffic circulation for residents and businesses on the west side of Dayton and complete an important link of the Long-Range Transportation Plan for the Dayton metropolitan area. The parkway would accommodate east-west traffic volumes, which currently exceed the capacity of area arterials. Access to economic development areas of west Dayton would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 801 families, 17 businesses, and 4 nonprofit organizations. In addition, 23 acres of the Veterans Administration Medical Center, a property eligible for inclusion on the National Register of Historic Places, would be taken. Approximately 0.3 acres of a 2.3-acre pond would be filled, and 935 feet of six intermittent streams would be covered by culverts. Traffic-generated noise along the corridor would increase noise levels above noise abatement criteria at 633 structures. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0642D, Volume 7, Number 12. JF - EPA number: 850483, 2 volumes, November 1, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OHIO-EIS/4(f)-83-03-F KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Control KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36398602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOT-35-9.21%3A+U.S.+ROUTE+35+WEST%2C+INTERSTATE+ROUTE+75+TO+WEST+THIRD+STREET%2C+CITY+OF+DAYTON%2C+MONTGOMERY+COUNTY%2C+OHIO+%28FEDERAL+PROJECT+NO.+F-7%286%29%29.&rft.title=MOT-35-9.21%3A+U.S.+ROUTE+35+WEST%2C+INTERSTATE+ROUTE+75+TO+WEST+THIRD+STREET%2C+CITY+OF+DAYTON%2C+MONTGOMERY+COUNTY%2C+OHIO+%28FEDERAL+PROJECT+NO.+F-7%286%29%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 - Final. Preparation date: November 1, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 600, FROM ROUTE 603 TO ROUTE 762, SMYTH COUNTY, VIRGINIA (STATE PROJECT NUMBER: 0600-086-176, PE-101; FEDERAL PROJECT NUMBER: FLH-012(101)). AN - 36397847; 539 AB - PURPOSE: Improvement of existing Route 600 in Smyth County, Virginia is proposed. The project would involve construction along the existing secondary highway network and on new location for a total length of approximately 7.0 miles. The proposed project will begin near the intersection of existing Route 603 and terminate at the intersection of existing Route 762. The proposed facility will provide 22 feet of pavement on a minimum of 6 feet of rights-of-way. The fill sections will have a 6-foot wide shoulder, and the cut sections will have a 5-foot wide shoulder with a 3-foot wide ditch. The completed facility will not be limited access, and at-grade connections will be provided at the necessary locations. POSITIVE IMPACTS: The completed project will upgrade an existing north-south roadway to supplement the existing secondary highway network in this area. The construction phase of the project would create jobs and provide increased revenues for the local economy. The completed roadway would benefit those businesses that cater to tourists and others using the national forest and national recreation area facilities. Emergency services will generally improve. NEGATIVE IMPACTS: Sixteen residential locations will experience substantially higher than existing noise levels. The preferred alternative will require 24 acres of residential land, and some families will be displaced. The preferred alternative has seven prehistoric sites that will require investigation. 70 acres of wildlife habitat could be lost. Potential rights-of-way acquisition for agriculturally classed land is 46.07 acres. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). JF - EPA number: 850479, 106 pages, October 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-85-01-D KW - Air Quality KW - Appalachian Development Highways KW - Archaeological Sites KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation Surveys KW - Wildlife KW - Virginia KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397847?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+600%2C+FROM+ROUTE+603+TO+ROUTE+762%2C+SMYTH+COUNTY%2C+VIRGINIA+%28STATE+PROJECT+NUMBER%3A+0600-086-176%2C+PE-101%3B+FEDERAL+PROJECT+NUMBER%3A+FLH-012%28101%29%29.&rft.title=ROUTE+600%2C+FROM+ROUTE+603+TO+ROUTE+762%2C+SMYTH+COUNTY%2C+VIRGINIA+%28STATE+PROJECT+NUMBER%3A+0600-086-176%2C+PE-101%3B+FEDERAL+PROJECT+NUMBER%3A+FLH-012%28101%29%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: October 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 287: FROM NEAR WEST CITY LIMITS OF ENNIS, EAST TO INTERSTATE HIGHWAY 45 NEAR ENNIS (ENNIS BYPASS), ELLIS COUNTY, TEXAS. AN - 36385116; 538 AB - PURPOSE: Construction of a 6.2-mile four-lane divided rural highway to allow U.S. 287 to bypass the south side of Ennis in Ellis County, Texas is proposed. The alignment for the bypass begins on existing U.S. 287 near the western city limits of Ennis and extends to Interstate 45 (I-45). All roads crossed by the bypass highway, except I-45 and the county road parallel to the railroad near I-45, would be intersected at grade. Three interchanges will be included in the proposed project: at existing U.S. 287 where the bypass route begins; a partial interchange at the county road just south of the U.S. 287 route; and at I-45. Provision for a future interchange at State Highway (SH) 34 is also included. The northernmost interchange will be a direct connection from U.S. 287 west to the proposed bypass, while separating the bypass traffic in both directions from eastbound traffic on existing U.S. 287. To accomplish this, the eastbound lanes of U.S. 287 will be relocated to the south. Access between the bypass to the south and U.S. 287 Business to the east (toward Ennis) will be via a half-diamond interchange on the county road immediately south of U.S. 287. Westbound traffic on the existing U.S. 287 Business route will be directed onto the county road to proceed south on the bypass. The route at SH 34 will initially be constructed as an at-grade intersection, but sufficient rights-of-way for a full diamond interchange will be acquired. The interchange at I-45 will be a trumpet interchange, providing direct access between the proposed bypass and I-45 in all directions. Grade separations will be provided over the Southern Pacific Railroad, the county road just west of the railroad, and the western frontage road along I-45. Both the eastern and western frontage roads will be relocated to accommodate the interchange while providing continuity on the frontage roads. The typical roadway cross-section for the bypass would comprise two 24-foot pavements in each direction separated by a 76-foot median within a 250-foot right-of-way. Depending on the alternative alignment chosen, the estimated cost of the project ranges from $19.6 to $21.8 million. POSITIVE IMPACTS: Integral to an attempt to upgrade the U.S. 287 interregional facility linking northcentral Texas with the coastal area to the southeast, the bypass would ease long-distance travel and remove through traffic from local streets within Ennis. The large number of trucks that use U.S. 287 would be accommodated, and truck traffic would be removed from the congested streets of Ennis. NEGATIVE IMPACTS: Acquisition of 194.0 to 252.8 acres of rights-of-way would result in the displacement of farmland, woodland, and land from 27 to 42 properties. Three of six dwelling units would lie within 200 feet of the bypass rights-of-way. Several agricultural operations would be severed, and air pollutants and highway noise would be introduced into a currently quiet rural area. LEGAL MANDATES: 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 environmental impact statement, see 83-0366D, Volume 7, Number 7. JF - EPA number: 850482, 113 pages, October 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-82-01-F KW - Air Quality KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Texas 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/36385116?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+287%3A+FROM+NEAR+WEST+CITY+LIMITS+OF+ENNIS%2C+EAST+TO+INTERSTATE+HIGHWAY+45+NEAR+ENNIS+%28ENNIS+BYPASS%29%2C+ELLIS+COUNTY%2C+TEXAS.&rft.title=U.S.+287%3A+FROM+NEAR+WEST+CITY+LIMITS+OF+ENNIS%2C+EAST+TO+INTERSTATE+HIGHWAY+45+NEAR+ENNIS+%28ENNIS+BYPASS%29%2C+ELLIS+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: October 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KAHANA BAY NAVIGATION IMPROVEMENTS, OAHU, HAWAII. AN - 36386194; 555 AB - PURPOSE: Light-draft navigation improvements and a harbor of refuge for Kahana Bay, Oahu, Hawaii are proposed. Kahana Bay is located on the northeast coast of Oahu between Punaluu and Kaneohe Bay. The coastal reach between Haleiwa and Kaneohe Bay lacks adequate light-draft craft refuge. Improving Kahana Bay would reduce an existing wave exposure problem at the ramp and would accommodate light-draft crafts in distress during storm conditions when they are travelling between Kaneohe and Haleiwa. The preferred alternative is located at the existing Kahana boat ramp. The project consists of a 220-foot long breakwater, a 90-foot square turning basin 6 feet deep, and an entrance channel approximately 50 feet wide and 1,000 feet in length. The turning basin and the entrance channel will be dredged to minus 6 feet mean low low water (MLLW) and minus 8 feet MLLW, respectively. Four alternative crest elevations are proposed: plus 11.0 feet MLLW, 8.0 feet MLLW, 6.5 feet MLLW, and 5.0 feet MLLW. Approximately 8,600 cubic yards of sand material will be dredged. The first cost for the total project ranges from $837,000 to $1,109,800. The average annual cost is estimated to be $79,900 to $104,700, with a benefit-cost ratio ranging from 2.3 to 5.8. POSITIVE IMPACTS: Existing land use would not change. Recreational boating activities and subsistence fishing would improve. NEGATIVE IMPACTS: Increased boat usage will contribute to such impacts as petroleum spillage, litter, hydrocarbon emission, noise, dust, and turbidity. Possible blasting would impact on fish and create noise and dust. Turbidity and sedimentation are unavoidable impacts. Predators such as sharks will be attracted to the area. LEGAL MANDATES: Executive Order 11988, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1960, as amended (P.L. 86-645). JF - EPA number: 850478, 267 pages, October 30, 1985 PY - 1985 KW - Water KW - Bays KW - Breakwaters KW - Cultural Resources KW - Dredging KW - Fish KW - Harbor Improvements KW - Harbor Structures KW - Historic Sites KW - Navigation Aids KW - Recreation Facilities KW - Section 404(b) Statements KW - Ships KW - Waterways KW - Wildlife KW - Hawaii KW - Kahana Bay KW - Executive Order 11988, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1960, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KAHANA+BAY+NAVIGATION+IMPROVEMENTS%2C+OAHU%2C+HAWAII.&rft.title=KAHANA+BAY+NAVIGATION+IMPROVEMENTS%2C+OAHU%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Honolulu, Hawaii; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 30, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 82 WIDENING AND REALIGNMENT BETWEEN STATE ROUTE 880 (FORMERLY ROUTE 17) AND SCOTT BOULEVARD IN THE CITIES OF SANTA CLARA AND SAN JOSE, COUNTY OF SANTA CLARA, CALIFORNIA. AN - 36401290; 526 AB - PURPOSE: Widening and realignment of two and one-half miles of State Route (S.R.) 82 in Santa Clara County, California, from the interchange with S.R. 880 (formerly S.R. 17) in San Jose northwest to Scott Boulevard in the city of Santa Clara, are proposed. The project is divided into three segments: Segment A in San Jose from S.R. 880 to the Santa Clara city limits, Segment B from the city limits to the De La Cruz Boulevard Interchange, and Segment C from De Cruz Boulevard to Scott Boulevard. In Segment A, the present four through lanes and parking lanes would be converted to six through lanes during morning and evening peak periods, within present curbs. Minor rights-of-way acquisitions may be necessary at intersections. Segment B would realign the highway by constructing six through lanes and a median in a right-of-way, varying from 100 to 120 feet wide. The new one-mile-long alignment would be located a maximum of 1,400 feet northeast of the present S.R. 82 and would require moving or shortening a double-track Southern Pacific Railroad spur. The alignment would remove the highway from the center of the University of Santa Clara campus and would bypass an area of Indian graves and archaeological remains of an early site of the Santa Clara Mission. Segment C would widen along the present route from four through lanes with parking lanes to six through lanes, two parking lanes, and a median. Two rights-of-way would be needed. Total cost would be $15 million, excluding the value of University of Santa Clara property to be used for rights-of-way. POSITIVE IMPACTS: Implementation of the project is expected to prevent increases in accident rates. University of Santa Clara pedestrians would be separated from vehicular traffic. More than 14,000 pedestrians now cross S.R. 82 on a typical school day. Energy savings would be likely. A substantial increase in capacity to accommodate traffic is expected. The proposed alignment would avoid disturbance of Indian graves and mission site remains. NEGATIVE IMPACTS: Relocation of 11 dwelling units and 17 businesses employing 82 people would be required. Noise increases in segment B would be substantial. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0344D, Volume 8, Number 7. JF - EPA number: 850468, 109 pages and maps, October 23, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-84-01-F KW - Archaeological Sites KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+82+WIDENING+AND+REALIGNMENT+BETWEEN+STATE+ROUTE+880+%28FORMERLY+ROUTE+17%29+AND+SCOTT+BOULEVARD+IN+THE+CITIES+OF+SANTA+CLARA+AND+SAN+JOSE%2C+COUNTY+OF+SANTA+CLARA%2C+CALIFORNIA.&rft.title=STATE+ROUTE+82+WIDENING+AND+REALIGNMENT+BETWEEN+STATE+ROUTE+880+%28FORMERLY+ROUTE+17%29+AND+SCOTT+BOULEVARD+IN+THE+CITIES+OF+SANTA+CLARA+AND+SAN+JOSE%2C+COUNTY+OF+SANTA+CLARA%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 23, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SAN JOSE MULTIMODAL TRANSPORTATION TERMINAL, SAN JOSE, CALIFORNIA. AN - 36397990; 525 AB - PURPOSE: Development of a multimodal transportation terminal in or near downtown San Jose, California is proposed. The selected alternative proposes multimodal terminals at the Cahill and Alma sites. This alternative includes a Caltrain extension to and from a station at Alma Avenue adjacent to Santa Clara County's proposed light rail transit (LRT) station, which would accommodate future anticipated expansion of Caltrain service to 60 trains per day. New operating tracks would be provided at the Cahill site, and new operating tracks and passenger loading platforms would be provided at the Alma site. Improvements at both sites would afford access to the trains for the elderly and handicapped. Construction of the project would be undertaken in stages. The first stage would provide terminal and trackage improvements at both sites, train storage tracks at the Cahill site, and necessary surface parking at both the Cahill and Alma sites to accommodate the projected initial demand of 1,100 vehicles at Cahill and 400 vehicles at Alma. Extension of Caltrain service to the Alma station would occur during first stage construction. The second stage of construction would occur at both sites and would provide additional parking facilities for another 200 vehicles at Cahill and 800 at Alma. Third stage construction would expand parking at the Alma station to 1,700 vehicles. A second parallel track would be constructed within Southern Pacific (SP) rights-of-way between the Cahill and Alma stations in order to separate Caltrain passenger operations from SP freight operations. A third track would be constructed at the Alma site between Willow Street and Alma Avenue for passenger loading and unloading operations. A freight by-pass track would be constructed at the Cahill site to separate freight operations from terminal operations. The estimated rights-of-way cost is $21.0 million. The estimated first stage cost, including construction and rights-of-way, is $42.1 million; the total cost is estimated to be $52.5 million. POSITIVE IMPACTS: The terminal would provide a centralized facility to connect Caltrain and LRT operations and would serve county transit buses, private motor vehicles, taxis, bicycles, and pedestrians. The terminal also would be able to accommodate Amtrak trains, intercity buses, and charter tour buses. NEGATIVE IMPACTS: The project would displace 1 residence and up to 44 businesses. Twenty-nine acres of property would be required. Work at the Cahill Street site would involve modernization of the existing railroad station, which has been nominated for inclusion in the National Register of Historic Places. The plan would encroach upon the 100-year floodplain of the Guadalupe River. Noise levels at the site would rise, and air and visual quality would decline. Neighborhoods would experience parking pressures. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0546D, Volume 8, Number 11. JF - EPA number: 850470, 318 pages, October 23, 1985 PY - 1985 KW - Roads and Railroads KW - Historic Sites KW - Motor Vehicles KW - Noise KW - Parking KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Transportation KW - Urban Development KW - California KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397990?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+JOSE+MULTIMODAL+TRANSPORTATION+TERMINAL%2C+SAN+JOSE%2C+CALIFORNIA.&rft.title=SAN+JOSE+MULTIMODAL+TRANSPORTATION+TERMINAL%2C+SAN+JOSE%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 23, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENTS FOR INTERSTATE 40/75 AND INTERCHANGES FROM EAST OF PELLISSIPPI PARKWAY (I-40 MILE MARKER 377) TO EAST OF PAPERMILL ROAD (I-40 MILE MARKER 383) IN KNOXVILLE/KNOX COUNTY, TENNESSEE. AN - 36404016; 536 AB - PURPOSE: Improvement of approximately six miles of Interstate 40/75 (I-40/75) and interchanges from east of Pellissippi Parkway (I-40 mile marker 377) to east of Papermill Road (I-40 mile marker 383) in Knoxville /Knox County, Tennessee is proposed. Implementation of the proposed project is considered necessary to provide for the existing traffic demand and economic and residential development in the project area. The purpose of the proposed project is to establish a transportation system that would provide maximum benefits to its users and be compatible with local and regional goals and objectives. Improvements would consist of an additional through traffic lane in each direction with auxiliary lanes where required on I-40/75; the redesign of Cedar Bluff Interchange, Walker Springs Road Interchange, West Hills Interchange, and Papermill Road Interchange; and the improvement of interstate connectors (Cedar Bluff Road, Bridgewater Road, Gallaher View Road, and Papermill Road). POSITIVE IMPACTS: The proposed improvements of the interstate and interchanges will do much to provide a more stable and safer traffic flow in the area, along with enhancement of future planned growth and development. NEGATIVE IMPACTS: From 24 to 32 families and from 16 to 27 businesses would be displaced. There would be increased noise and air pollution, visual impacts on residential areas, and temporary construction impacts such as fugitive dust, open burning, equipment noise, inconvenience to motorists, and temporary siltation of streams. LEGAL MANDATES: Executive Orders 11988 and 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850464, 205 pages and maps, October 21, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-85-05-D KW - Air Quality KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Visual Resources KW - Tennessee KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+IMPROVEMENTS+FOR+INTERSTATE+40%2F75+AND+INTERCHANGES+FROM+EAST+OF+PELLISSIPPI+PARKWAY+%28I-40+MILE+MARKER+377%29+TO+EAST+OF+PAPERMILL+ROAD+%28I-40+MILE+MARKER+383%29+IN+KNOXVILLE%2FKNOX+COUNTY%2C+TENNESSEE.&rft.title=PROPOSED+IMPROVEMENTS+FOR+INTERSTATE+40%2F75+AND+INTERCHANGES+FROM+EAST+OF+PELLISSIPPI+PARKWAY+%28I-40+MILE+MARKER+377%29+TO+EAST+OF+PAPERMILL+ROAD+%28I-40+MILE+MARKER+383%29+IN+KNOXVILLE%2FKNOX+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: October 21, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 50, U.S. 12 TO I-94, WALWORTH AND KENOSHA COUNTIES, WISCONSIN--FEDERAL PROJECT NO. F 0030( ). AN - 36385172; 540 AB - PURPOSE: Improvement of State Trunk Highway 50 (T.H. 50), extending 23 miles from U.S. Route 12 near Lake Geneva, Wisconsin to I-94 near Kenosha, Wisconsin, is proposed. The road would be reconstructed into four lanes with controlled access, two 12-foot driving lanes in each direction, and a 50-foot grassed median. The western segment of T.H. 50, approximately three miles long, from U.S. Route 12 to a point just north of Lake Ivanhoe in Walworth County, generally would follow the route of existing T.H. 50. The central segment of T.H. 50, from the eastern terminus of the western segment to a point just east of the community of New Munster, approximately 6.5 miles, would follow T.H. 50 south of Slades Corners. The eastern segment of T.H. 50, from the eastern terminus of the central segment to I-94, approximately 13.7 miles to I-94, requires a new four-lane bridge crossing the Fox River. The preferred alternative for the eastern segment follows the present route of T.H. 50 from New Munster, across the Fox River and Soo Line Railroad, and through Paddock Lake to the existing interchange with I-94. Through the Paddock Lake business district and in the vicinity of Old Settlers Park, the cross section of the preferred alternative, would consist of four traffic lanes with either a raised median or a two-way left-turn lane in the center. POSITIVE IMPACTS: A positive contribution would be made to the socioeconomic character of the corridor, local institutions, emergency vehicle services, and recreational travelers. The number of accidents would be reduced by approximately 45 percent. NEGATIVE IMPACTS: The preferred alternative would displace five residences in the western segment and three farm properties in the central segment, and would require substantial business and residential displacement in the eastern segment. The preferred alternative would require the acquisition of a strip of land along the existing T.H. 50 rights-of-way through Old Settlers Park in Paddock Lake. One site is potentially eligible for the National Register of Historic Properties. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1976 (P.L. 94-280), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0352D, Volume 8, Number 9. JF - EPA number: 850463, 2 volumes and maps, October 18, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-84-01-F KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1976, 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/36385172?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+50%2C+U.S.+12+TO+I-94%2C+WALWORTH+AND+KENOSHA+COUNTIES%2C+WISCONSIN--FEDERAL+PROJECT+NO.+F+0030%28+%29.&rft.title=STATE+TRUNK+HIGHWAY+50%2C+U.S.+12+TO+I-94%2C+WALWORTH+AND+KENOSHA+COUNTIES%2C+WISCONSIN--FEDERAL+PROJECT+NO.+F+0030%28+%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 - Final. Preparation date: October 18, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREENHILL ROAD FROM IOWA HIGHWAY 57 IN CEDAR FALLS TO HACKETT ROAD BYPASS IN WATERLOO, BLACK HAWK COUNTY, IOWA, PROJECT NO. IX-6560(1)--79-07. AN - 36385820; 530 AB - PURPOSE: Construction of a new two- to four-lane undivided arterial street is proposed. The project begins in Cedar Falls at Iowa Highway 57, approximately 0.6 miles to the southwest of the intersection of Iowa Highways 57 and 58. The proposed alignment will proceed from this point eastward to a terminus with the proposed Hackett Road Bypass in Waterloo, Iowa. The proposed segment between Iowa Highway 57 and Hudson Road (Iowa Highway 58) would be a 31-foot wide, two-lane urban section with curbs, while the remainder is planned as a 53-foot wide, four-lane urban section with curbs. The total length of the project is approximately four miles. Some 0.5 miles of the roadway would be within the city limits of Waterloo. The proposed rights-of-way would vary from approximately 100 feet to 300 feet. No on-street parking would be allowed on the new roadway, and street intersections or access points would be limited to approximately one-quarter mile spacings. A new bikeway and new sidewalks would be considered along portions of the alignment. Traffic signals would be provided where warranted. The project is divided into a western and eastern segment. Two alternatives are being considered in the West Segment: Alternatives A and B. Two alternatives are also being considered in the East Segment: the North Sager and South Sager alternatives, for total of four possible alternatives for the project. All of the West Segment is located within the city of Cedar Falls, while over half of the East Segment is located within the city of Waterloo. The North Sager alternative in the East Segment is the preferred alternative. In the West Segment, Alternative A is preferred west of Rownd Street and Alternative B is preferred east of Rownd Street. The final selection of a preferred alternative will not be made until the results of the environmental impact statement and the public involvement process have been fully evaluated. POSITIVE IMPACTS: The project will serve as a major east-west link in the overall metropolitan transportation system and will connect with several north-south arterial streets and highways. It will provide access to a portion of Cedar Falls that is not presently served by any major east-west streets. This area is projected to be one of the primary growth areas for future development in the city of Cedar Falls. NEGATIVE IMPACTS: The project would result in the displacement of from 52 to 59 people, from 15 to 17 single-family residences, and 1 multifamily housing unit. Traffic would be introduced into areas that previously had no roads or had only low-volume roads. From 165 to 182 total acres of agricultural land would be removed from production. From 140 to 154 of these acres are prime farmland. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850457, 258 pages and maps, October 17, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-85-01-D KW - Archaeological Sites KW - Community Development KW - Farmlands KW - Geologic Assessments KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Control KW - Trails KW - Vegetation KW - Wildlife KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385820?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREENHILL+ROAD+FROM+IOWA+HIGHWAY+57+IN+CEDAR+FALLS+TO+HACKETT+ROAD+BYPASS+IN+WATERLOO%2C+BLACK+HAWK+COUNTY%2C+IOWA%2C+PROJECT+NO.+IX-6560%281%29--79-07.&rft.title=GREENHILL+ROAD+FROM+IOWA+HIGHWAY+57+IN+CEDAR+FALLS+TO+HACKETT+ROAD+BYPASS+IN+WATERLOO%2C+BLACK+HAWK+COUNTY%2C+IOWA%2C+PROJECT+NO.+IX-6560%281%29--79-07.&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: October 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 20 CONNECTOR FROM I-80 TO CBD LOOP ROAD, CITY OF PATERSON, PASSAIC COUNTY, NEW JERSEY (FED. PROJ. NO. M-8149 (103)). AN - 36385056; 533 AB - PURPOSE: Completion of the unfinished interchange connecting Interstate 80 with State Route 20 (S.R. 20) and construction of 0.5 miles of roadway to the Paterson central business district (CBD) in Passaic County, New Jersey are proposed. The project would include a directional interchange and the completion of a four-lane connector to the CBD. The connector would provide a smooth transition of S.R. 20 from a freeway to a landscaped, at-grade, four-lane arterial connecting the CBD to Loop Road. The connector would allow S.R. 20 to pass over Grand Street and curve eastward to transition into a boulevard at Mill Street. The boulevard would continue along Oliver Street to Marshall Street, turn north and then east to follow Ward Street to its terminus at Main Street. Oliver, Jersey, Mill, and Ward streets would be dead-ended, and Cianci Street would be made one-way northbound beginning at Oliver Street. The connector would lie within a 90-foot-wide right-of-way. Estimated cost of construction is approximately $15.0 million, and rights-of-way cost is estimated at $1.5 million. POSITIVE IMPACTS: Implementation of the project would terminate S.R. 20 in a rational manner, permitting low-cost, effective improvements to the city's internal circulation system. Traffic congestion within the local network would benefit all users of the CBD, and access to historic points and social services within the CBD would improve significantly. The heightened efficiency of the system would result in a savings of 345,000 vehicle-hours and $940,000 per year. NEGATIVE IMPACTS: Development of already owned rights-of-way and acquisition and development of an additional 1.65 acres of new rights-of-way would result in displacement of 24 families and 19 structures. Demolition of 13 to 15 structures possessing elements of historic, architectural, and cultural merit would be required; two of the structures have been deemed eligible for inclusion in the National Register of Historic Places. By improving the developmental potential of the Paterson Historic District, the project would cause a decline in the current stock of historic structures. Subsurface archaeological sites would be rendered more inaccessible than at the present time. Noise generated by traffic along the project corridor would exceed Federal Highway Administration standards at 23 locations. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract the draft environmental impact statement, see 83-0362D, Volume 7, Number 7. JF - EPA number: 850454, 8 volumes and maps, October 11, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-83-01-F KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Control KW - New Jersey KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, 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/36385056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+20+CONNECTOR+FROM+I-80+TO+CBD+LOOP+ROAD%2C+CITY+OF+PATERSON%2C+PASSAIC+COUNTY%2C+NEW+JERSEY+%28FED.+PROJ.+NO.+M-8149+%28103%29%29.&rft.title=ROUTE+20+CONNECTOR+FROM+I-80+TO+CBD+LOOP+ROAD%2C+CITY+OF+PATERSON%2C+PASSAIC+COUNTY%2C+NEW+JERSEY+%28FED.+PROJ.+NO.+M-8149+%28103%29%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 11, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED WOLF CREEK VALLEY SKI AREA, SAN JUAN NATIONAL FOREST, MINERAL COUNTY, COLORADO. AN - 36397454; 515 AB - PURPOSE: Development of a downhill ski area, located approximately 12 miles north of Pagosa Springs, Colorado on U.S. Highway 160 in the area commonly known as Windy Pass in the Pagosa District, San Juan National Forest in Mineral County, Colorado, has been proposed by Westfork Investment, Ltd. Under the preferred alternative, development would be phased, with the first phase having a capacity of 4,050 skiers-at-one-time, four lifts, and 253 acres of trails. Future phases would be completed as the market may justify. At project completion, the ski area would have a capacity of 11,750 skiers at one time, 14 chairlifts, a gondola, and 904 acres of trails. Approximately 2,362 acres of National Forest System land would be under permit. An area included in the proposal and of particular importance to the proponent is that referred to as the back bowls. Four lifts systems are proposed to service this terrain, which is in an open bowl configuration with natural parks and openings and glades of aspen intermixed with spruce fir. Ability levels serviced by the proposed lifts range from low intermediate to expert. The four back bowl lifts would operate at a relatively low hourly capacity in order to maintain a low-trail density of five skiers per acre. A capacity of 1,750 skiers at one time is proposed in an effort to assure a quality skiing experience. The ski base area would be located on private land immediately adjacent to the base lift terminals and ski runs. The ski base would contain skiing oriented services, a base lodge, transit facilities, and skier parking in a combination of surface parking lots and parking structures. To accommodate this base, approximately one mile of U.S. Highway 160 would be relocated 550 feet west of the current alignment. The proposed relocation would be designed to meet the requirements of a Type B roadway with a design speed of 65 mph, with two 12-foot lanes and 8-foot paved shoulders on each side. Where auxiliary climbing lanes are necessary, they would be 12 feet wide and the shoulder would be reduced to 4 feet. The estimated cost of the proposed road realignment would be $2.8 million and would be borne wholly by the proponent. A full range of housing units and services would be developed in the ski base area and ultimately would include 20 single-family residences, 78 townhouses, 476 condominiums, and 220 condominium-hotel units. In addition, approximately 65,000 square feet of ski-related commercial retail space would be built at the ski base. Two 18-hole golf courses, an equestrian center, trail system, and water-oriented recreation uses would be included in the program. POSITIVE IMPACTS: Within the total area proposed for development, significant cultural resources would be preserved. Because of the high value of the vegetation to the development, the danger of wildfire spreading onsite would be reduced. In some cases, there would be an opportunity for improving certain wildlife habitats. Development will enhance and help diversify the economic base of the area and would increase employment opportunities. The development would help meet projected demand trends for downhill skiing on the San Juan National Forest. NEGATIVE IMPACTS: Development of the ski area would be phased, and the first steep trails cleared would have a relatively high risk of man-induced slope failures. There would be less visual diversity and character, especially in the fall, because of the removal of some aspen trees. Vegetation disturbance would affect wildlife habitat over the entirety of the proposed permit area. The realignment of U.S. Highway 160 would have short-term impact due to land disturbance resulting from construction. A proposed lift could affect one archaeological site on National Forest System land. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850451, 460 pages, October 10, 1985 PY - 1985 KW - Parks, Refuges and Forests KW - Agency number: 02-13-85-03 KW - Archaeological Sites KW - Commercial Zones KW - Cultural Resources KW - Employment KW - Forests KW - Highways KW - Housing KW - Parking KW - Parks KW - Recreation Facilities KW - Section 404(b) Statements KW - Ski Areas KW - Socioeconomic Assessments KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - San Juan National Forest KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+WOLF+CREEK+VALLEY+SKI+AREA%2C+SAN+JUAN+NATIONAL+FOREST%2C+MINERAL+COUNTY%2C+COLORADO.&rft.title=PROPOSED+WOLF+CREEK+VALLEY+SKI+AREA%2C+SAN+JUAN+NATIONAL+FOREST%2C+MINERAL+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Durango, Colorado; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 10, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED PELLISSIPPI PARKWAY EXTENSION FROM INTERSTATE ROUTE 40/75 TO STATE ROUTE 115, KNOX-BLOUNT COUNTIES, TENNESSEE. AN - 36399603; 481 AB - PURPOSE: Extension of Pellissippi Parkway, State Route 162 (S.R. 162), from Interstate I-40/75 to S.R. 115 (Alcoa Highway) in Knox and Blount counties, Tennessee is proposed. The preferred alternative begins at the existing Pellissippi Parkway interchange with I-40/75. It then proceeds southeasterly until is crosses Northshore Drive, where it turns northeast to cross between the Sinking Creek embayment and Fort Loudoun Lake. As it nears Tool's Bend Road, it turns southeast through Tool's Bend and crosses the Tennessee River into Blount County. The route ends on Alcoa Highway approximately 0.3 miles north of Air Base Road. The proposed new highway would be constructed as a four-lane, divided, controlled-access facility. Design features would include four 12-foot traffic lanes, with either a 48-foot median or a 14-foot median with a 'New Jersey type' barrier, depending on the terrain, on a minimum of 250 feet of rights-of-way. Length of the new highway would be 12.4 miles, and a major structure over the Tennessee River would be required. Estimated construction costs would be $79.2 million. POSITIVE IMPACTS: The project would improve local and regional access and traffic service, reduce traffic congestion on existing roads, improve safety and operating conditions in the transportation corridor, enhance future planned growth, and provide an additional bridge over the Tennessee River. NEGATIVE IMPACTS: The five alternatives would displace 52 families and 21 businesses. Construction of a new road would require 421 acres of rights-of-way, while improvements to the existing road would require 48 acres. The preferred alternative would require acquisition of 421 acres of rights-of-way, including 49.7 acres of prime farmland, and would possibly impact on archaeological sites. The highway extension would pass through areas occupied by threatened or endangered plant and animal species. LEGAL MANDATES: 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0497D, Volume 8, Number 10. JF - EPA number: 850444, 678 pages and maps, October 4, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-84-04-F KW - Archaeological Sites Surveys KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Highways KW - Historic Sites Surveys KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - Tennessee KW - Federal Aid Highway Act of 1968, 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/36399603?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+PELLISSIPPI+PARKWAY+EXTENSION+FROM+INTERSTATE+ROUTE+40%2F75+TO+STATE+ROUTE+115%2C+KNOX-BLOUNT+COUNTIES%2C+TENNESSEE.&rft.title=PROPOSED+PELLISSIPPI+PARKWAY+EXTENSION+FROM+INTERSTATE+ROUTE+40%2F75+TO+STATE+ROUTE+115%2C+KNOX-BLOUNT+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: October 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST 11TH AVENUE-GARFIELD STREET, FLORENCE-EUGENE HIGHWAY, LANE COUNTY, EUGENE, OREGON. AN - 36393509; 480 AB - PURPOSE: Construction of a 5.5 mile extension of the 6th and 7th Avenue couplet on new alignment in the city of Eugene, Lane County, Oregon is proposed. The easterly terminus of the project is at Garfield Street, which intersects 6th and 7th avenues, the streets providing access to Interstate 5 to the east. The existing 6th and 7th avenue couplet would be extended on a new location to the west, with the western terminus on Route 126, just past Oak Hill Road and crossing the Southern Pacific railroad tracks. West of Highway 99, on the new alignment, the highway would have four 12-foot travel lanes, a 14-foot median, and 8-foot shoulders. At the east end of the project, from the 6th and 7th avenue couplet at ORE 99 to Seneca Street, or Bailey Hill Road, depending on the alternative selected, there would be four 12-foot travel lanes, 6-foot shoulders, and 5-foot sidewalks with curbs on each side of the roadway. The short section between the legs of the couplet would have two 12-foot travel lanes, a 4-foot shoulder on the south side of the roadway, a 6-foot shoulder on the north side for bicycle travel, and 5-foot sidewalks with curbs on each side of the roadway. Alternative 1 is a 5.4 mile east-west connective between Garfield Street at the eastern terminus and Highway 126 at the western terminus of the project. This alternative is primarily on new alignment. Alternative 2 is a 5.5 mile east-west connector between Garfield Street and Highway 126. This is the more southerly alignment. It follows primarily new alignment from the eastern terminus at Garfield to Danebo Avenue. West of Danebo Avenue, Alternative 2 merges with and follows the alignment of the existing West 11th Avenue (Highway 126) to the western project terminus. Alternative 2A is the same as Alternative 2 except at the eastern end of the project. From Garfield to Conger Street, Alternative 2A follows the same alignment as does Alternative 1. It then dips to the southwest and rejoins the alignment of Alternative 2 at Seneca Road. This alternative is 5.4 miles long. The project would require from 70 to 190 feet of rights-of-way along various sections of the extension. Estimated costs for the project are $4.7 million for Alternative 1, $5.95 million for Alternative 2, and $4.95 million for Alternative 2A. POSITIVE IMPACTS: The project would serve the city of Eugene's economic diversification plans. The corridor would provide access for the development of an additional industrial and business base, inducing economic growth along either side of the respective proposed alignments. Improved east-west traffic flow would improve access to the West Eugene industrial area. NEGATIVE IMPACTS: Alternatives 1 and 2 would skirt the Bertelsen Slough Natural Resource Area. Although the project would not impact the slough directly, increased traffic and human activity would probably decrease the quality of habitat unless specific steps are taken to mitigate the impacts. Alternatives 2 and 2A would impact Stewart Pond, a seasonal wetland pasture with much bird use and bird-watching. The alignment of Alternative 2 severs the pasture. The project would directly impact 7.8 to 10.7 acres of wetlands. A total of five to six residences would be displaced. Each alternative would displace at least one person. JF - EPA number: 850441, 243 pages, October 4, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-05-D KW - Birds KW - Community Development KW - Endangered Species (Plants) KW - Geologic Surveys KW - Highways KW - Industrial Districts KW - Parks KW - Recreation Resources KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Oregon UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393509?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+11TH+AVENUE-GARFIELD+STREET%2C+FLORENCE-EUGENE+HIGHWAY%2C+LANE+COUNTY%2C+EUGENE%2C+OREGON.&rft.title=WEST+11TH+AVENUE-GARFIELD+STREET%2C+FLORENCE-EUGENE+HIGHWAY%2C+LANE+COUNTY%2C+EUGENE%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 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MERRIMACK RIVER BRIDGE AND APPROACH ROADWAYS, MIDDLESEX COUNTY, MASSACHUSETTS. AN - 36386567; 474 AB - PURPOSE: Construction of a new four-lane bridge over the Merrimack River in the western portion of Lowell, Middlesex County, Massachusetts is proposed. The new bridge approach roadway from Route 3, south of the river, has four lanes and signalized intersections with the three major local streets that it crosses. North of the river, the roadway has four lanes through two signalized intersections, then two lanes from Varnum Avenue to its northern terminus at Mammoth Road. Traffic studies show that the projected use of the new bridge would overburden several of the intersections with local streets if no additional improvements are made. To allow acceptable levels of service south of the river, a scheme of one-way pairs on two parallel streets is proposed (Princeton Boulevard and Middlesex Street). North of the river, a jughandle intersection is proposed at Pawtucket Boulevard. Four alternatives are evaluated in this study. The No-Build Alternative takes no action to resolve Lowell's traffic problems, allowing a worsening of congestion. It is used as a baseline for evaluating future conditions. The Eastern Alignment is approximately 3.6 miles in length. The bridge crossing the Merrimack River is 1,009 feet in length and provides a maximum clearance over the river of 38 feet. In order to satisfy the combined requirements of the clearance height over the railroad tracks on the river bank, the maximum design slope of the bridge, and clearance over the river's flood elevation, it would be necessary to construct a fill section of 160 feet from the seawall on the north bank of the river for an abutment. The Central Alignment begins at the same location as does the Eastern Alignment; however, it passes in a more westerly direction through Chelmsford. Because of clearance requirements, a grade-separated interchange would be required at Middlesex Street on the south side of the bridge. The bridge over the Merrimack River is 993 feet long and provides a maximum clearance above the water of 36 feet. The total length of the alignment is 4.3 miles. The Crossover Alignment would minimize land takings. The bridge over the Merrimack River is 1,114 feet long and provides a maximum vertical clearance of 37 feet. The total length of this alignment is 4.3 miles. The estimated construction costs are $29.6 million to $33.6 million. POSITIVE IMPACTS: The proposed project would provide a new transportation facility that would increase river crossing capacity and provide more direct access to a developing part of the city of Lowell. In 2005, it would reduce total vehicle miles travelled by 120,000 to 148,000 and vehicle hours of travel by 9,600 to 10,400. It would improve the overall levels of service in the area and downtown Lowell and would relieve congestion on the existing river bridges in Lowell. NEGATIVE IMPACTS: The alternatives require taking 4 to 10 single-family structures, 2 to 10 two-family structures, and up to 2 businesses. From 0.6 to 2.1 acres of parkland would be required, and from 8.9 to 11.2 acres of wetlands would be removed. Recreational activities would be impacted, particularly sailing. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). JF - EPA number: 850442, 187 pages and maps, October 4, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MASS-EIS-85 01-D KW - Air Quality KW - Bridges KW - Central Business Districts KW - Commercial Zones KW - Highway Structures KW - Land Acquisitions KW - Parks KW - Property Disposition KW - Railroad Structures KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Wetlands KW - Wildlife KW - Massachusetts KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MERRIMACK+RIVER+BRIDGE+AND+APPROACH+ROADWAYS%2C+MIDDLESEX+COUNTY%2C+MASSACHUSETTS.&rft.title=MERRIMACK+RIVER+BRIDGE+AND+APPROACH+ROADWAYS%2C+MIDDLESEX+COUNTY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 18 FREEWAY, SECTION 3B AND 3C FROM DEAL ROAD TO WAYSIDE ROAD IN MONMOUTH COUNTY, NEW JERSEY. AN - 36397443; 476 AB - PURPOSE: Construction of a three-mile segment of Route 18 Freeway from Deal Road in Ocean Township to Wayside Road in Tinton Falls Borough, Monmouth County, New Jersey is proposed. Construction of a spur from the Route 18 Freeway to connect with Route 36 in Eastontown Borough also is proposed. The project would consist of a fully controlled-access highway with two traffic lanes and shoulders in each direction separated by a grass median. Partial interchanges would be constructed at Deal Road, West Park Avenue, Wyckoff Road, Hope Road, and the Garden State Parkway. Bridges would carry the freeway over Industrial Way West, Wyckoff Road, Hope Road, and the Garden State Parkway. The northbound/southbound spur would be carried over Route 36, and West Park Avenue would be carried over the freeway. Five noise barriers would be installed. Estimated cost of the project is $6.6 million for rights-of-way acquisitions and $51.8 million for construction work. POSITIVE IMPACTS: The project would complete a three-mile gap in the Route 18 Freeway, thus providing a continuous major transportation system through central Monmouth County. Access to and from major routes would be improved. Traffic volumes on local roads would decrease, and air and aesthetic qualities would improve. Construction activities would generate 300 to 400 short-term jobs. NEGATIVE IMPACTS: The preferred alternative would require the filling of approximately 46 acres of wetlands and would encroach on floodplains above stream headwaters. The project also would result in the loss of 37 acres of prime farmland, 105.3 acres of forest, and a large tract of developable commercial and industrial/office park zoned property. Two archaeological sites could be disturbed. Noise levels would exceed federal standards at 28 residences, 1 church, and 1 school. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0602D, Volume 8, Number 12. JF - EPA number: 850435, 8 volumes and maps, October 3, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-84-01-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Noise Standards Violations KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+18+FREEWAY%2C+SECTION+3B+AND+3C+FROM+DEAL+ROAD+TO+WAYSIDE+ROAD+IN+MONMOUTH+COUNTY%2C+NEW+JERSEY.&rft.title=ROUTE+18+FREEWAY%2C+SECTION+3B+AND+3C+FROM+DEAL+ROAD+TO+WAYSIDE+ROAD+IN+MONMOUTH+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 3, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EDEN ISLES INTERCHANCE, INTERSTATE 10 (STATE PROJECT NUMBER 737-02-81, FEDERAL AID PROJECT NUMBER IR-10-5(249)262), SAINT TAMMANY PARISH, LOUISIANA. AN - 36382777; 473 AB - PURPOSE: The construction of interchange access to Interstate 10 in southeast Saint Tammany Parish, Louisiana, is proposed. The location for the interchange project is along I-10 in an area bounded on the north by the Gause Boulevard, the south by Lake Pontchartrain, the west by the railroad tracks that parallel U.S. 11, and the east by the LA 433 development corridor and the zone of development east of I-10. The interchange at Eden Isles would be a full-diamond with two lanes exiting to the east and one lane entering to the west. The entrance to I-10 east would be one lane; the exit to the west would be one lane, with the appropriate acceleration lane merging onto the interstate. A bridge structure of four travel lanes, two shoulders eight feet wide, and one turning lane, having a length of approximately 1,137 feet, would provide for travel across the interstate. Minimum clearance over I-10 is 16 feet 6 inches, which will extend over a possible additional lane. The connection to US 11 would eventually be a new four-lane, limited-access road built in phases as traffic demands increase. Traffic to the east would be directed onto a planned arterial system. Rights-of-way are being donated, and the primary connector road is being built by the private sector. The service road east of I-10 would be relocated to accommodate the interchange and to maintain existing and future service. The estimated construction cost of the proposed project is $10 million. POSITIVE IMPACTS: The project would include a redistribution of existing and projected traffic from the LA 433 interchange, a safer transportation network in this part of the Saint Tammany Parish for the traffic demand from ongoing development, facilitation of early hurricane evacuation of the Eden Isles area, and an east-to-west arterial from US 11 to the interchange provided at no cost to state or local governments because it will be funded by the private sector. NEGATIVE IMPACTS: The habitat for rabbits and other small furbearers would be eliminated in the immediate area of the project. Because the project would be located in a rural or undeveloped site, the negative impacts could be insignificant. 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: 850433, 4 volumes and maps, October 3, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-La-EIS-85-1-D KW - Birds KW - Bridges KW - Floodplains KW - Highway Structures KW - Highways KW - Hurricane Readiness Plans KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Wetlands KW - Wildlife Habitat KW - Louisiana 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/36382777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EDEN+ISLES+INTERCHANCE%2C+INTERSTATE+10+%28STATE+PROJECT+NUMBER+737-02-81%2C+FEDERAL+AID+PROJECT+NUMBER+IR-10-5%28249%29262%29%2C+SAINT+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=EDEN+ISLES+INTERCHANCE%2C+INTERSTATE+10+%28STATE+PROJECT+NUMBER+737-02-81%2C+FEDERAL+AID+PROJECT+NUMBER+IR-10-5%28249%29262%29%2C+SAINT+TAMMANY+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: October 3, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CROSS COUNTY HIGHWAY, COLERAIN AVENUE TO GALBRAITH ROAD EAST OF READING ROAD, HAMILTON COUNTY, OHIO--FEDERAL PROJECT NO. F-2(9) (HAM-126-6.61, HAM-126-10.93 AND HAM-126/75-13.00/9.93). AN - 36394174; 478 AB - PURPOSE: Construction of 8.5 miles of four-lane, divided highway in Hamilton County, Ohio is proposed to complete the Cross County Highway (State Route 126 (S.R. 126)). The highway segment, which would be a limited-access urban expressway, would extend eastward from Colerain Avenue to Galbraith Road east of Reading Road. The expressway would consist of two 12-foot lanes in each direction, with access controlled by grade-separation structures and interchanges at major existing cross streets. Thirty noise barriers, at a cost of approximately $10.5 million, would be built. The project area would be fenced at an early stage of construction. The facility would feature ramp lanes, deceleration lanes, and acceleration lanes as required by various interchange configurations. At some locations, minor local streets would be modified to accommodate the highway corridor. Rights-of-way for the highway would range in width from 180 to 550 feet along the main line. In the vicinity of interchanges, rights-of-way would vary from 550 to 1,100 feet in width. Three minor stream crossings and one major crossing of Mill Creek would be constructed. In the Mt. Healthy area, two storm water detention basins would be installed to eliminate an existing flood hazard along Rugg Street and to enhance the area aesthetically. The relocation of persons and businesses will be accomplished through an approved Relocation Assistance Program. Cost of the project is estimated at $127.0 million. POSITIVE IMPACTS: Completion of the Cross County Highway would improve transportation in the Cincinnati metropolitan area, relieve congestion on surface streets, improve safety and efficiency of travel in the area, and generally improve the utility of the already completed sections of the freeway. The connection between I-275 and I-71 would be improved, and a direct link would be created to I-75. NEGATIVE IMPACTS: Development of 379 acres of new rights-of-way would result in displacement of 206 households, most of which lie in North College Hill and Finneytown. Approximately 1,154 residential units would experience noise levels in excess of Federal Highway Administration standards, and 2,475 residential units would experience noise levels in excess of 15 decibels more than existing noise levels. Since nearly 50 percent of the highway would be elevated at least five feet above the existing grade, the project would intrude significantly into the visual aesthetics of the area. Rechannelization of 1,340 feet of lower Congress Run would be required, and 80 acres of woodland would be displaced along with 3.1 acres of wetland habitat. Residential displacement would significantly reduce local tax bases. A small artificial wetland near Hamilton Avenue would be displaced. LEGAL MANDATES: Executive Order 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 environmental impact statement, see 83-0588D, Volume 7, Number 11. JF - EPA number: 850434, 2 volumes, October 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OHIO-EIS-83-02-F KW - Bridges KW - Creeks KW - Flood Control KW - Forests KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wetlands KW - Ohio 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/36394174?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSS+COUNTY+HIGHWAY%2C+COLERAIN+AVENUE+TO+GALBRAITH+ROAD+EAST+OF+READING+ROAD%2C+HAMILTON+COUNTY%2C+OHIO--FEDERAL+PROJECT+NO.+F-2%289%29+%28HAM-126-6.61%2C+HAM-126-10.93+AND+HAM-126%2F75-13.00%2F9.93%29.&rft.title=CROSS+COUNTY+HIGHWAY%2C+COLERAIN+AVENUE+TO+GALBRAITH+ROAD+EAST+OF+READING+ROAD%2C+HAMILTON+COUNTY%2C+OHIO--FEDERAL+PROJECT+NO.+F-2%289%29+%28HAM-126-6.61%2C+HAM-126-10.93+AND+HAM-126%2F75-13.00%2F9.93%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 - Final. Preparation date: October 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 34 BYPASS FROM STATE ROUTE 34 SOUTHWEST OF JOHNSON CITY TO STATE ROUTE 137 NORTHWEST OF JOHNSON CITY, WASHINGTON COUNTY, TENNESSEE. AN - 36401262; 482 AB - PURPOSE: A bypass around the western portion of Johnson City in Washington County, Tennessee is proposed. The proposed State Route 34 bypass would begin at existing State Route 34 southwest of Johnson City and would extend to the Oakland Avenue Interchange with State Route 137 (U.S. 23) northwest of Johnson City. Two typical cross-sections are proposed for the project. From the beginning of the project to approximately Sunset Drive (Section I), this section will consist of four 12-foot traffic lanes with a 12-foot center turn lane and curb and gutter within an 84-foot minimum right-of-way width. From Sunset Drive to the end of the project at State Route 137 (Section II), the design will consist of four 12-foot traffic lanes divided by a 48-foot grass median within a minimum 200-foot right-of-way width. The project is approximately 3.45 miles in length. Access to the project for Section I will be at existing public streets, and curb-cuts between public streets are warranted. In areas where the project is on new location (Section II), access will be provided only at public road intersections. POSITIVE IMPACTS: The project would improve local and regional accessibility and traffic service, reduce traffic congestion on existing State Route 34 (North Roan Street, John Exum Parkway, and West Market Street) in Johnson City, and improve safety. A reduction in air and noise pollution can be expected along West Market Street, John Exum Parkway, and North Roan Street. NEGATIVE IMPACTS: The proposed project would displace approximately 17 residences and 1 business. It would produce a reduction of wildlife habitat, impacts to the Knob Creek Historic District, increased noise and air pollution in some areas, a reduction of farm acreage, and some temporary construction impacts. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). JF - EPA number: 850427, 212 pages and maps, September 30, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-85-01-D KW - Air Quality KW - Archaeological Sites KW - Central Business Districts KW - Commercial Zones KW - Cultural Resources KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Wildlife Habitat KW - Tennessee KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36401262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+34+BYPASS+FROM+STATE+ROUTE+34+SOUTHWEST+OF+JOHNSON+CITY+TO+STATE+ROUTE+137+NORTHWEST+OF+JOHNSON+CITY%2C+WASHINGTON+COUNTY%2C+TENNESSEE.&rft.title=STATE+ROUTE+34+BYPASS+FROM+STATE+ROUTE+34+SOUTHWEST+OF+JOHNSON+CITY+TO+STATE+ROUTE+137+NORTHWEST+OF+JOHNSON+CITY%2C+WASHINGTON+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 30, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRAFFIC AND RECREATIONAL MANAGEMENT FOR THE GEORGE WASHINGTON MEMORIAL PARKWAY (SPOUT RUN TO THEODORE ROOSEVELT BRIDGE) AND SPOUT RUN PARKWAY, VIRGINIA, MARYLAND, AND DISTRICT OF COLUMBIA. AN - 36384391; 483 AB - PURPOSE: Roadway changes are proposed to reduce traffic congestion and improve safety on the George Washington Memorial Parkway (GWMP), between the Theodore Roosevelt Memorial Bridge (I-66) in Washington, D.C. and the Spout Run Parkway in Virginia, while ensuring the long-term preservation of the parkway's scenic values, natural and cultural resources, and recreational opportunities. The preferred alternative involves structural roadway changes to improve traffic flow and safety. The merge lane between inbound Spout Run and GWMP and all of the existing acceleration and deceleration lanes, both inbound and outbound, would be lengthened to allow drivers more space and time to change lanes as they enter and exit the parkway. In addition, a new continuous lane, approximately 1,300 feet long, would be constructed on outbound GWMP between the on-ramp from Key Bridge and the Spout Run exit. The Lorcom Lane/Spout Run intersection would be reconstructed to add a left-turn lane for traffic turning left from inbound Spout Run to Lorcom Lane. The GWMP off-ramp to Key Bridge/Rosslyn Circle would be reconstructed to merge into the I-66 off-ramp to Lee Highway just before the intersection with North Lynn Street. Rosslyn Circle would be improved by removal of the old bus turnarounds, rehabilitation of the roadway, and new landscaping to complement the proposed adjacent park above I-66. The entrance to the Theodore Roosevelt Island parking lot would be relocated, and a one-way in-and-out traffic flow would be established. Deceleration and acceleration lanes would be lengthened to improve the flow of traffic in and out of the parking area. In addition, the scheduled road base reconstruction and road resurfacing would be completed and safety improvements, such as reflective markings, guardrails, signing, and skid-resistant surfacing, would be added. A comprehensive grading and planting plan will also be completed prior to construction to reestablish the natural scene and original contours to the maximum extent possible and to ensure proper drainage of all parkway features. A comprehensive design would be prepared for Rosslyn Circle and the connecting bike trail between the circle that will recognize Rosslyn Circle as a formal landscaped gateway to the nation's capital. The estimated construction cost is $16.5 million. POSITIVE IMPACTS: The preferred alternative would improve traffic flow and merging conditions and create safer and less-confusing crossings for pedestrians and bicyclists. It is assumed that improvements in the level of service would reduce stop-and-go traffic conditions and decrease the number of rear-end, off-the-road, and side-swipe accidents. When all development is completed, recreational use of Theodore Roosevelt Island is expected to increase by 100 to 200 percent. NEGATIVE IMPACTS: The structural changes included in the preferred alternative would result in a moderate change in the aesthetic character of the parkway. Overall, 3.74 acres of green space would be replaced with paved surfaces, and an additional 3.66 acres would be disturbed. There would be a highly noticeable change created by the loss of the tree canopy along the new 1,200 foot Spout Run merge area. Drainage patterns would be altered, and the increase in an impervious pavement cover would prevent precipitation from soaking into the ground. Projected increases in traffic would increase the petroleum-based contaminants washing into wetlands and the Potomac River. The removal of woodland vegetation would reduce some habitat available to woodland wildlife species. There would be some intrusion of visibility, noise, and hazards of traffic on the Potomac River Trail. JF - EPA number: 850425, 2 volumes and maps, September 27, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: DES 85-44 KW - Cultural Resources KW - Drainage KW - Highways KW - Parking KW - Parks KW - Recreation Resources KW - Rivers KW - Roads KW - Safety Analyses KW - Scenic Areas KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Virginia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRAFFIC+AND+RECREATIONAL+MANAGEMENT+FOR+THE+GEORGE+WASHINGTON+MEMORIAL+PARKWAY+%28SPOUT+RUN+TO+THEODORE+ROOSEVELT+BRIDGE%29+AND+SPOUT+RUN+PARKWAY%2C+VIRGINIA%2C+MARYLAND%2C+AND+DISTRICT+OF+COLUMBIA.&rft.title=TRAFFIC+AND+RECREATIONAL+MANAGEMENT+FOR+THE+GEORGE+WASHINGTON+MEMORIAL+PARKWAY+%28SPOUT+RUN+TO+THEODORE+ROOSEVELT+BRIDGE%29+AND+SPOUT+RUN+PARKWAY%2C+VIRGINIA%2C+MARYLAND%2C+AND+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, D.C.; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 27, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHWEST TRANSIT PROJECT, CHICAGO, ILLINOIS. AN - 36404186; 472 AB - PURPOSE: Alternatives for development of transportation facilities in the Southwest Transit Corridor of Chicago and Cook County, Illinois are considered. The Southwest Corridor, which occupies 220 square miles, extends from the Chicago Loop westward to the Cook County line and southward to 115th Street. The preferred rapid rail alternative would provide service within a grade-separated right-of-way constructed with several types of configurations, including at-grade alignments, embankments, and aerial structures. The alignments would generally lie within existing railroad rights-of-way. The preferred alternative would join the existing Dan Ryan rapid rail elevated structure at Eighteenth Street. Trains would serve the Loop central business district (CBD) area via the existing elevated line. The preferred alternative would begin at grade near Midway Airport, then change to an aerial structure at 55th Street. The line would then turn to the northeast to parallel the Indiana Harbor Belt Railroad. It would continue northeast on aerial structure to the Conrail right-of-way approximately one block east of Lawndale Avenue. It would follow the Conrail right-of-way east (49th Street) on either embankment or aerial structure to approximately one-quarter mile east of Western Avenue. At this point, the alignment would turn north, following the Conrail trackage on either embankment or structure to Archer Avenue and Western Avenue. The line would then turn to the northeast and follow the same alignment as the GM&O and Santa Fe Railroad to 18th Street. The line would be 9.3 miles long and would have nine stations. The estimated capital cost would be $496 million. POSITIVE IMPACTS: The preferred alternative would offer coverage by high-speed transit because of the number of stations along the line. It would provide 24-hour, 7-day service via rapid rail. It would offer significant improvement in the reliability of transit services and in rider comfort. The preferred alternative would divert approximately 28,400 auto users to rapid transit, and would substantially reduce the volume of buses traveling between the Corridor and the Loop. It would improve air quality and reduce energy consumption significantly. Operational employment for the transit service would increase up to 24 percent over 1981 levels, and redevelopment spurred by the project would enhance property values. NEGATIVE IMPACTS: The project would involve displacement of 13 commercial properties, two commercial/residential properties, and one utility. Aerial structures would constitute visual encroachments on the cityscape. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 82-0820D, Volume 6, Number 12. JF - EPA number: 850405, 367 pages, September 19, 1985 PY - 1985 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Employment KW - Highway Structures KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Illinois KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST+TRANSIT+PROJECT%2C+CHICAGO%2C+ILLINOIS.&rft.title=SOUTHWEST+TRANSIT+PROJECT%2C+CHICAGO%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 19, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST HAYDEN ISLAND MARINE INDUSTRIAL PARK, PORTLAND, OREGON. AN - 36388593; 500 AB - PURPOSE: The Portland General Electric Company (PGE) proposes to dredge in navigable waters and to fill in wetland areas. Material, primarily sand, would be dredged from the Columbia River and used to fill a 496-acre site on West Hayden Island above the 100-year flood elevation, making it suitable for development as marine industrial sites and providing access to the site for deep-draft vessels. A 45-foot navigation access channel would be dredged from the existing Columbia River 40-foot channel to the north shore of the PGE site, with a 1,000-foot turning basin at the west end. Approximately two million cubic yards (mcy) of the required fill material would come from dredging in the Columbia River; the remaining 6.5 mcy would come from the project site, by excavating a 64-acre area to a depth of up to 45 feet, creating an embayment adjacent to the Oregon Slough. The proposed development would include construction of a bridge over the Oregon Slough, extension of utilities to the site, and construction of on-site land transportation facilities. POSITIVE IMPACTS: Benefits to the local and regional economy would include an estimated 1,400 to 2,500 jobs and an increased local tax base. The bridge and road improvements would connect West Hayden Island to the interstate freeway system and major local arterials. The filling of the site would provide flood protection. NEGATIVE IMPACTS: Benthic habitat and organisms would be destroyed by the dredging. Up to 67 acres of wetlands would be filled, requiring off-site mitigation; terrestrial habitat and cottonwood-ash riparian habitat would also be filled. The natural appearance of West Hayden Island would be replaced by man-made features and industrial development. Traffic would increase on local streets and highways in the vicinity. LEGAL MANDATES: Executive Order 11990, 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: 850403, 200 pages and maps, September 18, 1985 PY - 1985 KW - Water KW - Air Quality KW - Biologic Surveys KW - Bridges KW - Channels KW - Dredging KW - Employment KW - Fisheries KW - Flood Control KW - Flood Protection KW - Harbor Structures KW - Islands KW - Landfills KW - Rivers KW - Sand KW - Traffic Control KW - Transportation KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+HAYDEN+ISLAND+MARINE+INDUSTRIAL+PARK%2C+PORTLAND%2C+OREGON.&rft.title=WEST+HAYDEN+ISLAND+MARINE+INDUSTRIAL+PARK%2C+PORTLAND%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Portland, Oregon; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 18, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 183, FROM TEXAS STATE HIGHWAY 71 NORTH AND WEST TO ROAD MILE 620, TRAVIS AND WILLIAMSON COUNTIES, TEXAS. AN - 36396578; 484 AB - PURPOSE: Upgrading of US Highway 183 from a four- to six-lane highway to a six-lane controlled-access freeway with continuous three-lane frontage roads in Travis and Williamson counties, Texas is proposed. The project, which is included in the Austin, Texas transportation plan, would extend approximately 21 miles from State Highway 71 (S.H. 71) to Ranch-to-Market Road (R.M.) 620. Additional rights-of-way would be required over most of the project. Twenty-six interchanges and grade separations would be constructed or modified. The preferred design alternative for the section between Burnet Road and Lamar Boulevard would partially elevate the main road over the frontage roads. This alternative would require no additional rights-of-way. The proposed alignment for the section between Bolm Road and S.H. 71 that carries US 183 over the Colorado River would follow the existing roadway. Three new bridges would be required at the river crossing. The existing southbound truss bridge would be removed. Construction costs for the project are estimated at $285 million. Improvements to the existing river crossing would cost $39 million. Rights-of-way costs are estimated at $70 million. POSITIVE IMPACTS: The proposed project would incorporate state-of-the-art design and safety standards. These improvements, along with added highway capacity, should reduce the number and severity of traffic accidents. Environmental benefits resulting from the project would include decreased congestion and improved air quality. NEGATIVE IMPACTS: The preferred alternative would displace 22 residences and 78 businesses. Additionally, 166 apartment units would be relocated. The increase in average travel speed along the freeway would cause a moderate increase in noise levels. In several locations, noise levels would exceed Federal Highway Administration Standards. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0245D, Volume 8, Number 5. JF - EPA number: 850399, 257 pages and maps, September 17, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-83-01-F KW - Highway Structures KW - Highways KW - Housing KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Transportation KW - Texas KW - Federal Aid Highway Act of 1968, 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/36396578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+183%2C+FROM+TEXAS+STATE+HIGHWAY+71+NORTH+AND+WEST+TO+ROAD+MILE+620%2C+TRAVIS+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=US+HIGHWAY+183%2C+FROM+TEXAS+STATE+HIGHWAY+71+NORTH+AND+WEST+TO+ROAD+MILE+620%2C+TRAVIS+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: September 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BENJAMIN PARKWAY EXTENSION, FROM EXISTING BENJAMIN PARKWAY TO AIRPORT PARKWAY, GREENSBORO AND GUILFORD COUNTY, NORTH CAROLINA--STATE PROJECT NO. 9.5070801 (U-510, U-608). AN - 36393790; 477 AB - PURPOSE: Construction of a 6.7-mile multilane extension of Benjamin Parkway through the northwest section of Greensboro in Guilford County, North Carolina is proposed. The highway segment would extend from the existing terminus of the parkway to Winston-Salem Regional Airport Parkway. The typical parkway section would consist of two 24-foot pavements separated by a 48-foot median. Access to the facility would be controlled via interchanges and grade-separation structures. The proposed action would have a typical right-of-way width of 300 feet between interchanges. Bridges and conduits would be necessary to cross creeks along the route. Estimated cost of the project ranges from $36.3 million to $41.2 million. POSITIVE IMPACTS: Extending a major connector between northwestern Greensboro and the downtown area would help support residential growth along the corridor. Traffic would be removed from parallel neighborhood streets, and through traffic would move more easily through the area. NEGATIVE IMPACTS: Development of highway rights-of-way would displace 157 acres of woodland, approximately 2.9 acres of wetlands, 3 acres of prime farmland and 157 acres of other farmland, 5.5 acres of floodway, 20.5 acres of floodplain, 22 residences, and the Westover Swim /Tennis Club. The planned enlargement of the Friendly Acres Subdivision would be affected. Several residential areas would be visually impacted. A portion of the parkway would abut parkland. Traffic noise would be introduced into an area currently unaffected by such noise, and Federal Highway Administration noise standards would be exceeded at some locations. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 environmental impact statement, see 83-0639D, Volume 7, Number 12. JF - EPA number: 850400, 289 pages and maps, September 17, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-83-1-F KW - Archaeological Sites Surveys KW - Bridges KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Housing KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - North Carolina KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11990, Compliance 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/36393790?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BENJAMIN+PARKWAY+EXTENSION%2C+FROM+EXISTING+BENJAMIN+PARKWAY+TO+AIRPORT+PARKWAY%2C+GREENSBORO+AND+GUILFORD+COUNTY%2C+NORTH+CAROLINA--STATE+PROJECT+NO.+9.5070801+%28U-510%2C+U-608%29.&rft.title=BENJAMIN+PARKWAY+EXTENSION%2C+FROM+EXISTING+BENJAMIN+PARKWAY+TO+AIRPORT+PARKWAY%2C+GREENSBORO+AND+GUILFORD+COUNTY%2C+NORTH+CAROLINA--STATE+PROJECT+NO.+9.5070801+%28U-510%2C+U-608%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: September 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RECONSTRUCTION OF M-44 FROM I-96 TO PLAINFIELD AVENUE, KENT COUNTY, MICHIGAN. AN - 36393754; 475 AB - PURPOSE: Reconstruction of a 5.7-mile section of M-44 (East Beltline) between Interstate 96 (I-96) and Plainfield Avenue, Kent County, Michigan is proposed. The entire route would extend from the junction of M-44 with I-96 in Grand Rapids and proceed northeast to its junction with M-66 in Ionia County. Under the preferred alternative, the existing roadway would be converted to a boulevard design consisting of two 24-foot pavements separated by a 60-foot median. Curbs and gutters and an internal drainage system would be incorporated into the design. Rights-of-way would be purchased on the east and west sides of the existing roadway. Estimated cost of the project is $10.4 million. POSITIVE IMPACTS: The project would upgrade a section of a principal urban arterial highway, increase safety by relieving traffic congestion and reducing turning conflicts, conserve fuel by improving traffic flow, and accommodate present and projected traffic volumes. The preferred boulevard design would conform with the local land use plan and would add to driver comfort and safety by separating opposing traffic with a greenbelt median. NEGATIVE IMPACTS: The preferred alternative would displace 13 residential, 4 commercial, and 1 governmental unit and would require 14 acres of active farmland and 67 acres of new rights-of-way. Three wetland areas would be affected. LEGAL MANDATES: Executive Order 11990, Farmland Protection Policy Act, Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 environmental impact statement, see 84-0601D, Volume 8, Number 12. JF - EPA number: 850396, 2 volumes and maps, September 16, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-84-01-F KW - Air Quality Assessments KW - Biologic Surveys KW - Cost Assessments KW - Farmlands KW - Highways KW - Land Use KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Michigan KW - Executive Order 11990, Wetlands KW - Farmland Protection Policy Act, Compliance 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/36393754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RECONSTRUCTION+OF+M-44+FROM+I-96+TO+PLAINFIELD+AVENUE%2C+KENT+COUNTY%2C+MICHIGAN.&rft.title=PROPOSED+RECONSTRUCTION+OF+M-44+FROM+I-96+TO+PLAINFIELD+AVENUE%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: September 16, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - "D" STREET EXTENSION PROJECT FROM MYRTLE STREET/SOTO ROAD TO SECOND STREET IN THE CITY OF HAYWARD, ALMEDA COUNTY, CALIFORNIA. AN - 36393712; 471 AB - PURPOSE: Extension and widening of 1.2 miles of "D" Street between Myrtle Street/Soto Road and Second Street is proposed in the city of Hayward, Alameda County, California. The "D" Street corridor would be divided into four segments, with several alternatives available for the different sections. Segment 1-A would involve construction of a new arterial street on an "s" curve alignment from Winton Avenue to Grand Street, while segment 1-B would consist of widening and improving Winton Avenue and Grand Street from Myrtle Street /Soto Road to existing "D" Street. Segment 2 would involve widening and improving "D" Street from Grand Street to Mission Boulevard. The two alternatives under consideration for segment 3 would involve construction of either a straight through "high angle" intersection of "D" Street with Foothill Boulevard between Main Street and First Street or a "sweep" lower angle intersection at "D" Street and Foothill Boulevard. Segment 4 would consist only of widening and improving existing "D" Street from First Street to Second Street. The improved roadway would consist of four travel lanes, a curbed median with landscaping, left-turn pockets, sidewalks, and bicycle lanes from Soto Road to Grand Street. Curb lane parking would be eliminated except for segment 4, where it would be permitted during major portions of the business hours. Depending on the alternatives chosen, the project would cost between $5.3 million and $9.5 million and would require approximately 18 months for completion. POSITIVE IMPACTS: The proposed action would expedite the flow of traffic, reduce traffic congestion, improve traffic safety, enhance bus transit service, expand the facilities for bicycles, and improve access to downtown Hayward and the BART station. Air quality would improve slightly. NEGATIVE IMPACTS: The Dos Ramos neighborhood would be divided by the "s" curve alignment of segment 1-A, and the widening and improvement of existing streets would move the rights-of-way line to within approximately five feet of many residences. Up to 38 residential and 7 commercial units would require relocation, and on-street parking would be eliminated from most segments of the widened street. Noise levels would increase in some areas. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4201). JF - EPA number: 850394, 120 pages, September 13, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-85-03-D KW - Air Quality KW - Central Business Districts KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Trails KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36393712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=%22D%22+STREET+EXTENSION+PROJECT+FROM+MYRTLE+STREET%2FSOTO+ROAD+TO+SECOND+STREET+IN+THE+CITY+OF+HAYWARD%2C+ALMEDA+COUNTY%2C+CALIFORNIA.&rft.title=%22D%22+STREET+EXTENSION+PROJECT+FROM+MYRTLE+STREET%2FSOTO+ROAD+TO+SECOND+STREET+IN+THE+CITY+OF+HAYWARD%2C+ALMEDA+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: September 13, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - N.W. HOOKER ROAD-N.E. ALAMEDA AVENUE, OAKLAND-SHADY HIGHWAY, STATE ROUTE 234/ORE 99 (STEPHENS STREET), CITY OF ROSEBURG, DOUGLAS COUNTY, OREGON. AN - 36382813; 479 AB - PURPOSE: Improvement of a 1.3-mile section of the Oakland-Shady Highway (Stephens Street/Oregon 99) between Hooker Road and Alameda Avenue in north Roseburg, Douglas County, Oregon is proposed. The existing two-lane facility would be widened to four lanes and provided with a continuous median left-turn lane, five-foot bicycle and shoulder lanes, curbs, and sidewalks. Widening of the roadway would occur only on the east side of the existing roadway north of Meadow Lane, and an S-curve in the center of the project would be modified slightly to match adjacent terrain and cross streets. Estimated cost of the project is $3.5 million. POSITIVE IMPACTS: Widening the road would improve the level of service, traffic safety, and access to homes and businesses. Bicycle and shoulder lanes and sidewalks would improve the safety and mobility of bicyclists and pedestrians. Vehicle operating costs and some pollution emissions would decrease. Increased capacity and level of service could stimulate future housing, population growth, and business volume in the project area. NEGATIVE IMPACTS: The project would require 5.6 acres of additional rights-of-way and would displace 17 residences and 4 commercial buildings. In addition, 31 businesses, 1 single-family home, and 1 public facility would be affected by rights-of-way changes. Twenty-six properties would suffer noise impacts by the year 2000. Approximately 0.04 acre of wetlands associated with Newton Creek would be displaced. LEGAL MANDATES: Executive Order 11990 and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0606D, Volume 8, Number 12. JF - EPA number: 850389, 2 volumes, September 11, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-05-F KW - Air Quality KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Trails KW - Transportation KW - Wetlands KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382813?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=N.W.+HOOKER+ROAD-N.E.+ALAMEDA+AVENUE%2C+OAKLAND-SHADY+HIGHWAY%2C+STATE+ROUTE+234%2FORE+99+%28STEPHENS+STREET%29%2C+CITY+OF+ROSEBURG%2C+DOUGLAS+COUNTY%2C+OREGON.&rft.title=N.W.+HOOKER+ROAD-N.E.+ALAMEDA+AVENUE%2C+OAKLAND-SHADY+HIGHWAY%2C+STATE+ROUTE+234%2FORE+99+%28STEPHENS+STREET%29%2C+CITY+OF+ROSEBURG%2C+DOUGLAS+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 - Final. Preparation date: September 11, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED UPGRADING OF LAGUNA CANYON ROAD (ORA-133) BETWEEN EL TORO ROAD AND CANYON ACRES DRIVE, CITY OF LAGUNA BEACH AND ORANGE COUNTY, CALIFORNIA. AN - 36399641; 417 AB - PURPOSE: Widening of Laguna Canyon Road (ORA-133) is proposed between El Toro Road and Canyon Acres Drive in the city of Laguna Beach, Orange County, California. The project would consist of widening the existing highway on the west side to four 12-foot travel lanes with a paved 14-foot median and 8-foot shoulders for emergency parking and bicycle use. A portion of the road in the area of "Big Bend" would be realigned to upgrade an existing curve to 50-mph design standards, leaving the old roadway as a frontage road. As an alternative at this point, an additional 1,600 feet of frontage road could be constructed on the east side above and below the realigned section. Traffic signals would be installed at Canyon Acres Drive and at the north end of the frontage road. The project also would include construction of a storm drainage system of culverts to carry water from the west side away from the highway to the natural channel east of the highway. A 36-inch water main located on the west side of the highway would be relocated to the right edge of the new southbound lanes. Project costs for the two alternatives, including rights-of-way requirements, are estimated at $13.0 million and $14.2 million, respectively. POSITIVE IMPACTS: The widened highway would reduce travel times and improve general traffic operations. The frontage road would improve access to the main highway and reduce access-related traffic accidents. In addition, the extended frontage road would separate local traffic from through traffic. NEGATIVE IMPACTS: Widening the highway would result in the loss of 54 to 60 acres of wildlife habitat, and the extended frontage road would require additional property on the east side of ORA-133. Highway construction involving cuts and fills would mar the aesthetic aspects of the area. The improved highway could encourage residential development in the project corridor. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). JF - EPA number: 850384, 2 volumes and maps, September 9, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-85-01-D KW - Drainage KW - Emission Assessments KW - Floodplains KW - Geologic Assessments KW - Highways KW - Land Acquisitions KW - Noise Assessments KW - Pipelines KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Wildlife Habitat KW - California KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+UPGRADING+OF+LAGUNA+CANYON+ROAD+%28ORA-133%29+BETWEEN+EL+TORO+ROAD+AND+CANYON+ACRES+DRIVE%2C+CITY+OF+LAGUNA+BEACH+AND+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+UPGRADING+OF+LAGUNA+CANYON+ROAD+%28ORA-133%29+BETWEEN+EL+TORO+ROAD+AND+CANYON+ACRES+DRIVE%2C+CITY+OF+LAGUNA+BEACH+AND+ORANGE+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: September 9, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WIDENING OF PACIFIC COAST HIGHWAY FROM ROUTE 55 TO GOLDEN WEST STREET IN THE CITIES OF NEWPORT BEACH AND HUNTINGTON BEACH, ORANGE COUNTY, CALIFORNIA. AN - 36403684; 416 AB - PURPOSE: Widening of six miles of the Pacific Coast Highway (State Route 1) between Newport Boulevard (State Route 55) in Newport Beach and Golden West Street in Huntington Beach, Orange County, California is proposed. The existing facility is a conventional four-lane highway with curbs, gutters, and sidewalks in some areas, and unimproved shoulders in other areas. The addition of one new lane in each direction would be accomplished by elimination of on-street parking from Golden West Street to Beach Boulevard and reduction in the width of the existing median; construction of new outside lanes in each direction between Beach Boulevard and the Santa Ana River, including a curbed median and eight-foot paved shoulders; construction of a new bridge over the Santa Ana River; and construction of new lanes, shoulder, curb, gutter, and sidewalk on the inland side from the Santa Ana River to Newport Boulevard. Bicycle lanes also would be constructed, and soundwalls would be built where necessary and feasible. Rights-of-way acquisition costs are estimated at $1.6 million, and construction costs are estimated at $13.7 million. The project could begin in 1987 and be completed in 1989. POSITIVE IMPACTS: The widened highway would reduce traffic congestion and accidents and would enhance public and bicycle transit in the region. The new bridge over the Santa Ana River would replace an unsafe, deteriorated structure. NEGATIVE IMPACTS: The project would require partial takings of six unimproved properties and would increase noise in some areas. The project also would cause losses of on-street parking, a remnant coastal dune area, and a foraging area for the endangered California Least Tern. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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). JF - EPA number: 850375, 2 volumes and maps, September 6, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-85-02-D KW - Biologic Assessments KW - Bridges KW - Dunes KW - Endangered Species (Animals) KW - Highways KW - Hydraulic Assessments KW - Noise KW - Parking KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Trails KW - Transportation KW - Wildlife Habitat KW - California KW - Coastal Zone Management Act of 1972, Compliance KW - Department of Transportation Act of 1966, Compliance 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/36403684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WIDENING+OF+PACIFIC+COAST+HIGHWAY+FROM+ROUTE+55+TO+GOLDEN+WEST+STREET+IN+THE+CITIES+OF+NEWPORT+BEACH+AND+HUNTINGTON+BEACH%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=WIDENING+OF+PACIFIC+COAST+HIGHWAY+FROM+ROUTE+55+TO+GOLDEN+WEST+STREET+IN+THE+CITIES+OF+NEWPORT+BEACH+AND+HUNTINGTON+BEACH%2C+ORANGE+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: September 6, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AUSTIN STRAUBEL FIELD AIRPORT, GREEN BAY, WISCONSIN. AN - 36382650; 395 AB - PURPOSE: Extension of Runway 18/36 and its parallel taxiway and implementation of ancillary improvements at Austin Straubel Field Airport in Green Bay, Wisconsin are proposed. The 6,000-foot runway and its parallel taxiway would be extended 2,200 feet to the south and equipped with high-intensity runway lights. To allow the runway to cross Dutchman Creek, an existing culvert would be extended. The project would also involve relocation of the instrument landing system, including approach lights, a glide slope indicator, and a middle marker. Acquisition of 121 acres of land would be required to accommodate expansion of the airport as proposed. Once extended, Runway 18/36 would become the primary runway for air carrier operations. The existing primary runway (6R/24L) would become the airport's secondary runway. Estimated cost of the project is $4.2 million. POSITIVE IMPACTS: Extension of Runway 18/36 and redesignation of the facility as the primary runway would help the airport meet the air travel needs of surrounding Brown County, a metropolitan area with more than 175,000 residents. The extended runway would be able to accommodate most air carrier aircraft likely to be operating at the airport on a regular basis in the future. Use of Runway 18/36 as the primary runway would also significantly alleviate noise impacts on nearby residential areas. NEGATIVE IMPACTS: Land acquisition and development would require displacement of one residence and 30 acres of prime farmland, and Adam Drive would be closed, thus limiting the accessibility of rural land uses in the immediate area. Despite the beneficial redistribution of aircraft noise, approximately 814 persons would be exposed to noise levels exceeding federal standards. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0059D, Volume 8, Number 2. JF - EPA number: 850371, 200 pages, September 4, 1985 PY - 1985 KW - Air Transportation KW - Airports KW - Farmlands KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Austin Straubel Field Airport KW - Wisconsin KW - Airport and Airway Improvements Act of 1982, 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/36382650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AUSTIN+STRAUBEL+FIELD+AIRPORT%2C+GREEN+BAY%2C+WISCONSIN.&rft.title=AUSTIN+STRAUBEL+FIELD+AIRPORT%2C+GREEN+BAY%2C+WISCONSIN.&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 - Final. Preparation date: September 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEMOLITION OF THE INTERCITY STEEL TRUSS BRIDGE ACROSS THE COLUMBIA RIVER BETWEEN THE CITIES OF PASCO AND KENNEWICK, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1973). AN - 36388506; 427 AB - PURPOSE: Final disposition is considered of the old steel truss bridge across the Columbia River between the cities of Pasco and Kennewick, Washington. The 1922 structure was replaced by a new cable-stayed bridge in 1978; this action was the subject of the final environmental statement of October 1973, to which this document is a supplement. The preferred alternative would remove the existing steel truss structure to the natural riverbed, obliterate the existing approaches, and restore the affected terrain to blend with the surroundings. Because the old structure was placed on the National Historic Register before it could be demolished, adaptive use alternatives must also be considered. Such adaptive uses would include preservation of the bridge as an historic site; use of the bridge as a bicycle and pedestrian crossing; construction of boutique and speciality shops; development as an art market, craft area, or farmers' market; use of the site for local festivals or other public functions. POSITIVE IMPACTS: Demolition of the old bridge would remove an impediment to commercial navigation, a safety hazard to recreational boaters, and an unnecessary visual intrusion in the area. Adaptation of the bridge for other uses would preserve an historic site. NEGATIVE IMPACTS: Adaptation of the bridge would preserve an unsafe river structure and would require funding resources that the state and county would prefer to allocate to more pressing needs. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the final environmental impact statement, see 74-2803F, EIS Cumulative 1970-1976, Volume 2. JF - EPA number: 850373, 40 pages, August 30, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-72-10-DS KW - Bridges KW - Demolition KW - Historic Sites KW - Navigation KW - Section 4(f) Statements KW - Trails KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388506?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEMOLITION+OF+THE+INTERCITY+STEEL+TRUSS+BRIDGE+ACROSS+THE+COLUMBIA+RIVER+BETWEEN+THE+CITIES+OF+PASCO+AND+KENNEWICK%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1973%29.&rft.title=DEMOLITION+OF+THE+INTERCITY+STEEL+TRUSS+BRIDGE+ACROSS+THE+COLUMBIA+RIVER+BETWEEN+THE+CITIES+OF+PASCO+AND+KENNEWICK%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1973%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: August 30, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAKE FRONT HIGHWAY (F.A.P. 437) FROM ILLINOIS TRI-STATE TOLLWAY (I-94) TO GRAND AVENUE (ILLINOIS 132) IN LAKE COUNTY, ILLINOIS. AN - 36396889; 418 AB - PURPOSE: Improvement of approximately seven miles of Lake Front Highway (Federal Aid Primary Route 437) from the Illinois Tri-State Tollway (Interstate 94) to Grand Avenue (Illinois Route 132) in Lake County, Illinois is proposed. The preferred alternative would involve use of the existing four- and six-lane Buckley Road facility in the east-west leg of the corridor and construction of a four-lane freeway on a new location through the north-south leg of the corridor from Buckley Road to Grand Avenue. Total project cost is estimated at $61.1 million. POSITIVE IMPACTS: Located in the eastern portion of Lake County, the Lake Front Highway would connect the Tri-State Tollway to the Great Lakes Naval Training Base and to the cities of North Chicago and Waukegan, all of which are located on the western shore of Lake Michigan. Safer, more efficient access would be provided to the high-employment centers and commercial zones of the area. Construction activity would generate 3,346 new jobs. NEGATIVE IMPACTS: The project would require acquisition of 122 acres for rights-of-way and would displace between 53 and 57 households. Displacement of 35 to 41 businesses would result in the loss of 282 to 291 jobs. A floodplain would be crossed, and noise within the corridor would exceed federal standards at some locations. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0076D, Volume 7, Number 2. JF - EPA number: 850372, 2 volumes and maps, August 29, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-82-03-F KW - Employment KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Illinois KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36396889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAKE+FRONT+HIGHWAY+%28F.A.P.+437%29+FROM+ILLINOIS+TRI-STATE+TOLLWAY+%28I-94%29+TO+GRAND+AVENUE+%28ILLINOIS+132%29+IN+LAKE+COUNTY%2C+ILLINOIS.&rft.title=LAKE+FRONT+HIGHWAY+%28F.A.P.+437%29+FROM+ILLINOIS+TRI-STATE+TOLLWAY+%28I-94%29+TO+GRAND+AVENUE+%28ILLINOIS+132%29+IN+LAKE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 29, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RECONSTRUCTION OF KY 44 FROM KY 55 IN TAYLORSVILLE, SPENCER COUNTY, KENTUCKY. AN - 36404417; 420 AB - PURPOSE: Reconstruction of 3.6 miles of Kentucky (KY) 44 is proposed from KY 55 in Taylorsville eastward to a newly relocated section of KY 44 in Spencer County, Kentucky. The preferred alternative would begin at KY 55 just north of Spencer County high school and would extend easterly, crossing Brashears Creek before proceeding southeastward and crossing existing KY 44. The project then would extend eastward past KY 2239 before turning northeastward, where it would cross existing KY 44 again just before joining the new four-lane section of KY 44. The new facility would consist of four 12-foot travel lanes, 12-foot shoulders, and a 40-foot depressed median. All intersections would be at grade. Estimated cost of the project is $14.4 million. POSITIVE IMPACTS: The reconstructed highway would meet the traffic demands generated by recreational use of Taylorsville Lake and would serve the proposed recreational sites on the east side of the lake. NEGATIVE IMPACTS: The project would displace seven families and one business and would disturb one farm operation. Bridge construction temporarily would degrade the water quality of Brashears Creek. Two patches of endangered goldenseal, located on a hillside near Snyder Bluff, could be disturbed. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850369, 99 pages, August 28, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-85-01-D KW - Bridges KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Highways KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Kentucky KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36404417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RECONSTRUCTION+OF+KY+44+FROM+KY+55+IN+TAYLORSVILLE%2C+SPENCER+COUNTY%2C+KENTUCKY.&rft.title=RECONSTRUCTION+OF+KY+44+FROM+KY+55+IN+TAYLORSVILLE%2C+SPENCER+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 28, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE U.S. 206, SECTION (5), COUNTY RT. 518 TO THE INTERSECTION OF RT. U.S. 202, N.J. RT. 28 AND RT. U.S. 206 (SOMERVILLE CIRCLE), SOMERSET COUNTY, NEW JERSEY. AN - 36395939; 423 AB - PURPOSE: Improvement of approximately 14 miles of existing Route U.S. 206 from County Route 518 in Montgomery Township to the intersection of Routes 202, 28, and 206 (the Somerville Circle) in the municipalities of Somerville Borough, Raritan Borough, and Bridgewater Township in Somerset County, New Jersey is proposed. The project would improve existing Route 206 between County Route 518 and the Somerville Circle primarily dualizing the existing roadway with new alignment bypasses under consideration for the Harlingen area of Montgomery Township and the southern half of Hillsborough Township. These bypasses would be land service type roads or limited-access highways. In addition to Montgomery, Bridgewater, and Raritan, this section of Route 206 also passes through Hillsborough Township and Somerville Borough. The proposed improvements would vary between two designs. The existing alignment between Orchard Road and the vicinity of Township Line Road in Montgomery County and all bypasses would be 138 feet wide with a 26-foot grass median. On all other sections of Route 206, the roadway would be 114 feet wide with a concrete median. Lefthand and U-turns would not be allowed except at intersections and jughandles. Approximately 20 to 25 intersections would be improved. The intersections would be at-grade and consist of either jughandles or channelized ramps. Minor relocation of Montgomery Road, River Road, Sunset Road, Brooks Boulevard, and Dukes Parkway East would improve connections with Route 26. Improvements to Somerville Circle would consist of an overpass combined with new ramps and service roads. Other improvements would include the construction of new railroad crossings at the Reading Railroad in Melle Mead and the Lehigh Valley Railroad in Hillsborough Township. New or widened bridges would also be constructed at 10 major stream crossings in the project area. Depending on the combination of alternatives chosen, the total cost of rights-of-way would vary between $11.4 and $17.5 million. The construction cost would vary from $65.9 to $78.2 million. POSITIVE IMPACTS: Improvements to Route 206 would accommodate existing and future traffic demands, reduce traffic time, and improve traffic flow. Accident rates would be lowered by the elimination of hazardous curves. Access to major roadway connections would be improved. NEGATIVE IMPACTS: Depending on the alternatives chosen, the improvements would encroach on 9.1 to 11.4 acres of floodplains and 0.92 to 3.05 acres of wetlands. Eight to 36 families and 13 to 35 businesses would be relocated. Recreational property from Docherty Park and Village Green would be acquired for rights-of-way. Up to eight properties would be affected, including one eligible for the National Register of Historic Places. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 850367, 162 pages, August 23, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-85-02-D KW - Bridges KW - Creeks KW - Easements KW - Floodplains KW - Highways KW - Historic Sites KW - Railroad Structures KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - New Jersey 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395939?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+U.S.+206%2C+SECTION+%285%29%2C+COUNTY+RT.+518+TO+THE+INTERSECTION+OF+RT.+U.S.+202%2C+N.J.+RT.+28+AND+RT.+U.S.+206+%28SOMERVILLE+CIRCLE%29%2C+SOMERSET+COUNTY%2C+NEW+JERSEY.&rft.title=ROUTE+U.S.+206%2C+SECTION+%285%29%2C+COUNTY+RT.+518+TO+THE+INTERSECTION+OF+RT.+U.S.+202%2C+N.J.+RT.+28+AND+RT.+U.S.+206+%28SOMERVILLE+CIRCLE%29%2C+SOMERSET+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: August 23, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 2/SR 28, EAST WENATCHEE VICINITY, DOUGLAS COUNTY, WASHINGTON. AN - 36388476; 426 AB - PURPOSE: Improvement is proposed of the SR 2/SR 28 corridor between Rocky Reach Dam and the East Wenatchee vicinity in Douglas County, Washington. The preferred alternative would begin on SR 2 near Rocky Reach Dam and provide two lanes on new alignment south along the east bank of the Columbia River to 37th Street. It would continue along the riverfront corridor and terminate at SR 28 near 9th Street in East Wenatchee. This route would be 8.57 miles long and would include an interchange at 37th Street to provide access to SR 28 south, SR 2 to the north, and east or west bound at Olds Station Bridge. A frontage road is proposed approximately 4,000 feet south of 37th Street to provide access to the west of Route 1 for irrigation pumps and a potential site for Chelan County P.U.D. Access from Route 1 would be provided to the east on 19th Street N.W. for Cascade Avenue and Sunset Highway. A signalized intersection is planned for 9th Street and Valley Mall Parkway in East Wenatchee. Existing Sunset Highway would be realigned in front of the Douglas County P.U.D. to connect with Valley Mall Parkway. A separate trail would be provided for bicycle travel along the portion of the route south of Olds Bridge. Five vista viewpoints would provide access to the river and bicycle trail. Four of the viewpoints would be south of 37th Street at 15th Street, at a site between 19th and 23rd streets, at 29th Street, and at a site to be established, with the frontage road accessed from 32nd Street. The fifth site would be north of 37th Street near the northerly terminus, south of Rocky Reach Dam. An illuminated pedestrian undercrossing in the vicinity of 19th Street would provide access to the river. A second pedestrian undercrossing would be built in the vicinity of 27th Street. Estimated cost is $9.1 million. Construction would begin in 1985 and be completed in 1987. POSITIVE IMPACTS: The proposed improvement would reduce traffic congestion and improve travel safety in the SR 2/SR 28 transportation corridor. The pedestrian/bicycle trail would provide better recreational potential adjacent to the river. No residence or business displacements would occur. NEGATIVE IMPACTS: Noise walls, necessary at some locations along Route 1, may obstruct views of the Columbia River. The preferred alternative would eliminate 1.95 acres of wetland; mitigation proposals include developing an excavated ditch designed to cross a 2.8 acre parcel of land with connections to the Columbia River, and revegetating with wetland and riparian species. Three bald eagle perch sites would be affected. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0554D, Volume 8, Number 11. JF - EPA number: 850365, 2 volumes, August 22, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-84-02-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Noise KW - Recreation Resources KW - Roads KW - Safety Analyses KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Washington KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+2%2FSR+28%2C+EAST+WENATCHEE+VICINITY%2C+DOUGLAS+COUNTY%2C+WASHINGTON.&rft.title=SR+2%2FSR+28%2C+EAST+WENATCHEE+VICINITY%2C+DOUGLAS+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 22, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL FREEWAY--U.S. ROUTE 48, SECTION I, WOLFE MILL TO M.V. SMITH ROAD, ALLEGANY COUNTY, MARYLAND (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1980). AN - 36393485; 421 AB - PURPOSE: Construction of the final 19-mile gap of the National Freeway from Wolfe Mill Road to M.V. Smith Road in Allegany County, Maryland is proposed. Two alternatives are under consideration. Both alternatives would consist of a four-lane divided controlled-access highway. Alternative 1, known as the modified AGEA alternative, generally would follow the existing U.S. Route 40 corridor for the National Freeway and would provide a two-lane continuous frontage road from Wolfe Mill to Fifteen Mile Creek for local service. The National Freeway alignment would deviate from U.S. 40 just east of Wolfe Mill, at Martin Mountain and on the west side of Polish Mountain. Interchanges would be provided at Wolfe Mill, Rocky Gap State Park, Martin Mountain, Flintstone, Old Cumberland Road, Fifteen Mile Creek Road, and M.V. Smith Road. Alternative 2, known as the Tie Line alternative, would swing south of U.S. Route 40 east of Wolfe Mill, cross Hinkle Road at the Allegany Beagle Club, and cross Warrior Mountain near Williams Road. The alternative would then continue to the north through Town Creek Valley, cross Town Creek, and generally follow the existing U.S. Route 40 corridor from Polish Mountain to M.V. Smith Road. Three options, C-1, C-2, and C-3 are being considered through Town Creek Valley. Option C-1 would proceed northerly along Warrior Mountain, west of Town Creek Road. Near the Town Creek Road/Warm Springs Road intersection, C-1 would curve east, passing over Murley Branch, Town Creek Road, and Town Creek, then proceed along Wittaker Ridge toward Merten Avenue and existing U.S. Route 40. Option C-2 would shift alignment from Option C-1 in the vicinity of Murley Branch and Town Creek to avoid several archaeological sites and minimize impact to Murley Branch. Option C-2 would pass over Murley Branch, Town Creek Road, and Town Creek approximately 2,300 feet south of C-1. Option C-3 would curve to the east at its beginning and cross Town Creek Road and Town Creek, then climb Polish Mountain on the east side of Town Creek. Interchanges for alternative 2 would be provided at Wolfe Mill, Old Cumberland Road, Fifteen Mile Creek Road, and M.V. Smith Road. Total costs range from $154.7 to $169.3 million, depending on the alternative chosen. POSITIVE IMPACTS: Completion of the National Freeway would provide a controlled-access highway between Morgantown, West Virginia and Hancock, Maryland and would improve economic conditions for Western Maryland and the Appalachian Region. The level of service would improve, and accident rates would decline. NEGATIVE IMPACTS: Depending on the alternative chosen, 18 to 41 residences and 1 to 5 businesses would be displaced. Alternative 1 would require 15 acres of Rocky Gap State Park, 53 acres of Greenridge State Forest, and land from six historic sites. Eight archaeological sites would be affected. Alternative 2 would require from 60 to 107 acres of land from Greenridge State Forest, affect one historic site, and from two to three archaeological sites. Depending upon alternatives, from 12 to 30 prime farmland acres would be lost, and noise levels would exceed Federal Noise Abatement Criteria at 15 to 19 sites. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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 abstracts of the draft and final environmental impact statements, see 77-1014F, Volume 1, Number 10, and 80-0932F, Volume 4, Number 11, respectively. JF - EPA number: 850360, 284 pages and maps, August 16, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-73-08-DS KW - Appalachian Development Highways KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Maryland KW - Appalachian Regional Development Act of 1965, Funding KW - Department of Transportation Act of 1966, Historic Sites 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/36393485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+FREEWAY--U.S.+ROUTE+48%2C+SECTION+I%2C+WOLFE+MILL+TO+M.V.+SMITH+ROAD%2C+ALLEGANY+COUNTY%2C+MARYLAND+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1980%29.&rft.title=NATIONAL+FREEWAY--U.S.+ROUTE+48%2C+SECTION+I%2C+WOLFE+MILL+TO+M.V.+SMITH+ROAD%2C+ALLEGANY+COUNTY%2C+MARYLAND+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1980%29.&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 16, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENT OF U.S. 27 BYPASS IN DECATUR AND A CONNECTOR WITH U.S. 33 IN ADAMS COUNTY, INDIANA. AN - 36398297; 419 AB - PURPOSE: Improvement of 9.4 miles of U.S. 27 to bypass Decatur in northeastern Adams County, Indiana and construction of a 2.7 mile U.S. 33 connector are proposed. The improvement project would begin at a point 0.5 miles south of the intersection of U.S. 27 and State Route 124 (S.R. 124) and would extend northward to the newly constructed four-lane divided section of U.S. 27 (U.S. 33) approximately three miles north of Decatur. The preferred alternative would use the existing alignment. In rural areas, the controlled access roadway would consist of two 24-foot pavements with a 60-foot median within a 240 to 290-foot right-of-way. The typical section in urban areas would consist of two 24-foot pavements with curbs, gutters, sidewalks, and a 16-foot continuous left-turn lane within an overall right-of-way of 110 feet. The project would involve construction of bridges spanning the St. Mary's River and various other waterways. A 2.7-mile U.S. 33 connector would be included in the project to link U.S. 33 with certain alternative alignments. Total cost of the proposed projects is $25.6 million. POSITIVE IMPACTS: The new four-lane highway would replace a roadway that is deficient due to narrow rights-of-way, poor sight distances, narrow bridges, and numerous points of access. The project would complete the four-lane connection between Fort Wayne and Decatur on U.S. 27. The improvement of U.S. 27 would ease traffic distribution along the east side of the state by improving a primary artery connecting other primary and secondary distribution arteries. The U.S. 33 connector would divert truck traffic from the central business district of Decatur. NEGATIVE IMPACTS: Development of the rights-of-way would result in the displacement of 250 acres of farmland and 1 acre of woodland wildlife habitat. Woodland and wildlife habitat would be destroyed. Several relocations would be required. The crossing of the St. Mary's River would have some temporary effect on water quality. Temporary increases in noise, water, and air pollution would occur. LEGAL MANDATES: Executive Order 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 environmental impact statement, see 81-0012D, Volume 5, Number 2. JF - EPA number: 850353, 2 volumes and maps, August 15, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-79-05-F KW - Air Quality KW - Bridges KW - Central Business Districts KW - Farmlands KW - Forests KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Control KW - Water Quality KW - Wetlands KW - Wildlife KW - Indiana KW - Executive Order 11990, Compliance 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/36398297?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENT+OF+U.S.+27+BYPASS+IN+DECATUR+AND+A+CONNECTOR+WITH+U.S.+33+IN+ADAMS+COUNTY%2C+INDIANA.&rft.title=IMPROVEMENT+OF+U.S.+27+BYPASS+IN+DECATUR+AND+A+CONNECTOR+WITH+U.S.+33+IN+ADAMS+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 - Final. Preparation date: August 15, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FAIRBANKS URBAN RECONNAISSANCE/GEIST ROAD EXTENSION, FAIRBANKS, ALASKA: FM-000S(33). AN - 36399041; 413 AB - PURPOSE: Eastward extension of Geist Road to the downtown area and to Steese Highway and improvement of Illinois Street and a segment of Steese Highway in Fairbanks, Alaska are proposed. Illinois Street and the east-west portions of the project would have four lanes for through traffic and could include additional turning lanes. Intersections with project roadways would be at grade, with access to the facilities limited to collective approaches at convenient points. Installation of separate, individual driveways would be discouraged. A bicycle path would run along the entire east-west portion of the project. A separate project, which would extend Peger Road north to College Road, would include an overpass of the Alaska Railroad tracks. The proposed project would use the same overpass. The preferred west-end alignment would pass through Phillips Field, a small private airport and would displace the runway. The preferred eastern alignment to connect with Illinois Street would utilize the existing Charles Street and would provide unimpeded routing from the main east-west portion of the project to Illinois Street. The preferred alignment option for east-west routing to Steese Highway would avoid putting heavy traffic volumes onto College Road and would be the least disruptive. Construction of a bridge over the Chena River would be required. POSITIVE IMPACTS: By improving east-west movement in the vicinity of the downtown area, the project would alleviate existing traffic congestion and stem developing congestion, would improve access between the downtown area and the west side of Fairbanks, and would provide direct access between major routes on opposite sides of the city. NEGATIVE IMPACTS: Acquisition and development of rights-of-way would displace businesses and residences, split residential neighborhoods, and result in the loss of wetland and other wildlife habitat. Several of the buildings to be relocated due to the project are eligible for inclusion on the National Register of Historic Places. Traffic-generated noise levels along newly developed or improved corridors would rise in some areas, occasionally increasing to levels exceeding Federal Highway Administration standards. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0460D, Volume 7, Number 9. JF - EPA number: 850345, 3 volumes and maps, August 12, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-82-4-F KW - Airports KW - Bridges KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36399041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FAIRBANKS+URBAN+RECONNAISSANCE%2FGEIST+ROAD+EXTENSION%2C+FAIRBANKS%2C+ALASKA%3A+FM-000S%2833%29.&rft.title=FAIRBANKS+URBAN+RECONNAISSANCE%2FGEIST+ROAD+EXTENSION%2C+FAIRBANKS%2C+ALASKA%3A+FM-000S%2833%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 12, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-84 TO S.E. STARK STREET, S.W. 257TH AVENUE, MULTNOMAH COUNTY, OREGON. AN - 36404158; 424 AB - PURPOSE: Extension and widening are proposed for S.W. 257th Avenue, located in the city of Troutdale, Multnomah County, Oregon. The existing facility is a discontinuous two-lane road separated by sparsely developed residential land. The proposed project would widen the existing road segments and construct new segments to create a continuous four-lane roadway between Columbia Street and Stark Street. The preferred alternative would consist of construction on an 80-foot right-of-way from Cherry Park Road (south) to Cherry Park Road (north) and 90-foot right-of-way throughout the remainder of the project. The 80-foot right-of-way segment would contain two travel lanes, both north and south, with a continuous left-turn median, and 5-foot bicycle lanes and 5-foot sidewalks. The 90-foot right-of-way segment would consist of a 12-foot-wide curbed and planted median, 31 feet of pavement on either side of the median, a 5-foot sidewalk next to the outside curbs, and a 3-foot buffer area adjacent to the sidewalk. The pavement width would provide two 14-foot travel lanes along each side of the median and two 12-foot travel lanes that would be adjacent to 5-foot bicycle lanes. Restricted access would begin approximately 1,000 feet north of Cherry Park Road (north) and continue for approximately 1,700 feet. The intersection of 257th Avenue and Stark Street, Cherry Park Road (south), Cherry Park Road (north), and Columbia Street would require signalization. A sound wall would be built at the northwest corner of 257th Avenue and Hensley Road. Construction costs of the project are estimated at $2.7 million, and rights-of-way costs are $1.4 million. POSITIVE IMPACTS: The project would relieve traffic burdens on 238th/242nd Avenue and the Interstate 84 (I-84)/238th Avenue interchange by providing a north-south arterial road along 257th Avenue that would connect with the existing I-84/Troutdale interchange. The project would be in conformance with all jurisdictional plans. NEGATIVE IMPACTS: The project would require 11.3 acres for rights-of-way and would displace one residence, one four-car garage, one cold-storage processing plant, and one agriculturally related sleeping structure. Several residences would be exposed to noise levels exceeding 67 decibels. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0605D, Volume 8, Number 12. JF - EPA number: 850340, 2 volumes, August 9, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-06-F KW - Energy Consumption Assessments KW - Farmlands KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Trails KW - Transportation KW - Oregon KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-84+TO+S.E.+STARK+STREET%2C+S.W.+257TH+AVENUE%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=I-84+TO+S.E.+STARK+STREET%2C+S.W.+257TH+AVENUE%2C+MULTNOMAH+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 - Final. Preparation date: August 9, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED RECONSTRUCTION OF 5/55 INTERCHANGE AND THE ADDITION OF RAMP METERS, HOV BYPASS LANES ON ROUTE 55 BETWEEN ROUTES 22 AND 405, AND AUXILIARY LANES ON ROUTE 55 AT VARIOUS LOCATIONS IN THE CITIES OF ORANGE, TUSTIN, AND SANTA ANA IN ORANGE COUNTY, CALIFORNIA. AN - 36393600; 415 AB - PURPOSE: Implementation of improvements to Route 55 in the vicinity of its interchange with Interstate 5 (I-5) and reconstruction of the interchange in Orange County, California are proposed. The project area lies in the cities of Orange, Tustin, and Santa Ana. The proposed project would relocate the southbound Route 55 McFadden off- and on-ramps 1,500 feet southerly of their existing locations. Existing six-lane freeways would be widened to basic eight-lane facilities with auxiliary lanes, a 22-foot median, 12-foot lanes, and 10-foot shoulders for Route 55 between Dyer Road and I-5, I-5 between Fourth Street and Newport Avenue, and Route 55 between I-5 and Seventeenth Street, a total distance of 5.4 miles. Two low-volume backmoves would be closed: the southbound Route 55 to northbound I-5 and southbound I-5 to northbound Route 55. Ramp and connector exits and entrances would be upgraded. High-speed two-lane flyover structures would replace high volume/small radius loop connectors for northbound Route 55 to northbound I-5 and southbound Route 55 to southbound I-5. Small-radius reversing curve outer connectors would be reconstructed to higher standards at three locations: southbound I-5 to southbound Route 55, northbound Route 55 to southbound I-5, and northbound I-5 to northbound Route 55. Braiding would be provided on four connectors and ramps: two at Fourth Street, one at First Street, and one at Newport Avenue. Cabrillo Park Drive would be extended, Mabury Street would be widened between First and Fourth streets, and the Route 5 southbound off-ramps and northbound on-ramps to First Street would be eliminated. Construction would be divided into three phases. Phase I would widen Route 55 between Dyer Road and I-5, close the two low-volume backmove connectors, and upgrade ramps and connector exits/entrances, and would also begin soundwall construction. Phase II would begin construction of all remaining features, with the exception of the southbound Route 55 to south I-5 flyover connector. The final phase would complete Phase II construction and the flyover connector. Total cost at the end of Phase III would be $88 million. POSITIVE IMPACTS: The recommended alternative would result in significant beneficial effects by reducing congestion and providing for improved traffic movement. It could provide 20-year savings to motorists of up to $700 million by the anticipated reduction of accidents and traffic delays. NEGATIVE IMPACTS: An estimated 95 dwelling units, 1 to 3 businesses, and 1 church would be displaced by the recommended alternative. Ramp relocation could lower patronage at businesses around the ramps. The James Utt Park, involving 2.1 acres of State land leased to the City of Tustin, will be substantially reduced. Noise levels in the vicinity of some receptors would exceed Federal Highway Administration standards; noise barriers could mitigate these effects. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0027D, Volume 8, Number 1. JF - EPA number: 850341, 254 pages, August 9, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-12-F KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36393600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+RECONSTRUCTION+OF+5%2F55+INTERCHANGE+AND+THE+ADDITION+OF+RAMP+METERS%2C+HOV+BYPASS+LANES+ON+ROUTE+55+BETWEEN+ROUTES+22+AND+405%2C+AND+AUXILIARY+LANES+ON+ROUTE+55+AT+VARIOUS+LOCATIONS+IN+THE+CITIES+OF+ORANGE%2C+TUSTIN%2C+AND+SANTA+ANA+IN+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PROPOSED+RECONSTRUCTION+OF+5%2F55+INTERCHANGE+AND+THE+ADDITION+OF+RAMP+METERS%2C+HOV+BYPASS+LANES+ON+ROUTE+55+BETWEEN+ROUTES+22+AND+405%2C+AND+AUXILIARY+LANES+ON+ROUTE+55+AT+VARIOUS+LOCATIONS+IN+THE+CITIES+OF+ORANGE%2C+TUSTIN%2C+AND+SANTA+ANA+IN+ORANGE+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: August 9, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HIGHWAY/TRANSIT TRANSPORTATION CORRIDOR STUDY FOR ROUTE 55 (NEWPORT BOULEVARD) BETWEEN PACIFIC COAST HIGHWAY IN NEWPORT BEACH AND ROUTE 73 IN COSTA MESA, CALIFORNIA. AN - 36385632; 414 AB - PURPOSE: Improvement of the Newport Boulevard (Route 55) transportation corridor between the Pacific Coast Highway (Route 1) and Route 73 and of the Route 1/Route 55 interchange in Newport Beach and Costa Mesa, California are proposed. Route 55 improvements would consist of a depressed freeway approximately 25 feet below existing street level between Bristol Street and Industrial Way. Between 20th Street and 17th Street, the alignment would veer approximately 300 feet east of Newport Boulevard. The Route 1/55 interchange improvement would widen Newport Boulevard to six lanes between Finley Avenue and Route 1. The Newport Beach Channel Bridge would be widened approximately 30 feet on each side, and the Branigan Separation Bridge would be widened approximately 20 feet northbound and 15 feet southbound. Five ramps would be modified. No specific transit improvements would occur in the corridor, and the existing bus system would continue. Cost of the project would be $93 million for the Route 55 Highway corridor improvements and $2.95 million for the Route 1/55 interchange improvements. POSITIVE IMPACTS: By improving this portion of the California Freeway and Expressway System, the project would improve access to all points between project termini and unify the central business district. Expected increases in traffic volume along Route 55 would be accommodated, and safety would be enhanced. NEGATIVE IMPACTS: Route 55 corridor improvements would displace 85 living units and 41 businesses. Construction and detours would cause traffic disruption and inconveniences. Significant impact would occur to local tax revenues. Costa Mesa would lose 300 to 500 parking spaces. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0303D, Volume 7, Number 6. JF - EPA number: 850338, 185 pages, August 7, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-03-F KW - Highway Structures KW - Highways KW - Parking KW - Relocations-Property Acquisitions KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36385632?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY%2FTRANSIT+TRANSPORTATION+CORRIDOR+STUDY+FOR+ROUTE+55+%28NEWPORT+BOULEVARD%29+BETWEEN+PACIFIC+COAST+HIGHWAY+IN+NEWPORT+BEACH+AND+ROUTE+73+IN+COSTA+MESA%2C+CALIFORNIA.&rft.title=HIGHWAY%2FTRANSIT+TRANSPORTATION+CORRIDOR+STUDY+FOR+ROUTE+55+%28NEWPORT+BOULEVARD%29+BETWEEN+PACIFIC+COAST+HIGHWAY+IN+NEWPORT+BEACH+AND+ROUTE+73+IN+COSTA+MESA%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: August 7, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPRINGFIELD BYPASS AND EXTENSION, FROM INTERSECTION OF ROUTE I-66 TO INTERSECTION OF BRADDOCK ROAD (ROUTE 620), STATE PROJECT NUMBER R000-029-249, PE-101, FEDERAL PROJECT NUMBER M-5401 (133), FAIRFAX COUNTY, VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1984). AN - 36382741; 425 AB - PURPOSE: Approval of alignment is proposed for the Interstate 66 (I-66) and Braddock Road portion of the proposed 35.2-mile Springfield Bypass that would connect Route 7 at Dranesville to U.S. Route 1 in the vicinity of Woodlawn in Fairfax County, Virginia. Two alternatives are under consideration. Typical sections of both alternatives would be the same and include the following: two 12-foot travel lanes in each direction, with paved shoulders and a 20-foot graded median. Left-turn storage lanes would be provided at the at-grade intersections. A minimum of 122 feet of rights of way would be required on both alignments. A diamond interchange at Braddock Road and a cloverleaf interchange at I-66 would be used on both alignments. Different interchange configurations would be required at Route 29/211, but both would provide the same traffic movements and level of service. The alternative originally considered would provide a partially controlled access, four-lane divided facility. A "T" type intersection would be provided at Caisson Road in the Cannon Ridge subdivision. Another intersection would be constructed approximately 1,000 feet to the south to provide access to Buckner Woods and an undeveloped tract to the west. A 600-foot-long service road would be provided to the east of the mainline at this location to serve the remainder of the undeveloped tract. This alternative would require the closing of Cannonball Road, which provides access between the Cannon Ridge and the Buckner Forest subdivisions, and direct access to the Winfield Farm would be eliminated. The Cannon Ridge alternative would have fully controlled access, with grade separations, and would not require the closing of any major access streets between subdivisions. This alternative would be bordered by the existing Crystal Springs subdivision on the west. A service road would be required in the southwest quadrant of the Route 29 interchange to serve the undeveloped tract between Hampton Forest and the mainline. Both alignments would require the construction of a service road in the southwest quadrant of the I-66 interchange in order to provide access to the tracts north of Westbrook Road. The original alternative would cost $27.3 million including a noise barrier, while the Cannon Ridge alternative would cost $26.9 million. POSITIVE IMPACTS: Either alignment, as part of the total project, will provide greatly improved north-south traffic service and help to relieve the congested conditions on adjacent highway facilities. By providing access to local Metro stations, direct access to I-95 HOV lanes, and a facility capable of supporting intracounty bus service, either alignment would result in a decline in traffic congestion on local roads, and the bypass would allow through traffic to avoid the congested business district. NEGATIVE IMPACTS: The original alternative would displace 13 families and one church. The Cannon Ridge alternative would displace 18 families, one church, and one business. Both alternatives would exceed the noise abatement criteria; five sites would be impacted under the original alternative, and one under the Cannon Ridge alternative. The original alternative would create a barrier between the existing communities of Cannon Ridge and Buckner Forest. LEGAL MANDATES: Executive Order 11988, 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.), National Historic Preservation Act of 1966 (16 U.S.C. 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 environmental impact statements, see 81-0522D, Volume 5, Number 7, and 84-0349F, Volume 8, Number 7, respectively. JF - EPA number: 850337, 88 pages, August 7, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-81-01-DS KW - Archaeological Sites KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Virginia KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36382741?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPRINGFIELD+BYPASS+AND+EXTENSION%2C+FROM+INTERSECTION+OF+ROUTE+I-66+TO+INTERSECTION+OF+BRADDOCK+ROAD+%28ROUTE+620%29%2C+STATE+PROJECT+NUMBER+R000-029-249%2C+PE-101%2C+FEDERAL+PROJECT+NUMBER+M-5401+%28133%29%2C+FAIRFAX+COUNTY%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1984%29.&rft.title=SPRINGFIELD+BYPASS+AND+EXTENSION%2C+FROM+INTERSECTION+OF+ROUTE+I-66+TO+INTERSECTION+OF+BRADDOCK+ROAD+%28ROUTE+620%29%2C+STATE+PROJECT+NUMBER+R000-029-249%2C+PE-101%2C+FEDERAL+PROJECT+NUMBER+M-5401+%28133%29%2C+FAIRFAX+COUNTY%2C+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1984%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: August 7, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHITTENDEN COUNTY, VERMONT CIRCUMFERENTIAL HIGHWAY: COLCHESTER-ESSEX-WILLISTON, PB 033-1(1). AN - 36397216; 377 AB - PURPOSE: Construction is proposed of a new four-lane, limited-access circumferential highway in Chittenden County, Vermont between State Route (S.R.) 127 in the town of Colchester and Interstate 89 (I-89) in the town of Williston. The project would begin on S.R. 127, approximately 0.74 miles south of Warners Corner, and continue easterly for approximately 16 miles to terminate 0.83 miles east of the intersection of I-89 and S.R. 2A in Williston. Because of currently available funding, only two lanes on a four-lane right-of-way would be built initially, except at the interchange with I-89 in Colchester and along approximately half of the route in Williston, where initial construction would be four full lanes. The two-lane facility would consist of two 12-foot travel lanes with 8-foot shoulders and would be constructed in the southern and western portion of the rights-of-way. The additional two 12-foot travel lanes would be constructed later in the outer portion of the highway to serve as the northbound and westbound roadway. Total cost of the two-lane highway is estimated at $82.1 million. POSITIVE IMPACTS: The circumferential highway would improve travel for through traffic and would relieve congestion on existing highways in the towns of Colchester, Essex, Essex Junction, and Williston. NEGATIVE IMPACTS: The project would displace 11 families, seven small business enterprises, and one maple orchard. The road would encroach on wetlands associated with the Winooski River and several other small streams and would require the acquisition of seven acres of parkland property. Many portions of the project corridor are archaeologically sensitive. LEGAL MANDATES: 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.), Land and Water Conservation Fund Act of 1965 (U.S.C. 4601 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850333, 344 pages, August 2, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-85-01-D KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Highways KW - Historic Sites KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Vermont KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Section 6(f) Involvement KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397216?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHITTENDEN+COUNTY%2C+VERMONT+CIRCUMFERENTIAL+HIGHWAY%3A+COLCHESTER-ESSEX-WILLISTON%2C+PB+033-1%281%29.&rft.title=CHITTENDEN+COUNTY%2C+VERMONT+CIRCUMFERENTIAL+HIGHWAY%3A+COLCHESTER-ESSEX-WILLISTON%2C+PB+033-1%281%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 2, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREAT RIVER ROAD, KENTUCKY. AN - 36388289; 371 AB - PURPOSE: Construction of the Kentucky segment of the Great River Road along the Mississippi River through Ballard, Carlisle, Hickman, and Fulton counties, Kentucky is proposed. The parkway would enter Kentucky from Illinois at the Cairo Bridge over the Ohio River and exit the state into Tennessee west of Reelfoot Lake on Kentucky (KY) 94. The preferred alternative alignment would pass through Wickliffe, Berkley, Columbus, Cayce, and Hickman, and would extend along 63 miles of existing roadway that varies from 12- to 14-foot-wide gravel roads to 22-foot-wide paved highways. In addition to reconstruction of these existing routes, the project would involve construction of several bridges and other highway structures. Rural and urban scenic easements and numerous roadside amenities would be included within the scenic corridor as part of the project. POSITIVE IMPACTS: The project would complete the Kentucky section of the Great River Road, which will eventually extend from within Canada to the Gulf of Mexico and constitute a national parkway. The historic, scenic, cultural, and recreational values of the river and adjacent land areas would become more accessible to residents of North America via the new highway. Construction of the parkway on existing rights-of-way would prevent the occurrence of undue encroachments on social and ecological resources. NEGATIVE IMPACTS: Development of new rights-of-way and acquisition of easements would result in the relocation of numerous residences and businesses and in placement of an embankment in floodplain areas, altering the scenic and hydrologic character of such areas and affecting some wetlands. Receptors in Wickliffe would experience noise levels in excess of Federal Highway Administration standards, but this would occur with or without the existence of the new highway. Four major streams would be crossed by the highway, requiring some stream channel modifications at each crossing. The preferred alignment would traverse habitat of eight endangered or threatened species. As much as 600 acres of prime farmland could be converted to rights-of-way. The project could encroach upon two wildlife management areas, one refuge, one state park, and several historic and archaeological sites. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 environmental impact statement, see 82-0114D, Volume 6, Number 2. JF - EPA number: 850331, 3 volumes and maps, August 2, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-81-01-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Easements KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Wetlands KW - Wildlife Habitat KW - Kentucky KW - Mississippi River KW - Department of Transportation Act of 1966, Parks 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/36388289?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREAT+RIVER+ROAD%2C+KENTUCKY.&rft.title=GREAT+RIVER+ROAD%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 2, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Soil stabilization for remote area roads AN - 52013148; 2003-020427 JF - Soil stabilization for remote area roads AU - Gentry, Charles W AU - Esch, David C Y1 - 1985/08// PY - 1985 DA - August 1985 SP - 39 VL - FHWA-AK-RD-86-08 KW - stabilization KW - soil mechanics KW - North America KW - embankments KW - experimental studies KW - stability KW - Kuskokwim River KW - landing sites KW - laboratory studies KW - mitigation KW - safety KW - airports KW - aircraft KW - report KW - Yukon River KW - deltaic environment KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52013148?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=Gentry%2C+Charles+W%3BEsch%2C+David+C&rft.aulast=Gentry&rft.aufirst=Charles&rft.date=1985-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Soil+stabilization+for+remote+area+roads&rft.title=Soil+stabilization+for+remote+area+roads&rft.issn=&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 - 18 N1 - Availability - National Technical Information Service, Springfield, VA, United States N1 - Document feature - illus. incl. tables, sketch maps N1 - SuppNotes - Includes 8 appendices; final report N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - WHITEHURST FREEWAY CORRIDOR SYSTEM MODIFICATION STUDY, WASHINGTON, D.C. AN - 36384310; 369 AB - PURPOSE: Rehabilitation of the Whitehurst Freeway (U.S. 29) in Washington, D.C. is proposed. The existing freeway, which carries U.S. 29 over the south Georgetown area, is a four-lane elevated structure extending approximately 0.6 miles. The freeway connects Interstate 66 (I-66), Rock Creek and Potomac Parkway, and adjacent streets on the east to Key Bridge across the Potomac River on the west. Under the preferred alternative, the vertical and horizontal alignment of the rehabilitated freeway would remain the same. The roadway itself would be widened by 8 feet, to a total width of 60.5 feet, from Key Bridge to the vicinity of 30th Street. The wider facility would consist of four 11-foot travel lanes separated by a concrete Jersey-type barrier, with minimum shoulder areas for vehicle breakdowns and other emergencies. Existing connections with Canal Road and Key Bridge would be maintained and rehabilitated. Ramps connecting eastbound Whitehurst Freeway and I-66 would be shortened, and the two unconnected ramps would be removed. The uncompleted three-lane Potomac River Freeway stub would be demolished. The project also would involve reconstruction of K Street beneath the elevated structure. K Street would have a 15-foot-wide sidewalk on the north side and three 11-foot traffic lanes (two westbound and one eastbound). The eastbound lane would be 18 feet wide, incorporating an 11-foot traffic lane and an 8-foot, two-way bike lane. The 17-foot wide railroad rights-of-way would be included in this lane. Rehabilitation of the elevated freeway would include minimal aesthetic and safety changes. The project would require approximately 24 months for completion and would cost $56.5 million. POSITIVE IMPACTS: The rehabilitated freeway would be safer and would reduce traffic delays currently affecting the freeway corridor. The project also would return 4.8 acres of land to nonhighway use, including 0.6 acres of parkland. NEGATIVE IMPACTS: Travel delays could occur at the unchanged western connections to Canal Road and Key Bridge. The widened freeway deck would be a visual intrusion on historic properties along K Street, but would not require any property acquisitions. The widened deck also would require exceptions to current highway standards regarding the width of the structure. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0243D, Volume 8, Number 5. JF - EPA number: 850327, 2 volumes, July 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-84-01-F KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Roads KW - Section 4(f) Statements KW - Structural Rehabilitation KW - Traffic Control KW - Transportation KW - District of Columbia KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384310?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITEHURST+FREEWAY+CORRIDOR+SYSTEM+MODIFICATION+STUDY%2C+WASHINGTON%2C+D.C.&rft.title=WHITEHURST+FREEWAY+CORRIDOR+SYSTEM+MODIFICATION+STUDY%2C+WASHINGTON%2C+D.C.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MURRAY BOULEVARD WIDENING, SUNSET HIGHWAY (U.S. 26)--JENKINS ROAD PROJECT, WASHINGTON COUNTY, OREGON. AN - 36396159; 374 AB - PURPOSE: Improvement of 1.9 miles of Murray Boulevard in Washington County, Oregon is proposed. The segment to be improved lies just north of the city of Beaverton between Sunset Highway (U.S. 26) on the north and Jenkins Road on the south. In order to provide adequate and safe approaches to the project termini, proposed construction would actually extend north of U.S. 26 to Sherry Street and south of Jenkins Road to the Burlington Northern Railroad (BNRR) overcrossing. The proposed project would widen Murray Boulevard from two to four lanes (with a left-turn median), improve signals, add bicycle lanes and sidewalks, and widen the overpass and reconstruct the interchange at U.S. 26. Construction would match the existing two-lane roadway just north of the BNRR overcrossing and add the two additional lanes at Terman Road. Between Walker Road and Linda Lane, Murray Boulevard would be widened along the east side. Frontage roads 24 feet wide, plus a residential parking strip, would be constructed behind landscaped, raised islands varying from 3 to 10 feet wide along the west side. The Todd Street connection to Murray Boulevard would be closed as a cul-de-sac. A raised, curbed median strip with breaks and channelization for left turns would be constructed from Walker Road to Sherry Street. Improvement of the intersection of Murray Boulevard, U.S. 26, and Millcreek Drive would involve completely rebuilding the eastbound ramps with a diamond configuration similar to that used on the westbound ramps. Both legs of Millcreek Drive would remain connected to Murray Boulevard in the existing stop intersection. The U.S. 26 overpass would be reconstructed to six lanes to accommodate dual left-turn lanes. The estimated total project cost is $8.4 million. POSITIVE IMPACTS: The project would upgrade Murray Boulevard to urban arterial standards and would safely and efficiently accommodate projected traffic volumes. Increasing major intersection capacity would minimize spillover of through traffic into neighborhood areas. Pedestrian and bicycle safety would be significantly improved by provision of sidewalks and bicycle lanes. NEGATIVE IMPACTS: The project would require five acres of rights-of-way and would displace between 25 and 27 homes. Noise generated by traffic would exceed federal standards at several locations. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0242D, Volume 8, Number 5. JF - EPA number: 850324, 2 volumes, July 29, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-01-F KW - Emission Assessments KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Trails KW - Transportation KW - Oregon KW - Federal Aid Highway Act of 1968, 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/36396159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MURRAY+BOULEVARD+WIDENING%2C+SUNSET+HIGHWAY+%28U.S.+26%29--JENKINS+ROAD+PROJECT%2C+WASHINGTON+COUNTY%2C+OREGON.&rft.title=MURRAY+BOULEVARD+WIDENING%2C+SUNSET+HIGHWAY+%28U.S.+26%29--JENKINS+ROAD+PROJECT%2C+WASHINGTON+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 - Final. Preparation date: July 29, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE N.J. 147 FROM ROUTE U.S. 9 TO NEW JERSEY AVENUE CONNECTOR, CAPE MAY COUNTY, NEW JERSEY. AN - 36395735; 372 AB - PURPOSE: Improvement of 4.3 miles of New Jersey Route 147 (N.J. 147) is proposed between its intersection with U.S. 9 in Middle Township and its intersection with New Jersey and Spruce avenues in the city of North Wildwood, Cape May County, New Jersey. The major part of the project would involve improving N.J. 147 between the Garden State Parkway and Anglesea Avenue to a dual highway consisting of two traffic lanes and a shoulder in each direction with a concrete barrier curb. Other roadway improvements, including repaving, widening of the existing travel lanes to 12 feet, and intersection improvements, would be made at the eastern and western termini. From U.S. 9 to the vicinity of Georgia Avenue, the roadway would be widened to include a 12-foot travel lane and a 10-foot shoulder in each direction. An additional eastbound lane would be added to N.J. 147 at the parkway exit ramp to form a three-lane facility. Existing bridges over Grassy Sound and Beach Creek would be replaced, and several intersections would be improved with new signals and jughandles for U-turns and left turns. Total cost of the project is estimated at $88.1 million. POSITIVE IMPACTS: The project would replace a substandard facility with a widened, modern roadway capable of handling increased traffic volumes and providing emergency evacuation service. Raising the roadway elevation above the 100-year still water flood level would reduce flooding problems. The attractiveness of North Wildwood as a summer resort would be enhanced. The new bridges would eliminate navigation problems on the Intracoastal Waterway. NEGATIVE IMPACTS: The project would displace 102 residences and 7 commercial structures and would fill approximately 32 acres of wetlands. Widening improvements of existing N.J. 147, which passes through the Marmora Wildlife Management Area, would require an additional 5.3 acres of the area. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850322, 232 pages and maps, July 26, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-85-01-D KW - Bridges KW - Floodplains KW - Highways KW - Navigation KW - Preserves KW - Relocations-Property Acquisitions KW - Resorts KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - Department of Transportation Act of 1966, Wetlands KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36395735?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+N.J.+147+FROM+ROUTE+U.S.+9+TO+NEW+JERSEY+AVENUE+CONNECTOR%2C+CAPE+MAY+COUNTY%2C+NEW+JERSEY.&rft.title=ROUTE+N.J.+147+FROM+ROUTE+U.S.+9+TO+NEW+JERSEY+AVENUE+CONNECTOR%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, Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 26, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 406: ILLINOIS ROUTE 121 FROM LINCOLN TO MORTON, LOGAN AND TAZEWELL COUNTIES, ILLINOIS. AN - 36384350; 370 AB - PURPOSE: Improvement of a 30.9-mile segment of Illinois Route 121 between Lincoln and Morton in Logan and Tazewell counties, Illinois is proposed to create Federal Aid Primary (FAP) Route 406. The study corridor along Route 121 extends from Interstate 55 (I-55) northwest of Lincoln to I-74 northwest of Morton. Since a 3.5-mile highway segment along the alignment near Hopedale has already been improved to FAP standards, the actual build length of the project would be approximately 27.5 miles. In addition, along the 2.6-mile section in the Morton area, the only improvement required would be construction of interchanges. The project would consist of a four-lane highway with full control of access. The two opposing two-lane roadways would be separated by a 54-foot-median, and access would be controlled via nine interchanges and eight to nine grade separations. The existing 64-foot median at Morton and the completed section of highway would be retained. Frontage roads would serve either design. Total cost of the project is estimated at $128.8 million. POSITIVE IMPACTS: Provision of a safer, more efficient highway along the Route 121 corridor would improve the link between the urban and industrial Peoria area and southern regions in the state. The improved highway would aid in achievement of goals outlined in the community's comprehensive plan. NEGATIVE IMPACTS: The project would convert approximately 1,200 acres of farmland to nonagricultural use and would displace 19 residences and 2 businesses. Construction of a bridge over Sugar Creek would require some channel modification, resulting in a loss of 6.1 acres of wetlands. Noise levels along the corridor could exceed Federal Highway Administration standards at some locations, unless noise control structures were installed. LEGAL MANDATES: Executive Order 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 environmental impact statement, see 83-0532D, Volume 7, Number 10. JF - EPA number: 850318, 2 volumes and maps, July 25, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-83-01-F KW - Bridges KW - Channels KW - Community Development KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wetlands KW - Illinois KW - Executive Order 11990, Compliance 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/36384350?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+406%3A+ILLINOIS+ROUTE+121+FROM+LINCOLN+TO+MORTON%2C+LOGAN+AND+TAZEWELL+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+406%3A+ILLINOIS+ROUTE+121+FROM+LINCOLN+TO+MORTON%2C+LOGAN+AND+TAZEWELL+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 25, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED STATE HIGHWAY 74 FROM N.W. 63RD STREET TO N.W. 178TH STREET, OKLAHOMA CITY, OKLAHOMA. AN - 36393309; 373 AB - PURPOSE: Construction of a six-lane freeway from Northwest (NW) 63rd Street northerly to NW 136th Street (Memorial Road) and a four-lane divided urban arterial from NW 136th Street northerly to NW 178th Street (Edmond Road) and State Highway 74 is proposed in Oklahoma City, Oklahoma. Total roadway construction would be 8.0 miles. From NW 63rd Street to Memorial Road, access would be fully controlled, with interchanges at NW 70th Street, Britton Road, Hefner Road, NW 122nd Street, and Memorial Road. Consideration would be given to depression of the facility, construction of earth berms, landscaping and minor changes in the center line, and all issues presented by neighborhood residents. POSITIVE IMPACTS: The project would implement the long-range land use development and the urban transportation plans for Oklahoma City. It would provide needed transportation improvements, relief to congested arterial streets, and continued economic growth. NEGATIVE IMPACTS: Approximately 109 acres of recreational lands would be converted to expressway use, and eight homes and one business would be displaced. Noise levels in existing residential neighborhoods would increase 1 to 7 decibels during peak automobile traffic hours. Increased erosion and sedimentation could degrade Lake Hefner, and freeway drainage could pollute Kid's Lake. Short-term traffic interruptions, noise, and air pollution would occur during construction activities. Strip commercial development could occur between NW 63rd Street and NW 67th Street. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), 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 84-0295D, Volume 8, Number 6. JF - EPA number: 850314, 2 volumes, July 23, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OK-EIS-84-01-F KW - Air Quality KW - Erosion KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Water Quality KW - Oklahoma KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36393309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+STATE+HIGHWAY+74+FROM+N.W.+63RD+STREET+TO+N.W.+178TH+STREET%2C+OKLAHOMA+CITY%2C+OKLAHOMA.&rft.title=PROPOSED+STATE+HIGHWAY+74+FROM+N.W.+63RD+STREET+TO+N.W.+178TH+STREET%2C+OKLAHOMA+CITY%2C+OKLAHOMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 23, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JOHN WAYNE AIRPORT MASTER PLAN AND SANTA ANA HEIGHTS LAND USE COMPATIBILITY PROGRAM, ORANGE COUNTY, CALIFORNIA. AN - 36396315; 345 AB - PURPOSE: Expansion of John Wayne Airport (JWA) and development of a land-use compatibility program for the Santa Ana Heights area, Orange County, California are proposed. Improvements at the airport would include lengthening and strengthening of the general aviation runway; strengthening of the main runway to accommodate heavier aircraft; construction of a 390,000-square-foot, five-story terminal building with three parking levels; construction of a new air cargo building; rearrangement of general aviation facilities; and improvement of the airport vehicle circulation system. Implementation of an increase in daily flights from the current 41 average daily departure (ADD) level would occur in two phases. In 1985, the level would rise to 55 ADD. On completion of the construction of new facilities, the flight level would reach 73 ADD. The land-use compatibility program would convert 142 acres of noise-related parcels to business park and open space uses only. Several large neighborhoods would be eliminated completely. The residential equestrian area of East Santa Ana Heights would be converted to business park uses, with open space uses adjacent to the Newport Beach Golf Course and the Bay View and Upper Bay residential tracts. All large estates along Mesa Drive would be eliminated, both to facilitate implementation of a possible extension of University Drive and to provide high-density residential opportunities. The existing Bay View School site and surrounding undeveloped area would be converted to high-density residential uses, with approximately 12 acres of business park uses located adjacent to South Bristol Street and Jamboree Road. Most neighborhoods and condominium and apartment complexes in West Santa Ana Heights, including the Pegasus Tract, would be converted to business park use. Residential areas of Newport Beach, between Mesa and University drives, would be converted to open space use. POSITIVE IMPACTS: The expansion of operations at JWA would contribute to the long-term growth and development of the project area for commercial, industrial, and airport-related uses. Approximately 649 new homes would be constructed in the planning area. NEGATIVE IMPACTS: Implementation of the land-use plan would demolish 1,015 homes within the Santa Ana Heights area by 1990. The number of daily noise events could increase by 100 percent by 1989. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0568D, Volume 8, Number 12. JF - EPA number: 850307, 4 volumes, July 19, 1985 PY - 1985 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Commercial Zones KW - Housing KW - Industrial Parks KW - Noise Assessments KW - Open Space KW - Parks KW - Relocations-Property Acquisitions KW - Site Planning KW - Terminal Facilities KW - Transportation KW - California KW - John Wayne Airport KW - Clean Air Act of 1977, as amended, Emission Standards KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JOHN+WAYNE+AIRPORT+MASTER+PLAN+AND+SANTA+ANA+HEIGHTS+LAND+USE+COMPATIBILITY+PROGRAM%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=JOHN+WAYNE+AIRPORT+MASTER+PLAN+AND+SANTA+ANA+HEIGHTS+LAND+USE+COMPATIBILITY+PROGRAM%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Lawndale, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 19, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 20 FROM I-40 IN JACKSON TO THE WEST END OF DYERSBURG BYPASS, MADISON, CROCKETT, AND DYER COUNTIES, TENNESSEE. AN - 36393349; 375 AB - PURPOSE: Improvement of approximately 35 miles of State Route 20 from Interstate 40 in Jackson to the west end of the Dyersburg Bypass in Madison, Crockett, and Dyer counties, Tennessee is proposed. The proposed facility would be constructed as a four-lane divided highway consisting of four 12-foot traffic lanes, two 12-foot shoulders, and a 48-foot median on a 250-foot minimum right-of-way. One of the alternatives would be a fully controlled-access facility constructed entirely on new location. The other five alternatives would involve an expansion of the existing two-lane facility to a four-lane highway utilizing as much of the existing two lanes as possible. Access control would exist at major intersections, and all property owners along the route would be provided with direct access. Depending on the alternative chosen, the project would cost between $55.7 million and $113.5 million. POSITIVE IMPACTS: By providing a link between Interstate 155 in Dyersburg and Interstate 40 in Jackson, the project would improve local and regional accessibility, reduce traffic congestion, improve safety and operating conditions in the transportation corridor, and enhance future planned growth. NEGATIVE IMPACTS: The project would displace up to 45 families and 13 businesses. Rights-of-way acquisitions would require up to 1,341 acres of land, including wildlife habitat and up to 717 acres of prime farmland. One archaeological site could be disturbed. Noise levels would exceed federal standards in some areas. The project would cross several streams in the floodplain of the South Fork of the Forked Deer River. One alternative would disturb small areas of intermittent wetlands near Nash Creek. LEGAL MANDATES: 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). JF - EPA number: 850308, 254 pages, July 19, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-84-03-D KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Tennessee 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/36393349?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+20+FROM+I-40+IN+JACKSON+TO+THE+WEST+END+OF+DYERSBURG+BYPASS%2C+MADISON%2C+CROCKETT%2C+AND+DYER+COUNTIES%2C+TENNESSEE.&rft.title=STATE+ROUTE+20+FROM+I-40+IN+JACKSON+TO+THE+WEST+END+OF+DYERSBURG+BYPASS%2C+MADISON%2C+CROCKETT%2C+AND+DYER+COUNTIES%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 19, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORPORATE AVERAGE FUEL ECONOMY STANDARDS FOR PASSENGER CARS, MODEL YEAR 1986. AN - 36397168; 354 AB - PURPOSE: A passenger car fuel economy standard for model year 1986 is proposed. The proposed standard would be 26.0 miles per gallon (mpg), a reduction from the previously determined standard of 27.5 mpg. This action is taken in response to petitions from General Motors Corporation and Ford Motor Company that consumers are purchasing larger cars with larger engines for which 26.0 mpg is the maximum feasible level. POSITIVE IMPACTS: Despite the reduction in the 1986 standard, the average fuel economy of domestic new cars is expected to rise from 25.7 to 26.2 mpg in 1986. This increase in fuel efficiency would lead to reduced energy consumption and lower levels of exhaust emissions. The lowered standard would enable the automobile manufacturers to produce the type of vehicle currently desired by consumers, thus precluding consumers from keeping their older, less fuel-efficient cars or from purchasing light trucks or cars from other automobile companies that did not have compliance problems. NEGATIVE IMPACTS: The lowered standard would result in a very slight increase in stationary and mobile source air pollution, caused by an increased use of materials, especially iron and steel, and increased production and distribution of fuel. LEGAL MANDATES: National Highway Traffic Safety Administration Standards. JF - EPA number: 850305, 32 pages, July 18, 1985 PY - 1985 KW - Manufacturing KW - Air Quality KW - Emission Standards KW - Motor Vehicles KW - Standards KW - National Highway Traffic Safety Administration, Standards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS+FOR+PASSENGER+CARS%2C+MODEL+YEAR+1986.&rft.title=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS+FOR+PASSENGER+CARS%2C+MODEL+YEAR+1986.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 18, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED STATE ROUTE 386 FROM I-65 TO THE HENDERSONVILLE BYPASS EAST OF CENTER POINT ROAD IN DAVIDSON AND SUMNER COUNTIES, TENNESSEE. AN - 36386317; 376 AB - PURPOSE: Extension is proposed of State Route 386 from Interstate 65 (I-65), approximately 1.1 miles south of the Two Mile Pike interchange, to the Hendersonville bypass east of Center Point Road, Davidson and Sumner counties, Tennessee. The new highway would be constructed as a four-lane, divided, access-controlled facility with grade-separated interchanges at access points. The proposed design would consist of four 12-foot traffic lanes, with a 14-foot median on a 200-foot minimum right-of-way. Major structures would be required over I-65 and Two Mile Pike. The approximate length of the project is 4.2 miles. POSITIVE IMPACTS: By connecting I-65 and the Hendersonville bypass, the new highway would enhance route continuity and would improve local and regional accessibility. Traffic congestion on existing highways would be reduced, and safety in the transportation corridor would be improved. The project would also complement future planned growth and development in the area. NEGATIVE IMPACTS: The new highway would displace seven residences and six businesses and would reduce the amount of wildlife habitat. It also would introduce air and noise pollution to the area and would create a visual intrusion on isolated and residential areas. One historic site and one archaeological site could be affected. The project would cross the Mansker Creek floodplain. LEGAL MANDATES: 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). JF - EPA number: 850287, 191 pages, July 9, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-03-D KW - Air Quality KW - Archaeological Sites Surveys KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - Wildlife Surveys KW - Tennessee 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/36386317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+STATE+ROUTE+386+FROM+I-65+TO+THE+HENDERSONVILLE+BYPASS+EAST+OF+CENTER+POINT+ROAD+IN+DAVIDSON+AND+SUMNER+COUNTIES%2C+TENNESSEE.&rft.title=PROPOSED+STATE+ROUTE+386+FROM+I-65+TO+THE+HENDERSONVILLE+BYPASS+EAST+OF+CENTER+POINT+ROAD+IN+DAVIDSON+AND+SUMNER+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: July 9, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 185TH AVENUE PROJECT, ROCK CREEK BOULEVARD TO TUALATIN VALLEY HIGHWAY, WASHINGTON COUNTY, OREGON. AN - 36385178; 322 AB - PURPOSE: Widening of approximately 3.5 miles of 185th Avenue between Rock Creek Boulevard and Alexander Street in Washington County, Oregon is proposed. The proposed project would upgrade 185th Avenue to a four- or six-lane arterial with a raised median, landscaping, and illumination. A typical cross section would consist of either four or six 12-foot travel lanes, 5-foot bicycle lanes on both sides of the highway, and 9-foot sidewalks. Median openings with left-turn storage pockets would be provided at approximately one quarter-mile intervals and at other locations where there was no alternate access. Bus turnouts also would be provided. The Bronson Road intersection would be shifted 240 feet north of its present alignment to increase the distance between the intersection and the Sunset Highway westbound off-ramp. Two alternatives are under consideration for the intersection of 185th Avenue and the Burlington Northern railroad tracks, involving either construction of a railroad overpass or maintenance of the at-grade railroad crossing while raising the Baseline Road intersection on fill approximately 16 feet to eliminate sight distance problems. New local street connections would be constructed to facilitate access to properties that could not be reached directly by left turns. Total costs for the project range from $14.1 million to $17.0 million. POSITIVE IMPACTS: The improved 185th Avenue would provide an acceptable level of service on a major north-south arterial in the county and would serve planned development and growth in the highway corridor. NEGATIVE IMPACTS: The project would displace up to 12 residences, 1 service station, and 1 commercial enterprise. Approximately 0.3 acres of wetlands would be removed at Willow Creek, and another 2.0 acres of wetlands would be eliminated at Beaverton Creek. Highway improvements also would remove 200 to 300 trees, and some stream modifications would be required. The proposed raised median would alter left-turn access patterns for residents along 185th Avenue. Traffic noise levels would exceed federal standards at up to 51 residences, the Grange Hall/church building, and 60 feet into Somerset West Park. Some agricultural and vacant lands would be converted to urban use, and residential populations, densities, and employment levels would increase. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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). JF - EPA number: 850285, 133 pages, July 5, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-04-D KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Transportation KW - Trails KW - Visual Resources KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, Parks 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/36385178?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=185TH+AVENUE+PROJECT%2C+ROCK+CREEK+BOULEVARD+TO+TUALATIN+VALLEY+HIGHWAY%2C+WASHINGTON+COUNTY%2C+OREGON.&rft.title=185TH+AVENUE+PROJECT%2C+ROCK+CREEK+BOULEVARD+TO+TUALATIN+VALLEY+HIGHWAY%2C+WASHINGTON+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: July 5, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT M 8103(4), RESERVE STREET--U.S. 93 TO SOUTH THIRD STREET, MISSOULA, MONTANA. AN - 36403852; 317 AB - PURPOSE: The widening of Reserve Street, a major north-south artery on the west side of Missoula, Montana, is proposed. The portion widened will be the section from South Third Street to U.S. 93, a distance of 2.1 miles. A four-lane, 74-foot-wide roadway would be built that would consist of four 12-foot driving lanes, a 14-foot painted median, and two 10-foot shoulders. Curbs and gutters with storm drainage facilities would be provided over the length of the project. Five-foot-long sidewalks would parallel the roadway, with the exception of the area adjacent to Larchmont Municipal Golf Course, to accommodate pedestrians and bicyclists. School crosswalk facilities near C. S. Porter School would continue to be provided. No parking would be allowed along Reserve Street. Rights-of-way parcels would be acquired on the west side of Reserve Street. Intersection modifications at Brooks Street, South Avenue, and South Third Street would require the acquisition of minor amounts of additional rights-of-way on the approaches to Reserve Street. The stone pillars and sign marking the entrance to Fort Missoula would be relocated to a site outside the required right-of-way. Estimated construction cost is $5.25 million. POSITIVE IMPACTS: The widening of Reserve Street would provide a serviceable arterial route to connect U.S. 93 to Interstate 90 on the west side of Missoula. Traffic congestion and accidents would be reduced. Facilities for pedestrians and bicyclists would be provided where none now exist. Relocation of the Fort Missoula entrance would not alter substantially the historic qualities of this property. NEGATIVE IMPACTS: Construction of the roadway would require a 0.69-acre right-of-way from the playground of C. S. Porter School. Loss would be mitigated by replacement with an adjacent one-acre parcel. Relocation of 24 households along Reserve Street would change established neighborhoods. Vegetation would be lost along the additional rights-of-way, with an adverse effect to visual quality. Noise level would increase slightly inside residential units along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966 (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 abstracts of the draft environmental impact statement (EIS) and the draft supplement to the EIS, see 84-0395D, Volume 8, Number 8, and 85-0087D, Volume 9, Number 2, respectively. JF - EPA number: 850280, 250 pages and maps, July 1, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-84-01-F KW - Cultural Resources KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Trails KW - Vegetation KW - Montana 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/36403852?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+M+8103%284%29%2C+RESERVE+STREET--U.S.+93+TO+SOUTH+THIRD+STREET%2C+MISSOULA%2C+MONTANA.&rft.title=PROJECT+M+8103%284%29%2C+RESERVE+STREET--U.S.+93+TO+SOUTH+THIRD+STREET%2C+MISSOULA%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: July 1, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - N.H. ROUTE 101, TOWNS OF DUBLIN AND HARRISVILLE, CHESHIRE COUNTY, NEW HAMPSHIRE (DRAFT SUPPLEMENT TO DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1982). AN - 36389438; 318 AB - PURPOSE: Improvement of 6.5 to 7.5 miles of New Hampshire Route 101 from a point in the vicinity of Chesham Road to a point in the vicinity of Bonds Corner in Cheshire County, New Hampshire is proposed. This supplement to the draft environmental impact statement of October 1982 addresses the impacts associated with the development of 3 new corridor alignments in addition to the 10 alignments originally proposed. If constructed within a new corridor, the roadway would consist of two travel lanes within a 300-foot-wide, limited access right-of-way. If constructed within the existing corridor, the highway would be a two-lane, controlled access facility within a right-of-way of widths varying between 100 and 200 feet. Regardless of the alignment chosen, climbing lanes would be provided for trucks where appropriate; the overall length of such truck lanes would range from 2.9 to 7.35 miles, depending on the alternative chosen. Estimated costs of the alternatives range from $6.7 million to $57.0 million. POSITIVE IMPACTS: Reconstruction of the highway on the existing alignment or construction of a new two-lane facility on a new alignment would provide a safe, modern replacement for a deteriorating roadway with insufficient pavement widths, poor passing characteristics, and excessive curvature and grade changes. NEGATIVE IMPACTS: Unless the highway was reconstructed within the existing corridor, the project would displace considerable forest land, vegetation acreage, and wetlands. In addition, construction on a new alignment would encroach on habitat for deer and, possibly, otter and bobcat. Rights-of-way requirements for a new alignment would also displace farmland, involve relocation of a stream channel, and require crossing of trails. One public beach, two private beaches, and other recreational resources, including a state forest and a ski area, could be adversely affected, and historic and/or archaeological sites could be damaged. Reconstruction on the existing location or construction on a new location could require relocation of residents, business establishments, and nonprofit organizations. Some neighborhoods could be affected by the highway project, and reconstruction of the existing highway would result in generation of noise levels in excess of Federal Highway Administration standards. The project would traverse one or more drainages. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 82-0831D, Volume 6, Number 12. JF - EPA number: 850281, 227 pages, July 1, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-82-02-D (S) KW - Archaeological Sites KW - Beaches KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Ski Areas KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife KW - New Hampshire KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=N.H.+ROUTE+101%2C+TOWNS+OF+DUBLIN+AND+HARRISVILLE%2C+CHESHIRE+COUNTY%2C+NEW+HAMPSHIRE+%28DRAFT+SUPPLEMENT+TO+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1982%29.&rft.title=N.H.+ROUTE+101%2C+TOWNS+OF+DUBLIN+AND+HARRISVILLE%2C+CHESHIRE+COUNTY%2C+NEW+HAMPSHIRE+%28DRAFT+SUPPLEMENT+TO+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1982%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 - Draft. Preparation date: July 1, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COBO HALL EXPANSION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. AN - 36394778; 328 AB - PURPOSE: Expansion and renovation are proposed for the Cobo Hall Convention Center in the civic center district of Detroit, Michigan. The preferred alternative would involve the immediate expansion of 350,000 square feet of exhibition space to the north and west of the existing facility. Halls A, B, and C would be upgraded, including the installation of all new mechanical and electrical systems. Hall D would be retained but would not be renovated. The public concourse would be expanded north and south to provide access to the new exhibition space and would be enlarged to the east to accommodate vertical circulation to the new upper level meeting rooms. A linear atrium with galleries would link the concourse and the upper level meeting space. Meeting rooms would be upgraded and new space would be added to achieve a total meeting space area of 325,000 square feet. Approximately 36 truck berths would be constructed along the west wall of the exhibition space, and the highway circulation system would be reconstructed. Parking would be provided on the roof of the expanded exhibition space and in the space below the northern hall expansion. The existing helical access ramp would be replaced by a new ramp at the northwest corner of the expanded facility. Total project costs are estimated at $199 million. POSITIVE IMPACTS: Expansion of the convention center would generate 100 new jobs and indirectly would create thousands of employment opportunities in the building trades, hotel operations, and the different types of businesses that depend on conventions and trade shows. Construction activities would require 1,718 worker-years of labor. NEGATIVE IMPACTS: The project would affect 12 small businesses and 1 historic property, the Buckland Van Wald Building. Expansion of the hall would require major reconstruction and improvements to the Lodge Freeway and relocation of major utility lines. The area of Cobo Hall spanning the Lodge Freeway would be increased, creating a tunnel-like zone that could require a mechanical ventilation system to maintain air quality and for fire safety. Some archaeological sites may be disturbed. LEGAL MANDATES: Housing and Community Development Act of 1974 (42 U.S.C. 5301 et seq.). JF - EPA number: 850278, 371 pages and maps, June 28, 1985 PY - 1985 KW - Urban and Social Programs KW - Air Quality KW - Archaeological Sites KW - Central Business Districts KW - Convention Centers KW - Emission Assessments KW - Employment KW - Fire Protection KW - Highways KW - Historic Sites KW - Marine Systems KW - Parking KW - Sediment Analyses KW - Transportation KW - Michigan KW - Housing and Community Development Act of 1974, Urban Development Action Grants KW - Housing and Community Development Act of 1974, Community Development Block Grants UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394778?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COBO+HALL+EXPANSION+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=COBO+HALL+EXPANSION+PROJECT%2C+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - City of Detroit, Community and Economic Development Department, Detroit, Michigan; DET N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 28, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILDWOOD TO RHODODENDRON, MT. HOOD HIGHWAY (US 26), CLACKAMAS COUNTY, OREGON. AN - 36394302; 321 AB - PURPOSE: Widening of 5.7 miles of the Mt. Hood Highway (US 26) from Wildwood to Rhododendron, Clackamas County, Oregon is proposed. The project would widen the two-lane rural facility to a four-lane highway, with a median turn lane and bicycle lanes and safety shoulders on both sides. Two alternatives are under consideration for the segment of the highway between Wildwood and Zigzag. Alternative 1 would involve construction on completely new alignment to the north of the existing highway at the west end of the project, providing three short frontage roads to replace 12 direct accesses to the roadway. Alternative 2 would use most of the existing roadway and add two lanes beginning at the north pavement edge. The center line would be shifted to the north to provide a standard drainage on the south side of the highway. From Zigzag to the project terminus in Rhododendron, a lane would be added to each side of the existing highway. Estimated total costs of alternatives 1 and 2 are $7.9 million and $7.6 million, respectively. POSITIVE IMPACTS: The widened highway would offer adequate capacity for existing and projected residential and visitor travel in the area. Vehicular, pedestrian, and bicycle safety would be enhanced. NEGATIVE IMPACTS: From Zigzag to Rhododendron, the project would require the acquisition of 6.9 acres of land contained in 33 parcels, most of which is forest or summer home lots. Three summer cabins would have to be removed. The project also would remove 656 large trees in the Dwyer corridor and 53 acres of vegetation serving as wildlife habitat, visual screening, and scenery resources. The road would intrude into approximately one-third acre of the Bear Creek wetland east of East Faubion Loop. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850275, 143 pages, June 28, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-03-D KW - Air Quality KW - Emission Assessments KW - Forests KW - Highways KW - Noise Assessments KW - Property Disposition KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36394302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILDWOOD+TO+RHODODENDRON%2C+MT.+HOOD+HIGHWAY+%28US+26%29%2C+CLACKAMAS+COUNTY%2C+OREGON.&rft.title=WILDWOOD+TO+RHODODENDRON%2C+MT.+HOOD+HIGHWAY+%28US+26%29%2C+CLACKAMAS+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: June 28, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOANALUA ROAD FROM PALI MOMI STREET TO AIEA INTERCHANGE, CITY AND COUNTY OF HONOLULU, HAWAII. AN - 36397045; 314 AB - PURPOSE: Improvement is proposed of an 0.8-mile segment of Moanalua Road between Pali Momi Street and Aiea Interchange within the city and county of Honolulu, Hawaii. Four alternatives are under consideration. Alternative 1 would involve realignment of a portion of the roadway slightly to the north and the provision of separate left-turn lanes to improve intersection operations. Alternative 2 would upgrade the roadway to a standard city street, with an 80-foot right-of-way and 64 feet between curb faces. Five 12-foot lanes would be provided, allowing for two lanes in each direction and a median left-turn lane. Alternative 3 would provide a reduced roadway width of 52 feet between curb faces, with four 12-foot lanes. Alternative 4 would construct a roadway 54 feet wide, with five 10-foot lanes. The project also would involve reconstruction of driveway ramps to provide access to existing driveways and modification of street intersections. Other improvements could include clearing, grubbing, grading, landscaping, roadway pavements, curbs, drainage facilities, sidewalks, signing, street lighting, traffic signal systems, and utility relocations. The bridge over Kalauao Stream would be replaced with a 28-foot span, 13-foot high concrete box culvert, and the bridge over Aiea Stream would be widened to 81 feet. Depending on the alternative chosen, estimated cost of the project ranges from $1.0 million to $6.2 million. POSITIVE IMPACTS: The proposed project would complete the gap in the previously improved length of Moanalua Road and would improve vehicular, pedestrian, and bicycle safety in the Aiea area. NEGATIVE IMPACTS: Alternative 2 would displace one residence, and some residential property boundaries would require slight readjustment. Traffic noise levels would increase slightly in the project corridor. Construction activities temporarily would degrade air quality, increase noise levels, and disturb some vegetation and wildlife. Minor utility relocations would be required, and street parking would be disrupted. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850272, 252 pages, June 26, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-84-02-D KW - Air Quality KW - Bridges KW - Creeks KW - Emission Assessments KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Hawaii KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36397045?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOANALUA+ROAD+FROM+PALI+MOMI+STREET+TO+AIEA+INTERCHANGE%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+HAWAII.&rft.title=MOANALUA+ROAD+FROM+PALI+MOMI+STREET+TO+AIEA+INTERCHANGE%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 Highway Administration, Honolulu, Hawaii; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 26, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31E/150 BARDSTOWN-LOUISVILLE ROAD, JEFFERSON, BULLITT, SPENCER, AND NELSON COUNTIES, KENTUCKY. AN - 36395656; 315 AB - PURPOSE: Reconstruction of 13.1 miles of US 31E/150, the Bardstown-Louisville Road, located in Jefferson, Bullitt, Spencer, and Nelson counties, Kentucky, is proposed. The project would extend from the Brentlinger Road intersection in Jefferson County southward to a location on existing US 31E/150 approximately 1,500 feet south of the Kentucky (KY) 480 intersection in Nelson County. The project also would involve an eastern bypass of the city of Mount Washington in Bullitt County. The new facility would consist of four 12-foot lanes with 12-foot shoulders from the project's northern terminus to an at-grade intersection with KY 44 near Mount Washington. From the KY 44 intersection to the project's southern terminus, the road would consist of two 12-foot lanes with 10-foot shoulders. Bridges would be constructed at Floyds Fork and the East Fork of Cox Creek. Total cost of the project is estimated at $32.2 million. POSITIVE IMPACTS: The improved highway would accommodate existing and predicted traffic volumes in Kentucky's largest urban area and second-fastest growing metropolitan area, serving as a commuter thoroughfare in the four-county region. The project also would fill a future role in serving Taylorsville Lake, an Army Corps of Engineers' project in Spencer County. NEGATIVE IMPACTS: The project would require rights-of-way acquisitions of 348 parcels of land and would displace 37 families, 9 businesses, and 9 farms. Noise levels would exceed 70 dBA at some sites along the highway corridor. The project would encroach on the Salt River floodplain, and construction activities would degrade water quality and disrupt aquatic communities in two large streams and their tributaries. Vegetative and wildlife habitat would be eliminated, including that of sensitive plant and animal species. LEGAL MANDATES: 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). JF - EPA number: 850270, 142 pages, June 26, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-8401-D KW - Biologic Assessments KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fisheries KW - Floodplains KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Vegetation KW - Water Quality KW - Wildlife Habitat KW - Kentucky 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/36395656?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31E%2F150+BARDSTOWN-LOUISVILLE+ROAD%2C+JEFFERSON%2C+BULLITT%2C+SPENCER%2C+AND+NELSON+COUNTIES%2C+KENTUCKY.&rft.title=US+31E%2F150+BARDSTOWN-LOUISVILLE+ROAD%2C+JEFFERSON%2C+BULLITT%2C+SPENCER%2C+AND+NELSON+COUNTIES%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 26, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUALATIN VALLEY HIGHWAY, 21ST AVENUE TO MAIN STREET, CITY OF HILLSBORO, WASHINGTON COUNTY, OREGON. AN - 36386114; 320 AB - PURPOSE: Improvement of 1.5 miles of the Tualatin Valley Highway in the city of Hillsboro, Washington County, Oregon is proposed. The project section extends from the 21st Avenue intersection west to the easterly edge of Shute Park (segment 1). The section then curves northward onto 10th Avenue, extending seven blocks to East Main Street (segment 2). Project improvements for segment 1 would consist of widening the four-lane highway to accommodate a new median left-turn lane, bicycle lanes, and a northside sidewalk. Three alternatives are under consideration for segment 2 of the highway. The first alternative would widen 10th Avenue to five lanes carrying two-way traffic. Alternatives 2 and 3 would convert 9th and 10th avenues into a one-way couplet extending either the four blocks between Oak Street and Main Street or the six blocks between Cedar Street and Main Street. In all cases, on-street bicycle lanes would extend north to connections with lanes on Walnut Street. Depending on the alternative chosen, estimated cost of the project varies between $3.3 million and $4.3 million. POSITIVE IMPACTS: The project would relieve the current inadequate level of service and would provide acceptable levels of service at most intersections through the year 2002. Public transit times would be reduced, and pedestrian and bicycle safety would be improved significantly. NEGATIVE IMPACTS: Rights-of-way acquisitions would displace between 1 and 7 residences and between 1 and 10 businesses and also would require strips from between 28 and 38 parcels of property. All alternatives would displace two tennis courts and 0.22 acres of parkland. Traffic intrusions into residential neighborhoods would increase. Noise levels would exceed federal standards along the 10th Avenue frontage of Shute Park, at the apartment complexes opposite Shute Park and, unless a noise barrier was installed, at a day care center playground and a mobile home park. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850261, 142 pages, June 20, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-02-D KW - Air Quality Assessments KW - Central Business Districts KW - Highways KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Oregon KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Aid Highway Act of 1968, 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/36386114?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUALATIN+VALLEY+HIGHWAY%2C+21ST+AVENUE+TO+MAIN+STREET%2C+CITY+OF+HILLSBORO%2C+WASHINGTON+COUNTY%2C+OREGON.&rft.title=TUALATIN+VALLEY+HIGHWAY%2C+21ST+AVENUE+TO+MAIN+STREET%2C+CITY+OF+HILLSBORO%2C+WASHINGTON+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: June 20, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 65 BYPASS IN PINE BLUFF, JEFFERSON COUNTY, ARKANSAS. AN - 36388101; 313 AB - PURPOSE: Construction of an 11-mile U.S. 65 bypass in Pine Bluff, Jefferson County, Arkansas is proposed. The preferred alternative would begin below the U.S. 270/U.S. 65 interchange and proceed southeast to an interchange with Princeton Pike. From there the route would turn gradually south, pass to the east of the Department of Correction Facility, and continue to a planned interchange with State Highway (SH) 104. The route would cross Bayou Bartholomew north of the grade separation at Shannon Road, turn southeast, and parallel Bayou Bartholomew while staying south of the floodplain. After an interchange with U.S. 79, the alignment would continue in a southeasterly direction, cross the St. Louis/Southwestern rail lines, and proceed to interchanges with Old Warren Road, Hazel Street, and Olive Street (SH 15). The road then would gradually turn northeast, pass south of Byrd Lake, and cross Bayou Imbeau before arriving at a grade separation at Ohio St. Pike. The route would continue northeast to its eastern terminus at an interchange with U.S. 65/U.S. 65B. The new facility would consist of two 12-foot lanes in each direction, separated by a variable width median. The road would be constructed on new alignment on a right-of-way varying between 200 and 300 feet. Construction costs are estimated at $46.9 million, and rights-of-way acquisition costs are estimated at $2.3 million. POSITIVE IMPACTS: The new facility would be a major east-west arterial for southwestern, southern, and southeastern Pine Bluff and would provide direct highway connections with other major routes into the city. Safety on local streets would be improved as traffic congestion was reduced. NEGATIVE IMPACTS: The project would displace five residences and one business. The new road would encroach on Bayou Bartholomew Greenbelt and on floodplain areas and would convert more than 400 acres of land to rights-of-way uses, including up to 56 acres of wetlands. Some wildlife habitat would be lost, and noise levels in the study corridor would increase. Some archaeological sites could be disturbed. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C 4601). JF - EPA number: 850258, 376 pages, June 17, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-85-01-D KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Open Space KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36388101?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+65+BYPASS+IN+PINE+BLUFF%2C+JEFFERSON+COUNTY%2C+ARKANSAS.&rft.title=U.S.+HIGHWAY+65+BYPASS+IN+PINE+BLUFF%2C+JEFFERSON+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Fort Worth, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-59/U.S. 84, LAUREL BYPASS, JONES COUNTY, MISSISSIPPI. AN - 36396069; 316 AB - PURPOSE: Relocation of Interstate 59 (I-59) and U.S. 84 to bypass the city of Laurel in Jones County, Mississippi is proposed. Under the preferred alignment, I-59 would begin at or near the Ellisville Boulevard interchange and travel northeast on new location along the east side of Laurel and Tallahaga Creek, crossing Mississippi State Route 15 (MS 15) approximately one mile south of the creek. The new facility would continue north, crossing U.S. 84 west of Powers School and intersecting existing I-59 approximately one mile north of the U.S. 11 interchange in north Laurel. The I-59 segment would be constructed as a four-lane facility. The U.S. 84 segment would begin at MS 29 and travel east, parallel to the existing two-lane U.S. 84 to Calhoun. From there, U.S. 84 would turn southeast on new location, connecting I-59 at or near the MS 15 intersection, then travel north coincident with existing I-59 to the existing U.S. 84 intersection, turn east parallel to existing U.S. 84 for approximately three-quarters of a mile, and then continue easterly on new location to near Cleo. The U.S. 84 segment would be constructed as a two-lane facility where it ran parallel to the existing two-lane U.S. 84 and as a four-lane facility where it ran on new location. Total cost of the project is $79.3 million. POSITIVE IMPACTS: A northern bypass of Laurel would improve circulation in the area of the expanding city and would reduce traffic congestion within the urban area. NEGATIVE IMPACTS: The preferred alternative would displace 94 families, 17 businesses, 2 farms, and 4 nonprofit organizations. Federal noise standards would be exceeded at 12 sites along U.S. 84 and at 25 sites along I-59. Some minor wetland losses would occur. LEGAL MANDATES: Executive Order 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.), Noise Control Act of 1972 (42 U.S.C. 4901 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 79-1310D, Volume 3, Number 12. JF - EPA number: 850252, 169 pages, June 14, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-79-01-F KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Mississippi 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 - Noise Control Act of 1972, Standards KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396069?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-59%2FU.S.+84%2C+LAUREL+BYPASS%2C+JONES+COUNTY%2C+MISSISSIPPI.&rft.title=I-59%2FU.S.+84%2C+LAUREL+BYPASS%2C+JONES+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 - Final. Preparation date: June 14, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEWTOWN BYPASS EXTENSION, L.R. 1141, SECTION A20, BUCKS COUNTY, PENNSYLVANIA. AN - 36393753; 324 AB - PURPOSE: Extension of the partially completed Newtown Bypass around the Borough of Newtown in Bucks County, Pennsylvania is proposed. The link would extend from the eastern terminus of the existing bypass at Newtown Pike to the intersection of Newtown-Yardley Road and Interstate 95 in lower Makefield Township, a distance of approximately 2.8 miles. The bypass would be a four-lane controlled-access facility with travel lanes separated by a 20-foot median and having at-grade intersections at major cross streets. The extension would be constructed either in two stages, with the first stage having two lanes with channelized left turns where warranted by traffic volumes, with ultimate four-lane construction, or with the entire construction completed at once. The entire rights-of-way required for four-lane construction would be acquired initially. Ultimate construction would occur in 1997. The preferred alignment would begin on the west in Newtown Township at a point approximately 900 feet west of the intersection of Newtown Pike and Doublewoods Road and would continue in a northerly direction, crossing the intersection of relocated Newtown-Yardley Road and relocated Silver Lake Road at-grade. At a point just west of Silver Lake, the line would turn and proceed easterly, crossing over Silver Lake, intersecting relocated Lindenhurst Road, crossing into Lower Makefield Township, and intersecting Stony Hill Road just west of the existing interchange with I-95. POSITIVE IMPACTS: Vehicular circulation would improve, and through traffic in the Borough of Newtown would be reduced. The proposed extension would have a positive impact on the area's economic activity, business, and residential development. NEGATIVE IMPACTS: The bypass extension between Newtown Pike and Penns Trail/Woodbourne Road would cause minor increased noise levels along the south side of Doublewoods Road. One single-family residence would have to be relocated, and 43 acres of active farmland would be lost. The new roadway and the bridge over Core Creek would present visual intrusions into scenic areas at various locations along the rights-of-way. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0348D, Volume 8, Number 7. JF - EPA number: 850246, 324 pages, June 14, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-84-04-F KW - Bridges KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Traffic Analyses KW - Wildlife Habitat KW - Pennsylvania KW - Federal Aid Highway Act of 1968, 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/36393753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWTOWN+BYPASS+EXTENSION%2C+L.R.+1141%2C+SECTION+A20%2C+BUCKS+COUNTY%2C+PENNSYLVANIA.&rft.title=NEWTOWN+BYPASS+EXTENSION%2C+L.R.+1141%2C+SECTION+A20%2C+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 - Final. Preparation date: June 14, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-95 COMPLETION PROGRAM, PENNSYLVANIA LEGISLATIVE ROUTE 1000, CITY OF PHILADELPHIA, PENNSYLVANIA. AN - 36393707; 323 AB - PURPOSE: Completion of Interstate 95 (I-95) between the Benjamin Franklin and Walt Whitman bridges, Philadelphia, Pennsylvania is proposed. Six alternatives are under consideration to improve vehicular access to and from I-95. These alternatives would consist of combinations of access ramps, including the fly over ramp, completion of existing ramps, single or double slide under ramps, and the double slide under with combined ramp. Additionally, five options are being considered for completing the I-95 cover west of Penn's Landing, involving the Walnut Street pedestrian overpass. Reuse opportunities also are under consideration for the Meadows, a five-acre area of cleared rights-of-way south of the expressway cover between I-95 and Delaware Avenue. The preferred option for reuse of the Meadows area would consist of a combined parking garage and pedestrian bridge over I-95. Rights-of-way improvement projects included in the I-95 completion program would consist of typical lighting, landscaping, and repaving treatments to facilitate pedestrian access to the area. POSITIVE IMPACTS: Completion of I-95 would improve access service between the two bridges to meet the needs of the city of Philadelphia, its port, and the central waterfront area and adjacent communities. Rights-of-way improvements would enhance pedestrian access, maintain community accessibility and cohesion, and identify planning objectives in the central waterfront area. NEGATIVE IMPACTS: The proposed ramps would have mixed visual impacts for users of I-95 and for adjacent areas. Construction in the Meadows area would intrude slightly in key waterfront views. Increased traffic would raise noise levels above federal standards in some areas. Improved access could alter community character and accelerate unwanted redevelopment. Archaeological resources could be disrupted. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Defense and Interstate Highway Act of 1956, National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Surface Transportation Assistance Act of 1983. JF - EPA number: 850249, 412 pages, June 14, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-85-01-D KW - Archaeological Sites KW - Central Business Districts KW - Community Facilities KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Trails KW - Transportation KW - Visual Resources KW - Pennsylvania KW - Department of Transportation Act of 1966, Compliance KW - National Defense and Interstate Highway Act of 1956, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Surface Transportation Assistance Act of 1983, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393707?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-95+COMPLETION+PROGRAM%2C+PENNSYLVANIA+LEGISLATIVE+ROUTE+1000%2C+CITY+OF+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=I-95+COMPLETION+PROGRAM%2C+PENNSYLVANIA+LEGISLATIVE+ROUTE+1000%2C+CITY+OF+PHILADELPHIA%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 14, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - L.I.C.-79-12.55, STATE ROUTE 79 IMPROVEMENT, CITIES OF NEWARK AND HEATH, LICKING COUNTY, OHIO--FEDERAL PROJECT NO. M-3A02( ). AN - 36394356; 319 AB - PURPOSE: Relocation of 1.34 miles of Ohio State Route (S.R.) 79 in the cities of Heath and Newark, Licking County, Ohio is proposed. The project would connect with a five-lane section of S.R. 79, bypass a congested three-lane section of S.R. 79, and tie into an existing four-lane freeway, S.R. 16. The project alignment would begin at a point on S.R. 79 approximately 1,500 feet south of the Newark-Heath Corporation limits and would end at the S.R. 16 expressway in Newark. The new facility would be a four-lane limited-access highway with two-lane directional flow separated by a 16-foot median with a concrete barrier. Access would be provided by one-half interchanges at Union and Grant streets and full interchanges at Main Street and S.R. 16. The proposed highway would pass under new bridges at Grant and Main streets and the Conrail and Baltimore and Ohio railroad tracks and would cross over new bridges at Raccoon Creek and Church Street. Construction of the bridge over Raccoon Creek would place piers in the water and require approximately 300 feet of channel modifications upstream and downstream from the bridge. A tri-level structure would carry ramps under and over S.R. 16. The average proposed rights-of-way width would be 250 feet, with additional rights-of-way required at the interchanges and areas of high fill. Construction costs of the project are estimated at $23 million, in addition to the $4 million already spent primarily on acquisition of rights-of-way. POSITIVE IMPACTS: The proposed project would remove through traffic from Union Street, allowing freer movement for local traffic. The project would eliminate the existing at-grade railroad crossing for through traffic using S.R. 79, thus avoiding the long traffic delays that frequently occur at this site. Faster, freer access would be provided for emergency vehicles. The elimination of traffic congestion and the improvement of traffic flow would reduce the amount of emitted air pollutants. NEGATIVE IMPACTS: The project would require acquisition of 212 residential units, 10 business units, and 1 nonprofit organization. All rights-of-way have been acquired, however, and all but three of the structures within the rights-of-way have been demolished. All of the affected residents and businesses have been relocated. Some temporary erosion and siltation would occur during construction of the Raccoon Creek bridge. A 3.4-acre section of recreation land adjacent to White Field has been purchased from the Newark Public Schools, and 0.35 acres of parkland fronting the west side of S.R. 79 would be taken from Moundbuilders State Memorial. Noise generated by traffic using the facility would exceed Federal Highway Administration standards at some locations. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0233D, Volume 8, Number 5. JF - EPA number: 850243, 102 pages, June 11, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS/4(F)-84-01-F KW - Air Quality KW - Bridges KW - Creeks KW - Emissions KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36394356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=L.I.C.-79-12.55%2C+STATE+ROUTE+79+IMPROVEMENT%2C+CITIES+OF+NEWARK+AND+HEATH%2C+LICKING+COUNTY%2C+OHIO--FEDERAL+PROJECT+NO.+M-3A02%28+%29.&rft.title=L.I.C.-79-12.55%2C+STATE+ROUTE+79+IMPROVEMENT%2C+CITIES+OF+NEWARK+AND+HEATH%2C+LICKING+COUNTY%2C+OHIO--FEDERAL+PROJECT+NO.+M-3A02%28+%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 - Final. Preparation date: June 11, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DOWNTOWN SEATTLE TRANSIT PROJECT, KING COUNTY, WASHINGTON. AN - 36397555; 326 AB - PURPOSE: Improvement of the downtown transit system in Seattle, Washington is proposed. The preferred alternative would involve development of a transit tunnel with a circulation system and associated surface improvements. The tunnel project would provide a two-lane underground roadway for buses from Union Station to the Ninth and Pine streets area. Five passenger stations, including one at each end of the tunnel, would be constructed along the alignment. Use of the tunnel would be confined to electrically powered buses, and the tunnel would be designed to allow for conversion for use as a light-rail subway. The project would be complemented by surface improvements along Third Avenue and Pine Street. Sidewalks would be widened, some street parking would be eliminated, and bus lanes would be maintained. Improvements also would include new sidewalks, curbs, and roadways. Lighting and traffic control systems would be installed and utilities would be modernized as required. A trolley surface circulation system would be integrated with the regional transit system. The base year capital cost of the preferred alternative is estimated at $352.1 million. POSITIVE IMPACTS: By adding a subsurface roadway through the central business district, the project would reduce the number of buses on surface streets, easing congestion within the area and increasing the efficiency of the public transportation system. The tunnel would handle area ridership through the year 2003. Surface improvements would provide more space at bus stops and would make access to stations possible while easing pedestrian flow. NEGATIVE IMPACTS: Construction of the tunnel and ancillary facilities would result in the displacement of businesses and residences, including minority-owned residences. The tunnel alignment would affect several historic properties. The wider sidewalks proposed as part of the surface improvements would displace existing street parking and some curbside loading zones. The additional trolley routes proposed as part of the circulation system would require more overhead wire on First Hill. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0192D, Volume 8, Number 4. JF - EPA number: 850240, 434 pages, June 7, 1985 PY - 1985 KW - Roads and Railroads KW - Central Business Districts KW - Historic Sites KW - Highway Structures KW - Motor Vehicles KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Washington 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 KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DOWNTOWN+SEATTLE+TRANSIT+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=DOWNTOWN+SEATTLE+TRANSIT+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 7, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST-WEST EXPRESSWAY FROM ROUTE 17/143 (JEFFERSON AVENUE) TO ARMISTEAD AVENUE, CITIES OF HAMPTON AND NEWPORT NEWS, VIRGINIA, STATE PROJECT U000-114-102, PE-101, FEDERAL PROJECT M-5122-(1), (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1979). AN - 36394358; 325 AB - PURPOSE: Construction of a six-lane divided urban highway within the cities of Hampton and Newport News, Virginia is proposed. The project would begin at the intersection of Route 17/143 (Jefferson Road) and Route 306 (Harpersville Road) in Newport News and extend 4.6 miles to Armistead Avenue in Hampton. Construction would occur primarily on new location. From Jefferson Avenue to Terrace Drive, the road would consist of two 37-foot paved roadways separated by a 4-foot flush median. Curbs, gutters, and sidewalks would be located on either side of the highway for total rights-of-way of 110 feet. From Terrace Drive to Armistead Avenue, the facility would consist of three lanes in each direction, separated by a 16-foot wide raised median on total rights-of-way of 200 feet. Interchanges would be constructed at Interstate 64 (I-64) and at Magruder Boulevard. An at-grade intersection with dual left-turn lanes for northbound traffic and a continuous right-turn lane for southbound traffic would be provided at Armistead Avenue. An at-grade intersection also would be built at Big Bethel Road. Big Bethel Road would be widened to four lanes from approximately 500 feet south of the proposed crossing with the new highway to the crossing of I-64, a new access road to the community college would be provided approximately 600 feet north of the existing entrance, and Interstate 64 would be widened to six lanes between Magruder Boulevard and Big Bethel Road. Total project costs are estimated at $20.2 million. POSITIVE IMPACTS: The project would link the existing street system, provide increased traffic-carrying capacity, reduce congestion and improve service, improve access to employment centers, and provide for faster, more efficient traffic flow between Hampton and Newport News. Deletion of the project between Armistead Avenue and Little Back River Road would eliminate the wetlands impact along Tide Mill Creek and the southwest branch of the Back River, as well as potential community disruption to the Riverdale subdivision and the area along Little Back River Road. NEGATIVE IMPACTS: The project would require relocation of eight families and one nonprofit organization, and would convert 66 acres of undeveloped forest land and 30 acres of agricultural land to highway rights-of-way. Predicted noise levels would exceed federal standards at 80 sites. Residential areas adjacent to Harpersville Road would experience disruption because of increased traffic and noise levels, the visual intrusion of a wider road, and the loss of property. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 80-0138D, Volume 4, Number 2. JF - EPA number: 850236, 121 pages, June 6, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-79-04-DS KW - Farmlands KW - Forests KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Virginia KW - Federal Aid Highway Act of 1968, 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/36394358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST-WEST+EXPRESSWAY+FROM+ROUTE+17%2F143+%28JEFFERSON+AVENUE%29+TO+ARMISTEAD+AVENUE%2C+CITIES+OF+HAMPTON+AND+NEWPORT+NEWS%2C+VIRGINIA%2C+STATE+PROJECT+U000-114-102%2C+PE-101%2C+FEDERAL+PROJECT+M-5122-%281%29%2C+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979%29.&rft.title=EAST-WEST+EXPRESSWAY+FROM+ROUTE+17%2F143+%28JEFFERSON+AVENUE%29+TO+ARMISTEAD+AVENUE%2C+CITIES+OF+HAMPTON+AND+NEWPORT+NEWS%2C+VIRGINIA%2C+STATE+PROJECT+U000-114-102%2C+PE-101%2C+FEDERAL+PROJECT+M-5122-%281%29%2C+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1979%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: June 6, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED IMPROVEMENTS OF LOGAN STREET/DEWITT ROAD FROM KALAMAZOO STREET IN LANSING TO PROPOSED I-69 IN DEWITT TOWNSHIP, MICHIGAN. AN - 36388049; 278 AB - PURPOSE: Reconstruction of six miles of the Logan Street/DeWitt Road corridor from Kalamazoo Street in Lansing, Michigan to the proposed Interstate 69 (I-69) in DeWitt Township, Clinton and Ingham counties, is proposed. The new roadway would follow the existing Logan Street alignment to the Grand River and then follow an entirely new alignment from the river to I-69. From Kalamazoo Street to the Grand River, the facility would consist of three 12-foot lanes on either side of a 60-foot median. From the river to I-69, the facility would be a four-lane divided highway. A new bridge would be built across the Grand River to accommodate southbound traffic. Other project features would include bicycle paths on both sides of the street, bus turnouts, pedestrian crossings, noise abatement structures, sidewalks, curbs and gutters, trees, and a grade-separation structure at a railroad crossing. The present Jones Lake Park would be consolidated with additional land made available from remnant parcels of acquired rights-of-way. The project would be completed by 1990. POSITIVE IMPACTS: Traffic circulation along Logan Street/DeWitt Road would be improved as the result of a more adequate level of service, expanded intersection capacity, increased safety, provisions for alternate modes of transportation, and elimination of road and rail conflicts. A fast, safe, and efficient transportation link between I-496 and I-69 would be provided. Development of key areas adjacent to the roadway and areas with presently limited accessibility would be stimulated. The addition of a green belt in the median, wider set-backs, and vegetation would improve the visual quality of the corridor. Approximately 1,500 jobs would be generated by construction of the proposed facility. The recreation potential for Jones Lake Park would be enhanced. The short-term reduction in local tax revenues would be recaptured in value added to remaining properties. NEGATIVE IMPACTS: The project would require the acquisition of 308 residential units, 11 commercial establishments, and 36.8 acres of agriculturally zoned land. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 77-1024D, Volume 1, Number 10. JF - EPA number: 850231, 276 pages, June 4, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-Mich.-EIS-77-03-F KW - Air Quality Assessments KW - Bridges KW - Employment KW - Farmlands KW - Highways KW - Noise Assessments KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Michigan KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36388049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+IMPROVEMENTS+OF+LOGAN+STREET%2FDEWITT+ROAD+FROM+KALAMAZOO+STREET+IN+LANSING+TO+PROPOSED+I-69+IN+DEWITT+TOWNSHIP%2C+MICHIGAN.&rft.title=PROPOSED+IMPROVEMENTS+OF+LOGAN+STREET%2FDEWITT+ROAD+FROM+KALAMAZOO+STREET+IN+LANSING+TO+PROPOSED+I-69+IN+DEWITT+TOWNSHIP%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: June 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY ROUTE 80 IN SOLANO COUNTY, CALIFORNIA, BETWEEN 4.8 AND 2.7 MILES WEST OF THE YOLO COUNTY LINE. AN - 36393291; 274 AB - PURPOSE: Construction is proposed of an access facility to Interstate 80 (I-80) in northeastern Solano County, California between Pedrick Road and the south fork of Putah Creek. The preferred alternative would involve construction of an interchange as originally planned in 1972. The interchange would consist of two 12-foot lanes with 8-foot shoulders and would be built over I-80. A 40-foot paved roadway would extend from each end of the structure to connect to the frontage roads on each side of the freeway. The frontage road on the southeast side of the freeway has been constructed. Connection of the northwest frontage road to the freeway would require construction of approximately 2,300 feet of roadway as an extension of the existing stub frontage road. On and off ramps connecting the overcrossing to I-80 would be built on both sides of the freeway. Estimated cost of the project is $1.5 million. POSITIVE IMPACTS: Currently, at-grade access to I-80 is gained from a frontage road where a gap has been left in the freeway fence, with cars turning directly onto the main westbound freeway lanes. The project would eliminate a situation that is neither safe, convenient, nor desirable as an access road for residents and trucks hauling local farm products, and would be in keeping with federal interstate standards. The 40 acres of land needed for the project were acquired and prepared 10 years ago. No new rights-of-way would be required. NEGATIVE IMPACTS: By improving access to I-80, the project could stimulate unwelcome growth in the area, placing strains on existing housing and community services, which would remain limited because of Proposition 13 constraints. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (40 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0342D, Volume 8, Number 7. JF - EPA number: 850229, 109 pages, June 3, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-84-2-F KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36393291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+ROUTE+80+IN+SOLANO+COUNTY%2C+CALIFORNIA%2C+BETWEEN+4.8+AND+2.7+MILES+WEST+OF+THE+YOLO+COUNTY+LINE.&rft.title=INTERSTATE+HIGHWAY+ROUTE+80+IN+SOLANO+COUNTY%2C+CALIFORNIA%2C+BETWEEN+4.8+AND+2.7+MILES+WEST+OF+THE+YOLO+COUNTY+LINE.&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 3, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KAUMUALII HIGHWAY, FAP 50, HULEIA BRIDGE REPLACEMENT AND APPROACHES, LIHUE DISTRICT, ISLAND OF KAUAI, STATE OF HAWAII. AN - 36395615; 276 AB - PURPOSE: Replacement of the two-lane timber trestle bridge carrying Federal Aid Primary Route 50 (Kaumualii Highway) over Huleia Stream in the Lihue District of the Island of Kauai, Hawaii is proposed. The existing bridge would be replaced by a new two-lane reinforced concrete bridge, approximately 350 feet in length, at a location approximately 90 feet downstream of the present bridge. Highway approaches of 1,540 feet on the west side of the bridge and 1,420 feet on the east side of the bridge would be constructed, and the roadway grade would be four percent. A left-turn bay would be provided at the quarry access road intersection; a left-turn acceleration lane also would be provided for eastbound traffic entering Kaumualii Highway from this road. Westbound traffic would enter the highway from the at-grade intersection. An auxiliary truck climbing lane could be constructed on the west side of the new bridge. Total cost of the preferred alternative is $6.1 million. POSITIVE IMPACTS: Replacement of the existing superannuated bridge, which was constructed during the 1930s, would provide an adequate means of crossing Huleia Stream for local residents and long-distance travelers in the area. NEGATIVE IMPACTS: Rights-of-way requirements would displace 6.4 acres of farmlands currently planted in sugar cane. Construction of the bridge at a new location would require new cuts into the hillside on the east approach roadway and clearance of thick tree growth within the streambank area. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0531D, Volume 7, Number 10. JF - EPA number: 850225, 176 pages, May 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-HI-EIS-82-02-F KW - Bridges KW - Farmlands KW - Highways KW - Islands KW - Transportation KW - Hawaii KW - Kauai Island KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395615?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KAUMUALII+HIGHWAY%2C+FAP+50%2C+HULEIA+BRIDGE+REPLACEMENT+AND+APPROACHES%2C+LIHUE+DISTRICT%2C+ISLAND+OF+KAUAI%2C+STATE+OF+HAWAII.&rft.title=KAUMUALII+HIGHWAY%2C+FAP+50%2C+HULEIA+BRIDGE+REPLACEMENT+AND+APPROACHES%2C+LIHUE+DISTRICT%2C+ISLAND+OF+KAUAI%2C+STATE+OF+HAWAII.&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: May 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHWEST FREEWAY/TRANSITWAY PROJECT, TEXAS. AN - 36392257; 282 AB - PURPOSE: Improvement is proposed of 13.4 miles of U.S. 59 (Southwest Freeway) from Beltway 8 to State Highway (S.H.) 288, in southwest Harris County, Texas. Two action alternatives are under consideration. Under the transportation systems management (TSM) alternative, highway improvements would include widening a major portion of the Southwest Freeway by the addition of up to three lanes; concrete overlaying of the existing pavement; ramp reversals; and improvements to bridges, intersections, and frontage roads. Seven new bridge structures would be built, and 21 existing bridges would be widened, raised, or reconstructed. Eastbound and westbound lanes would be separated by a single concrete median barrier. Existing median lighting would be replaced by continuous high-mast lighting with supplemental lighting in the vicinity of aerial structures. Signs and ramp metering would be improved. A new frontage road would be constructed in the vicinity of Chimney Rock and South Rice. Existing frontage road intersections and signalization would be improved. The regional peak hour bus fleet would be increased to 1,539 vehicles. Express and local service would be increased in the corridor, but no new bus facilities would be constructed. The build alternative would include the same freeway improvements as the TSM alternative. In addition, a transitway would be constructed in the median of the freeway for 8.5 miles between West Bellfort Avenue and Interstate 610 (West Loop). The transitway would be reversible and would be primarily at freeway grade. Associated transit facilities would include a new park-and-ride lot at West Bellfort Avenue, a new transit center at Hillcroft, modification of the existing Westwood Park park-and-ride lot, access and exit ramps at five locations, and slip ramps in the vicinity of the West Loop. The regional peak-hour bus fleet would be expanded to 1,543 vehicles. Freeway improvements under either alternative would cost $116 million; estimated capital cost of the transitway and related transit facilities in the build alternative is $83.8 million. POSITIVE IMPACTS: Freeway improvements would increase roadway capacity and reduce travel times significantly. Improved bus service would increase public transit ridership. NEGATIVE IMPACTS: Highway improvements in both alternatives would displace 37 residences in the Larchmont subdivision. The transit component of the build alternative would displace an additional two residences, one office building, one commercial building, and three industrial buildings. Traffic would increase around corridor transit facilities as a result of improvements. Many areas along the freeway or its frontage roads would continue to experience noise levels in excess of federal standards. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850226, 347 pages, May 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-85-01-D KW - Highway Structures KW - Highways KW - Motor Vehicles KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - Texas KW - Federal Aid Highway Act of 1968, 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/36392257?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST+FREEWAY%2FTRANSITWAY+PROJECT%2C+TEXAS.&rft.title=SOUTHWEST+FREEWAY%2FTRANSITWAY+PROJECT%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 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXTON BYPASS, L.R. 1004, CHESTER COUNTY, PENNSYLVANIA. AN - 36389419; 280 AB - PURPOSE: Improvement of the 5.5-mile connection between the Coatesville-Downington Bypass and U.S. 202 in the Exton area of Chester County, Pennsylvania is proposed. The project area is on the outer fringe of suburban development, approximately 25 miles west of downtown Philadelphia. The existing connection, an extension of U.S. 30, is a two-lane facility with a center lane for left turns. Short segments at its east and west termini currently accommodate five lanes. The preferred alternative would involve construction of a new 5.5-mile limited-access bypass highway, designated Legislative Route 1004 (L.R. 1004), Sections B03 and B04. This alternative would have full interchanges at the Coatesville-Downington Bypass, at PA 100, and at U.S. 202. The latter two interchange configurations would be the modified diamond and the double loop, respectively. The roadway would consist of two 12-foot-wide lanes in each direction, a 36-foot-wide median, 10-foot-wide shoulders, and a minimum of 2-percent cross slopes. POSITIVE IMPACTS: The proposed improvements along the existing U.S. 30 connection would accommodate projected traffic volume, which is rapidly approaching capacity. The new facility would allow efficient access into and through the Exton area. The project would complete the regional east-west expressway system and would provide access to major north-south roads. The project also would encourage new housing development within West Whiteland Township, promote more rapid economic development in the area, and greatly reduce police and emergency vehicle response time due to decreased traffic volume on local streets. NEGATIVE IMPACTS: The project would require 27 residential relocations and would involve the loss of up to 211 acres of land, including 6.9 acres of wetlands. West Valley Creek would be relocated 1,980 linear feet. Noise levels would increase beyond standards acceptable by the Federal Highway Administration. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 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 environmental impact statement, see 84-0238D, Volume 8, Number 5. JF - EPA number: 850223, 405 pages, May 30, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-84-02F KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Housing KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Pennsylvania KW - Department of Transportation Act of 1966, 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/36389419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTON+BYPASS%2C+L.R.+1004%2C+CHESTER+COUNTY%2C+PENNSYLVANIA.&rft.title=EXTON+BYPASS%2C+L.R.+1004%2C+CHESTER+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 30, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 54, CAMDEN COUNTY, ROUTE 54/42 JUNCTION SOUTH AND WEST TO GRAND GLAIZE BRIDGE, MISSOURI. AN - 36384771; 279 AB - PURPOSE: Reconstruction on new alignment of approximately 2.5 miles of Route 54 from the junction of Route 42/134 west to the Grand Glaize Bridge, Camden County, Missouri is proposed. The preferred alternative would begin with a partial interchange between McDonalds restaurant and Lake Road 54-22. A dual-lane facility consisting of four 12-foot lanes would be constructed to a point 1,500 feet east of Fish Hatchery Road, after which the road would consist of two 12-foot lanes for the remainder of the project. The northeast ramp at the Passover Road interchange would not be constructed; instead, the existing route would be used as the entrance ramp for westbound traffic and a connection from the new lanes to the new bridge would be made. In addition, an outer roadway would be built east of the bridge and north of Route 54. The new facility would connect to existing Route 54 east of the interchange and east of the Grand Glaize Bridge. Additional work would involve construction of an outer roadway from Passover Road west to a commercial boating operation and an interchange under Passover Road to provide access to a residential and recreational area to the east. Rights-of-way costs are estimated at $2.9 million, and construction costs are estimated at $7.5 million. POSITIVE IMPACTS: By conforming to U.S. route objectives, the project would provide an efficient traffic artery for vehicles not destined for the commercial and recreational area along the existing route. Existing commercial and recreational developments along the existing route would benefit by removing all through traffic past these business sites. NEGATIVE IMPACTS: The project would require the relocation of six homes and three motels and would convert 135 acres of rural timbered and agricultural lands to a transportation corridor. The new facility also would require acquisition of 20 acres of state park land. LEGAL MANDATES: Department of Transportation Act of 1966 (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: 850217, 29 pages, May 24, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-85-01-D KW - Central Business Districts KW - Farmlands KW - Highway Structures KW - Highways KW - Hotels KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wildlife Habitat KW - Missouri 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/36384771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+54%2C+CAMDEN+COUNTY%2C+ROUTE+54%2F42+JUNCTION+SOUTH+AND+WEST+TO+GRAND+GLAIZE+BRIDGE%2C+MISSOURI.&rft.title=ROUTE+54%2C+CAMDEN+COUNTY%2C+ROUTE+54%2F42+JUNCTION+SOUTH+AND+WEST+TO+GRAND+GLAIZE+BRIDGE%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: May 24, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WIDENING AND GRADE SEPARATION OF CARPENTER ROAD FROM NORTH SAGINAW STREET TO GENESEE ROAD, CITY OF FLINT AND GENESEE TOWNSHIP, GENESEE COUNTY, MICHIGAN. AN - 36403808; 277 AB - PURPOSE: Widening and ultimately extending four miles of Carpenter Road from North Saginaw Street to Genesee Road in the city of Flint and the township of Genesee, Genesee County, Michigan are proposed. During the first phase of the project, the existing two-lane highway would be widened to five lanes between North Saginaw Street and Branch Road, a distance of 2.5 miles. A grade separation would be constructed to carry Carpenter Road over the Chesapeake and Ohio Railroad tracks and Dort Highway. The second stage of the project would involve improvements to the existing two-lane road between Branch Road and Center Road, a distance of 0.5 miles, and construction of a new roadway section from Center Road to Genesee Road, a distance of one mile. Estimated costs for the first and second phases of the project are $9.5 million and $2.9 million, respectively. POSITIVE IMPACTS: Improvement of Carpenter Road would constitute an essential connecting link in the overall area transportation plan and would improve access to and from the area interstate system. Widening of the arterial would improve traffic service and increase the capacity of the route. NEGATIVE IMPACTS: Rights-of-way requirements would necessitate displacement of 35 residential structures and as many as 11 businesses. As a result, approximately 70 residents would be forced to relocate. A small strip of parkland would be taken, due to widening of the roadway in the vicinity of Bray Road. On the south side of Carpenter Road between North Saginaw Street and Premier Street, noise levels would exceed Federal Highway Administration standards. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 82-0655D, Volume 6, Number 10. JF - EPA number: 850200, 71 pages, May 10, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-82-01-F KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Michigan KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36403808?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WIDENING+AND+GRADE+SEPARATION+OF+CARPENTER+ROAD+FROM+NORTH+SAGINAW+STREET+TO+GENESEE+ROAD%2C+CITY+OF+FLINT+AND+GENESEE+TOWNSHIP%2C+GENESEE+COUNTY%2C+MICHIGAN.&rft.title=WIDENING+AND+GRADE+SEPARATION+OF+CARPENTER+ROAD+FROM+NORTH+SAGINAW+STREET+TO+GENESEE+ROAD%2C+CITY+OF+FLINT+AND+GENESEE+TOWNSHIP%2C+GENESEE+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: May 10, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED TRANSITWAY CONSTRUCTION IN THE HARBOR FREEWAY CORRIDOR (I-110) BETWEEN SAN PEDRO AND THE CONVENTION CENTER IN THE CITY OF LOS ANGELES, CALIFORNIA. AN - 36386084; 275 AB - PURPOSE: Construction of a transit way in the 22-mile Harbor Freeway (Interstate 110) corridor between San Pedro and the Convention Center in the city of Los Angeles, Los Angeles County, California is proposed. The transportation network within the corridor consists of the Harbor Freeway and a grid of arterial streets, including Vermont Avenue. The preferred alternative would involve construction of a two-way bus and high-occupancy-vehicle (HOV) facility in the median of the Harbor Freeway. This facility would provide 10.3 miles of exclusive guideway transit for buses and HOVs between the Route 91 Freeway (Artesia Boulevard) and 23rd and Figueroa streets, with intermediate access at nine locations. South of the Route 91 Freeway, all buses and HOVs would travel 9.3 miles in mixed-flow freeway traffic to San Pedro. Access to and from the transit way would be limited. A vertical transfer station would be provided at the Century (I-105) light rail transit way. Estimated rights-of-way costs are $10.6 million for alignment, $9.1 million for park-and-ride facilities, and $1.0 million for utility relocation. Total capital cost of the project, including new buses, is $578.0 million, and the annual operating costs are $30.4 million. POSITIVE IMPACTS: Improvement of transportation within the corridor would be in accordance with the Regional Transit Development Plan, which identified the corridor as one of two top-priority corridors in the area. Ridership within the corridor would increase dramatically. As a result of increased ridership on public transportation, energy expended in commuting time would decline significantly. Enhancement of access throughout the corridor would aid in the redevelopment of the deteriorated south Los Angeles area. Short-term construction jobs would be created. NEGATIVE IMPACTS: The project would require the acquisition of 114 residential units, 24 businesses, 2 nonprofit organizations, and 1 abandoned church. Levels of carbon monoxide, hydrocarbons, and nitrogen oxides would be increased in a corridor where national air quality standards already are being violated. Noise levels and nuisance lighting would increase near all station parking lots. The Artesia Boulevard station would be constructed adjacent to the Willows Wetlands. Approximately 13 acres of freeway landscaping would be removed permanently, eliminating nesting sites for passerine birds and roosting sites for raptors. Aerial guideways would encroach visually on area aesthetics. LEGAL MANDATES: Executive Order 11990, Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0075D, Volume 7, Number 2. JF - EPA number: 850199, 2 volumes, May 10, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-82-04-F KW - Air Quality Standards Violations KW - Biologic Surveys KW - Cost Assessments KW - Employment KW - Highway Structures KW - Highways KW - Noise KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Executive Order 11990, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+TRANSITWAY+CONSTRUCTION+IN+THE+HARBOR+FREEWAY+CORRIDOR+%28I-110%29+BETWEEN+SAN+PEDRO+AND+THE+CONVENTION+CENTER+IN+THE+CITY+OF+LOS+ANGELES%2C+CALIFORNIA.&rft.title=PROPOSED+TRANSITWAY+CONSTRUCTION+IN+THE+HARBOR+FREEWAY+CORRIDOR+%28I-110%29+BETWEEN+SAN+PEDRO+AND+THE+CONVENTION+CENTER+IN+THE+CITY+OF+LOS+ANGELES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 10, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELTWAY 8, SECTION II, FROM SH225 TO IH45(S), HARRIS COUNTY, TEXAS. AN - 36379021; 281 AB - PURPOSE: Construction is proposed of a 9.5-mile section of the circumferential freeway, Beltway 8, around the city of Houston, Harris County, Texas. This section, referred to as Section II, would extend from State Highway 225 to Interstate 45(S) along the eastern and northern parts of the beltway. The freeway would be constructed as a fully controlled access facility with six main lanes flanked by three-lane, one-way continuous frontage roads in each direction. Direct connection interchanges would be constructed at state highways 225 and 3 and at Interstate 45(S). Estimated costs of the project are $13.1 million for rights-of-way acquisitions, $3.0 million for utility adjustments, and $140.6 million for construction expenses. POSITIVE IMPACTS: When completed, Section II would provide a much-needed link between S.H. 225 and I-45(S) and would improve mobility for travelers desiring to bypass the central Houston area. NEGATIVE IMPACTS: The project would displace six businesses, one private residence, and four mobile homes. Existing residential areas abutting the beltway could become less desirable as housing sites due to diminished air and visual quality and increased noise levels. The entire project would accelerate growth and development in those undeveloped areas that it traversed. Approximately 300 acres of wildlife habitat would be displaced south of Fairmont Parkway, and nine sites would experience noise levels that would exceed federal standards. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850196, 227 pages and maps, May 6, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-75-03-F KW - Air Quality Assessments KW - Emission Assessments KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - Texas KW - Federal Aid Highway Act of 1968, 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/36379021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-05-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELTWAY+8%2C+SECTION+II%2C+FROM+SH225+TO+IH45%28S%29%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=BELTWAY+8%2C+SECTION+II%2C+FROM+SH225+TO+IH45%28S%29%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 - Final. Preparation date: May 6, 1985 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - The Pellissippi Parkway extension; geotechnical engineering in karst terrain AN - 50327942; 1997-052716 JF - Proceedings of the Annual Highway Geology Symposium AU - Moore, Harry A2 - West, Terry R. Y1 - 1985/05// PY - 1985 DA - May 1985 SP - 28 EP - 45 PB - Highway Geology Symposium, Atlanta, GA VL - 36 SN - 0160-9564, 0160-9564 KW - United States KW - Tennessee KW - Pellissippi Parkway Extension KW - karst KW - Blount County Tennessee KW - solution features KW - construction KW - roads KW - Knox County Tennessee KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50327942?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=The+Pellissippi+Parkway+extension%3B+geotechnical+engineering+in+karst+terrain&rft.au=Moore%2C+Harry&rft.aulast=Moore&rft.aufirst=Harry&rft.date=1985-05-01&rft.volume=36&rft.issue=&rft.spage=28&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 36th annual Highway geology symposium on Building on/with sedimentary bedrock N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - Number of references - 6 N1 - PubXState - GA N1 - Document feature - illus. incl. sects., geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - Blount County Tennessee; construction; design; karst; Knox County Tennessee; Pellissippi Parkway Extension; roads; solution features; Tennessee; United States ER - TY - JOUR T1 - Wick drains AN - 50324760; 1997-052726 JF - Proceedings of the Annual Highway Geology Symposium AU - Pfalzer, William A2 - West, Terry R. Y1 - 1985/05// PY - 1985 DA - May 1985 SP - 203 PB - Highway Geology Symposium, Atlanta, GA VL - 36 SN - 0160-9564, 0160-9564 KW - soil mechanics KW - foundations KW - wick drains KW - applications KW - interpretation KW - construction KW - roads KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50324760?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Wick+drains&rft.au=Pfalzer%2C+William&rft.aulast=Pfalzer&rft.aufirst=William&rft.date=1985-05-01&rft.volume=36&rft.issue=&rft.spage=203&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 36th annual Highway geology symposium on Building on/with sedimentary bedrock N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - PubXState - GA N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - applications; construction; design; foundations; interpretation; roads; soil mechanics; wick drains ER - TY - JOUR T1 - Evaluation of geotechnical designs for shale embankment corrections AN - 50322047; 1997-052723 JF - Proceedings of the Annual Highway Geology Symposium AU - Munson, William E A2 - West, Terry R. Y1 - 1985/05// PY - 1985 DA - May 1985 SP - 139 EP - 158 PB - Highway Geology Symposium, Atlanta, GA VL - 36 SN - 0160-9564, 0160-9564 KW - embankments KW - sedimentary rocks KW - shale KW - drainage KW - construction KW - clastic rocks KW - roads KW - design KW - rock mechanics KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50322047?accountid=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+Annual+Highway+Geology+Symposium&rft.atitle=Evaluation+of+geotechnical+designs+for+shale+embankment+corrections&rft.au=Munson%2C+William+E&rft.aulast=Munson&rft.aufirst=William&rft.date=1985-05-01&rft.volume=36&rft.issue=&rft.spage=139&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Annual+Highway+Geology+Symposium&rft.issn=01609564&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 36th annual Highway geology symposium on Building on/with sedimentary bedrock N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - PubXState - GA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - PAHGAG N1 - SubjectsTermNotLitGenreText - clastic rocks; construction; design; drainage; embankments; roads; rock mechanics; sedimentary rocks; shale ER - TY - JOUR T1 - Highway Runoff/Drainage Impacts AN - 19037054; 8801158 AB - The Federal Highway Administration has undertaken a four-phased research program on nonpoint source pollution from highway operations. The objectives of this program are to characterize highway stormwater runoff; identify sources, mechanisms of transport, and fate of pollutants within the right-of-way; determine the magnitude and extent of impacts to receiving waters; and develop guidelines to implement cost-effective measures to protect water resources. A multistudy program has developed a significant national highway stormwater runoff data base. The objective of these studies was to identify and quantify pollutants found in runoff from operating highways. Research is underway to develop a design procedure to predict pollutant loading from highways. This study also identified factors that influence the transport and fate within the right-of-way. Results of this research were used to identify cost-effective measures to minimize impacts. An extensive receiving water study has investigated the effects of highway runoff on receiving water environment. Guidelines were developed for assessing water resources impacts from highways. An evaluation and synthesis of nonpoint source runoff mitigation has identified cost-effective measures for highway stormwater and guidelines to assist highway agencies in identifying potential problems and implementing mitigation. An important product of this study was identification of ineffective measures. Research is underway to develop performance criteria and design specifications for retention, detention, and overland flow systems. A highway runoff training program is being prepared to transfer the technology developed from this program. (See also W88-01083) (Author 's abstract) JF - Perspectives on Nonpoint Source Pollution, Proceedings of a National Conference, Kansas City MO. May 19-22, 1985. Environmental Protection Agency, 1985. p 387-390. AU - Lord, B N AD - Federal Highway Administration McLean, VA Y1 - 1985/05// PY - 1985 DA - May 1985 KW - Water Resources Abstracts KW - Water pollution control KW - Nonpoint pollution sources KW - Highway runoff KW - Water pollution effects KW - Fate of pollutants KW - Environmental effects KW - Highway drainage KW - Water pollution sources KW - Stormwater runoff KW - Pollutant identification KW - Guidelines KW - Economic aspects KW - SW 3020:Sources and fate of pollution KW - SW 3030:Effects of pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19037054?accountid=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=&rft.atitle=Highway+Runoff%2FDrainage+Impacts&rft.au=Lord%2C+B+N&rft.aulast=Lord&rft.aufirst=B&rft.date=1985-05-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - S.E. HUBBARD ROAD EXTENSION, 122ND AVENUE TO HIGHWAY 212, CLACKAMAS COUNTY, OREGON. AN - 36395266; 218 AB - PURPOSE: Construction of a new two-lane road to connect Hubbard Road and Highway 212 is proposed for Clackamas County, approximately 12 miles southeast of downtown Portland, Oregon. The new road would be approximately 2,000 feet long and 36 feet wide, with 12-foot travel lanes, 6-foot bicycle lanes in each direction, left-turn bays, and flared intersections for right-turn lanes. The project would extend Hubbard Road east and south to connect with Highway 212. Estimated cost of the project is $356,000. The rights-of-way, requiring approximately four acres, have already been purchased with local funds. POSITIVE IMPACTS: The new facility would provide a north-south road connecting two major east-west arterials, Sunnyside Road, and Highway 212. Traffic circulation would be enhanced. No residences or businesses would be displaced. NEGATIVE IMPACTS: Construction would remove or disrupt vegetation on the four acres of rights-of-way. Increased through-traffic on Hubbard Road would cause noise levels to rise. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0551D, Volume 8, Number 11. JF - EPA number: 850174, 2 volumes, April 26, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-04-F KW - Highways KW - Noise KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Oregon KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=S.E.+HUBBARD+ROAD+EXTENSION%2C+122ND+AVENUE+TO+HIGHWAY+212%2C+CLACKAMAS+COUNTY%2C+OREGON.&rft.title=S.E.+HUBBARD+ROAD+EXTENSION%2C+122ND+AVENUE+TO+HIGHWAY+212%2C+CLACKAMAS+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 - Final. Preparation date: April 26, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AUKE BAY BREAKWATER AND RELATED MARINA DEVELOPMENTS, AUKE BAY, ALASKA. AN - 36393598; 224 AB - PURPOSE: Construction of a floating breakwater and transient moorage facility in Auke Bay, approximately 15 miles north of Juneau, Alaska, is proposed. The breakwater would be located at the head of Auke Bay and would be approximately 1,000 feet long, oriented east-southeast to west-northwest. The marina would have mooring capacity for 150 boats. The project also would include facilities for lighting, power, telephone, sewage pumpout, fire protection, restrooms, and parking. Cost of the 150-space facility is estimated at $2.9 million. Three proposals by private parties would be included in the project: expansion and realignment of the existing Fisherman's Bend Marina to accommodate an additional 150 boats; construction of a mooring float to accommodate 20 small recreational boats belonging to condominium owners in the Auke Bay Towers Condominiums; and construction of a marina to accommodate 75 boats by Horton Properties, Inc. POSITIVE IMPACTS: The project would offer partial relief for the high demand of harbor space in the Juneau area. The breakwater would provide a protected environment for the expansion of private marinas behind it. The three private marina proposals also would help fulfill demand for permanent harbor stalls. Construction of the proposed project would reduce crowded conditions at the existing public dock, leading to benefits in terms of reduced potential for boat damage, easier navigation conditions, and dispersed marine pollutant sources. Construction and operation activities would have a small but stimulative effect on the Auke Bay economy. NEGATIVE IMPACTS: The four projects would expose approximately 24 acres of benthic sediments to direct marina pollutants, and the breakwater itself would destroy benthic fauna in a 560-square-foot area. Operation of the facilities would result in increased amounts of heavy metals, hydrocarbons, and fecal coliform entering Auke Bay. Marine mammals and seabirds probably would be displaced from the head of Auke Bay. The projects could induce additional marine development, thereby decreasing the availability of open areas. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0507D, Volume 8, Number 10. JF - EPA number: 850173, 2 volumes, April 25, 1985 PY - 1985 KW - Water KW - Biologic Surveys KW - Breakwaters KW - Fisheries Surveys KW - Harbor Structures KW - Marine Surveys KW - Navigation KW - Recreation Facilities KW - Section 404(b) Statements KW - Sediment Analyses KW - Soils Surveys KW - Water Quality KW - Wildlife KW - Alaska KW - Auke Bay 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/36393598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AUKE+BAY+BREAKWATER+AND+RELATED+MARINA+DEVELOPMENTS%2C+AUKE+BAY%2C+ALASKA.&rft.title=AUKE+BAY+BREAKWATER+AND+RELATED+MARINA+DEVELOPMENTS%2C+AUKE+BAY%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Anchorage, Alaska; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 25, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED CONSTRUCTION BRIDGES ACROSS THE DUWAMISH RIVER, MILE 10.4, AT TUKWILA, KING COUNTY, WASHINGTON. AN - 36394671; 222 AB - PURPOSE: Implementation of a wastewater-management plan for the Lake Washington /Green River basins in the Seattle metropolitan area of Washington is proposed. The capacity of the Renton treatment plant would be expanded to 72 million gallons per day to treat flows from the existing Renton service area through the year 2000. The effluent quality from the Renton plant would be derated for disposal to the Puget Sound due to the greater dilution ability of the sound when compared to the Green-Duwamish River. Facilities to handle solids would be installed at the Renton facility, obviating the need to convey sludge to the West Point plant for processing. Primary sludge would be gravity thickened, and waste-activated sludge would be thickened via dissolved air flotation prior to digestion. Anaerobic digestion would be used to stabilize sludge before dewatering. Dewatered sludge would be disposed via land application. Methane gas from the anaerobic digestion process would be recovered and used for energy supply at the Renton plant. Effluent would be pumped through a tunnel to an outfall off Duwamish Head. The effluent pipeline would extend from the pumping station at the treatment plant along the east bank of the Duwamish River, crossing the river at the Foster Golf Links, or river mile 10.4. Two new bridges and an access road would be built as part of the Renton project. The existing suspension bridge at the site would be removed and a temporary wooden structure would be used for staging of equipment and materials during construction of the river crossing. A larger bridge, suitable for use by heavy equipment, also would be built. It would consist of a concrete deck on precast, prestressed concrete girders and concrete piers and would be 195 feet long and 14 feet wide, with a 12-foot roadway. This bridge would be retained for golf course use after the project was completed. An access road would be built to connect the pipeline route with the new bridges. Used for movement of equipment and supplies during construction, the road would be retained for use during golf course maintenance activities. The road also would serve as a dike to reduce flooding of the southeast portion of the course. Present worth cost of the project is estimated at $345 million. POSITIVE IMPACTS: Future water quality degradation in the Green River would be avoided by removal of effluent from the river flow, and the quality of effluent entering Puget Sound would improve due to sludge removal. Future risk to aquatic life in the Green and Duwamish rivers would be eliminated due to removal of effluent from river flows. As area water quality improved, the potential for recreational opportunities would increase. The plan would provide for expected increases in sewage flows from the Renton area through the year 2000. NEGATIVE IMPACTS: The tunnel and outfall would be located in an area characterized by seismic activity and unstable soils. The salt wedge of the estuary associated with the Green and Duwamish rivers could move upstream due to reduced flows. Temperature, dissolved oxygen levels, and ammonia levels would continue to exceed water quality standards for a short period of time after implementation of the plan. Poor water quality in these rivers could impair salmonid migration and cause fish kills. The project would consume 89 million kilowatt-hours, 760 tons of chlorine, and 791 tons of ferric chloride per year. Growth within the area due to increased availability of wastewater-treatment facilities could degrade surface water quality, displace wetland and floodplain areas, place stress on the social infrastructure, and displace 3,950 to 5,213 acres of farmland. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and a previous final environmental impact statement, see 81-0146D, Volume 5, Number 2, and 81-0823F, Volume 5, Number 10, respectively. JF - EPA number: 850156, 539 pages, April 17, 1985 PY - 1985 KW - Wastes KW - Bridges KW - Estuaries KW - Farmlands KW - Fisheries KW - Floodplains KW - Pipelines KW - Pumping Plants KW - Rivers KW - Roads KW - Section 404(b) Statements KW - Sewers KW - Sludge Disposal KW - Waste Management KW - Wastewater KW - Water Quality KW - Water Quality Standards Violations KW - Wetlands KW - Duwamish River KW - Green River KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 201 Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+CONSTRUCTION+BRIDGES+ACROSS+THE+DUWAMISH+RIVER%2C+MILE+10.4%2C+AT+TUKWILA%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=PROPOSED+CONSTRUCTION+BRIDGES+ACROSS+THE+DUWAMISH+RIVER%2C+MILE+10.4%2C+AT+TUKWILA%2C+KING+COUNTY%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: April 17, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - F.M. HIGHWAY 734 (PARMER LANE) EXTENSION FROM F.M. HIGHWAY 1325 NORTHWEST TO R.M. HIGHWAY 620, CITY OF AUSTIN, TRAVIS AND WILLIAMSON COUNTIES, TEXAS. AN - 36392978; 219 AB - PURPOSE: Construction of a 5.1-mile extension of Farm-to-Market (F.M.) 734 (Parmer Lane) in the city of Austin in Travis and Williamson counties, Texas is proposed. The project would extend northwestward from F.M. 1325 in Travis County to Highway 620 in Williamson County. The preferred project design would provide for a six-lane, divided arterial highway with an urban or rural cross-section. Interchanges would be provided at F.M. 1325 and Highway 620. The interchange at F.M. 1325 would include a grade separation at the Southern Pacific Railroad tracks. Another grade separation would be provided at the Missouri Pacific Railroad tracks. All other access to the highway would be provided via at-grade intersections. Bridges would carry the extension across Lake and Walnut creeks. The project would lie within a right-of-way 200 feet wide. Cost of the project is estimated at $19.3 million for the rural cross-section and $20.7 million for the urban cross-section. The rural cross-section would feature a depressed grass median, whereas the urban cross-section would feature a raised median, curbs and gutters, and a storm sewer. POSITIVE IMPACTS: Extension of the highway would greatly enhance access to existing residential subdivisions northwest of Austin and would provide a viable alternate route between F.M. 1325 and Highway 620 for travelers usually using U.S. 183, easing congestion on the latter facility. NEGATIVE IMPACTS: Acquisition of 140 acres of rights-of-way would result in displacement of one residence and one business and loss of 105 acres of wildlife habitat and 22 acres of prime farmland. Availability of the highway would increase the rate at which open and natural land in the area would be developed for residential purposes. The highway would traverse a floodway and encroach on 100-year floodplain land. Unless noise abatement structures were emplaced, noise levels in the vicinity of three sites would exceed Federal Highway Administration standards. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0088D, Volume 8, Number 2. JF - EPA number: 850154, 133 pages and maps, April 16, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-83-02-F KW - Bridges KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Texas KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36392978?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F.M.+HIGHWAY+734+%28PARMER+LANE%29+EXTENSION+FROM+F.M.+HIGHWAY+1325+NORTHWEST+TO+R.M.+HIGHWAY+620%2C+CITY+OF+AUSTIN%2C+TRAVIS+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=F.M.+HIGHWAY+734+%28PARMER+LANE%29+EXTENSION+FROM+F.M.+HIGHWAY+1325+NORTHWEST+TO+R.M.+HIGHWAY+620%2C+CITY+OF+AUSTIN%2C+TRAVIS+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 16, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED NEW FREMONT GENERAL AVIATION RELIEVER AIRPORT AND ALTERNATIVE INDUSTRIAL DEVELOPMENT, CALIFORNIA. AN - 36392918; 196 AB - PURPOSE: Development of either a general aviation reliever airport or an industrial park is proposed for the Fremont Industrial Development Area, located in Fremont, Alameda County, California. The airport project would include development of parallel 3,500-foot and 3,000-foot runways, associated aprons, hangars and other fixed based operations, and 28 acres of airport-related industrial uses. Under the industrial park alternative, 256 acres of light-industrial/high-technology development would be established on 45 lots, most approximately 500 feet deep. POSITIVE IMPACTS: The general aviation reliever airport would be a community facility and would meet community business and recreational needs, easing future stresses of Moffett Field and the existing Fremont Airport. The industrial park alternative would create short-term construction employment, long-term onsite employment, and secondary local employment. NEGATIVE IMPACTS: The project area could experience ground shaking due to an earthquake during the design life of either alternative. Both alternatives would result in the significant loss of farmlands, wetlands, and terrestrial wildlife habitat. Airport operations would disrupt ongoing activities in the San Francisco Bay National Wildlife Refuge, and the potential for bird strikes would exist. Both projects would increase surface water runoff, noise levels, and traffic volumes. Aesthetic qualities of the area would be degraded. Archaeological sites could be disturbed. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Executive Order 11988, Executive Order 11990, and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 850153, 277 pages, April 15, 1985 PY - 1985 KW - Air Transportation KW - Agency number: EIR 83-58 KW - Airports KW - Archaeological Sites KW - Birds KW - Buildings KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Industrial Parks KW - Noise KW - Preserves KW - Seismic Surveys KW - Site Planning KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Endangered Species Act of 1973, as amended, Animals KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - National Historic Preservation Act of 1966, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392918?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+NEW+FREMONT+GENERAL+AVIATION+RELIEVER+AIRPORT+AND+ALTERNATIVE+INDUSTRIAL+DEVELOPMENT%2C+CALIFORNIA.&rft.title=PROPOSED+NEW+FREMONT+GENERAL+AVIATION+RELIEVER+AIRPORT+AND+ALTERNATIVE+INDUSTRIAL+DEVELOPMENT%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: April 15, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH SLOUGH (CHARLESTON) BRIDGE, CAPE ARAGO HIGHWAY, COOS COUNTY, OREGON. AN - 36393382; 217 AB - PURPOSE: Replacement of the 0.6-mile deteriorating, wooden, swing-span South Slough Bridge, Highway 240, Cape Arago Highway in Coos County, Oregon is proposed. The present bridge provides the primary access to Charleston and is the most frequently opened bridge span in the state. The preferred alternative would be located immediately north of and parallel to the existing bridge. This alignment would take the greatest advantage of existing roadway alignments on either end of the bridge but would limit boat access to the area south of the bridge during the six-week construction period. The low-bridge structure would have a single-leafed bascule opening span and a vertical clearance of 20+ feet at mean high water. The bascule opening would provide 80 feet of horizontal clearance and unlimited vertical clearance in the open position. Intersection configurations would remain largely the same. Project construction would take two years to complete and would cost $6.7 million. POSITIVE IMPACTS: The new bridge would improve traffic operations and would require less maintenance. Safe and economical transportation to Charleston and several state and county parks would be provided. Bicycle access would be improved. Bridge construction could have a significant beneficial impact on the local economy. NEGATIVE IMPACTS: Required rights-of-way would displace four mobile home spaces. The public fishing dock would be displaced; however, the dock would be rebuilt at the location of the existing bridge, under and/or in conjunction with the new structure. The open-span design would perpetuate existing traffic congestion. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0398D, Volume 8, Number 8. JF - EPA number: 850138, 2 volumes, April 5, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-03-F KW - Bridges KW - Central Business Districts KW - Highway Structures KW - Motor Vehicles KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Ships KW - Traffic Control KW - Trails KW - Transportation KW - Waterways KW - Oregon KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation 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/36393382?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+SLOUGH+%28CHARLESTON%29+BRIDGE%2C+CAPE+ARAGO+HIGHWAY%2C+COOS+COUNTY%2C+OREGON.&rft.title=SOUTH+SLOUGH+%28CHARLESTON%29+BRIDGE%2C+CAPE+ARAGO+HIGHWAY%2C+COOS+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 - Final. Preparation date: April 5, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WATERSHED PLAN FOR FLOOD PREVENTION AND DRAINAGE, BAYOU MALLET WATERSHED, ACADIA, EVANGELINE, AND SAINT LANDRY PARISHES, LOUISIANA. AN - 36392867; 191 AB - PURPOSE: The implementation of a flood control project for the 108,000-acre Bayou Mallet watershed, located in Acadia, Evangeline, and Saint Landry parishes, Louisiana, is proposed. The planned works of improvement would consist of land treatment on 12,000 acres of agricultural land, channel work with appurtenant structures, and structures for water control. Land treatment would involve installation of pipedrops for water control and of mains, laterals, and field ditches for surface drainage. The channel work would involve enlargement of 59 miles of existing channels, clearing of 19 miles of existing channels, excavation of two miles of new channels, and future maintenance on 43 miles of existing adequate channels. Four weirs would be installed in the excavated portion of channel M-5, and eight weirs would be installed in channels M-5, L5AA, and L-5L. Total cost of the project is estimated at $7.9 million. The benefit-cost ratios for farmlands and for urban areas are 1.6 and 1.0, respectively. POSITIVE IMPACTS: The combination of land treatment and structural measures would increase farming efficiency because of higher quality crops, increased yields, and decreased costs of production. Increased net returns from crop and pasture production are estimated at $1.7 million annually. Urban flood damages would be reduced in the city of Eunice. NEGATIVE IMPACTS: The uneven bottom of Bayou Mallet would be transformed into a smooth-bottomed channel, altering the species composition of bottom-dwelling organisms. Excavation and clearing of the bayou would disturb the habitat of the American alligator. Wildlife habitat would be altered. Specifically, 37 acres of bottomland hardwoods, 5 acres of woody channel banks, and 13 acres of open land would be converted to project channels. Another 103 acres of bottomland hardwoods would be cleared for berm and debris disposal. Approximately 148 acres of wooded channel banks would be converted to open land. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Watershed Protection and Flood Prevention Act of 1954, as amended (16 U.S.C. 1001 et seq.). JF - EPA number: 850135, 146 pages, April 3, 1985 PY - 1985 KW - Water KW - Agency number: USDA-SCS-EIS-WS-(ADM)-85-1-(D)-(LA) KW - Alligators KW - Channels KW - Disposal KW - Drainage KW - Endangered Species (Animals) KW - Farmlands KW - Fisheries KW - Flood Protection KW - Forests KW - Marine Systems KW - Rivers KW - Section 404(b) Statements KW - Vegetation KW - Watersheds KW - Weirs KW - Wildlife Habitat KW - Bayou Mallet KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Watershed Protection and Flood Prevention Act of 1954, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WATERSHED+PLAN+FOR+FLOOD+PREVENTION+AND+DRAINAGE%2C+BAYOU+MALLET+WATERSHED%2C+ACADIA%2C+EVANGELINE%2C+AND+SAINT+LANDRY+PARISHES%2C+LOUISIANA.&rft.title=WATERSHED+PLAN+FOR+FLOOD+PREVENTION+AND+DRAINAGE%2C+BAYOU+MALLET+WATERSHED%2C+ACADIA%2C+EVANGELINE%2C+AND+SAINT+LANDRY+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Soil Conservation Service, Alexandria, Louisiana; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 3, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TALLADEGA SCENIC DRIVE, BULLS GAP TO PIEDMONT, TALLADEGA, CLAY, CLEBURNE, AND CALHOUN COUNTIES, ALABAMA--STATE PROJECT NUMBER FH-6800(1). AN - 36395703; 169 AB - PURPOSE: The construction of two segments of highway with an overall length of 50 miles in order to complete Talladega Scenic Drive in Alabama through the Talladega National Forest is proposed. This EIS was developed in response to a U.S. district court case filed against the project by the Alabama Conservancy et al. The project, which would traverse Talladega, Clay, Cleburne, and Calhoun counties, would connect Bulls Gap and Piedmont. The original plan for the drive called for a route along the crest of the mountains in the national forest. Approximately 20 miles of highway, extending along Horseblock Mountain from Cheaha State Park to U.S. 78, have been constructed. The two segments currently proposed for construction would extend from U.S. 78 to Piedmont and from Cheaha State Park to Bulls Gap. The facility would consist of two undivided lanes within a 200-foot-wide right-of-way; it would have a 35-mile-per-hour speed limit along most of its route. Cost of the project is estimated at $30.2 million. POSITIVE IMPACTS: Completion of the scenic drive would provide the public with a recreational route along the mountains through the national forest, improving access to and awareness of the recreational areas of the forest. Existence of the drive would generate demand for recreation-related goods and services, thereby boosting the area's economy. NEGATIVE IMPACTS: Approximately 92.7 acres of new rights-of-way would be developed for the project, resulting in loss of wildlife habitat and displacement of a small portion of Cheaha State Park. The facility would traverse three streams and the extreme headwaters of Hatchet and Three Mile creeks. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11017, and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0075D, Volume 8, Number 2. JF - EPA number: 850132, 222 pages, April 2, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-83-01-F KW - Creeks KW - Energy Consumption Assessments KW - Forests KW - Historic Sites Surveys KW - Noise Assessments KW - Parks KW - Recreation Facilities KW - Roads KW - Scenic Areas KW - Section 4(f) Statements KW - Vegetation KW - Water Quality Assessments KW - Alabama KW - Cheaha State Park KW - Talladega National Forest KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11017, Compliance KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TALLADEGA+SCENIC+DRIVE%2C+BULLS+GAP+TO+PIEDMONT%2C+TALLADEGA%2C+CLAY%2C+CLEBURNE%2C+AND+CALHOUN+COUNTIES%2C+ALABAMA--STATE+PROJECT+NUMBER+FH-6800%281%29.&rft.title=TALLADEGA+SCENIC+DRIVE%2C+BULLS+GAP+TO+PIEDMONT%2C+TALLADEGA%2C+CLAY%2C+CLEBURNE%2C+AND+CALHOUN+COUNTIES%2C+ALABAMA--STATE+PROJECT+NUMBER+FH-6800%281%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: April 2, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF STATE ROUTE 52 BETWEEN I-805 AND SANTO ROAD IN THE CITY OF SAN DIEGO, CALIFORNIA. AN - 36385426; 173 AB - PURPOSE: Construction of approximately 5.5 miles of freeway is proposed within an undeveloped section of the State Route (S.R.) 52 corridor between the route's terminus at Interstate 805 (I-805) and Santo Road in the city of San Diego, California. The preferred alternative would involve construction of a six-lane freeway section that would begin at the partially constructed I-805 interchange, swing southward and climb out of San Clemente Canyon, follow the southerly U.S. Miramar Naval Air Station boundary just north of the developed industrial area, and connect with Convoy Street, S.R. 163, Ruffin Road, and I-15 before terminating at Santo Road. Total cost of the project is estimated at $79.9 million. POSITIVE IMPACTS: The project would provide a needed east-west linkage within the primary north-south corridor serving the San Diego area. Through trips would be removed from existing local streets, allowing for improved local access and regional travel. More specifically, the new facility would reduce accident rates on Clairemont Mesa Boulevard and Balboa Avenue, reduce vehicle-miles traveled and travel times in the area, and improve area air quality. Out-of-direction travel would be reduced for residents of University City, Clairemont, Kearney Mesa, and Tierrasanta. Congestion at existing freeway ramps and street intersections would be reduced. NEGATIVE IMPACTS: Development of 366 acres of rights-of-way for freeway alternatives would result in encroachment on 15 acres of vernal pool surface; San Diego mesa mint and button celery plants inhabiting the pools would be destroyed. In addition, three acres of land containing 50 coast live oaks, six acres of land containing 60 western sycamores, and 55 endangered willowy monardella plants would be lost. An acre of freshwater marsh could be displaced, and 172 acres of wildlife habitat would be lost. One open-space canyon within the area would be developed for highway uses. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Executive Order 11990, and Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0354D, Volume 7, Number 7. JF - EPA number: 850131, 408 pages, April 2, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-04-F KW - Air Quality Assessments KW - Endangered Species (Plants) KW - Floodplains KW - Highway Structures KW - Highways KW - Impact Assessment Methodology KW - Industrial Districts KW - Noise Assessments KW - Open Space KW - Seismic Surveys KW - Socioeconomic Surveys KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Recreation Resources KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385426?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+STATE+ROUTE+52+BETWEEN+I-805+AND+SANTO+ROAD+IN+THE+CITY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=CONSTRUCTION+OF+STATE+ROUTE+52+BETWEEN+I-805+AND+SANTO+ROAD+IN+THE+CITY+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 - Final. Preparation date: April 2, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Fly ash in highway construction: Selected papers from seminars held in Sacramento, California, Atlanta, Georgia, St. Paul, Minnesota, Harrisburg, Pennsylvania. AN - 14531772; 1426788 AB - During the spring of 1985, the Federal Highway Administration, State highway agencies, and the American Coal Ash Association cosponsored a series of four seminars across the United States on the subject of Fly Ash in Highway Construction. These seminars were designed to facilitate information exchange among State highway agencies and other users of fly ash. The programs were formulated to emphasize its use in portland cement concrete in light of recent legislation in this area. The publication is a compilation of 18 papers selected from those presented at the seminars. JF - NTIS, SPRINGFIELD, VA (USA). 1985. Y1 - 1985/04// PY - 1985 DA - Apr 1985 PB - NTIS, SPRINGFIELD, VA (USA) KW - highway engineering KW - Health & Safety Science Abstracts KW - fly ash KW - legislation KW - construction KW - H SI1.5:STANDARDS, LAWS, REGULATIONS, AND POLICY KW - H ST2.5:STANDARDS, LAWS, REGULATIONS, AND POLICY UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14531772?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Health+%26+Safety+Science+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Fly+ash+in+highway+construction%3A+Selected+papers+from+seminars+held+in+Sacramento%2C+California%2C+Atlanta%2C+Georgia%2C+St.+Paul%2C+Minnesota%2C+Harrisburg%2C+Pennsylvania.&rft.title=Fly+ash+in+highway+construction%3A+Selected+papers+from+seminars+held+in+Sacramento%2C+California%2C+Atlanta%2C+Georgia%2C+St.+Paul%2C+Minnesota%2C+Harrisburg%2C+Pennsylvania.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - PB86-186097/GAR. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - Traffic Control Systems Handbook (revised April 1985). AN - 14474309; 1385308 AB - Within the broad spectrum of transportation systems management (TSM), traffic control systems play a key role in the efficient operation of urban streets and freeways. In the mid-1970s, FHWA published the original Traffic Control Systems Handbook as a compendium of available technology and practice. This revision retains much of th valuable material and basic scope of the original Handbook, but updates discussions of concepts and hardware to reflect current state of the art. Further, it is focused toward the more experienced signal and control systems designer and user, with discussions of actual experience and pitfalls. Topics addressed in the handbook include: Available systems technology; Control concepts-urban streets; Control concepts-freeways; Detectors; Local controllers; System masters; Communications; Driver information systems; Selection of a system; Design and implementation; System management. JF - NTIS, SPRINGFIELD, VA (USA). 1985. Y1 - 1985/04// PY - 1985 DA - Apr 1985 PB - NTIS, SPRINGFIELD, VA (USA) KW - books KW - traffic safety KW - Health & Safety Science Abstracts KW - control systems KW - H ST2.24:TRAFFIC SAFETY UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14474309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Health+%26+Safety+Science+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Traffic+Control+Systems+Handbook+%28revised+April+1985%29.&rft.title=Traffic+Control+Systems+Handbook+%28revised+April+1985%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - PB86-131760/GAR. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - IX-218-6 EXTENSION OF I-380 IN WATERLOO, BLACK HAWK COUNTY, IOWA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1978). AN - 36403393; 174 AB - PURPOSE: Construction is proposed of an alternate facility for the IX-218 segment of Interstate Highway 380 (I-380) from the junction of proposed Arterial 520 and U.S. Highway 218 to the junction of proposed Arterial 518 and U.S. 20 within the Waterloo and Cedar Falls metropolitan area. Under the proposed plan, I-380 would terminate at Mitchell Avenue. The IX-218 facility would continue from there to Hawthorne Avenue, where an at-grade intersection would be provided. From Hawthorne Avenue to near Ninth Street in Waterloo, one-way pairs would be constructed using existing U.S. 218 for southbound traffic and a new multilane roadway for northbound traffic. At-grade intersections would be provided at 18th, 14th, 11th, and 9th streets. The one-way pairs would continue northwesterly from Ninth Street to Mullan Avenue, intersecting all the cross streets. From near Sixth Street to West Park Avenue, an elevated, six-lane divided facility would be constructed to carry through traffic. From Mullan Avenue, a six-lane, at-grade, major arterial facility at ground level would be constructed on the approved I-380 alignment northwest to the end of the project at Hackett Road Interchange. Access to the new highway from Mullan Avenue west to the end of the project would be provided at U.S. 63, where the IX-218 alignment would be elevated and a full interchange provided. Diamond interchanges would be provided at Cleveland Street and at Ansborough Avenue. A grade separation would be provided at Rainbow Drive, or this street would be relocated along the Waterloo Railroad right-of-way. The total estimated cost is $77 million. POSITIVE IMPACTS: The revised IX-218 facility would make greater use of existing streets, significantly reducing rights-of-way requirements. Fewer residences and businesses would be displaced, and a historic railroad depot would not be removed. Smoother traffic flow would improve air quality within the project corridor, while noise impacts would differ only in location of affected properties rather than in degree of impacts when compared to the original I-380 facility. NEGATIVE IMPACTS: The project would displace 90 homes and 51 businesses. Railroad relocations would be minimized, leaving the railroad yards and shops in the vicinity of residential areas. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), 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.), National Historic Preservation Act of 1966 (16 U.S.C. 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 final environmental impact statement and the draft supplement to the final statement, see 79-0577F, Volume 3, Number 6, and 84-0288D, Volume 8, Number 6, respectively. JF - EPA number: 850125, 80 pages, March 29, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-77-03-FS-01 KW - Air Quality KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Railroads KW - Traffic Control KW - Transportation KW - Relocations-Property Acquisitions KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Aid Highway Act of 1968, 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/36403393?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IX-218-6+EXTENSION+OF+I-380+IN+WATERLOO%2C+BLACK+HAWK+COUNTY%2C+IOWA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1978%29.&rft.title=IX-218-6+EXTENSION+OF+I-380+IN+WATERLOO%2C+BLACK+HAWK+COUNTY%2C+IOWA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1978%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 29, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 27 FROM LANSING TO ITHACA, CLINTON AND GRATIOT COUNTIES, AND SAINT JOHNS BUSINESS ROUTE, CLINTON COUNTY, MICHIGAN. AN - 36384289; 178 AB - PURPOSE: The construction of 33.6 miles of four-lane freeway (US 27) extending from Interstate 69 (I-69) north of Lansing through portions of Clinton and Gratiot counties to Ithaca, Michigan is proposed. The rural freeway facility would have two 12-foot lanes in each direction, shoulders, a median, three interchanges, and a grade separation structure and would cross the Maple River on a bridge structure. Approximately 16 acres of private land would be purchased to mitigate the removal of land from the Maple River State Game area. POSITIVE IMPACTS: The freeway section would complete the US 27 freeway from the Michigan-Indiana state line to Sault Sainte Marie at the Canadian border. The movement of vacationers and commodities through the area would be accommodated with greater efficiency and ease. The facility would create opportunities for planned development and would improve the area's attractiveness for new types of economic growth. Completion of the facility would reduce vehicle operating costs, decrease accident rates and costs, improve emergency service responsiveness, and ease the movement of farm equipment through the use of an overpass. NEGATIVE IMPACTS: The rights-of-way requirements would remove 10.3 acres from the 310-acre Maple River State Game area. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the first final and draft supplemental EISs, see 77-0585D, Volume 1, Number 6, and 81-0894D, Volume 5, Number 11, respectively. JF - EPA number: 850128, 4 volumes, March 29, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-77-02-F KW - Bridges KW - Highway Structures KW - Highways KW - Land Acquisitions KW - Preserves KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Maple River State Game Area KW - Michigan KW - Department of Transportation Act of 1966, Refuges KW - Federal Aid Highway Act of 1968, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384289?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+27+FROM+LANSING+TO+ITHACA%2C+CLINTON+AND+GRATIOT+COUNTIES%2C+AND+SAINT+JOHNS+BUSINESS+ROUTE%2C+CLINTON+COUNTY%2C+MICHIGAN.&rft.title=US+27+FROM+LANSING+TO+ITHACA%2C+CLINTON+AND+GRATIOT+COUNTIES%2C+AND+SAINT+JOHNS+BUSINESS+ROUTE%2C+CLINTON+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 29, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 27 NICHOLASVILLE BYPASS, JESSAMINE COUNTY, KENTUCKY. AN - 36396575; 176 AB - PURPOSE: Construction of a 5.2-mile segment of four-lane highway is proposed to provide a bypass for U.S. 27 around Nicholasville in Jessamine County, Kentucky. The bypass would run as close to the western edge of town as possible without extensive disruption of developed areas. More specifically, the alignment would begin just north of Vineyard, proceed northwesterly to intersect with the proposed extension of Edgewood Drive, and continue in a northeastern direction to meet U.S. 27. The four-lane facility would feature 12-foot lanes, a 40-foot depressed median, and a 30-foot-wide clear zone with 12-foot shoulders. Access to the highway would be partially controlled. Estimated cost of the project is $16.2 million. POSITIVE IMPACTS: Existence of the bypass would provide additional highway capacity needed to meet future travel demands within the rapidly growing city of Nicholasville. Through and local traffic using U.S. 27 would be separated, easing long-distance travel and significantly reducing congestion within the city. NEGATIVE IMPACTS: Rights-of-way development would require relocation of three families and two businesses, and approximately 113 acres of prime farmland would be displaced. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0182D, Volume 8, Number 4. JF - EPA number: 850093, 287 pages, March 27, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-84-01-F KW - Farmlands KW - Geologic Assessments KW - Highways KW - Relocations-Property Acquisitions KW - Transportation KW - Kentucky KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36396575?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+27+NICHOLASVILLE+BYPASS%2C+JESSAMINE+COUNTY%2C+KENTUCKY.&rft.title=U.S.+27+NICHOLASVILLE+BYPASS%2C+JESSAMINE+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 27, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LESTER AVENUE I-205 INTERCHANGE, CLACKAMAS COUNTY, OREGON. AN - 36396604; 180 AB - PURPOSE: Construction of an Interstate 205 interchange is proposed at Lester Avenue, one mile south of Portland, in Clackamas County, Oregon. An overpass already exists at Lester Avenue, located midway between the existing Sunnyside and Foster Road interchanges. The project would involve widening the existing two-lane overpass to provide additional travel lanes and a left-turn refuge. Ramps would be constructed to make a full diamond interchange, and the ramps would be signalized where they terminate at Lester Avenue. A connection to Johnson Creek Boulevard would be constructed, and intersection improvements at Otty and Fuller roads and 82nd and 92nd avenues would be undertaken. Sidewalks and bicycle lanes would be provided on both sides of Lester Avenue between 82nd and 92nd avenues. Sidewalks also would be constructed on Fuller Road and on the west side of the new residential street connecting Lester Avenue to Battin Street. Total cost of the project is estimated at $6 million. POSITIVE IMPACTS: The project would improve freeway operations and safety by reducing congestion at the Sunnyside interchange and would provide the additional freeway access necessary to accommodate planned urbanization of the project area. NEGATIVE IMPACTS: Acquisition of 5.9 acres for rights-of-way would displace 18 residences, 2 businesses, and 19 trees. Traffic levels would increase on Lester Avenue, and federal noise standards would be exceeded. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850113, 83 pages, March 22, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-85-01-D KW - Emission Assessments KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Oregon KW - Federal Aid Highway Act of 1968, 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/36396604?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LESTER+AVENUE+I-205+INTERCHANGE%2C+CLACKAMAS+COUNTY%2C+OREGON.&rft.title=LESTER+AVENUE+I-205+INTERCHANGE%2C+CLACKAMAS+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: March 22, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARYLAND ROUTE 43 EXTENDED (WHITEMARSH BOULEVARD) FROM WEST OF U.S. ROUTE 1 TO INTERSTATE 95 AND U.S. ROUTE 1 (BELAIR ROAD) IMPROVEMENTS FROM INTERSTATE ROUTE 695 TO NORTH OF SILVER SPRING ROAD, BALTIMORE COUNTY, MARYLAND. AN - 36387390; 177 AB - PURPOSE: Provision of a western extension of existing Maryland Route (MD) 43 from Interstate 95 (I-95) to a connection with I-695 (Baltimore Beltway) and improvements to U.S. 1 (Belair Road) from I-695 to north of Silver Spring Road are proposed. The study area is located in the Perry Hall/White Marsh area, northeast of Baltimore, in southeast Baltimore County, Maryland; it is bound by Avondale Road to the west, I-95 to the east, I-695 to the south, and Joppa Road to the north. Eight alternatives were developed for MD 43; two alternatives were developed for U.S. 1. The preferred alternative for MD 43 would provide a six-lane, cubed, divided highway with a 30-foot median between existing MD 43 at Honeygo Boulevard and U.S. 1, transitioning to a four-lane divided highway with a 30-foot median from west of U.S. 1 to a partial connection with I-695 between Avondale Road and Putty Hill Avenue. This alignment passes beneath U.S. 1 between the Ridge Lumber Company and the Sunrise Trailer Park. Two access ramps would be constructed between U.S. 1 and MD 43. The two U.S. 1 alternatives would upgrade the road to either a six-lane divided highway with auxiliary turn lanes at major intersections or a seven-lane highway with a continuous center left-turn lane. No preferred alternative has been selected. Rights-of-way, relocation, and construction costs for the MD 43 project and U.S. 1 project are $6.3 million, $126,000, and $31.4 million, respectively, and for the U.S. 1 project, $5.0 million to $5.3 million, $327,000 to $335,000, and $7.8 million to $8.0 million, respectively. POSITIVE IMPACTS: Construction of the MD 43 extension and improvement of U.S. 1 would provide adequate access to an area designated for planned growth by Baltimore County and would relieve existing congestion problems along major routes in the area. Development would follow construction of the highway, providing local employment for residents of White Marsh, and raising the town's tax base. NEGATIVE IMPACTS: The MD 43 project would require displacement of two residences, one business, and 2.5 acres of agricultural land. Land acquisition would involve 7.3 acres of 100-year floodpain, 79.7 acres of woodland, and 19.9 acres of old field habitat. Five new stream crossings would be required, as well as realignment of approximately 1,940 feet of existing stream channel. U.S. 1 improvements would displace 19 to 20 residences, 4 to 6 businesses, and the Waldman House, which is a historic site eligible for inclusion on the National Register of Historic Places, and would require 0.5 acres of 100-year floodplain for fill slopes. One site, a residence, would experience noise levels exceeding federal standards. LEGAL MANDATES: 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0232D, Volume 8, Number 5. JF - EPA number: 850110, 220 pages, March 21, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-84-01-F KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wildlife Habitat KW - Maryland KW - Federal Aid Highway Act of 1968, 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/36387390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+43+EXTENDED+%28WHITEMARSH+BOULEVARD%29+FROM+WEST+OF+U.S.+ROUTE+1+TO+INTERSTATE+95+AND+U.S.+ROUTE+1+%28BELAIR+ROAD%29+IMPROVEMENTS+FROM+INTERSTATE+ROUTE+695+TO+NORTH+OF+SILVER+SPRING+ROAD%2C+BALTIMORE+COUNTY%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+43+EXTENDED+%28WHITEMARSH+BOULEVARD%29+FROM+WEST+OF+U.S.+ROUTE+1+TO+INTERSTATE+95+AND+U.S.+ROUTE+1+%28BELAIR+ROAD%29+IMPROVEMENTS+FROM+INTERSTATE+ROUTE+695+TO+NORTH+OF+SILVER+SPRING+ROAD%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 - Final. Preparation date: March 21, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLOOD PREVENTION, DRAINAGE, AND WATER QUALITY IMPROVEMENT FOR WEST FRANKLIN WATERSHED, FRANKLIN AND RICHLAND PARISHES, LOUISIANA. AN - 36403523; 187 AB - PURPOSE: Implementation of a watershed protection and flood prevention plan is proposed for the 244,700-acre West Franklin Watershed, located in Franklin and Richland parishes, Louisiana. Planned improvement works would include conservation land treatment on approximately 38,800 acres of cropland, 239 miles of project channel and appurtenances, and 4 weir structures for water control. The channel work would consist of clearing on 13 miles of existing channels and enlargement of 237 miles of existing channels by excavation. Three miles of new channels would be dug. Forty miles of existing channels are considered adequate, and 36 miles of these would require future maintenance. Conservation practices would include the planting of cover crops and reduced tillage on cotton acreage and no tillage on soybean acreage. On-farm drainage systems would be installed to utilize the project channels. A flexible fish management plan would be implemented for Turkey Creek Lake. Total cost of the project is estimated at $18.1 million, and the benefit-cost ratio is 2.1. POSITIVE IMPACTS: Channel work and land treatment measures would reduce the frequency, depth, and duration of overland flow and improve the surface drainage on approximately 156,800 acres of crop and pasture land. Erosion would be reduced by 34 percent to 880,000 tons annually, and sediment being delivered to the watershed boundary would be reduced to 106,000 tons annually. A reduction in the amounts of suspended soil particles and pesticides entering Turkey Creek Lake would allow gamefish populations to recover to acceptable levels, enhance sport fishing, and increase monetary benefits for the existing recreational facilities. NEGATIVE IMPACTS: Conversion of bottomland hardwoods, woody channel banks, and open land to project channels and spoil area would destroy wildlife habitat. Conversion of additional wooded areas to open land as a result of improved drainage would alter the wildlife species composition currently existing in the area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Watershed Protection and Flood Prevention Act of 1954, as amended (16 U.S.C. 1001 et seq.). JF - EPA number: 850105, 160 pages, March 20, 1985 PY - 1985 KW - Water KW - Agency number: USDA-SCS-EIS-WS-(ADM)-84-2-(D)-(LA) KW - Channels KW - Conservation KW - Cost Assessments KW - Drainage KW - Farmlands KW - Fisheries KW - Fisheries Management KW - Flood Protection KW - Lakes KW - Pesticides KW - Recreation Resources KW - Sediment Control KW - Visual Resources KW - Watersheds KW - Weirs KW - Wildlife KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Watershed Protection and Flood Prevention Act of 1954, as amended, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36403523?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLOOD+PREVENTION%2C+DRAINAGE%2C+AND+WATER+QUALITY+IMPROVEMENT+FOR+WEST+FRANKLIN+WATERSHED%2C+FRANKLIN+AND+RICHLAND+PARISHES%2C+LOUISIANA.&rft.title=FLOOD+PREVENTION%2C+DRAINAGE%2C+AND+WATER+QUALITY+IMPROVEMENT+FOR+WEST+FRANKLIN+WATERSHED%2C+FRANKLIN+AND+RICHLAND+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Soil Conservation Service, Alexandria, Louisiana; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 20, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FARM TO MARKET ROAD 317 LOOP AROUND THE CITY OF ATHENS, HENDERSON COUNTY, TEXAS. AN - 36392817; 181 AB - PURPOSE: Construction of a four-lane highway looping the city of Athens in Henderson County, Texas is proposed. The roadway would be designated an extension of Farm to Market Road (F.M.) 317. The 17-mile highway would begin at State Highway (S.H.) 31 near F.M. 317 northeast of the city, extend westward to U.S. 175, turn south and southeast to F.M. 59, turn east to S.H. 19 and northeast and north to a point near the intersection of S.H. 31 and F.M. 317. The highway would consist of two driving lanes in each direction, separated by a flush paved median that could be used for left-turn storage. Paved shoulders and side ditches would be constructed to provide for emergency parking and storm drainage. Overpasses and interchanges would be constructed at intersections with S.H. 19, U.S. 175, and S.H. 31. Grade separations would be constructed at crossings of the St. Louis/Southwestern Railway northeast and west of the city. In the future, grade separations could be constructed at the Southern Pacific Transportation Company's tracks northwest and east of the city. Estimated cost of the project is $34.3 million. POSITIVE IMPACTS: Using the loop, through traffic would be able to avoid local traffic in the central business district near the courthouse square. The loop would also provide increased access to developing agricultural, residential, commercial, and industrial areas surrounding the city. NEGATIVE IMPACTS: Development of 554 acres of rights-of-way would result in displacement of seven single-family residences, one mobile home, and one business. Land losses would include 77 acres of farmland, 12 acres of wetland, 167 acres of upland and 46 acres of bottomland habitat, and one acre of other land. Noise would be introduced into an otherwise quiet rural region, and noise levels in the vicinity of some sensitive receptors would exceed Federal Highway Administration standards. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0135D, Volume 8, Number 3. JF - EPA number: 850107, 117 pages, March 20, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-TEX-EIS-83-03-F KW - Central Business Districts KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36392817?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FARM+TO+MARKET+ROAD+317+LOOP+AROUND+THE+CITY+OF+ATHENS%2C+HENDERSON+COUNTY%2C+TEXAS.&rft.title=FARM+TO+MARKET+ROAD+317+LOOP+AROUND+THE+CITY+OF+ATHENS%2C+HENDERSON+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: March 20, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENT OF INTERSTATE HIGHWAY ROUTE 5 IN SHASTA COUNTY, FROM 1.6 MILES NORTH OF THE LAKEHEAD UNDERCROSSING TO 1.2 MILES NORTH OF SHOTGUN CREEK, CALIFORNIA. AN - 36385384; 171 AB - PURPOSE: Construction of 12.9 miles of freeway in Shasta County, California is proposed to close a gap in Interstate 5 (I-5). The project, which is located approximately 30 miles north of Redding, would extend from a point 1.6 miles north of Lakehead Undercrossing to a point 1.2 miles north of Shotgun Creek. The project would involve improvement or relocation of a segment of expressway. At-grade access would be eliminated, and controlled access would be provided via interchanges at Vollmers, La Moine, Baker Road, and Gibson. An overcrossing would be constructed to separate The Gables from the I-5 segment. Local access would be provided via frontage roads connecting interchanges and the overcrossing. A typical cross-section of the freeway would consist of four 12-foot travel lanes, 10-foot outside shoulders, 5-foot inside shoulders, and a 30-foot median. Design speed would be 60 miles per hour. Estimated total cost of the project is $74.1 million. POSITIVE IMPACTS: By closing the freeway gap, the project would complete I-5, significantly reducing the accident rate on the affected segment and enhancing travel on one of the most important transportation and communications corridors on the Pacific Coast. NEGATIVE IMPACTS: Rights-of-way requirements would displace three state-owned rental residences, and timberland and associated wildlife habitat within the Sacramento River floodplain would be lost due to encroachment on the floodplain. Plant species under consideration for designation as rare and endangered would be destroyed. Archaeological sites would be disturbed, and one historic site could be impacted; these sites could be eligible for inclusion in the National Register of Historic Places. Area aesthetics could be degraded, and one commercial establishment could suffer due to removal of traffic from its vicinity. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, 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.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0582D, Volume 7, Number 11. JF - EPA number: 850100, 267 pages, March 15, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA EIS-83-11-F KW - Archaeological Sites KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Section 4(f) Statements KW - Section 404(b) Statements KW - California KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36385384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENT+OF+INTERSTATE+HIGHWAY+ROUTE+5+IN+SHASTA+COUNTY%2C+FROM+1.6+MILES+NORTH+OF+THE+LAKEHEAD+UNDERCROSSING+TO+1.2+MILES+NORTH+OF+SHOTGUN+CREEK%2C+CALIFORNIA.&rft.title=IMPROVEMENT+OF+INTERSTATE+HIGHWAY+ROUTE+5+IN+SHASTA+COUNTY%2C+FROM+1.6+MILES+NORTH+OF+THE+LAKEHEAD+UNDERCROSSING+TO+1.2+MILES+NORTH+OF+SHOTGUN+CREEK%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: March 15, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REGULATIONS TO IMPLEMENT 46 USC 3705(C) AND 3706(D), FORMERLY SECTIONS 5(7) (E) AND (H) OF THE PORT AND TANKER SAFETY ACT OF 1978. AN - 36384357; 158 AB - PURPOSE: Amendment of certain pollution prevention regulations of the Code of Federal Regulations is proposed to alter Coast Guard requirements concerning ballast tanks in crude oil and product carriers. The amended regulations would be applicable to all U.S. vessels and all foreign vessels that enter navigable waters of the United States or transfer cargo at a port or place subject to U.S. jurisdiction. The new regulations would require that existing crude oil carriers of 20,000 to 40,000 dead-weight tons (DWT) have segregated ballast tanks or a crude oil washing system before January 2, 1986 or when they reach 15 years of age, whichever occurred later, and existing product carriers of 20,000 to 40,000 DWT have segregated ballast tanks or dedicated clean ballast tanks before January 2, 1986, or when they reach 15 years of age, whichever occurred later. An existing vessel is any self-propelled vessel for which the building contract was placed on or before June 1, 1979; for which the keel was laid on or before January 1, 1980; for which delivery was made on or before June 1, 1982; for which major conversion work was performed on or before June 1, 1979; or on which construction work was begun on or before January 1, 1980 or completed on or before June 1, 1982. POSITIVE IMPACTS: Implementation of the amended regulations would decrease the probability of major or incidental spills due to normal operational procedures. Alterations required by the regulations would increase the fuel efficiency of affected tankers. NEGATIVE IMPACTS: Adherence to the regulations would cost domestic tanker operators $4.2 billion to $6.1 billion and foreign operators up to $3.4 billion. Alteration of vehicles as prescribed by the regulations would, in some cases, reduce tanker capacity. LEGAL MANDATES: Port and Tanker Safety Act of 1978 (46 U.S.C. 3705(c)). PRIOR REFERENCES: For the abstract of the draft EIS, see 84-0065D, Volume 8, Number 2. JF - EPA number: 850104, 2 volumes, March 15, 1985 PY - 1985 KW - Water KW - Cost Assessments KW - Impact Assessment Methodology KW - Navigation KW - Petroleum KW - Regulations KW - Ships KW - Socioeconomic Assessments KW - Port and Tanker Safety Act of 1978, Regulations UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGULATIONS+TO+IMPLEMENT+46+USC+3705%28C%29+AND+3706%28D%29%2C+FORMERLY+SECTIONS+5%287%29+%28E%29+AND+%28H%29+OF+THE+PORT+AND+TANKER+SAFETY+ACT+OF+1978.&rft.title=REGULATIONS+TO+IMPLEMENT+46+USC+3705%28C%29+AND+3706%28D%29%2C+FORMERLY+SECTIONS+5%287%29+%28E%29+AND+%28H%29+OF+THE+PORT+AND+TANKER+SAFETY+ACT+OF+1978.&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: March 15, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT 81-U-0831-01-M-DP-3844 (001): SOUTHERN ARTERIAL FROM FORT RILEY BOULEVARD TO U.S. HIGHWAY 24, CITY OF MANHATTAN, KANSAS. AN - 36394921; 175 AB - PURPOSE: Construction of 2.05 miles of four-lane, undivided arterial highway, to be known as the Southern Arterial, is proposed in the city of Manhattan, Riley County, Kansas. The highway would extend along an abandoned railroad right-of-way from Fort Riley Boulevard (Kansas Route (K.R.) 18) to Tuttle Creek Boulevard (U.S. 24). More specifically, the highway would tie into Fort Riley Boulevard on the west at Delaware Street, follow the abandoned railroad right-of-way to Second Street, swing northward along the Kansas River levee east of the proposed downtown redevelopment project, and connect with Tuttle Creek Boulevard at Leavenworth Street. Left-turn lanes would complement the four-lane cross section wherever necessary. A connection with K.R. 177 would be incorporated into the project along Third Street. Cost of the project is estimated at $84.4 million. POSITIVE IMPACTS: Existence of the arterial would provide a necessary east/west route in the southern portion of urban Manhattan, serve a substantial portion of the urban area experiencing significant demographic and economic growth, eliminate circuitous routing of two state highways through the downtown business district, and divert truck traffic from congested local streets. NEGATIVE IMPACTS: Development of some small portions of rights-of-way outside the railroad right-of-way would require removal of 0.33 acres from Griffith Field, a recreational site. Relocation of utilities would be required, including those of Kansas Power and Light Company, Southwestern Bell Company, and Cable Television Service. Three residential structures and five businesses would be displaced, and a mobile home park would require relocation. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0181D, Volume 8, Number 4. JF - EPA number: 850098, 138 pages, March 13, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-84-01-F KW - Central Business Districts KW - Highways KW - Noise KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Kansas KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Aid Highway Act of 1968, 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/36394921?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+81-U-0831-01-M-DP-3844+%28001%29%3A+SOUTHERN+ARTERIAL+FROM+FORT+RILEY+BOULEVARD+TO+U.S.+HIGHWAY+24%2C+CITY+OF+MANHATTAN%2C+KANSAS.&rft.title=PROJECT+81-U-0831-01-M-DP-3844+%28001%29%3A+SOUTHERN+ARTERIAL+FROM+FORT+RILEY+BOULEVARD+TO+U.S.+HIGHWAY+24%2C+CITY+OF+MANHATTAN%2C+KANSAS.&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: March 13, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST MCMINNVILLE INTERCHANGE-AIRPORT ROAD, SALMON RIVER HIGHWAY, YAMHILL COUNTY, OREGON. AN - 36382059; 179 AB - PURPOSE: Widening of a 2.2-mile segment of the Salmon River Highway, Oregon Route (O.R.) 18, in Yamhill County, Oregon is proposed. The project would extend from the East McMinnville Interchange on the west to Airport Road on the east, along a section of O.R. 18 known locally as Three-Mile Lane. The existing two-lane facility would be widened to four lanes, with a continuous left-turn median and eight-foot shoulders striped for bicycles. The preferred alignment would widen the highway only on the south side. Between the western terminus and River Bend Road, from 100 to 250 feet of rights-of-way would be required for a south frontage road. A 10-foot slope easement would be required on the north side of this section. Along the south side of the segment between River Bend Road and the eastern terminus, 60 feet of rights-of-way would be required. The only right-of-way required on the north side of the project would be a 350-foot-long, 20-foot-wide strip at Kingwood Street. Cost of the project is estimated at $5.6 million, including $957,000 for rights-of-way and relocation costs. POSITIVE IMPACTS: The proposed project would accommodate daily traffic volumes estimated to increase from 10,400 vehicles in 1982 to 16,650 vehicles in the year 2000. Traffic congestion would decline and safety would be enhanced. Safe access for cyclists would be provided as a result of the striped shoulders. NEGATIVE IMPACTS: Approximately 20.1 acres would be required for the project, including 0.3 acres for easement areas, 3.4 residential acres, 10.7 agricultural acres, and 4.8 industrial acres. Nine residential units would be displaced, including one single-family residence and eight mobile home pads. A portion of one single-family residence would be removed. The project also would displace the Eagles Lodge, currently used as a storage area, and a heliport. One business would lose advertising space, and another would lose a small portion of its building and some parking spaces. LEGAL MANDATES: Department of Transportation Act of 1966 (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 environmental impact statement, see 84-0236D, Volume 8, Number 5. JF - EPA number: 850095, 2 volumes, March 11, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-02-F KW - Easements KW - Highways KW - Noise Standards Violations KW - Safety KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Oregon KW - Department of Transportation 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/36382059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+MCMINNVILLE+INTERCHANGE-AIRPORT+ROAD%2C+SALMON+RIVER+HIGHWAY%2C+YAMHILL+COUNTY%2C+OREGON.&rft.title=EAST+MCMINNVILLE+INTERCHANGE-AIRPORT+ROAD%2C+SALMON+RIVER+HIGHWAY%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 - Final. Preparation date: March 11, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH BELT FREEWAY, FROM I-440/I-40 INTERCHANGE TO U.S. 67/167 EAST OF NORTH LITTLE ROCK METROPOLITAN AREA, PULASKI COUNTY, ARKANSAS, JOB 60110, FAP:F-051-1(32). AN - 36396640; 170 AB - PURPOSE: Construction of 4.4 miles of freeway east of North Little Rock, Pulaski County, Arkansas is proposed as the first phase of a loop highway around the northern portion of metropolitan Little Rock. The six-lane interstate highway would begin at the I-40/I-440 interchange and proceed northward to intersect with State Highway (S.H.) 161 northeast of the Rixey community. The facility would continue northward to intersect with U.S. 67/167 between Jacksonville and Sherwood. U.S. 67/167 would be widened from four lanes to six lanes from this intersection northward approximately 1.4 miles to Jacksonville. Interchanges would be constructed at the existing I-40/I-440 interchange, at S.H. 161, and at U.S. 67/167. A grade separation would be provided at the Missouri Pacific Railroad near the northern end of the facility. The typical cross-section would consist of two 36-foot pavements flanked by 10-foot outside shoulders and separated by a 22-foot median. Construction costs are estimated at $28 million. POSITIVE IMPACTS: By increasing the accessibility of bridges crossing the Arkansas River, the facility would eliminate congestion at the I-30 crossing during peak traffic hours. Travel to the Little Rock Riverport and Airport from U.S. 67, which serves Jacksonville, would be eased. NEGATIVE IMPACTS: The project would displace one family and convert approximately 210 acres of prime farmland and 15 acres of wetlands to highway use. The freeway also would traverse a floodway. Federal noise standards would be violated at three receptors. LEGAL MANDATES: Executive Order 11988, Executive Order 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 environmental impact statement, see 84-0177D, Volume 8, Number 4. JF - EPA number: 850087, 220 pages, March 5, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-85-01-F KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Arkansas KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance 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/36396640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-03-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+BELT+FREEWAY%2C+FROM+I-440%2FI-40+INTERCHANGE+TO+U.S.+67%2F167+EAST+OF+NORTH+LITTLE+ROCK+METROPOLITAN+AREA%2C+PULASKI+COUNTY%2C+ARKANSAS%2C+JOB+60110%2C+FAP%3AF-051-1%2832%29.&rft.title=NORTH+BELT+FREEWAY%2C+FROM+I-440%2FI-40+INTERCHANGE+TO+U.S.+67%2F167+EAST+OF+NORTH+LITTLE+ROCK+METROPOLITAN+AREA%2C+PULASKI+COUNTY%2C+ARKANSAS%2C+JOB+60110%2C+FAP%3AF-051-1%2832%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 5, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENT OF US-31 FROM THE PROPOSED US-31 FREEWAY AT US-10 TO NORTH OF SCOTTVILLE, MASON COUNTY, MICHIGAN. AN - 36393097; 123 AB - PURPOSE: Improvement of US-31 from its intersection with US-10 east of Ludington to US-31 north of Scottville, Mason County, Michigan is proposed. Three structural alternatives are under consideration. The first alternative would involve construction of a 4.7-mile-long, 3.0-foot-wide paved shoulder from the future US-31 /US-10/31 interchange or intersection to the point of ending in Scottville and improvement of the existing US-31/US-10/31 intersection in downtown Scottville. In the second alternative, the existing facility would be upgraded, and a Scottville bypass would be constructed. Specifically, the project would involve widening existing US-10/31 to four or five lanes with curb and gutter from the future US-31/US-10/31 interchange or intersection, easterly to a point just west of the city limits. The bypass would be a two-lane undivided, free-access roadway within a 150-foot right-of-way width beginning 0.5 mile west of the west Scottville city limits and extending northeasterly, crossing Johnson Road, for 1.3 miles to a connection with existing US-31 approximately 0.5 mile north of the north Scottville city limits. The third alternative would consist of construction on new location of a two-lane roadway within a limited access right-of-way of sufficient width to accommodate a future four-lane divided freeway with grade separations and interchanges. The freeway would extend from the future US-31/US-10/31 interchange or intersection to just north of Fountain Road for two alternative alignments, or to just south of Victory Road for a third alignment. POSITIVE IMPACTS: Implementation of any of the alternatives would reduce traffic conflicts and capacity deficiencies within and around the city of Scottville. NEGATIVE IMPACTS: The project would displace between 4 and 17 residences and between 0 and 2 businesses. Alternative 2 would require 28 acres of farmlands, and the three alignments of alternative 3 would require between 127 and 194 acres of agricultural land. Both alternatives would destroy wetlands associated with the Lincoln River, vegetative cover, and wildlife habitat. The project would encroach on the floodplains of two rivers and several of their tributaries and would create a visual intrusion in agricultural areas. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850078, 174 pages, February 22, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MICH-EIS-84-02-D KW - Biologic Surveys KW - Emission Assessments KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Highways KW - Hydrologic Assessments KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Michigan KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, 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/36393097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENT+OF+US-31+FROM+THE+PROPOSED+US-31+FREEWAY+AT+US-10+TO+NORTH+OF+SCOTTVILLE%2C+MASON+COUNTY%2C+MICHIGAN.&rft.title=IMPROVEMENT+OF+US-31+FROM+THE+PROPOSED+US-31+FREEWAY+AT+US-10+TO+NORTH+OF+SCOTTVILLE%2C+MASON+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 22, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 264 NORTHWEST BYPASS BETWEEN U.S. 264 (RELOCATED) AND U.S. 13 - N.C. 11 AT S.R. 1590, GREENVILLE, PITT COUNTY, NORTH CAROLINA, STATE PROJECT NO. 6.221005 (R-1022). AN - 36385854; 126 AB - PURPOSE: Construction of 7.3 miles of four-lane divided highway to provide a bypass for U.S. 264 around the northwest side of Greenville in Pitt County, North Carolina is proposed. The Northwest Bypass would extend from the proposed section of relocated U.S. 264 near Secondary Road 1204 (S.R. 1204) to S.R. 1590 (Greenville Boulevard) at U.S. 13/North Carolina 11 (Memorial Drive). The highway would have full access control and an average right-of-way of 320 feet. The intersection with relocated U.S. 264 would require construction of a full directional interchange, and grade separations would maintain access control at S.R. 1202, S.R. 1401, and S.R. 1417. The project would require the realignment of S.R. 1202, construction of a crossing of the Tar River, closure of S.R. 1422, and construction of a grade separation structure at S.R. 1440. The project could be constructed in stages, beginning with a two-lane facility and enlarging the facility to four lanes when necessary. Estimated cost of the two-lane partially controlled access facility is $8.6 million; estimated cost of the four-lane divided highway with full access control is $17.7 million. POSITIVE IMPACTS: The four-lane facility would complete the northwest quadrant of the Greenville bypass, removing through traffic from local streets within the city and improving long distance travel. The project would provide an additional crossing of the Tar River and strengthen the state arterial system in eastern North Carolina. NEGATIVE IMPACTS: Acquisition and development of 285 acres of rights-of-way would require relocation of 14 families, 9 of whom are minority families. Farmland totaling 193 acres, including 43.8 acres of prime agricultural land, would be lost to highway development. The project would affect 46.9 acres of floodplain, including 21.9 acres of wetland. One to two receptors would experience noise levels in excess of Federal Highway Administration standards. LEGAL MANDATES: Executive Order 11988, Executive Order 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 environmental impact statement, see 81-0358D, Volume 5, Number 5. JF - EPA number: 850076, 188 pages, February 22, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-81-01-F KW - Archaeological Sites Surveys KW - Bridges KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Minorities KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - North Carolina KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance 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/36385854?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+264+NORTHWEST+BYPASS+BETWEEN+U.S.+264+%28RELOCATED%29+AND+U.S.+13+-+N.C.+11+AT+S.R.+1590%2C+GREENVILLE%2C+PITT+COUNTY%2C+NORTH+CAROLINA%2C+STATE+PROJECT+NO.+6.221005+%28R-1022%29.&rft.title=U.S.+264+NORTHWEST+BYPASS+BETWEEN+U.S.+264+%28RELOCATED%29+AND+U.S.+13+-+N.C.+11+AT+S.R.+1590%2C+GREENVILLE%2C+PITT+COUNTY%2C+NORTH+CAROLINA%2C+STATE+PROJECT+NO.+6.221005+%28R-1022%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: February 22, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TH 55 (HIAWATHA AVENUE) FROM 59TH STREET SOUTH TO FRANKLIN AVENUE, SP 2724-87 (TH 55) AND SP 2725-43 (TH 55), AND CSAH 62 (CROSSTOWN HIGHWAY) FROM TH 55 TO 46TH AVENUE SOUTH, SP 27-662-41 AND HENNEPIN COUNTY, PROJECT 8115, HENNEPIN COUNTY, MINNESOTA. AN - 36403689; 124 AB - PURPOSE: Implementation of roadway and transit improvements within the Hiawatha Avenue (Trunk Highway (TH) 55) corridor southeast of the central business district (CBD) of Minneapolis, Hennepin and Dakota counties, Minnesota is proposed. Roadway improvements would involve reconstruction of 5.3 miles of TH 55 between Franklin Avenue and East Fifty-ninth Street to create a four-lane, divided, at-grade roadway and reconstruction of 0.4 miles of the Crosstown Highway between Forty-sixth Avenue South and TH 55 to create a four-lane, divided, access-controlled roadway. Project transit improvements would be undertaken in south Minneapolis between Cedar Avenue and the Mississippi River, the Highland Park area of southwest St. Paul, the vicinity of the Minneapolis-St. Paul International Airport, the city of Bloomington east of Cedar Avenue, and northern parts of Eagan, Mendota, and Mendota Heights. Roadway improvement costs are estimated at $39.9 million and transit improvement costs at $138.0 million. POSITIVE IMPACTS: Improvements within the TH 55 corridor would alleviate current serious congestion and delay problems affecting traffic movement in the area southeast of the CBD. Increasing the traffic-carrying capacity of the corridor would allow use of TH 55 by a large number of vehicles that would otherwise be forced to take more circuitous routes. The accessibility of public transit facilities within the area would increase significantly. NEGATIVE IMPACTS: Implementation of the proposed design would require acquisition of six acres of land from Minnehaha Park. Because the proposed roadway would have at-grade intersections, traffic-generated noise within the corridor would exceed Federal Highway Administration standards at some sites. Development of new rights-of-way would require relocation of four residences. The historic R. F. Jones House would have to be moved to another site within Longfellow Gardens, and the historic Minnehaha Depot might have to be relocated as well. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 83-0204D, Volume 7, Number 4. JF - EPA number: 850074, 2 volumes, February 21, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-83-01-F KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, 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/36403689?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TH+55+%28HIAWATHA+AVENUE%29+FROM+59TH+STREET+SOUTH+TO+FRANKLIN+AVENUE%2C+SP+2724-87+%28TH+55%29+AND+SP+2725-43+%28TH+55%29%2C+AND+CSAH+62+%28CROSSTOWN+HIGHWAY%29+FROM+TH+55+TO+46TH+AVENUE+SOUTH%2C+SP+27-662-41+AND+HENNEPIN+COUNTY%2C+PROJECT+8115%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.title=TH+55+%28HIAWATHA+AVENUE%29+FROM+59TH+STREET+SOUTH+TO+FRANKLIN+AVENUE%2C+SP+2724-87+%28TH+55%29+AND+SP+2725-43+%28TH+55%29%2C+AND+CSAH+62+%28CROSSTOWN+HIGHWAY%29+FROM+TH+55+TO+46TH+AVENUE+SOUTH%2C+SP+27-662-41+AND+HENNEPIN+COUNTY%2C+PROJECT+8115%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, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 21, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT NO. M-7026(1), LAKESHORE DRIVE EXTENSION, GREEN SPRINGS HIGHWAY TO OXMOOR ROAD, JEFFERSON COUNTY, ALABAMA. AN - 36393646; 118 AB - PURPOSE: Construction of a 2.5-mile Lakeshore Drive Extension in Jefferson County, Alabama is proposed. The four-lane, divided arterial highway would extend from the intersection of Lake Shore Drive and Green Springs Highway (Alabama 149) southwest to the western terminus at Oxmoor Road (Jefferson County 95). An interchange could be constructed at Interstate 65 (I-65), and service roads would be constructed as needed to maintain access control. The estimated construction cost is $17.2 million. POSITIVE IMPACTS: As a significant element in the Birmingham/Jefferson County Regional Transportation Plan, the Lakeshore Drive Extension would play a contributing role in improving the highway transportation system in the region. the extension would improve traffic access to and from the study corridor west of I-65 significantly. With an interchange, the project would reduce the year 2000 projected traffic levels on Oxmoor Road. NEGATIVE IMPACTS: The project would require the relocation of 27 households containing approximately 80 persons. The extension would make access to several local residential streets more difficult and would increase traffic volumes significantly on Lakeshore Drive between Green Springs Highway and Cahaba Road. The project would encourage development of wooded land west of I-65. The extension would traverse the 100-year floodplain of an unnamed tributary of Shades Creek. Noise levels experienced by some receptors along the corridor would rise. The project could require rerouting of traffic on I-65 during the construction phase. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 81-0350D, Volume 5, Number 5. JF - EPA number: 850062, 183 pages, February 15, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-ALA-EIS-81-01-F KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Alabama KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36393646?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+NO.+M-7026%281%29%2C+LAKESHORE+DRIVE+EXTENSION%2C+GREEN+SPRINGS+HIGHWAY+TO+OXMOOR+ROAD%2C+JEFFERSON+COUNTY%2C+ALABAMA.&rft.title=PROJECT+NO.+M-7026%281%29%2C+LAKESHORE+DRIVE+EXTENSION%2C+GREEN+SPRINGS+HIGHWAY+TO+OXMOOR+ROAD%2C+JEFFERSON+COUNTY%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 15, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST URBAN CORRIDOR, SAN DIEGO REGION, CALIFORNIA. AN - 36392557; 119 AB - PURPOSE: Major transportation improvements are proposed for the 114-square-mile East Urban Corridor area of metropolitan San Diego, California. Six alternatives are under consideration. Each alternative would include the development of light rail transit (LRT) from Centre City to Euclid Avenue, with revenue service scheduled to begin in 1986. In the two transportation system management (TSM) alternatives, local, express, and peak period bus service would be expanded in the corridor and surrounding region. Express bus routes would terminate either at the Euclid Avenue LRT station or in Centre City. The two express bus alternatives would incorporate all of the physical components of the TSM alternatives and would add a contraflow bus service along State Route 94 during the morning and evening peak periods. These alternatives also would terminate either at the Euclid Avenue LRT station or in Centre City. The two LRT alternatives would extend light rail service from the Euclid Avenue station either to El Cajon or to Santee. Total capital costs of the improvements range from $83.4 million to $204.5 million. POSITIVE IMPACTS: Increased transit ridership would reduce automobile use slightly, with a subsequent decrease in peak period congestion. Travel-time savings would range from 45,200 annual hours for the Express Bus-Euclid alternative to 662,400 annual hours for the LRT-Santee alternative. NEGATIVE IMPACTS: The LRT alternatives would displace one residential unit and two or three businesses. All alternatives would increase station parking lot use, with possible spillover parking impacts occurring on surrounding streets. Expansion of the rail system could disrupt automobile circulation patterns in the cities of La Mesa and Lemon Grove. All alternatives would operate in areas inundated by the 100-year flood. LEGAL MANDATES: Executive Order 11988, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850065, 332 pages, February 14, 1985 PY - 1985 KW - Roads and Railroads KW - Cost Assessments KW - Floodplains KW - Motor Vehicles KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - California KW - Executive Order 11988, Compliance KW - Federal Aid Highway Act of 1968, 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/36392557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+URBAN+CORRIDOR%2C+SAN+DIEGO+REGION%2C+CALIFORNIA.&rft.title=EAST+URBAN+CORRIDOR%2C+SAN+DIEGO+REGION%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Urban Mass Transportation Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 14, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATED IOWA 58 AND U.S. 218 (FORMERLY 518) FROM RELOCATED U.S. 20 IN CEDAR FALLS TO IOWA 3 IN WAVERLY, BLACK HAWK, AND BREMER COUNTIES, IOWA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1977). AN - 36382240; 122 AB - PURPOSE: The improvement of approximately 20 miles of Iowa 58 (Hudson Road) and US 218 (Main Street) from relocated US 20 south of Cedar Falls north to Iowa 3 in Waverly, in Black Hawk and Bremer counties, Iowa, is proposed. The new facility would be a four-lane highway with 24-foot travel lanes, 10-foot shoulders, and a grass or concrete median. This draft supplement to the final EIS of November 1977 presents new alternatives developed after abandonment of the proposed metropolitan freeway system. Several alternative alignments are under consideration with varying rights-of-way widths and access designs. Final cost of the project would depend on the combination of alternatives chosen, but the maximum cost would not exceed $65 million. POSITIVE IMPACTS: The proposed arterial facility would improve transportation between Cedar Falls and Waverly and reduce traffic congestion on residential streets. NEGATIVE IMPACTS: The project would displace 52 to 122 residences, 10 to 21 businesses, and 2 to 4 farmsteads. Approximately 394 to 530 acres of land would be required for rights-of-way, of which 133 to 187 acres are classified as prime farmland. Construction would result in loss of vegetation and wildlife habitat and would include two crossings of the Cedar River. The project also would require land from three to five Section 4(f) properties, depending on the alternatives chosen. Noise levels and air pollution would increase within the project corridor. Downgrading of the project from a freeway to a major arterial highway would result in a lower level of service for through traffic and would increase traffic volumes on the existing system. LEGAL MANDATES: Department of Transportation Act of 1966 (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 final environmental impact statement, see 78-0271F, Volume 2, Number 3. JF - EPA number: 850059, 193 pages, February 12, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-72-04-DS-01 KW - Air Quality KW - Farmlands KW - Highways KW - Historic Sites KW - Noise Assessments KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation 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/36382240?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATED+IOWA+58+AND+U.S.+218+%28FORMERLY+518%29+FROM+RELOCATED+U.S.+20+IN+CEDAR+FALLS+TO+IOWA+3+IN+WAVERLY%2C+BLACK+HAWK%2C+AND+BREMER+COUNTIES%2C+IOWA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1977%29.&rft.title=RELOCATED+IOWA+58+AND+U.S.+218+%28FORMERLY+518%29+FROM+RELOCATED+U.S.+20+IN+CEDAR+FALLS+TO+IOWA+3+IN+WAVERLY%2C+BLACK+HAWK%2C+AND+BREMER+COUNTIES%2C+IOWA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1977%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: February 12, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 664, CITIES OF HAMPTON, NEWPORT NEWS, AND SUFFOLK, VIRGINIA, STATE PROJECT 0664-121-102, PE101; FEDERAL PROJECT I-664-7(1)232 (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1973). AN - 36393141; 127 AB - PURPOSE: Construction is proposed of a 13.9-mile Interstate 664 highway and bridge-tunnel crossing of Hampton Roads, Virginia. The limited-access, divided highway would begin at Interstate 64 in Hampton, follow the Newport News Connector Road alignment to Aberdeen Road, run parallel to Thirty-ninth Street and Terminal Avenue in Newport News, cross Hampton Roads by tunnel and trestle, and end at the proposed Western Freeway and U.S. 17 in Nansemond. The land segments of the highway would consist of six 12-foot wide lanes with paved shoulders on a 300-foot right-of-way. Median width would be a minimum of 40 feet on the north side of Hampton Roads and a minimum of 66 feet on the south side. The water-crossing segment of the facility would consist of four 12-foot lanes within a 92-foot right-of-way on trestles. Tunnel construction would be of the submerged tube-type in which the tube sections are placed in a dredged trench on the bay bottom below the shipping channel. The tunnel would have separate two-lane roadways, each having its own fresh-air and exhaust-air ducts and ventilation systems. It would originate on artificial islands built on either side of the Newport News Channel. POSITIVE IMPACTS: The proposed combination highway and bridge-tunnel would relieve the heavy traffic volumes forecasted to congest the existing crossings and overburden the local transportation networks by the mid-1980s. The project would generate population increases and expanded residential development, particularly on the south side of Hampton Roads. It also would serve the north side of the harbor as a stronger connecting link between downtown Newport News and parts of Hampton. NEGATIVE IMPACTS: The proposed highway would displace approximately 160 residential units, 30 commercial establishments, 40 industrial facilities, 3 churches, 1 radio tower, and 1 historical marker, and would require approximately 9.3 acres from the southeastern corner of Central Park-Bluebird Gap Farm. Noise levels would increase, some neighborhoods would be disrupted, and approximately 60.8 acres of subaqueous habitat for benthic organisms would be lost. LEGAL MANDATES: Department of Transportation Act of 1966 (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 supplement to the final environmental impact statement, see 84-0552D, Volume 8, Number 11. JF - EPA number: 850054FS-, 185 pages, February 8, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-72-09-FS KW - Bridges KW - Buildings KW - Dredging KW - Erosion Control KW - Farmlands KW - Harbors KW - Highway Structures KW - Highways KW - Historic Sites KW - Islands KW - Marine Systems KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Virginia 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/36393141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+664%2C+CITIES+OF+HAMPTON%2C+NEWPORT+NEWS%2C+AND+SUFFOLK%2C+VIRGINIA%2C+STATE+PROJECT+0664-121-102%2C+PE101%3B+FEDERAL+PROJECT+I-664-7%281%29232+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1973%29.&rft.title=ROUTE+664%2C+CITIES+OF+HAMPTON%2C+NEWPORT+NEWS%2C+AND+SUFFOLK%2C+VIRGINIA%2C+STATE+PROJECT+0664-121-102%2C+PE101%3B+FEDERAL+PROJECT+I-664-7%281%29232+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1973%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: February 8, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIANA PROJECT NO. M-H861(1), U.S. 12 BRIDGE REPLACEMENT OVER TRAIL CREEK, MICHIGAN CITY, LAPORTE COUNTY, INDIANA. AN - 36385816; 121 AB - PURPOSE: Replacement of the bridge carrying U.S. 12 over Trail Creek in Michigan City, LaPorte County, Indiana is proposed. Michigan City, which is located on the shores of Lake Michigan, is a major small craft port. The northeastern portion of the city is connected to the city's core by movable bridges across Trail Creek at Franklin Street and Second Street (U.S. 12), a nonfunctioning movable bridge at Sixth Street, and a fixed structure at E Street. The new bridge and its approaches would extend, within a maximum rights-of-way width of 200 feet, from Michigan and Spring streets to a point 945 feet east of Center Street, for an overall project length of 2,850 feet. The bridge would be a fixed four-lane structure consisting of two 24-foot pavements separated by a 4- to 16-foot median. The bridge would have a vertical navigation clearance of 40 feet and would span both the creek and the railroad side track running along its west bank. The structure would cross the creek at a point approximately 300 feet south of the existing structure. Estimated costs of construction, rights-of-way acquisition, and relocation of residents and businesses within the rights-of-way are estimated at $6.1 million, $1.9 million, and $300,750, respectively. POSITIVE IMPACTS: Replacement of a low-level movable bridge with a high-level fixed structure would alleviate existing conflicts between navigational and vehicular traffic at the crossing. As a result, traffic movement between the northwestern and other portions of the city would be enhanced, and use of the small craft port at Michigan City would be improved. NEGATIVE IMPACTS: Rights-of-way development covering 8.7 acres would result in relocation of 49 families and 8 businesses, removal of 60 trees in the stream channel, and possible isolation of an apartment building. The structure would mar the visual aesthetics of the immediate area. Traffic-generated noise within the project corridor would exceed Federal Highway Administration standards in the vicinity of 12 residences and 7 businesses. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 82-0822D, Volume 6, Number 12. JF - EPA number: 850053, 2 volumes, February 8, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-81-08-F KW - Bridges KW - Buildings KW - Channels KW - Navigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Control KW - Transportation KW - Indiana KW - Federal Aid Highway Act of 1968, Compliance KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385816?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIANA+PROJECT+NO.+M-H861%281%29%2C+U.S.+12+BRIDGE+REPLACEMENT+OVER+TRAIL+CREEK%2C+MICHIGAN+CITY%2C+LAPORTE+COUNTY%2C+INDIANA.&rft.title=INDIANA+PROJECT+NO.+M-H861%281%29%2C+U.S.+12+BRIDGE+REPLACEMENT+OVER+TRAIL+CREEK%2C+MICHIGAN+CITY%2C+LAPORTE+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 - Final. Preparation date: February 8, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PACIFIC COAST HIGHWAY IMPROVEMENT PROJECT: PROPOSED IMPROVEMENT OF TRAFFIC FLOW ALONG PACIFIC COAST HIGHWAY (ROUTE 1) FROM MACARTHUR BOULEVARD (ROUTE 73) TO NEWPORT BOULEVARD (ROUTE 55), CITY OF NEWPORT BEACH, ORANGE COUNTY, CALIFORNIA. AN - 36382025; 120 AB - PURPOSE: Improvement of a 3.6-mile segment of the Pacific Coast Highway (State Route (SR) 1) from MacArthur Boulevard (SR 73) to Newport Boulevard (SR 55) within the city of Newport Beach, Orange County, California is proposed. The project area lies approximately 24 miles southeast of the Los Angeles/Long Beach Harbor complex. The preferred alternative would involve widening of the existing roadway to its ultimate planned width within the 112-foot right-of-way between Dover Drive and Newport Boulevard and more extensive widening of the existing roadway between MacArthur Boulevard and Bayside Drive. A typical roadway cross-section under alternative 1 would feature 12-foot travel lanes, 10-foot emergency parking/bicycle lanes, 10-foot left-turn lanes, 5-foot minimum bicycle lanes, and 8-foot parking lanes. Estimated construction, rights-of-way, and relocation costs range from $7.6 million to $8.1 million. POSITIVE IMPACTS: The project would increase travel speeds and roadway capacity and reduce accidents. NEGATIVE IMPACTS: Widening the existing roadway would involve development of a 12-foot strip of new right-of-way along the northern side of the highway from Dover drive to Newport Boulevard, removing developed land from alternative uses and requiring relocation of 21 mobile homes. The project would not reduce congestion to the extent necessary for optimal operation of the highway. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0198D, Volume 7, Number 4. JF - EPA number: 850045, 2 volumes, January 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-01-F KW - Air Quality Assessments KW - Biologic Surveys KW - Cost Assessments KW - Energy Consumption Assessments KW - Geologic Surveys KW - Highways KW - Mobile Homes KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36382025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PACIFIC+COAST+HIGHWAY+IMPROVEMENT+PROJECT%3A+PROPOSED+IMPROVEMENT+OF+TRAFFIC+FLOW+ALONG+PACIFIC+COAST+HIGHWAY+%28ROUTE+1%29+FROM+MACARTHUR+BOULEVARD+%28ROUTE+73%29+TO+NEWPORT+BOULEVARD+%28ROUTE+55%29%2C+CITY+OF+NEWPORT+BEACH%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=PACIFIC+COAST+HIGHWAY+IMPROVEMENT+PROJECT%3A+PROPOSED+IMPROVEMENT+OF+TRAFFIC+FLOW+ALONG+PACIFIC+COAST+HIGHWAY+%28ROUTE+1%29+FROM+MACARTHUR+BOULEVARD+%28ROUTE+73%29+TO+NEWPORT+BOULEVARD+%28ROUTE+55%29%2C+CITY+OF+NEWPORT+BEACH%2C+ORANGE+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: January 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 280 FROM MILLS RIVER TO INTERSTATE 26 NEAR THE ASHEVILLE AIRPORT, HENDERSON-BUNCOMBE COUNTIES, NORTH CAROLINA, STATE PROJECT NO. 8.1950201, R-401, FEDERAL-AID PROJECT S-4970(2). AN - 36395394; 125 AB - PURPOSE: Construction of 4.1 miles of highway from the intersection of North Carolina (NC) 280 and NC 191 to Interstate 26 (I-26) in Henderson and Buncombe counties, North Carolina is proposed. The preferred alignment would begin just north of the intersection of NC 280 and NC 191 at Mills River and follows the existing alignments across the floodplain to State Route (SR) 1345. North of SR 1345 the road would shift to new alignment and would intersect SR 1351, SR 1354, and SR 3526. The road then would connect with I-26, with a new interchange constructed on the site of the existing rest area. A short connecting highway to SR 3539 would also be constructed. The section of the new facility utilizing the existing alignment would be widened from 22 feet to 60 feet with 8-foot usable shoulder widths. This would provide for a five-lane cross-section, with the center lane used for turning traffic. The remainder of the highway would consist of a 24-foot pavement with 8-foot shoulders on adequate rights-of-way for a future four-lane divided highway with a 30-foot grass median. New bridges would be built over the Mills River and the French Broad River. Highway construction costs are estimated at $6.1 million and rights-of-way acquisition costs at $2.0 million. POSITIVE IMPACTS: The new highway segment would reduce travel distance and time to reach I-26, improving access to the Asheville Airport and other sites reached via I-26. Traffic conditions on existing NC 280 and NC 191 would be improved. NEGATIVE IMPACTS: The project would require the taking of 14 acres of prime farmland and the relocation of eight residences and one seasonally operated fruit stand. Noise levels would exceed federal standards at two residences and one business. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850042, 167 pages, January 28, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-84-02-D KW - Bridges KW - Cost Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+280+FROM+MILLS+RIVER+TO+INTERSTATE+26+NEAR+THE+ASHEVILLE+AIRPORT%2C+HENDERSON-BUNCOMBE+COUNTIES%2C+NORTH+CAROLINA%2C+STATE+PROJECT+NO.+8.1950201%2C+R-401%2C+FEDERAL-AID+PROJECT+S-4970%282%29.&rft.title=NC+280+FROM+MILLS+RIVER+TO+INTERSTATE+26+NEAR+THE+ASHEVILLE+AIRPORT%2C+HENDERSON-BUNCOMBE+COUNTIES%2C+NORTH+CAROLINA%2C+STATE+PROJECT+NO.+8.1950201%2C+R-401%2C+FEDERAL-AID+PROJECT+S-4970%282%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: January 28, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT F-FG-370-7(102), N-370 FROM JUNCTION OF N-85 EAST TO U.S. 73 /75, SARPY COUNTY, NEBRASKA. AN - 36395565; 88 AB - PURPOSE: Construction of approximately seven miles of highway on or along Nebraska 370 (N-370) between the cities of Papillion and Bellevue, Sarpy County, Nebraska is proposed. The improvements would begin south of Papillion at a point on N-370 approximately one-half mile west of the intersection of N-370 and N-85 and would extend easterly along N-370 to a point immediately west of the Burlington Northern and Missouri Pacific railroad crossing just west of the interchange of N-370 and U.S. 73/75 in Bellevue. The project centerline would follow the existing roadway except at Sta. 495, where the eastbound lane would coincide with the existing roadway. From Papio Creek to the railroad viaduct, the alignment would shift so that the westbound lane would coincide with the existing roadway. Most of the existing pavement between Sta. 540 and Sta. 618 would be used in place. Three existing bridges would be widened. The new facility would be a four-lane divided highway with a 36-foot-wide depressed turf median. The outer shoulders would be 10-feet wide, 8 feet of which would be surfaced. The inner shoulders would be six-feet wide, four feet of which would be surfaced. Estimated project cost is $9.9 million, with construction scheduled for 1987. POSITIVE IMPACTS: The project would constitute one of a series of projects initiated to upgrade N-370 to a four-lane facility from Mission Avenue in Bellevue to Interstate 80. The improved roadway would provide safer travel for motorists and would complement police, fire, and ambulance services. NEGATIVE IMPACTS: Approximately 22 acres of rights-of-way would be required to incorporate the additional roadway widths, necessitating the removal of 450 trees, the relocation of entrances to some businesses and private and public properties, and the adjustment of utility lines. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 78-0734D, Volume 2, Number 7. JF - EPA number: 850040, 92 pages, January 25, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-Neb-EIS-78-03-F KW - Air Quality Assessments KW - Bridges KW - Energy Consumption Assessments KW - Highways KW - Land Acquisitions KW - Noise Assessments KW - Transportation KW - Nebraska KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395565?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+F-FG-370-7%28102%29%2C+N-370+FROM+JUNCTION+OF+N-85+EAST+TO+U.S.+73+%2F75%2C+SARPY+COUNTY%2C+NEBRASKA.&rft.title=PROJECT+F-FG-370-7%28102%29%2C+N-370+FROM+JUNCTION+OF+N-85+EAST+TO+U.S.+73+%2F75%2C+SARPY+COUNTY%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 25, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROJECT M 8103(4), WIDENING OF RESERVE STREET--U.S. 93 TO SOUTH THIRD STREET, MISSOULA, MONTANA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1984). AN - 36388685; 87 AB - PURPOSE: The widening of Reserve Street, a major north-south artery on the west side of Missoula, Montana, is proposed. This supplement to the draft EIS of June 1984 addresses the taking of 4(f) property from the Fort Missoula historic district for project rights-of-way. The preferred alternative would involve relocation of the stone pillars and sign marking the entrance to Fort Missoula to a site outside of the rights-of-way required for the Reserve Street widening. The portion widened will be the section from South Third Street to U.S. 93, a distance of 2.1 miles. A four-lane, 74-foot-wide roadway would be built that would consist of four 12-foot driving lanes, a 14-foot painted median, and two 6-foot shoulders. Curbs and gutters with storm drainage facilities would be provided over the length of the project. Five-foot-long sidewalks would parallel the roadway, with the exception of the area adjacent to Larchmont Municipal Golf Course, to accommodate pedestrians and bicyclists. School crosswalk facilities near C. S. Porter School would continue to be provided. No parking would be allowed along Reserve Street. Rights-of-way parcels would be acquired on the west side of Reserve Street. Intersection modifications at Brooks Street, South Avenue, and South Third Street would require the acquisition of minor amounts of additional rights-of-way on the approaches to Reserve Street. Estimated construction cost is $5.25 million. POSITIVE IMPACTS: The widening of Reserve Street would provide a serviceable arterial route to connect U.S. 93 to Interstate 90 on the west side of Missoula. Traffic congestion and accidents would be reduced. Facilities for pedestrians and bicyclists would be provided where none now exist. Relocation of the Fort Missoula entrance would not alter substantially the historic qualities of this property. NEGATIVE IMPACTS: Construction of the roadway would require a 0.69-acre right-of-way from the playground of C. S. Porter School. Loss would be mitigated by replacement with an adjacent one-acre parcel. Relocation of 24 households along Reserve Street would change established neighborhoods. Vegetation would be lost along the additional rights-of-way, with an adverse effect to visual quality. Noise level would increase slightly inside residential units along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966 (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 environmental impact statement, see 84-0395D, Volume 8, Number 8. JF - EPA number: 850031, 29 pages, January 18, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-84-01-S KW - Cultural Resources KW - Highways KW - Historic Sites KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Montana 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/36388685?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROJECT+M+8103%284%29%2C+WIDENING+OF+RESERVE+STREET--U.S.+93+TO+SOUTH+THIRD+STREET%2C+MISSOULA%2C+MONTANA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1984%29.&rft.title=PROJECT+M+8103%284%29%2C+WIDENING+OF+RESERVE+STREET--U.S.+93+TO+SOUTH+THIRD+STREET%2C+MISSOULA%2C+MONTANA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1984%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 - Draft. Preparation date: January 18, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KUEBLER BOULEVARD--CORDON ROAD (SOUTH COMMERCIAL STREET--NORTH SANTIAM HIGHWAY), MARION COUNTY, OREGON. AN - 36395886; 91 AB - PURPOSE: Construction is proposed of 4.5 miles of new roadway between South Commercial Street and North Santiam Highway in the southeast quadrant of Salem, Oregon. The road would be a four-lane facility from South Commercial Street to the Kuebler Boulevard interchange, and a two-lane facility from the interchange to Cordon Road. The typical cross-section of the four-lane segment would consist of four 12-foot travel lanes, an 8-foot median, 16-foot left turn lanes at intersections, 6-foot shoulder/bikeways, and 5.5-foot sidewalks. Landscaped berms would be five feet high generally, but would be raised to nine feet where noise barriers were required. The cross-section of the two-lane facility would be similar in construction, with rights-of-way provisions for later expansion to four lanes. Between the South Commercial Street-Boone Road western terminus of the project and the crossing of Mill Creek, four alternative alignments are being considered, based on impacts to residential areas and existing traffic patterns. From Aumsville Highway to North Santiam Highway, three alternative alignments are being considered for the connection with Cordon Road. All alternatives would involve interchanges with Interstate 5 and with North Santiam Highway, an overcrossing of the Southern Pacific Railroad mainline, construction of an overflow channel on Mill Creek, and a bridge crossing of Mill Creek. POSITIVE IMPACTS: The new road would provide access between south and east Salem by improving and joining Kuebler Boulevard and Cordon Road and by completing a major part of the beltline highway. Improved access to Interstate 5 would be created by the new interchange. The improved transportation infrastructure would support industrial development in the area. NEGATIVE IMPACTS: All alternatives would displace businesses and residences and divide neighborhoods, create noise increases in excess of federal standards at some locations, impact on one significant archaeological site and one endangered plant species, remove a strip of land from agricultural production, and remove 36 acres from a 2,046-acre wildlife refuge. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 850016, 301 pages, January 10, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-84-07-D KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Oregon 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 - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395886?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KUEBLER+BOULEVARD--CORDON+ROAD+%28SOUTH+COMMERCIAL+STREET--NORTH+SANTIAM+HIGHWAY%29%2C+MARION+COUNTY%2C+OREGON.&rft.title=KUEBLER+BOULEVARD--CORDON+ROAD+%28SOUTH+COMMERCIAL+STREET--NORTH+SANTIAM+HIGHWAY%29%2C+MARION+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: January 10, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOG/UNI-33-22.54/0.00: U.S. ROUTE 33 RELOCATION, LOGAN AND UNION COUNTIES, OHIO. AN - 36395604; 90 AB - PURPOSE: Construction of a four-lane, limited-access freeway on new alignment in Logan and Union counties, Ohio is proposed to effect a relocation of 17.0 miles of U.S. 33. The new highway would extend eastward from the intersection of County Road (C.R.) 28 and U.S. 33 in Logan County to the interchange of U.S. 33, U.S. 36, and State Route 4 (Marysville Bypass) in Union County. The new 15.4-mile alignment would generally parallel existing U.S. 33. The project would include four interchanges in addition to the interchange at the Marysville Bypass. More specifically, the interchanges would be located at C.R. 28, C.R. 152, Stokes Road, and Darby-Pottersburg Road. Estimated cost of the project, including rights-of-way-acquisition, is $73.9 million. POSITIVE IMPACTS: By improving a major northwest-southeast route across central Ohio, the project would ease access to areas northwest of Columbus. Access to Bellefontaine and Marysville, two of the area's urban centers, would be enhanced significantly. NEGATIVE IMPACTS: Development of 736 acres of rights-of-way would displace 100 acres of wooded area, 471 acres of prime farmland, and 7.7 acres of wetland. The project would require displacement of 20 residences and three businesses, and seven streams would be affected. Although noise standards would not be violated, several sites would experience traffic-generated noise at significantly higher levels. LEGAL MANDATES: Executive Order 11990, Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0132D, Volume 8, Number 3. JF - EPA number: 850017, 104 pages, January 10, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-84-01-F KW - Creeks KW - Farmlands KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Wetlands KW - Ohio KW - Executive Order 11990, Compliance KW - Federal Aid Highway Act of 1968, 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/36395604?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOG%2FUNI-33-22.54%2F0.00%3A+U.S.+ROUTE+33+RELOCATION%2C+LOGAN+AND+UNION+COUNTIES%2C+OHIO.&rft.title=LOG%2FUNI-33-22.54%2F0.00%3A+U.S.+ROUTE+33+RELOCATION%2C+LOGAN+AND+UNION+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 - Final. Preparation date: January 10, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST-WEST ARTERIAL IN SOUTHERN HOT SPRINGS IN THE CITY OF HOT SPRINGS, FROM U.S. 270 EAST, WEST TO U.S. 270 WEST, GARLAND COUNTY, ARKANSAS. AN - 36394811; 85 AB - PURPOSE: Construction is proposed of a nine-mile, four-lane urban arterial connecting U.S. 270 East and U.S. 270 West in the southern part of the town of Hot Springs, Garland County, Arkansas. The preferred corridor would begin in the vicinity of the intersection of U.S. 270 West and State Highway (S.H.) 88, cross Molly Creek, move due south to cross U.S. 70 West, and continue south to a point 350 feet west of the intersection of John Duncan Road and John Owen Road. The alignment then would turn eastward, following existing S.H. 88 to its crossing of Stokes Creek, turn southeast to a point 1,000 feet south of Lakeshore Drive, and turn eastward again to follow a section called Smith Road and Section Line Road to the intersection with Shady Grove Road. From here, alternatives would be considered for the final segment connecting to U.S. 270 East. Alternative 1 would continue the farthest, intersecting U.S. 270 East approximately 300 feet west of the intersection of Catherine Heights Road. Alternative 2 would intersect U.S. 270 East approximately 2,000 feet west of Alternative 1 at Lakeside School. Alternative 3 would parallel Carpenter Dam Road for 0.5 mile until intersecting U.S. 270 East. The new facility would be a four-lane divided arterial with a 20-foot raised median. The basic design would include 12-foot traffic lanes, 10-foot shoulders, and 12-foot turning lanes in the median. The total cross-section for the highway would be 88 feet on rights-of-way ranging from 130 feet to 200 feet. Access would be partially controlled, with interchanges at U.S. 270 West, U.S. 70 West, S.H. 7 South, S.H. 128 South, and U.S. 270 East. At-grade intersections would be provided at selected major streets. POSITIVE IMPACTS: By providing an east-west arterial in the southern portion of Hot Springs, the project would offer an efficient alternative to radial traffic for crosstown trips and would foster the orderly growth of an undeveloped area of the city. NEGATIVE IMPACTS: The project would displace 17 businesses and between 16 and 23 residences. Noise levels would exceed federal standards along the entire length of the project by the year 2000. Construction could disrupt business and commercial activity. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128 (a)). JF - EPA number: 850012, 225 pages, January 7, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-84-04-D KW - Air Quality Assessments KW - Biologic Surveys KW - Creeks KW - Highways KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Development KW - Arkansas KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394811?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST-WEST+ARTERIAL+IN+SOUTHERN+HOT+SPRINGS+IN+THE+CITY+OF+HOT+SPRINGS%2C+FROM+U.S.+270+EAST%2C+WEST+TO+U.S.+270+WEST%2C+GARLAND+COUNTY%2C+ARKANSAS.&rft.title=EAST-WEST+ARTERIAL+IN+SOUTHERN+HOT+SPRINGS+IN+THE+CITY+OF+HOT+SPRINGS%2C+FROM+U.S.+270+EAST%2C+WEST+TO+U.S.+270+WEST%2C+GARLAND+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 7, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OPERATION AND MAINTENANCE OF THE FEDERAL NAVIGATION FACILITIES AT SAULT STE. MARIE, MICHIGAN (SUPPLEMENTAL INFORMATION REPORT TO THE FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36385929; 97 AB - PURPOSE: The operation of the Soo Locks complex at Sault Ste. Marie, Michigan, is proposed. This supplemental information report to the October 1979 final supplement to the final EIS of November 1977 further considers operation and maintenance of the federal navigational and hydroelectric facilities at Sault Ste. Marie. The October 1979 supplement proposes extending operation of the navigation locks beyond the traditional closing date of December 15 to approximately January 8. This information report supports extension of operation as proposed in the October 1979 supplement, but confines its attention to the 1984-1985 winter navigation season. Specifically, this report recommends operation of the locks complex to no later than January 5, 1985, at 1600 hours. To provide for safe navigation during the winter extension period, authorities would provide a bubbler-flusher at the main dock of the Sugar Island Ferry and install an ice-boom system consisting of two ice stabilization islands. POSITIVE IMPACTS: Extension of the season would benefit the navigational economy by the facilitating navigational movement during the additional weeks of operation. NEGATIVE IMPACTS: Aquatic overwintering organisms would be subjected to repeated short-term disturbance, and cross-channel migration of terrestrial animals would be blocked for three weeks. Environmental studies completed in 1981 indicate that raptors and waterfowl would avoid the ship channel when shipping was in progress and that alterations of limnological conditions and fish distributions could occur due to changes in the ice cover. PRIOR REFERENCES: For the abstracts of the final environmental impact statement, the October 1979 final supplement to that statement, and subsequent final information reports to the supplement, see 77-0414D, Volume 1, Number 4; 78-0224F, Volume 2, Number 2; 79-1119D, Volume 3, Number 10; 80-0097F, Volume 4, Number 1; 81-0152F, Volume 5, Number 2; 82-0071F, Volume 6, Number 1; 84-0101F, Volume 8, Number 2; and 85-0044F, Volume 9, Number 1. JF - EPA number: 850007, 2 pages, January 4, 1985 PY - 1985 KW - Water KW - Fisheries KW - Harbor Structures KW - Electric Power KW - Navigation KW - Socioeconomic Assessments KW - Waterways KW - Wildlife KW - Great Lakes KW - Michigan UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OPERATION+AND+MAINTENANCE+OF+THE+FEDERAL+NAVIGATION+FACILITIES+AT+SAULT+STE.+MARIE%2C+MICHIGAN+%28SUPPLEMENTAL+INFORMATION+REPORT+TO+THE+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=OPERATION+AND+MAINTENANCE+OF+THE+FEDERAL+NAVIGATION+FACILITIES+AT+SAULT+STE.+MARIE%2C+MICHIGAN+%28SUPPLEMENTAL+INFORMATION+REPORT+TO+THE+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Detroit, Michigan; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 4, 1985 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 101, PALIX RIVER BRIDGE, PACIFIC COUNTY, WASHINGTON. AN - 36394149; 92 AB - PURPOSE: Replacement of the Palix River Bridge and improvement of State Route 101 in west-central Pacific County, Washington are proposed. The preferred alternative would involve construction of a 1,250-foot bridge crossing located approximately 200 feet east of the current structure. The new bridge would have a width of 36 feet with two 12-foot travel lanes, each having a 6-foot shoulder and a traffic barrier at the outside shoulder line. Realignment of the bridge approaches would involve improving the substandard 573-foot-radius curve at the north bridge approach. County road intersection connections would be relocated to provide adequate sight distance. Estimated cost of the project is $3.6 million. POSITIVE IMPACTS: The new bridge would replace a deteriorating structure with a safer structure meeting design standards for a principal arterial highway. Sight-distance problems on the approach road and on the county connections would be eliminated. The 6-foot-wide shoulders would accommodate bicycle and pedestrian traffic. NEGATIVE IMPACTS: Construction of a new bridge on a new location would require the filling of 2.0 acres of wetlands. Sediment from clays and silts disturbed during construction would degrade the high quality of the Palix River. 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: 840589, 112 pages, December 28, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-84-04-D KW - Bridges KW - Cultural Resources Surveys KW - Geologic Assessments KW - Highways KW - Rivers KW - Section 404(b) Statements KW - Soils Surveys KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394149?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+101%2C+PALIX+RIVER+BRIDGE%2C+PACIFIC+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+101%2C+PALIX+RIVER+BRIDGE%2C+PACIFIC+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: December 28, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION OF STATE ROUTE 113 ON NEW ALIGNMENT BETWEEN 0.4 MILE SOUTH OF COUNTY ROAD P27 AND 0.7 MILE SOUTH OF INTERSTATE ROUTE 5, IN AND NEAR WOODLAND, IN YOLO COUNTY, CALIFORNIA. AN - 36384251; 86 AB - PURPOSE: Construction of a 4.3-mile section of State Route 113 on new alignment between 0.4 mile south of County Road P27 and 0.7 mile south of Interstate Route 5, in and near Woodland, Yolo County, California, is proposed. The preferred alternative would consist of a four-lane freeway with maximum local service and maximum through-traffic service. Diamond-type interchanges with overcrossings would be built at county roads P27, 25A, and P24 (East Gibson Road). A grade separation would be built to cross the Southern Pacific railroad line, and the at-grade crossing on Route 113 would be closed. Cul-de-sacs would be built on either side of the closed crossing, and a frontage road would be constructed southward to County Road P27. Matmor Road would be extended southward from East Gum Avenue to East Gibson Road. East Gum Avenue, severed between Matmor Road and County Road 101, would be closed with cul-de-sacs. Construction of the interchanges could possibly be staged with initial at-grade intersections, and service capacity of the freeway also could be staged from an initial moderate level to the proposed maximum level in the future. Total estimated construction cost of the project is $24 million, including $1 million for rights-of-way acquisition and utilities relocation. POSITIVE IMPACTS: The project would complete a major transportation link in the Sacramento-Davis-Woodland area, thereby addressing local needs and providing adequate alternative routing when access routes Interstate 5 and Interstate 80 to Sacramento are closed. NEGATIVE IMPACTS: The new road would require 235 acres of prime farmland and would displace three residences and one commercial building. Closure of East Gum Avenue could interfere with fire and police department response times. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 840583, 93 pages, December 26, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-84-03-D KW - Farmlands KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Transportation KW - California KW - Federal Aid Highway Act of 1968, 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/36384251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+OF+STATE+ROUTE+113+ON+NEW+ALIGNMENT+BETWEEN+0.4+MILE+SOUTH+OF+COUNTY+ROAD+P27+AND+0.7+MILE+SOUTH+OF+INTERSTATE+ROUTE+5%2C+IN+AND+NEAR+WOODLAND%2C+IN+YOLO+COUNTY%2C+CALIFORNIA.&rft.title=CONSTRUCTION+OF+STATE+ROUTE+113+ON+NEW+ALIGNMENT+BETWEEN+0.4+MILE+SOUTH+OF+COUNTY+ROAD+P27+AND+0.7+MILE+SOUTH+OF+INTERSTATE+ROUTE+5%2C+IN+AND+NEAR+WOODLAND%2C+IN+YOLO+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 26, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELIMINATION OF FAN-OUT DEPARTURE PROCEDURES AT PALM BEACH INTERNATIONAL AIRPORT, WEST PALM BEACH, FLORIDA. AN - 36392435; 1 AB - PURPOSE: Modification of Federal Aviation Administration air traffic control procedures used for aircraft departing from the Palm Beach International Airport in West Palm Beach, Florida is proposed to eliminate the practice of fanning out departing aircraft in several directions. The modified procedures would involve a phased reduction of fanning. As quieter aircraft are included in the fleet, fewer aircraft would fan out, since quieter aircraft would remain on a straight-out, no-fan heading for a distance of four miles from the runway end. Ultimately a non-fanning operation would occur. Between 7 a.m. and 10 p.m., the modified runway-use plan would not change arrival or departure percentages on Runway 31 or arrival percentages on Runway 13. When operating in an easterly flow, aircraft headed for northern destinations would continue to use Runway 9 and fan on the present 70-degree and 90-degree headings. Aircraft headed for southern destinations would use Runway 13 and fan on 110-degree, 130-degree, and 150-degree headings. When operating in a westerly flow, aircraft would continue to fan off Runway 27, with aircraft headed for northern destinations using the 270-degree and 290-degree headings and aircraft headed for southern destinations using the 250-degree heading. Between 10 p.m. and 7 a.m., existing percentages of operations on Runway 13/31 would not change. When using Runway 9L /27R, approximately 75 percent of arrivals and departures would use Runway 27R with the remainder using Runway 9L. All Runway 27R departures would utilize non-fanning procedures. The new procedures would apply to aircraft weighing more than 12,500 pounds and to all turbojet aircraft. POSITIVE IMPACTS: By reducing existing fan-out departure at the airport, the modified procedures would lessen the extent of noise impacts affecting residents of West Palm Beach and decrease the area exposed to the dangers of aircraft crashes. NEGATIVE IMPACTS: Aircraft noise eventually would be concentrated along a single path, more seriously affecting residents and other land users within that corridor. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 84-0215D, Volume 8, Number 5. JF - EPA number: 840582, 176 pages, December 24, 1984 PY - 1984 KW - Air Transportation KW - Aircraft KW - Airports KW - Historic Sites KW - Noise Assessments KW - Parks KW - Florida KW - Palm Beach International Airport KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELIMINATION+OF+FAN-OUT+DEPARTURE+PROCEDURES+AT+PALM+BEACH+INTERNATIONAL+AIRPORT%2C+WEST+PALM+BEACH%2C+FLORIDA.&rft.title=ELIMINATION+OF+FAN-OUT+DEPARTURE+PROCEDURES+AT+PALM+BEACH+INTERNATIONAL+AIRPORT%2C+WEST+PALM+BEACH%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 24, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONROE/LINCOLN COUPLET, MAIN AVENUE TO THE INTERSECTION OF WALL STREET AND MONROE STREET, CITY OF SPOKANE, SPOKANE COUNTY, WASHINGTON. AN - 36392611; 29 AB - PURPOSE: Improvement of the Monroe/Lincoln/Post/Wall corridor from Main Avenue to the intersection of Monroe and Wall streets, Spokane, Washington, is proposed. The project would involve construction of a new bridge across the Spokane River at Lincoln Street, refurbishing the existing Monroe Street bridge, and designation of a one-way couplet system utilizing Monroe Street southbound and Lincoln Street, Post Street, and Wall Street northbound. Monroe Street would be modified operationally to four lanes southbound from Francis Avenue to Main Avenue. North of Francis Avenue, to the intersection with Wall Street, Monroe Street would remain a two-way facility. Alternative operational modifications to the northbound segment of the corridor and alternative crossover sites are under consideration. A fourth alternative would involve improvement of the existing roads, repair of the Post Street and Monroe Street bridges, and removal of some on-street parking. Nonstructural measures to encourage use of car pools and mass transit also are proposed. Estimated cost of the three structural alternatives ranges from $9.6 million to $10.9 million. The improvement alternative would cost $2.3 million; nonstructural measures would cost $109,000; and transit improvements would cost $2.4 million. POSITIVE IMPACTS: The three structural alternatives would increase corridor capacity and level of service, thereby decreasing travel time and the overall traffic accident rate. The nonstructural measures also would increase traffic efficiency but would not require any relocations or property acquisitions. Expansion of the community transit system would generate additional public sector employment. Air quality would improve. NEGATIVE IMPACTS: Structural alternatives would displace 9 businesses and between 12 and 33 residences. Widening of existing streets and construction of crossovers would require the removal of existing trees and other vegetation, would increase surface water runoff, and would disrupt a 0.1-acre wetland area. Construction of the new bridge would disrupt wildlife resources in the Spokane River gorge and add a new, highly visible structure to the area. Pressure to convert residential areas to commercial uses would increase. The Gondola Ride in Riverfront Park would have to be relocated and some historic sites could be affected. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.). JF - EPA number: 840580, 450 pages, December 21, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-84-03-D KW - Air Quality Assessments KW - Bridges KW - Geologic Assessments KW - Historic Sites KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE%2FLINCOLN+COUPLET%2C+MAIN+AVENUE+TO+THE+INTERSECTION+OF+WALL+STREET+AND+MONROE+STREET%2C+CITY+OF+SPOKANE%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=MONROE%2FLINCOLN+COUPLET%2C+MAIN+AVENUE+TO+THE+INTERSECTION+OF+WALL+STREET+AND+MONROE+STREET%2C+CITY+OF+SPOKANE%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Spokane, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 21, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 22 FROM EAST OF THE ILLINOIS CENTRAL GULF RAILROAD TO NEAR THE RALSTON COMMUNITY, OBION AND WEAKLEY COUNTIES, TENNESSEE. AN - 36394006; 27 AB - PURPOSE: Relocation of a 14.2-mile segment of State Route (S.R.) 22 as a four-lane highway from a point just east of the Illinois Central Gulf Railroad to a point near the Ralston Community in Obion and Weakley counties, Tennessee is proposed. The alignment would follow the abandoned Louisville and Nashville Railroad bed in Obion and Weakley counties and incorporate a northern bypass of the city of Martin. Interchanges would be provided at existing S.R. 22 east of the Illinois Central Gulf Railroad; Terrell Road, east of the community of Gardner; U.S. 45 East; S.R. 43 spur; Industrial Park Drive; and at the project terminus near Ralston. Grade separations would be provided at Shaffner Road, Terrell Road, Gardner Road, the Illinois Central Gulf Railroad north of Martin, Old Salem Road, and Gardner/Hydnsver Road. Old Terrell Road, Old Gardner Road, and Covington Road will be closed. A new bridge would be constructed across the North Fork Obion River. The facility would be a fully controlled-access highway with four 12-foot traffic lanes and a 48-foot median within a right-of-way with a minimum width of 250 feet. The new alignment will require approximately 667 acres for rights-of-way. The project will carry between 4,950 to 5,110 vehicles per day during the year 1985 and 10,590 to 10,790 in 2005, with a truck volume of between 7 and 14 percent. Cost of the project is estimated at $66 million. POSITIVE IMPACTS: Relocation of the highway would improve local and regional accessibility and traffic service, reduce traffic congestion in Martin, improve safety and operating conditions within the corridor, enhance future growth as proposed by local and regional land use and major thoroughfare plans, and provide a new crossing of the North Fork Obion River. NEGATIVE IMPACTS: Development of approximately 667 acres of rights-of-way would displace 16 families for a total of 56 individuals, and five businesses, one nonprofit organization, 87 acres of wooded upland habitat, 7.6 acres of wetland, and 169.2 acres of farmland. The immediate effect of rights-of-way acquisition would be a reduction of the local tax base. Although a portion of the corridor would be exposed to noise levels in excess of Federal Highway Administration standards, no sensitive receptors would lie within this portion of the corridor. The highway would intrude visually on the William Parker Caldwell House, a site eligible for listing on the National Register of Historic Places. LEGAL MANDATES: Executive Order 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 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final environmental impact statements and the draft supplemental environmental impact statement, see 79-0359D, Volume 3, Number 4; 80-0720F, Volume 4, Number 9; and 84-0087D, Volume 8, Number 2, respectively. JF - EPA number: 840575, 197 pages, December 18, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-83-04-F KW - Archaeological Sites Surveys KW - Bridges KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wildlife Habitat KW - Tennessee KW - Executive Order 11990, Compliance 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/36394006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+22+FROM+EAST+OF+THE+ILLINOIS+CENTRAL+GULF+RAILROAD+TO+NEAR+THE+RALSTON+COMMUNITY%2C+OBION+AND+WEAKLEY+COUNTIES%2C+TENNESSEE.&rft.title=STATE+ROUTE+22+FROM+EAST+OF+THE+ILLINOIS+CENTRAL+GULF+RAILROAD+TO+NEAR+THE+RALSTON+COMMUNITY%2C+OBION+AND+WEAKLEY+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: December 18, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GEORGIA PROJECT M-7050(1), RICHMOND-COLUMBIA COUNTIES, LIMITED ACCESS HIGHWAY. AN - 36393265; 21 AB - PURPOSE: Construction is proposed of a 7.5-mile limited-access highway primarily on new alignment from the intersection of Washington Road and Cherry Street at the Columbia-Richmond county line to Reynolds street in downtown Augusta, Georgia. The new facility would begin on Washington Road, approximately 650 feet east of the intersection of Cherry Street, and continue on new location to Fury's Ferry Road. The alignment then would cross the Seaboard Coast Line Railroad and parallel the railroad on the north side to Stevens Creek Road. From there the road would follow the existing alignment of Murray Road through the proposed interchange with Interstate 20 to the intersection with Alexander Drive. The road then would proceed easterly on new location, cross the Augusta Canal in the vicinity of the Augusta Water Works, and proceed easterly to connect with Reynolds Street near Fifteenth Street. The project also would include a spur connecting to Crawford and Eve streets as a one-way pair. The project would be a partially limited-access facility from Washington Road to the connection with Alexander Drive; from there to its terminus at Reynolds Street, the new road would be a fully limited-access facility. The roadway would consist of either four or six 12-foot-wide travel lanes separated by a median of varying width. Construction costs are estimated at $18.2 million and rights-of-way acquisition costs at $2.8 million. POSITIVE IMPACTS: The project would relieve traffic congestion along Washington Road and would provide access from downtown Augusta and the inner suburbs to Columbia County. Fuel efficiency would be improved and operating costs would be reduced for motorists using the new road. NEGATIVE IMPACTS: The project would displace 14 acres of wetlands, 2 businesses, 1 city-owned maintenance facility, 9 homes, and 35 rental units in 2 apartment buildings. Three archaeological sites and two historic sites would be affected. The project also would cross the Savannah River floodplain. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 840568, 118 pages, December 14, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-84-03-(D) KW - Air Quality Assessments KW - Archaeological Sites KW - Floodplains KW - Highways KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Georgia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeologic Sites KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GEORGIA+PROJECT+M-7050%281%29%2C+RICHMOND-COLUMBIA+COUNTIES%2C+LIMITED+ACCESS+HIGHWAY.&rft.title=GEORGIA+PROJECT+M-7050%281%29%2C+RICHMOND-COLUMBIA+COUNTIES%2C+LIMITED+ACCESS+HIGHWAY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 14, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COUNTY ROAD 116 EXTENSION FROM COUNTY STATE AID HIGHWAY 7 TO STATE TRUNK HIGHWAY 47; BRIDGE CONSTRUCTION OVER THE RUM RIVER AND CONNECTING ROADWAYS IN RAMSEY, ANDOVER, AND ANOKA, ANOKA COUNTY, MINNESOTA. AN - 36387991; 24 AB - PURPOSE: Construction of 1.1 miles of four-lane highway and a bridge across the Rum River in Anoka County, Minnesota is proposed to extend County Road 116 from its intersection with Minnesota Trunk Route 47 to County Aid Highway 7. The highway section would extend between the cities of Ramsey and Anoka. The urban highway section would consist of four 12-foot lanes flanked by 10-foot shoulders and curbs and gutters. The design speed of the facility would be 40 miles per hour, and access to the facility would be limited to intersections and major entrances such as that to the Anoka Senior High School. Rights-of-way width would vary from 120 feet along most of the roadway to 200 feet near the Rum River crossing. Traffic signals would be installed at the termini, and a pedestrian bridge and a Rum River backwater bridge could be constructed. Under the preferred alternative, the roadway would be depressed six feet below grade and a four-foot-high earth berm would be constructed along the top of the backslope. Estimated cost of the project is $5.1 million. POSITIVE IMPACTS: The highway segment would constitute a central link in an east-west arterial roadway connecting the cities of Andover and Ramsey. Removal of traffic from U.S. 10 would reduce noise, congestion, and emission levels along that arterial. The project would allow for more efficient use of the Seventh Avenue railroad underpass and would reduce the number of vehicles using at-grade railroad crossings. NEGATIVE IMPACTS: Rights-of-way requirements would result in disruption of as much as 1.5 acres of wetlands and river banks, encroachment into floodplain land, loss of a small amount of farmland, and removal of 13.2 acres from the 322-acre Anoka Open Space. Federal Highway Administration noise standards would be violated at some locations. The bridge across the Rum River would constitute an aesthetic encroachment on a state-listed scenic river. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11988, Executive Order 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 EIS, see 82-0189D, Volume 6, Number 3. JF - EPA number: 840565, 67 pages, December 13, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS/4(f)-82-01-F KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Noise Standards Violations KW - Open Space KW - Parks KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Parks KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Executive Order 11990, Wetlands KW - Federal Aid Highway Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNTY+ROAD+116+EXTENSION+FROM+COUNTY+STATE+AID+HIGHWAY+7+TO+STATE+TRUNK+HIGHWAY+47%3B+BRIDGE+CONSTRUCTION+OVER+THE+RUM+RIVER+AND+CONNECTING+ROADWAYS+IN+RAMSEY%2C+ANDOVER%2C+AND+ANOKA%2C+ANOKA+COUNTY%2C+MINNESOTA.&rft.title=COUNTY+ROAD+116+EXTENSION+FROM+COUNTY+STATE+AID+HIGHWAY+7+TO+STATE+TRUNK+HIGHWAY+47%3B+BRIDGE+CONSTRUCTION+OVER+THE+RUM+RIVER+AND+CONNECTING+ROADWAYS+IN+RAMSEY%2C+ANDOVER%2C+AND+ANOKA%2C+ANOKA+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 13, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BURLINGTON MEGC M 5000(1), BURLINGTON SOUTHERN CONNECTOR HIGHWAY, BURLINGTON, VERMONT (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1979). AN - 36388035; 28 AB - PURPOSE: The construction of the 2.5-mile Burlington Southern Connector commencing at the interchange of Interstate 189 (I-189) and Shelburne Road (US 7) and extending westerly and northerly on new location between Pine Street and the Vermont Railway to Battery Street, terminating at the intersection of Battery and Maple streets in Burlington, Vermont, is proposed. The highway would be a four-lane, undivided facility with auxiliary lanes at intersections and would have four signalized at-grade intersections with local streets. The project also would involve reconstruction of the I-189 interchange for full directional access and rebuilding of a short section of I-189 to effect a transition to the grade and cross-section of the Southern Connector. This draft supplement to the final EIS of July 1979 addresses the impacts of constructing the preferred alternative through wetlands contaminated by coal gasification wastes. It describes the remedial actions proposed to control the release of hazardous waste materials and the measures to mitigate the loss of wetlands. The remedial action system would involve groundwater withdrawal using a well point system and a vacuum manifold to consolidate the peat stratum under the swamp and render it less susceptible to displacement under compression; treatment of the withdrawn groundwater at an on-site plant to remove coal tar contaminants before discharging the water into a lake; placement of the highway embankment on a prepared site grade, with preloading to achieve relatively quick consolidation of the peat; and closing the site with an impervious cap to reduce groundwater infiltration and prevent migration of remaining contaminants. Mitigation of wetland loss would be accomplished on the Burlington Northern Connector. Highway construction costs are estimated at $3.1 million, and remedial action costs are estimated at $2.4 million. POSITIVE IMPACTS: Although the new highway would infringe on the historic Barge Basin Swamp, the accompanying clean-up of the contaminated area would have a significant positive effect for the area. The canal itself would be unaffected, since a 20-foot buffer zone would be left undisturbed along the portion of the canal turning basin adjacent to the highway. The five additional acres of wetlands required for the remedial action system would revert to wildlife habitat subsequent to construction, and approximately half this area would be at a low enough elevation to allow reestablishment of wetland vegetation. NEGATIVE IMPACTS: Highway construction would necessitate the filling of four acres of wetlands. The remedial action system would require an additional five acres of wetlands. LEGAL MANDATES: Executive Order 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 abstracts of the draft and final environmental impact statements, see 78-0050D, Volume 2, Number 1, and 79-1079F, Volume 3, Number 10, respectively. JF - EPA number: 840561, 54 pages, December 12, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-77-02-DS-01 KW - Highways KW - Historic Sites KW - Section 404(b) Statements KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Vermont KW - Executive Order 11990, 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/36388035?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BURLINGTON+MEGC+M+5000%281%29%2C+BURLINGTON+SOUTHERN+CONNECTOR+HIGHWAY%2C+BURLINGTON%2C+VERMONT+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.title=BURLINGTON+MEGC+M+5000%281%29%2C+BURLINGTON+SOUTHERN+CONNECTOR+HIGHWAY%2C+BURLINGTON%2C+VERMONT+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 12, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - OPERATION AND MAINTENANCE OF THE FEDERAL NAVIGATION FACILITIES AT SAULT STE. MARIE, MICHIGAN (FINAL SUPPLEMENTAL INFORMATION REPORT TO THE OCTOBER 1979 FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1977). AN - 36392601; 44 AB - PURPOSE: The operation of the Soo Locks complex at Sault Ste. Marie, Michigan, is proposed. This supplemental information report to the October 1979 final supplement to the final EIS of November 1977 concerning operation and maintenance of the federal navigational and hydroelectric facilities at Sault Ste. Marie updates the October 1979 supplement which proposed extending operation of the navigation locks beyond the traditional closing date of December 15 to approximately January 8. This information report supports extension of operation to no later than December 28, 1984 for the 1984-1985 winter season and does not alter the conclusions that limited season extension to January 8 is reasonable. To provide for safe navigation during the winter extension period, authorities would provide a bubbler-flusher at the main dock of the Sugar Island Ferry and install an ice-boom system consisting of two ice stabilization islands. POSITIVE IMPACTS: Extension of the season would benefit the navigational economy by facilitating navigational movement during the additional weeks of operation. NEGATIVE IMPACTS: Aquatic overwintering organisms would be subjected to repeated short-term disturbance, and cross-channel migration of terrestrial animals would be blocked for three weeks. Environmental studies completed in 1981 indicate that raptors and waterfowl would avoid the ship channel when shipping was in progress and that alterations of limnological conditions and fish distributions could occur due to changes in the ice cover. LEGAL MANDATES: Federal Water Project Recreation Act of 1965 (P.L. 89-71). PRIOR REFERENCES: For the abstracts of the final environmental impact statement, the October 1979 final supplement to that statement, and subsequent final information reports to the supplement, see 78-0224F, Volume 2, Number 2; 80-0097F, Volume 4, Number 1; 81-0152F, Volume 5, Number 2; 82-0071F, Volume 6, Number 1; and 84-0101F, Volume 8, Number 2. JF - EPA number: 840560, 2 pages, December 11, 1984 PY - 1984 KW - Water KW - Birds KW - Dams KW - Electric Power KW - Fisheries KW - Harbor Structures KW - Ice Environments KW - Navigation KW - Socioeconomic Assessments KW - Waterways KW - Wildlife KW - Great Lakes KW - Michigan KW - Federal Water Project Recreation Act of 1965, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OPERATION+AND+MAINTENANCE+OF+THE+FEDERAL+NAVIGATION+FACILITIES+AT+SAULT+STE.+MARIE%2C+MICHIGAN+%28FINAL+SUPPLEMENTAL+INFORMATION+REPORT+TO+THE+OCTOBER+1979+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1977%29.&rft.title=OPERATION+AND+MAINTENANCE+OF+THE+FEDERAL+NAVIGATION+FACILITIES+AT+SAULT+STE.+MARIE%2C+MICHIGAN+%28FINAL+SUPPLEMENTAL+INFORMATION+REPORT+TO+THE+OCTOBER+1979+FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1977%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Detroit, Michigan; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 11, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF THE NEXT GENERATION WEATHER RADAR (NEXRAD) SYSTEM. AN - 36392654; 13 AB - PURPOSE: Construction and operation of the Next Generation Weather Radar (NEXRAD), a new national weather radar system, is proposed to acquire, process, and distribute improved weather radar information. NEXRAD would consist of approximately 145 radar units distributed across the United States. Considerations in choosing specific installation sites would include radar coverage requirements, geographic suitability, availability of roads and utilities, and potential impacts on the environment. In addition to a radar antenna and tower, each installation would include the facilities and equipment necessary for support functions. New sites probably would require less than one acre of land. Many NEXRAD units would be installed at locations where weather radars already exist. The existing facilities would be deactivated when the NEXRAD radars begin operating. The cost of each NEXRAD installation is estimated at $2 million to $2.5 million. POSITIVE IMPACTS: The purpose of the NEXRAD system would be to acquire, process, and distribute improved weather radar information to help reduce loss of life, injuries, property damage, and interruption of economic activity due to weather conditions. These benefits would be realized nationally over the projected 20-year life of the system. NEGATIVE IMPACTS: Persons could be exposed to main-beam radio-frequency radiation (RFR) while airborne, or to low-intensity RFR while at ground level. An interlock designed to stop transmission when the antenna is stationary, however, would prevent continuous direct exposure. PRIOR REFERENCES: For the abstract of the draft EIS, see 84-0226D, Volume 8, Number 5. JF - EPA number: 840555, 283 pages, December 7, 1984 PY - 1984 KW - Research and Development KW - Climatologic Assessments KW - Dosimetry KW - Manufacturing KW - Radar KW - Radiation Hazards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+THE+NEXT+GENERATION+WEATHER+RADAR+%28NEXRAD%29+SYSTEM.&rft.title=CONSTRUCTION+AND+OPERATION+OF+THE+NEXT+GENERATION+WEATHER+RADAR+%28NEXRAD%29+SYSTEM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Commerce, National Oceanic and Atmospheric Administration, Washington, District of Columbia; DC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 7, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - F.A.P. ROUTE 712, STALEY VIADUCT, ILLINOIS ROUTE 121, DECATUR, ILLINOIS. AN - 36384702; 23 AB - PURPOSE: Reconstruction is proposed for the Staley Viaduct in Decatur, Illinois. The existing viaduct, which is approximately 2,400 feet long, carries 22nd Street and Illinois Route 121 over the A. E. Staley Manufacturing Company and the Norfolk and Western Railroad yard. The preferred alternative would involve construction of a four-lane facility from the intersection of 22nd Street with Wood Street north along 22nd Street to Pershing Road, a distance of approximately 2.5 miles. Improvements at the five major intersections along this alignment also would be constructed, including increased lane width, increased turning radii, improved signalization, and upgraded railroad crossings. Between Eldorado Street and Locust Street, a new four-lane viaduct would be built. The west edge of the new viaduct would remain at approximately the same location as the west edge of the existing viaduct. The new facility would have four 12-foot travel lanes and a 4-foot median. A five-foot sidewalk would be located on the east side of the structure. Three-foot-high barrier walls with 4.5-foot-high railings would be located along each side of the structure. At the intersection of 22nd and Locust streets, the south leg would be reconstructed to meet the new viaduct. North of Locust Street to Pershing Road, the existing 22nd Street facility would be maintained. Design speed for the viaduct would be 30 miles per hour, while that of the remainder of the alignment would be 40 miles per hour. POSITIVE IMPACTS: The project would replace a limited, deteriorating, two-lane viaduct with a four-lane facility. As a result, the capacity of the crossing would increase dramatically. Illinois Route 121, an important link in the state highway system connecting Matoon, Decatur, Lincoln, and Peoria, would be improved significantly in the immediate area. Traffic using 22nd Street, a major north-south arterial, would move more efficiently through the bottleneck now created by the existing viaduct. NEGATIVE IMPACTS: Development of new rights-of-way would require removal of some vegetation communities and the relocation of two households. The Staley Company would be involved in such concerns as liability provisions during construction, protection of existing equipment and facilities during construction, and appropriate compensation for facilities that would be modified or reconstructed as a result of building the new viaduct. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0633D, Volume 7, Number 12. JF - EPA number: 840556, 320 pages, December 7, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-83-02F KW - Biologic Assessments KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Control KW - Transportation KW - Vegetation KW - Energy Consumption Assessments KW - Illinois KW - Federal Aid Highway Act of 1968, 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/36384702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F.A.P.+ROUTE+712%2C+STALEY+VIADUCT%2C+ILLINOIS+ROUTE+121%2C+DECATUR%2C+ILLINOIS.&rft.title=F.A.P.+ROUTE+712%2C+STALEY+VIADUCT%2C+ILLINOIS+ROUTE+121%2C+DECATUR%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: December 7, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED BRILEY PARKWAY EXTENSION FROM CENTENNIAL BOULEVARD SOUTH OF THE CUMBERLAND RIVER TO KNIGHT ROAD WEST OF INTERSTATE 24 IN NASHVILLE, DAVIDSON COUNTY, TENNESSEE. AN - 36392559; 26 AB - PURPOSE: Construction of 7.7 miles of freeway in Davidson County, Tennessee is proposed to complete a circumferential loop around the city of Nashville. The fully controlled-access facility would extend along the Briley Parkway transportation corridor from Centennial Boulevard south of the Cumberland River to Knight Road west of Interstate 24 (I-24). The bypass would be a divided four-lane freeway with 12-foot traffic lanes, a 16-foot median with a concrete barrier, and 12-foot outside shoulders, contained within a minimum right-of-way of 200 feet. The preferred alignment would begin with an interchange at existing Briley Parkway and Centennial Boulevard and extend north between the state penitentiary and the Ford Glass Plant. It then would turn northeast and cross the Cumberland River at river mile 182. The road would proceed to an interchange with the proposed County Hospital Road Extension and swing to the northwest, passing to the west of the state prison for women and the state vocational school for boys to an interchange with Hydes Ferry Pike. The route would continue north under Cato Road, curve to the east over Eatons Creek Road and Drakes Branch Road to an interchange with Clarksville Pike. Continuing east, the route would cross over Buena Vista Pike and Whites Creek to an interchange with Whites Creek Pike and then continue east, ending at Knight Road. The project would involve construction of interchanges and grade-separation structures to control access, and a bridge would be built to carry the facility over the Cumberland River. Estimated cost of the project is $63 million. POSITIVE IMPACTS: Completion of the circumferential loop would improve local and regional accessibility and traffic service, reduce traffic congestion on radial highways in northwest Nashville, improve safety and operating conditions in the transportation corridor, enhance future growth and development planned by local and regional land-use authorities, and provide an additional bridge across the Cumberland River. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of 15 residences, reduction of wildlife habitat, possible impacts on archaeological sites and historical structures, increased noise levels and concentrations of air pollutants in the corridor, visual degradation of natural and residential land, and reduction of productive farmland acreage. One site could be affected by traffic-generated noise levels in excess of Federal Highway Administration standards. LEGAL MANDATES: 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.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0591D, Volume 7, Number 11. JF - EPA number: 840550, 411 pages, December 4, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-83-02-F KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Traffic Control KW - Transportation KW - Tennessee KW - Federal Aid Highway Act of 1968, 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, Archaeologic Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392559?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+BRILEY+PARKWAY+EXTENSION+FROM+CENTENNIAL+BOULEVARD+SOUTH+OF+THE+CUMBERLAND+RIVER+TO+KNIGHT+ROAD+WEST+OF+INTERSTATE+24+IN+NASHVILLE%2C+DAVIDSON+COUNTY%2C+TENNESSEE.&rft.title=PROPOSED+BRILEY+PARKWAY+EXTENSION+FROM+CENTENNIAL+BOULEVARD+SOUTH+OF+THE+CUMBERLAND+RIVER+TO+KNIGHT+ROAD+WEST+OF+INTERSTATE+24+IN+NASHVILLE%2C+DAVIDSON+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: December 4, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FH 50, SAINT JOE RIVER ROAD, CALDER TO AVERY, RESIDUUM: MARBLE CREEK TO AVERY, SHOSHONE COUNTY, IDAHO (FINAL SUPPLEMENT TO FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1976). AN - 36384657; 22 AB - PURPOSE: The reconstruction of a 23-mile segment of Forest Highway 50 (Saint Joe River Road), from Calder to Avery, in Shoshone County, Idaho is proposed. The project would consist of a 28-foot, two-lane highway adequate for transporting of timber products. This statement supplements the final EIS of May 1976 on a 23-mile segment of highway from Calder through Avery that includes the 13.2-mile segment from Marble Creek through Avery. A newly considered and preferred alternative for the 13.2-mile segment would use existing railroad alignment recently purchased from a private short-line railroad. The route would use the railroad alignment from approximately 0.3-mile east of Marble Creek easterly approximately 13 miles to the intersection with Moon Pass Road east of Avery. Design speed would be 40 miles per hour. Existing railroad bridges would be replaced and drainage structures would be upgraded as necessary. Widening of the railroad bed would require the excavation of 700,000 cubic yards of material, of which 680,000 cubic yards would be used in the road base and embankments. POSITIVE IMPACTS: The project would provide a safe and efficient highway adequate for timber transport and residential, commercial, and recreational use and would replace a hazardous single-lane road. Improved access to recreation areas also would be provided. The new alignment would significantly reduce the excavation and embankment quantities identified for earlier alternatives and would not necessitate the displacement of residences and businesses along the rights-of-way. NEGATIVE IMPACTS: Approximately 258 acres of land would be acquired for rights-of-way, necessitating the termination and removal of railroad operations. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the final EIS and the draft supplement to the final EIS, see 76-4705F, EIS Cumulative 1970-1976, and 84-0247D, Volume 8, Number 5, respectively. JF - EPA number: 840547, 101 pages, December 4, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-IDFP-EIS-84-01-FS KW - Bridges KW - Forests KW - Highways KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Transportation KW - Wildlife Habitat KW - Idaho KW - Department of Transportation Act of 1966, Compliance KW - Federal Aid Highway Act of 1968, 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/36384657?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FH+50%2C+SAINT+JOE+RIVER+ROAD%2C+CALDER+TO+AVERY%2C+RESIDUUM%3A+MARBLE+CREEK+TO+AVERY%2C+SHOSHONE+COUNTY%2C+IDAHO+%28FINAL+SUPPLEMENT+TO+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1976%29.&rft.title=FH+50%2C+SAINT+JOE+RIVER+ROAD%2C+CALDER+TO+AVERY%2C+RESIDUUM%3A+MARBLE+CREEK+TO+AVERY%2C+SHOSHONE+COUNTY%2C+IDAHO+%28FINAL+SUPPLEMENT+TO+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1976%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 4, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTSIDE HIGHWAY PROJECT, INTERSTATE ROUTE 478, NEW YORK, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1977). AN - 36384726; 25 AB - PURPOSE: Construction of an interstate system highway, which would replace the now-closed Westside Highway between the Battery and West 42nd Street on the west side of the borough of Manhattan in New York City is proposed. The 4.2-mile replacement facility would have connections with the Battery Park Underpass, the Brooklyn-Battery Tunnel (I-278), the Holland Tunnel (I-78), West 14th Street, the Lincoln Tunnel (I-495), and the existing elevated Westside Highway at 42nd Street. For most of its length, the six-lane facility would be a depressed, covered, and ventilated section in landfill in the Hudson River between the bulkhead and pierhead lines. During the peak traffic hours, the inside lane in each direction would be designed to accommodate express buses and high-occupancy vehicles and would have connections to other existing bus lanes and facilities within the corridor. West Street/12th Avenue would be reconstructed in its present right-of-way. For most of its length, the reconstructed West Street would be a four-lane local street with six-lane sections only at the southern and northern portions of the project. The proposed action is referred to as the modified outboard alternative. POSITIVE IMPACTS: The modified outboard alternative would act as a catalyst for the orderly redevelopment of Manhattan's lower West Side. As a result of the construction of the highway in landfill, a total of 234 acres of land, including 181 acres of new landfill, would be made available for new uses. Construction of the modified outboard would result in improved distribution of traffic within the Manhattan central business district. Air quality in the region, Manhattan, and the West Side Corridor would be improved with implementation of the modified outboard; this improvement would be created by the diversion of traffic, higher operating speeds, and the placement of the highway in a depressed, covered, and ventilated section. The modified outboard would have the long-term beneficial effect of reconstructing and extending the sewer outfall system within the construction area and of smoothing the West Side shoreline, thereby reducing the buildup of silt and improving shoreline flow rates and the dispersion of pollutants. Because the highway would permit vehicles to operate more efficiently than existing conditions allow, and would permit more efficient operation of express buses due to the reserved bus lanes during peak hours, the annual energy savings attributable to the highway over its 40-year operating life would equal the total energy required for construction. The 93 acres of parkland, including replacement parks, provided by the highway would represent a substantial improvement in both the quality and amount of open space in the impacted parcels. This final supplement to the final statement of January 1977 provides a more thorough and recent analysis of the impacts of the proposed action. NEGATIVE IMPACTS: The proposed landfill would not adversely affect communities within the lower trophic levels but would destroy the habitat of the striped bass, resulting in a loss of approximately 20 percent of the juvenile population. In response to a court order, this supplement addresses in detail the negative impacts on the Hudson River bass population and the suggested mitigation measures. Other negative impacts include minimal displacements and relocations necessitated by acquisition of highway rights-of-way and noise levels exceeding the design noise levels at sensitive sites where abatement is not feasible. The potential impacts of the selected alternative on water quality would be minor within the context of the large-scale water pollution treatment efforts of the city, state, and federal governments. Construction of the modified outboard would require a large short-term expenditure of energy. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor ACt of 1899 (U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstracts of the final environmental impact statement and the draft supplement to the final statement, see 77-0262F, Volume 1, Number 3, and 84-0292D, Volume 8, Number 6, respectively. JF - EPA number: 840543, 4 volumes, November 30, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-03-S KW - Biologic Assessments KW - Central Business Districts KW - Fish KW - Highway Structures KW - Highways KW - Impact Monitoring Plans KW - Landfills KW - Marine Systems KW - Rivers KW - Section 404(b) Statements KW - Transportation KW - New York 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/36384726?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-11-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTSIDE+HIGHWAY+PROJECT%2C+INTERSTATE+ROUTE+478%2C+NEW+YORK%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1977%29.&rft.title=WESTSIDE+HIGHWAY+PROJECT%2C+INTERSTATE+ROUTE+478%2C+NEW+YORK%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1977%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: November 30, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FREEWAY CONVERSION PROJECT ON ROUTE 215 BETWEEN VAN BUREN BOULEVARD AT MARCH AIR FORCE BASE AND STATE ROUTE 60 NORTH OF THE COMMUNITY OF EDGEMONT, RIVERSIDE COUNTY, CALIFORNIA. AN - 36402773; 20 AB - PURPOSE: Conversion of 4.1 miles of State Route (S.R.) 215 to freeway from Van Buren Boulevard to State Route 60 in Riverside County, California is proposed. The project would extend through March Air Force Base, Edgemont, and Riverside. The preferred alternative would involve construction of a six-lane freeway, with a six- to four-lane transition between Cactus Avenue and Van Buren Boulevard; transition lanes would be operational until the existing expressway section through the Van Buren Boulevard interchange was upgraded to six lanes. The project would incorporate interchanges to control access, frontage roads, bikeways, and a relocation of the Atchison, Topeka, and Santa Fe Railroad; in addition, park-and-ride facilities could be included in the project design. Sound barriers would be constructed at three locations. Costs are estimated at $3.6 million for rights-of-way acquisitions and $23.1 million for construction. POSITIVE IMPACTS: Expansion of the highway and conversion of the facility to a freeway would increase capacity of the arterial, allowing it to serve increases in traffic volumes resulting from construction of an industrial park on the west side and a shopping mall/commercial /industrial development on the east side at Eucalyptus Avenue. Traffic congestion near the intersection of S.R. 215 and Alessandro Boulevard would be eliminated, and access to March Air Force Base would improve significantly. NEGATIVE IMPACTS: Acquisition and development of 122 acres of rights-of-way would result in the displacement of 1 business, 13 homes, and 34 residences. Approximately five acres of ruderal grass and several large eucalyptus trees would be displaced. The freeway would lie in a seismically active area and would cross the floodplain of the North Fork of Sycamore Canyon. LEGAL MANDATES: Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 83-0461D, Volume 7, Number 9. JF - EPA number: 840533, 134 pages, November 26, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-83-08-F KW - Commercial Zones KW - Highway Structures KW - Highways KW - Industrial Parks KW - Noise Control KW - Parking KW - Railroads KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Traffic Analyses KW - California KW - Federal Aid Highway Act of 1968, 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/36402773?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-11-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FREEWAY+CONVERSION+PROJECT+ON+ROUTE+215+BETWEEN+VAN+BUREN+BOULEVARD+AT+MARCH+AIR+FORCE+BASE+AND+STATE+ROUTE+60+NORTH+OF+THE+COMMUNITY+OF+EDGEMONT%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=FREEWAY+CONVERSION+PROJECT+ON+ROUTE+215+BETWEEN+VAN+BUREN+BOULEVARD+AT+MARCH+AIR+FORCE+BASE+AND+STATE+ROUTE+60+NORTH+OF+THE+COMMUNITY+OF+EDGEMONT%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: November 26, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIR SPACE LEASE FOR WASHINGTON STATE CONVENTION AND TRADE CENTER, CITY OF SEATTLE, KING COUNTY, WASHINGTON. AN - 36393252; 32 AB - PURPOSE: Leasing of air space above the Interstate 5 (I-5) rights-of-way in the city of Seattle, King County, Washington is proposed to allow construction of the Washington State Convention and Trade Center. The air space is part of a larger site that also includes private land and air rights adjacent to I-5. The 9.7-acre site is roughly triangular in shape, bound on the north by Pike Street, on the south by Freeway Park, on the east by Hubbell Place, and on the west by the alley between Seventh and Eighth avenues. The preferred project design would require construction of an approximately 700-foot-long concrete lid over I-5 from Pike Street to Freeway Park, with foundations within the freeway rights-of-way. The convention center facility would be approximately 370,000 square feet in size and would be organized on several levels, spanning the freeway and adjacent lands. Cost of implementing the project is estimated at $120 million. POSITIVE IMPACTS: The proposed lease of air space above I-5 would further federal policies and state operating procedures that encourage joint use of freeway rights-of-way. The project would serve the public interest by improving pedestrian access, increasing usable public space, and reestablishing a land bridge between the First Hill neighborhood and the Seattle central business district, a link that was severed by construction of I-5. Construction of the proposed facility would generate from 450 to 500 jobs and a total labor income of $18.7 million. By 1992, the project would generate 336 on-site jobs and $4.3 million of labor income. An on-site parking garage would provide 1,075 spaces. NEGATIVE IMPACTS: Emergency vehicles would encounter increased congestion on local streets during peak convention center traffic. If an accident in the freeway tunnel created by the project resulted in an explosion or fire, the convention center and its users would be at risk. Three older buildings on the site would be displaced, including the 55-unit Charleston Hotel (vacant since 1970). All displaced businesses have relocation plans except for one tavern. The project would displace 154 off-street parking spaces. Noise generated by traffic using I-5 would exceed Federal Highway Administration standards at some locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0250D, Volume 8, Number 5. JF - EPA number: 840510, 2 volumes, November 8, 1984 PY - 1984 KW - Urban and Social Programs KW - Agency number: FHWA-WA-EIS-84-01-F KW - Buildings KW - Central Business Districts KW - Highway Structures KW - Highways KW - Leasing KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Urban Development 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/36393252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIR+SPACE+LEASE+FOR+WASHINGTON+STATE+CONVENTION+AND+TRADE+CENTER%2C+CITY+OF+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=AIR+SPACE+LEASE+FOR+WASHINGTON+STATE+CONVENTION+AND+TRADE+CENTER%2C+CITY+OF+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Highway statistics, 1983. AN - 14340081; 1166717 AB - The 39th of an annual series, it presents the 1983 analyzed statistics of general interest on motor fuel, motor vehicles, driver licensing, highway-user taxation, State highway finance, highway mileage, and Federal aid for highways; and 1982 highway finance data for municipalities, counties, townships, and other units of local government. JF - NTIS, SPRINGFIELD, VA (USA). 1984. Y1 - 1984/04// PY - 1984 DA - Apr 1984 PB - NTIS, SPRINGFIELD, VA (USA) KW - taxes KW - Health & Safety Science Abstracts KW - accidents KW - highways KW - statistical analysis KW - H ST2.4:ACCIDENT INVESTIGATION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14340081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Health+%26+Safety+Science+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Highway+statistics%2C+1983.&rft.title=Highway+statistics%2C+1983.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - PB85-139913/GAR. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - Helicopter noise survey performed at Las Vegas, Nevada, January 19-21, 1984. AN - 14092024; 922091 AB - The FAA conducted a noise measurement survey of helicopter operations at Las Vegas during the Annual Helicopter Association International Convention. The survey was performed during the period of January 19-21, 1984. The purpose of this noise survey was to obtain additional noise data for a number of different helicopter models during normal operations in an urban environment. This survey was the first test program which measured sideline noise levels beyond 500 feet. The data collected are classified as survey type data, since the data obtained were from target of opportunity as apposed to controlled test data. JF - NTIS, SPRINGFIELD, VA (USA). 1984. AU - Albersheim Y1 - 1984/04// PY - 1984 DA - Apr 1984 PB - NTIS, SPRINGFIELD, VA (USA) KW - Health & Safety Science Abstracts; Pollution Abstracts KW - data collection KW - acoustic measurements KW - noise levels KW - surveys KW - P 7000:NOISE KW - H SA1.9.8:NOISE (VIBRATION) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/14092024?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Pollution+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Albersheim&rft.aulast=Albersheim&rft.aufirst=&rft.date=1984-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Helicopter+noise+survey+performed+at+Las+Vegas%2C+Nevada%2C+January+19-21%2C+1984.&rft.title=Helicopter+noise+survey+performed+at+Las+Vegas%2C+Nevada%2C+January+19-21%2C+1984.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - AD-A147 392/5/GAR. N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - NASHUA-HUDSON CIRCUMFERENTIAL HIGHWAY PROJECT, CITY OF NASHUA, TOWNS OF HUDSON, LITCHFIELD, AND MERRIMACK, HILLSBOROUGH COUNTY, NEW HAMPSHIRE. AN - 36392697; 89 AB - PURPOSE: Construction is proposed of the 13-mile, four-lane, fully controlled, limited-access Nashua-Hudson circumferential highway in Hillsborough County, New Hampshire. The highway would begin at the F. E. Everett Turnpike in south Nashua, cross the Merrimack River at the existing Sagamore Bridge, skirt the eastern edge of the town of Hudson, pass through a section of the town of Litchfield, recross the Merrimack River, and rejoin the Everett Turnpike in north Nashua. Interchanges would be constructed at New Hampshire routes 111, 102, and 3A; Daniel Webster Highway; and the Everett Turnpike. A second bridge would be constructed adjacent to the existing Sagamore Bridge to provide two through-travel lanes in each direction across the river. Total costs for the southern segment of the highway are estimated at $34.7 million and at $46.0 million for the preferred alignment of the northern segment. POSITIVE IMPACTS: The circumferential highway would provide transportation relief to the growing Nashua-Hudson region by offering an alternate route that would avoid the vicinity of the Taylor's Falls Bridge and the central business district. In the year 2010, the highway would lower the volume of traffic on this bridge from 52,000 vehicles per day to approximately 35,000 to 39,000 vehicles daily. NEGATIVE IMPACTS: The project would hasten the change in character of the region from an essentially rural setting to a more urbanized environment. Wildlife habitat, farmland, private residences and commercial establishments, and historic sites would be displaced. The northern segment would pass through the Pennichuck Water Works watershed, which contains the area's best wildlife habitat. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 850000, 687 pages, January 2, 1984 PY - 1984 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-84-01-D KW - Air Quality KW - Bridges KW - Central Business Districts KW - Farmlands KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Hampshire KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 11990, Compliance KW - Executive Order 11990, Wetlands 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/36392697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1984-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NASHUA-HUDSON+CIRCUMFERENTIAL+HIGHWAY+PROJECT%2C+CITY+OF+NASHUA%2C+TOWNS+OF+HUDSON%2C+LITCHFIELD%2C+AND+MERRIMACK%2C+HILLSBOROUGH+COUNTY%2C+NEW+HAMPSHIRE.&rft.title=NASHUA-HUDSON+CIRCUMFERENTIAL+HIGHWAY+PROJECT%2C+CITY+OF+NASHUA%2C+TOWNS+OF+HUDSON%2C+LITCHFIELD%2C+AND+MERRIMACK%2C+HILLSBOROUGH+COUNTY%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 2, 1984 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Interaction of gravel fills, surface drainage, and culverts with permafrost terrain AN - 50124332; 2009-098014 AB - During the summers of 1981 and 1982, the thaw regime of gravel roads and the performance of culverts were observed in the Prudhoe Bay and Kuparuk River oilfields, northern Alaska. This relatively flat to gently rolling coastal plain is covered by shallow lakes, drained lake basins and interconnecting ice-wedge polygons. Depth of seasonal thaw of the predominantly fine-grained soils is less than 50 cm. The permafrost temperature is about -10 C. A combination of visual frost tube readings and temperature measurements were obtained in the roadbed, in an area immediately adjacent to an insulated culvert, and in areas undisturbed by construction. Gravel roads up to 2 m thick thaw completely and thaw penetrates into the consolidated active layer. Where depth of thaw exceeds the thickness of the active layer, ice-rich permafrost begins to thaw. Adjacent to the roads, newly formed surface troughs indicate melting of the underlying ice wedges. Shallow impoundments form on the upslope sides of roads where culverts have not been adequately sited or installed. More standardized practices for culvert placement, installation, and maintenance are desirable to minimize disruption of natural drainage. JF - Interaction of gravel fills, surface drainage, and culverts with permafrost terrain AU - Brown, Jerry AU - Brockett, Bruce E AU - Howe, Karen E Y1 - 1984/01// PY - 1984 DA - January 1984 SP - 35 VL - AK-RD-84-11 KW - United States KW - soil mechanics KW - Kuparuk River Field KW - embankments KW - permafrost KW - offshore KW - engineering properties KW - Prudhoe Bay Field KW - Prudhoe Bay KW - culverts KW - thawing KW - oil and gas fields KW - temperature KW - structures KW - cold weather construction KW - Northern Alaska KW - report KW - Arctic Ocean KW - Alaska KW - seasonal variations KW - Beaufort Sea KW - winter maintenance KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50124332?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Brown%2C+Jerry%3BBrockett%2C+Bruce+E%3BHowe%2C+Karen+E&rft.aulast=Brown&rft.aufirst=Jerry&rft.date=1984-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Interaction+of+gravel+fills%2C+surface+drainage%2C+and+culverts+with+permafrost+terrain&rft.title=Interaction+of+gravel+fills%2C+surface+drainage%2C+and+culverts+with+permafrost+terrain&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from the Bibliography on Cold Regions Science and Technology, United States N1 - Date revised - 2009-01-01 N1 - Number of references - 24 N1 - Availability - Alaska Department of Transportation and Public Facilities, Fairbanks, AK, United States N1 - Document feature - illus. incl. 4 tables, sketch maps N1 - SuppNotes - Includes appendix N1 - Last updated - 2012-06-07 ER - TY - JOUR T1 - Improved percolation test for septic tank leach field systems AN - 13803153; S198822783 AB - Of the roadside rest areas in the U.S., 50 per cent use septic tank systems for treating recreational vehicle and rest room wastewater. The Public Health Service percolation test is widely used for assessing the suitability of subsoil for a leach field. It also helps in the sizing of the septic tank leach field by determining the percolation value for the soil, an index of the rate of seepage of water into the soil. Various factors in this test are allowed to vary and the effect of this on test results is considered. Test hole cross-sectional size, excavation method, surface preparation and interior surface protection were investigated. Based on the findings an improved test procedure is proposed. A calculation for adjusting the raw data from percolation test for the size of the test hole used was also developed. JF - Transportation Research Record AU - Grottkau, WA AU - Pearson, F AD - California Department of Transportation, Sacramento Y1 - 1984 PY - 1984 DA - 1984 SP - 11 EP - 19 IS - 995 SN - 0361-1981, 0361-1981 KW - Aqualine Abstracts KW - AQ 00006:Sewage UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13803153?accountid=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=Transportation+Research+Record&rft.atitle=Improved+percolation+test+for+septic+tank+leach+field+systems&rft.au=Grottkau%2C+WA%3BPearson%2C+F&rft.aulast=Grottkau&rft.aufirst=WA&rft.date=1984-01-01&rft.volume=&rft.issue=995&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - SuppNotes - Publication focus: Application. N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Wetland and Floodplain Protection and the Federal-Aid Highway Program AN - 18986533; 8500911 AB - Current relationships between the Federal-Aid Highway Program (FAHP) and the federal laws, regulations, and policies that provide for the protection and regulation of activities in wetlands and floodplains are reviewed. Additionally, since the FAHP is an old program and since many of the laws discussed here have been enacted or significantly expanded in scope since the mid-1960s, an attempt is made to show how the established program has accommodated new environmental safeguards. Physical relationships between highways and wetland and floodplain areas are addressed. The importance of mitigation measures in connection with highway construction in wetlands and floodplains is focused upon. The statutes authorizing the FAHP provide for the incorporation of mitigation features such as changes in project location and design, at various stages of project development. A discussion of the obligation to mitigate damages, the limit on that obligation, and the ways in which mitigation measures are funded, is also included. (Baker-IVI) JF - Environmental Law Vol. 13, No. 1, p 162-264, Fall, 1983. 445 Ref. AU - Kussy, EVA AD - Federal Highway Administration Washington, DC Y1 - 1983/10// PY - 1983 DA - Oct 1983 KW - Water Resources Abstracts KW - Highways KW - Construction KW - Wetlands KW - Floodplains KW - Legal aspects KW - Environmental effects KW - Management KW - Planning KW - Legislation KW - Regulations KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18986533?accountid=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=&rft.atitle=Wetland+and+Floodplain+Protection+and+the+Federal-Aid+Highway+Program&rft.au=Kussy%2C+EVA&rft.aulast=Kussy&rft.aufirst=EVA&rft.date=1983-10-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - Guidelines for Federal Aviation Administration Regional Aviation Education Coordinators and Aviation Education Facilitators. AN - 63433916; ED247118 AB - This publication is designed to provide both policy guidance and examples of how to work with various constituencies in planning and carrying out appropriate Federal Aviation Administration (FAA) aviation education activities. Information is provided on the history of aerospace/aviation education, FAA educational materials, aerospace/aviation curricula, FAA responses to requests from schools and colleges, the California Governor's task force on aerospace/aviation education, educating and training aviation education facilitators, and other topics. Additional information in appendices includes: (1) the scope of aerospace education; (2) a list of aerospace course opportunities in various subject areas; (3) a guide to FAA aviation education supplementary materials (listing materials by curricular areas for primary, intermediate grade, and junior high school levels); (4) a description of Project Schoolflight (which promotes the building of aircraft in high schools, vocational schools, and universities); (5) information on Civil Air Patrol (CAP) aerospace education workshops; (6) list of airway science curriculum subject areas (with descriptions of the curricula); (7) a summary of the California governor's task force recommendations on aviation education; (8) information and schedules related to aviation education workshops; and (9) a list of FAA, CAP, and National Aeronautics and Space Adminstration (NASA) regional offices. (JN) AU - Strickler, Mervin K. Y1 - 1983/08// PY - 1983 DA - August 1983 SP - 97 KW - Aviation Education KW - Federal Aviation Administration KW - ERIC, Resources in Education (RIE) KW - Administrators KW - Practitioners KW - Workshops KW - Science Education KW - Aerospace Education KW - Course Content KW - Guidelines KW - Elementary Secondary Education KW - Higher Education KW - Educational History KW - Mathematics Education KW - Instructional Materials KW - Program Implementation KW - Federal Programs UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63433916?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Correlation between dynamic leach test results and geochemical observations AN - 51562354; 1984-006142 JF - Materials Research Society Symposia Proceedings AU - Barkatt, Aaron AU - Macedo, Pedro B AU - Sousanpour, William AU - Barkatt, Alisa AU - Boroomand, Marad A AU - Szoke, Peter AU - Rogers, Victor L Y1 - 1983 PY - 1983 DA - 1983 SP - 227 EP - 234 PB - North-Holland, New York-Amsterdam-Oxford VL - 15 SN - 0272-9172, 0272-9172 KW - experimental studies KW - volcanic rocks KW - igneous rocks KW - granites KW - pollution KW - hydrochemistry KW - radioactive waste KW - ground water KW - plutonic rocks KW - time factor KW - basalts KW - waste disposal KW - leaching KW - geochemistry KW - storage KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51562354?accountid=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=Materials+Research+Society+Symposia+Proceedings&rft.atitle=Correlation+between+dynamic+leach+test+results+and+geochemical+observations&rft.au=Barkatt%2C+Aaron%3BMacedo%2C+Pedro+B%3BSousanpour%2C+William%3BBarkatt%2C+Alisa%3BBoroomand%2C+Marad+A%3BSzoke%2C+Peter%3BRogers%2C+Victor+L&rft.aulast=Barkatt&rft.aufirst=Aaron&rft.date=1983-01-01&rft.volume=15&rft.issue=&rft.spage=227&rft.isbn=0444007806&rft.btitle=&rft.title=Materials+Research+Society+Symposia+Proceedings&rft.issn=02729172&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Sixth international symposium on the scientific basis for nuclear waste management N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. N1 - Date revised - 1984-01-01 N1 - Number of references - 15 N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2013-06-13 N1 - SubjectsTermNotLitGenreText - basalts; experimental studies; geochemistry; granites; ground water; hydrochemistry; igneous rocks; leaching; plutonic rocks; pollution; radioactive waste; storage; time factor; volcanic rocks; waste disposal ER - TY - JOUR T1 - Highway impacts on wetlands: assessment, mitigation, and enhancement measures AN - 13813202; S198721529 AB - Federal agencies should avoid construction in wetlands where there was a practicable alternative. After discussing types of wetlands and their value, the mitigation of highway impact on wetland is discussed. Careful evaluation of impact and mitigation measures was essential at an early stage of project. Basic ecological features unavoidably disturbed by highway construction should be reconstructed. New wetlands should be created to substitute for areas diminished or destroyed. Improvements to wetland environments should be incorporated into highway projects. JF - Transportation Research Record AU - Thrasher, M H AD - Federal Highway Administration, Washington, D.C. Y1 - 1983 PY - 1983 DA - 1983 SP - 17 EP - 20 IS - 948 SN - 0361-1981, 0361-1981 KW - Reduction KW - Aqualine Abstracts KW - AQ 00008:Effects of Pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13813202?accountid=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=Transportation+Research+Record&rft.atitle=Highway+impacts+on+wetlands%3A+assessment%2C+mitigation%2C+and+enhancement+measures&rft.au=Thrasher%2C+M+H&rft.aulast=Thrasher&rft.aufirst=M&rft.date=1983-01-01&rft.volume=&rft.issue=948&rft.spage=17&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Groundwater resources in the Saline Valley Conservancy District, Saline and Gallatin counties, Illinois AN - 51871246; 2004-027714 AB - A number of communities in Saline County and western Gallatin County, Illinois, experience periodic water shortages. These communities obtain their water supplies from a variety of sources, each inadequate to supply increasing demands. A comprehensive hydrogeologic study of this region was conducted as part of a continuing program to assess public groundwater supplies and regional aquifers. This study included reevaluation of existing subsurface and geophysical data supplemented by extensive surface electrical earth resistivity surveys and a controlled drilling, sampling, and testing program. A high-capacity test well and three observation wells were constructed, and a controlled aquifer test was conducted to evaluate the production capabilities of a promising sand and gravel aquifer. Analysis of the study data shows that a 3 million gallons per day well field can be successfully completed at a location 1.5 miles north of Junction, Gallatin County, Illinois. JF - Contract/Grant Report - Illinois. Geological Survey Division AU - Poole, Vickie L AU - Sanderson, Ellis W Y1 - 1981/09// PY - 1981 DA - September 1981 SP - 37 PB - Illinois State Geological Survey, Champaign, IL KW - United States KW - lithostratigraphy KW - water supply KW - monitoring KW - Illinois KW - geophysical surveys KW - geophysical methods KW - electrical methods KW - resistivity KW - ground water KW - aquifers KW - electrical sounding KW - boreholes KW - hydrostratigraphy KW - Saline Valley Conservancy District KW - surveys KW - Saline County Illinois KW - Gallatin County Illinois KW - drilling KW - water wells KW - water resources KW - depletion KW - 21:Hydrogeology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51871246?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=Poole%2C+Vickie+L%3BSanderson%2C+Ellis+W&rft.aulast=Poole&rft.aufirst=Vickie&rft.date=1981-09-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Groundwater+resources+in+the+Saline+Valley+Conservancy+District%2C+Saline+and+Gallatin+counties%2C+Illinois&rft.title=Groundwater+resources+in+the+Saline+Valley+Conservancy+District%2C+Saline+and+Gallatin+counties%2C+Illinois&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2004-01-01 N1 - Number of references - 12 N1 - PubXState - IL N1 - Document feature - illus. incl. sect., 1 table, geol. sketch maps N1 - SuppNotes - Includes appendices N1 - Last updated - 2012-06-07 N1 - CODEN - #06099 N1 - SubjectsTermNotLitGenreText - aquifers; boreholes; depletion; drilling; electrical methods; electrical sounding; Gallatin County Illinois; geophysical methods; geophysical surveys; ground water; hydrostratigraphy; Illinois; lithostratigraphy; monitoring; resistivity; Saline County Illinois; Saline Valley Conservancy District; surveys; United States; water resources; water supply; water wells ER - TY - JOUR T1 - Slope protection along St. Lawrence Seaway canals AN - 50735859; 1982-019272 JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Olpinski, K AU - Christensen, C J Y1 - 1981/08// PY - 1981 DA - August 1981 SP - 402 EP - 419 PB - National Research Council of Canada, Ottawa, ON VL - 18 IS - 3 SN - 0008-3674, 0008-3674 KW - North America KW - embankments KW - canals KW - channels KW - Lachine Canal KW - Saint Lawrence Seaway KW - Ontario KW - history KW - engineering geology KW - Canada KW - Great Lakes KW - Welland Canal KW - economics KW - Eastern Canada KW - slope stability KW - construction KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50735859?accountid=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=Slope+protection+along+St.+Lawrence+Seaway+canals&rft.au=Olpinski%2C+K%3BChristensen%2C+C+J&rft.aulast=Olpinski&rft.aufirst=K&rft.date=1981-08-01&rft.volume=18&rft.issue=3&rft.spage=402&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 - 1982-01-01 N1 - PubXState - ON N1 - Document feature - illus. incl. 3 tables, sects., sketch maps N1 - Last updated - 2012-06-06 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - Canada; canals; channels; construction; design; Eastern Canada; economics; embankments; engineering geology; Great Lakes; history; Lachine Canal; North America; Ontario; Saint Lawrence Seaway; slope stability; Welland Canal ER - TY - CPAPER T1 - The Role of Publicity in Deterrence: A Clarification T2 - Society for the Study of Social Problems AN - 61760777; 81S13014 AB - Clarified is the relationship between publicity & deterrence, using the drinking & driving law as an example. The critical mediating factor in general deterrence theory is the perceived risk of detection & apprehension for the behavior in question. Specific enforcement of drunk driving laws alone does not create an apprehension risk sufficient to influence the public's driving behavior. To increase the public's perception of apprehension risk, police enforcement activities must be supplemented by publicity. Publicity without sufficient enforcement is soon perceived as not credible; enforcement without publicity has too little impact on the drinking driving population to create a general deterrent effect. A recent survey of the international drinking-driving literature (Ross, 1981) cited several programs that appeared to be successful in the short run. Two kinds of publicity were associated with some of those programs: intentional coverage designed to heighten drivers' perception of apprehension risk, & unsolicited press coverage criticizing the new programs. The unsought publicity usually argued that the drinking-driving laws allegedly violated drivers' civil liberties. British data (Ross, 1977) as well as recent data from New Zealand (Hurst & Wright, 1980) & France (Ross, in press) suggest that the negative publicity may have actually enhanced the general deterrent effect of the drinking-driving programs. Given an adequate level of specific enforcement combatting drinking & driving, it appears that the amount of publicity becomes an important determinant of the program's impact, regardless of whether that publicity is positive or negative. However, it must be emphasized that the data are suggestive at this time. Psychological mechanisms are suggested which provide a conceptual bridge between publicity, heightened perceived risk, & outcome measures (such as nighttime accidents & fatalities). JF - Society for the Study of Social Problems AU - Frank, James F AU - Ross, H Laurence Y1 - 1981///0, PY - 1981 DA - 0, 1981 KW - drunk driving deterrence KW - publicity programs supporting law enforcement KW - literature survey KW - Drunkenness KW - Law/Laws (see also Legal, Legislation) KW - Deterrence/Deterrent/Deterrents KW - Drive/Drives/Driving/Driver/Drivers KW - Publicity KW - proceeding KW - 1636: social control; sociology of law UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/61760777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Asocabs&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=Society+for+the+Study+of+Social+Problems&rft.atitle=The+Role+of+Publicity+in+Deterrence%3A+A+Clarification&rft.au=Frank%2C+James+F%3BRoss%2C+H+Laurence&rft.aulast=Frank&rft.aufirst=James&rft.date=1981-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Society+for+the+Study+of+Social+Problems&rft.issn=&rft_id=info:doi/ LA - English DB - Sociological Abstracts N1 - Date revised - 2009-03-10 N1 - Publication note - 1981 N1 - Last updated - 2016-09-28 ER - TY - JOUR T1 - Lake Michigan water allocation into the 21st century AN - 13875788; S198308022 AB - The implementation of a comprehensive water management and resource allocation programme for northeastern Illinois is described, following amendments to a U.S. Supreme Court ruling limiting the total quantity of water abstracted from Michigan lake to 3200 ft3 per sec. The division of the lake Michigan supplies between various categories is examined in the light of historical events and the changes in the original drainage system of Chicago which reversed the flows of the Chicago river and Calumet river, causing them to drain towards the Illinois river and Mississippi river instead of into lake Michigan. The essence of the recent proposals was the adoption of a 40-year averaging period for calculation of lockage, leakage and annual stormwater flows covered by the abstraction limit in place of the 5-year period previously embodied in the legislation. The increased amount of lake water for public supply made available as a consequence of this change will enable piped supplies to be made available to additional communities in northeastern Illinois, thereby reducing demand on the deep aquifer which is currently being depleted at a rate equal to three times its sustained yield. JF - Water Forum '81. ASCE, New York AU - Kudrna, F L AU - Fulton, N R AU - Injerd, DA AD - Illinois Department of Transportation, Chicago Y1 - 1981 PY - 1981 DA - 1981 SP - 4 EP - 214,04,07 VL - Volume-I KW - Aqualine Abstracts KW - AQ 00001:Water Resources and Supplies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13875788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water+Forum+%2781.+ASCE%2C+New+York&rft.atitle=Lake+Michigan+water+allocation+into+the+21st+century&rft.au=Kudrna%2C+F+L%3BFulton%2C+N+R%3BInjerd%2C+DA&rft.aulast=Kudrna&rft.aufirst=F&rft.date=1981-01-01&rft.volume=Volume-I&rft.issue=&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=Water+Forum+%2781.+ASCE%2C+New+York&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - Highway underdrainage AN - 13875701; S198308070 AB - Recent and contemporary practice in the design of highway stormwater drains in Illinois is describes, significant changes having been introduced in 1975, when the standard pipe dia was decreased to 4 in., the width of trench decreased to a maximum of 12 in and its depth increased to 30 in. This change enabled alternative pipe materials to be considered and test with a flexible corrugated polyethylene pipe are described. The pipe was installed mechanically by a tubing boot attached to a relatively large grade-controlled trenching machine of a type normally used for farm drainage construction. Performance was evaluated primarily on the basis of the size of vertical deflections measured by a device pulled through successive lengths of pipe following installation and backfilling. The findings suggest that a properly installed corrugated plastic pipe is capable of replacing conventional pipe materials at considerably less cost. JF - Water Forum '81. ASCE, New York AU - Fowler, D D AD - Illinois Department of Transportation Y1 - 1981 PY - 1981 DA - 1981 SP - 4 EP - 786,04,07 VL - Volume-II KW - Equipment KW - Pipes (see also conduits, drains, pipelines,sewers) KW - Reduction KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13875701?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water+Forum+%2781.+ASCE%2C+New+York&rft.atitle=Highway+underdrainage&rft.au=Fowler%2C+D+D&rft.aulast=Fowler&rft.aufirst=D&rft.date=1981-01-01&rft.volume=Volume-II&rft.issue=&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=Water+Forum+%2781.+ASCE%2C+New+York&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - JOUR T1 - The Design of Encroachments on Flood Plains Using Risk Analysis AN - 19247552; 8204631 AB - The design of all flood plain encroachments should include an evaluation of the inherent flood related risks to the highway facility and to the surrounding property. When this evaluation indicates that the risk warrants additional study, a detailed analysis of alternative designs is necessary in order to determine that design with the least total expected cost (LTEC) to the public. An essential ingredient in the LTEC design concept is risk analysis. All quantifiable losses are included in the risk analysis. These may involve damage to structures, embankments, surrounding property, traffic related losses and scour or stream channel damage. The product of the risk analysis is the annual economic risk associated with each design strategy. The sum of the annual economic risk and the annual capital costs results in the total expected cost (TEC) for each design strategy. Comparison of the TEC 's for all design strategies allows the designer to select the LTEC or optimum design. Although the emphasis in this manual is on bridge crossings, the LTEC decisionmaking process concept is applicable to other drainage features. For example, it may be utilized in the design evaluation of culverts, longitudinal encroachments, countermeasures and foundation elevations. (Moore-SRC) JF - Hydraulic Engineering Circular No 17, October 1980. 134 p, 15 Fig, 14 Tab, 23 Ref, 3 Append. AU - Corry, M L AU - Jones, J S AU - Thompson, P L AD - Federal Highway Administration Washington, DC. Office of Engineering Y1 - 1980/10// PY - 1980 DA - Oct 1980 KW - Water Resources Abstracts KW - Flood plains KW - Bridge design KW - Risks KW - Highways KW - Flood damage KW - Cost analysis KW - Culverts KW - Scour KW - Channel erosion KW - Economic aspects KW - Design criteria KW - Embankments KW - Dikes KW - Earthworks KW - Alternative planning KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19247552?accountid=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=&rft.atitle=The+Design+of+Encroachments+on+Flood+Plains+Using+Risk+Analysis&rft.au=Corry%2C+M+L%3BJones%2C+J+S%3BThompson%2C+P+L&rft.aulast=Corry&rft.aufirst=M&rft.date=1980-10-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - A Model Aerospace Curriculum: August Martin High School. AN - 63404903; ED244818 AB - This document presents an operational model of a thematic aerospace education school--the August Martin High School (New York). Part 1 briefly describes the nature of aviation/aerospace education and the background of the school. This background information includes how the school was formed, rationale for an aerospace thematic school, research evidence supporting aerospace education, proposed curriculum patterns, and projected elective courses. Part 2 describes the August Martin program, outlines the curriculum and examines a number of topics including: (1) innovative administrative and curriculum features; (2) such aerospace activities as the flying program and construction of the Wright Flyer replica; (3) annual PTA meeting at Eastern Airlines; (4) Port Authority activities; (5) aerospace careers day; and using John F. Kennedy airport facilities. Part 3 discusses the use of the aerospace theme in English, social studies, mathematics, foreign languages, science, music and art, and in health education. Part 4 provides conclusions and recommendations indicating that an aerospace or other thematic approach to education is not only feasible but also that the behavior changing impact of such programs yields remarkable benefits for both students and the community. (Lists of colleges accepting August Martin graduates and aerospace education resources are included in appendices.) (JN) AU - Strickler, Mervin K. Y1 - 1980/08// PY - 1980 DA - August 1980 SP - 60 VL - GA-300-143B KW - Aviation Education KW - ERIC, Resources in Education (RIE) KW - Practitioners KW - Program Descriptions KW - Aerospace Education KW - Science Curriculum KW - Social Studies KW - Health Education KW - Music Education KW - Art Education KW - Physical Education KW - Curriculum Development KW - Thematic Approach KW - High Schools KW - Second Language Programs KW - Mathematics Curriculum KW - Secondary School Curriculum UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63404903?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Noise: A Forgotten Environmental Problem AN - 15264058; 77846 AB - Highway traffic noise is a serious problem for communities. The traffic noise can be lessened by source controls. The impact of the noise can be mitigated with barriers built along heavily traveled roads. However, the most promising long-range solution is noise compatible land use planning at the local level. Low cost methods are available to prevent noise problems from ever occurring. The Federal Highway Administration is attempting to encourage local officials to use these methods. JF - ENVIRON. PROFESS. AU - Kloos, J B AD - Landscape Br. Off. Eng., FHWA, Wash., D.C. Y1 - 1980 PY - 1980 DA - 1980 SP - 209 EP - 212 VL - 2 IS - 2 KW - Highway traffic KW - Health & Safety Science Abstracts; Pollution Abstracts KW - Environmental impact KW - Noise reduction KW - Transportation noise KW - P 7000:NOISE KW - H ST2.9.8:NOISE (VIBRATION) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15264058?accountid=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=ENVIRON.+PROFESS.&rft.atitle=Noise%3A+A+Forgotten+Environmental+Problem&rft.au=Kloos%2C+J+B&rft.aulast=Kloos&rft.aufirst=J&rft.date=1980-01-01&rft.volume=2&rft.issue=2&rft.spage=209&rft.isbn=&rft.btitle=&rft.title=ENVIRON.+PROFESS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-12 N1 - SubjectsTermNotLitGenreText - Transportation noise; Noise reduction; Environmental impact ER - TY - JOUR T1 - Storm sewer redesign adds capacity AN - 13895611; 198101346 AB - The author uses photographs and a diagram to describe improvements to the design of Permars Run enclosure in Steubenville, Ohio , to enable the storm sewer to contain a 100 year storm. The redesigned system includes a debris control structure upstream from the enclosure, replacement of the existing box culvert inlet by a side-tapered-type inlet , and an energy dissipation system was included to slow flow. JF - Water & Wastes Engineering AU - Pettit, C G AD - Ohio Department of Transportation Y1 - 1980 PY - 1980 DA - 1980 SP - 32 EP - 34 VL - 17 IS - 12 KW - Aqualine Abstracts KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/13895611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water+%26+Wastes+Engineering&rft.atitle=Storm+sewer+redesign+adds+capacity&rft.au=Pettit%2C+C+G&rft.aulast=Pettit&rft.aufirst=C&rft.date=1980-01-01&rft.volume=17&rft.issue=12&rft.spage=32&rft.isbn=&rft.btitle=&rft.title=Water+%26+Wastes+Engineering&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2000-09-01 N1 - Last updated - 2011-12-12 ER - TY - RPRT T1 - School Bus Carbon Monoxide Intrusion. NHTSA Technical Report. AN - 63769323; ED170950 AB - This report presents the findings of a voluntary program conducted over a 10-month period during which school buses were tested for carbon monoxide (CO) levels under different climatological conditions. The objective of the test program was to determine whether or not there are any serious CO intrusion problems or indications of potential problems on a small sample of the nation's school buses. The program was not designed to gather data from a statistically significant sample size; however, 645 tests were conducted in all areas of the United States, under varying test conditions, and using test equipment with different accuracies. Test results showed, based on a recommended level of 20 parts per million (PPM), that 7.2 percent of the buses tested exceeded this level, and 5.4 percent of the buses tested had maximum CO readings above 50 PPM. Recommendations included (1) development of advisories for concerned state, local, and private school bus agencies defining necessary maintenance and inspection procedures that will reduce or eliminate the CO intrusion problem; (2) promulgation of a standard defining maximum allowable CO levels for school buses; and (3) additional CO testing under controlled conditions and with an expanded data base. (Author/MLF) Y1 - 1978/09// PY - 1978 DA - September 1978 SP - 67 VL - DOT-HS-803-705 KW - Carbon Monoxide KW - ERIC, Resources in Education (RIE) KW - Air Pollution KW - School Buses KW - Research Reports KW - Equipment Maintenance KW - Safety KW - Elementary Secondary Education KW - Testing UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63769323?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Floodplain Management and Protection: Proposed Policies and Procedures AN - 19185041; 7903253 AB - The Department of Transportation presents for public comment its proposed policies and procedures on protection and management of floodplains. The proposal implements both Executive Order 11988, Floodplain Management, and the guidelines for implementing the Executive Order issued by the Water Resources Council on January 25, 1978. (Stihler-Mass). JF - Federal Register Vol. 43, No. 121, p. 27148-27150, Thursday, June 22, 1978. Y1 - 1978/06// PY - 1978 DA - Jun 1978 KW - Water Resources Abstracts KW - Flood plains KW - Wetlands KW - Legal aspects KW - Federal government KW - Water policy KW - Planning KW - Regulation KW - Administration KW - Standards KW - SW 4070:Ecological impact of water development KW - SW 4060:Nonstructural alternatives KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19185041?accountid=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=&rft.atitle=Floodplain+Management+and+Protection%3A+Proposed+Policies+and+Procedures&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1978-06-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - U.S. Inland Water Transportation AN - 19238997; 8000473 AB - The inland waterways transportation system in the United States, considered 95% complete, was largely developed by the federal government, which builds, operates, maintains, and modernizes channels, locks, and dams. State and local governments, special authorities, and private interests have provided port and terminal facilities, land easements, and right of way, and private industry has contributed engineering innovations. The Federal Government spent about $4.6 billion through 1974 on construction, maintenance, and operation. Only limited further development of new waterways or river canals is anticipated due to rising costs, declining potential economic benefits, environmental considerations, and changing national priorities. The continental U.S. has 41,124 km of navigable inland and intracoastal channels, exclusive of the Great Lakes. The Mississippi River and Gulf Intracoastal Waterway systems account for 58% of the total mileage and 73% of prime channels with depths of 2.7-4.2 m. Of total U.S. intercity freight traffic, inland waterway transportation in 1974 was 9.5% of tonnage and 10.1% of ton-miles. Petroleum and coal account for 53% of the total waterborne tonnage of 1.7 billion tons/yr. Four federal agencies play important roles in inland waterways operation, the U.S. Army Corps, Interstate Commerce Commission, U.S. Coast Guard, and Maritime Administration. Environmental problems related to inland waterways include fuel consumption, disposal of dredged materials, and pollution by sewage and hazardous substances. (Lynch-Wisconsin) JF - Water Management and Development, Proceedings of the United Nations Water Conference; Mar del Plata, Argentina March 1977. New York, 1978, Pergamon Press, Vol. 1, part 4, p 2371-2384. AU - Craig, J L AU - Wald, L Y AD - Department of Transportation Washington, DC Y1 - 1978/03// PY - 1978 DA - Mar 1978 KW - Water Resources Abstracts KW - United States KW - Inland waterways KW - Transportation KW - Rivers KW - Canals KW - Water management(Applied) KW - Navigable waters KW - Intracoastal waterways KW - Channel improvement KW - Governments KW - Local governments KW - Federal governments KW - State governments KW - Environmental effects KW - Administrative agencies KW - Institutions KW - Water resources development KW - Shipping KW - Navigation KW - SW 4050:Water law and institutions KW - SW 4040:Water demand UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19238997?accountid=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=&rft.atitle=U.S.+Inland+Water+Transportation&rft.au=Craig%2C+J+L%3BWald%2C+L+Y&rft.aulast=Craig&rft.aufirst=J&rft.date=1978-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Ice Sheet Loads on Marina Piles AN - 19199313; 7806715 AB - Two marina piles were instrumented with steel sleeves. The steel sleeves were fixed rigidly to the top of the piles. The bottoms of the sleeves were free to freeze into the ice sheet. Two transducers were placed on each sleeve above the water level to measure the tension and compression forces imposed on the pile by the ice sheet. The testing took place during two winters at Ontonagon, Michigan. It was found that the fluctuating water level in the lake can produce large cycling loads and that the vertical loading rate that an ice sheet imposes on a marina pile can be significant. (Sims-ISWS) JF - Journal of the Waterway, Port, Coastal and Ocean Division, American Society of Civil Engineers Vol. 104, No. WW1, Proceedings Paper 13522, p 11-17, February 1978. 7 fig, 6 ref, 1 append. AU - Doud, JO AD - Federal Highway Administration Springfield, IL. Illinois Div Y1 - 1978/02// PY - 1978 DA - Feb 1978 KW - Water Resources Abstracts KW - Ice KW - Michigan KW - Ice loads KW - Piles(Foundations) KW - Marinas KW - Instrumentation KW - On-site investigations KW - Loads(Forces) KW - Damages KW - Ice cover KW - Ice jams KW - Uplift pressure KW - Water levels KW - Water level fluctuations KW - Recreational facilities KW - SW 0850:Lakes KW - SW 6020:Hydraulics KW - SW 0820:Snow, ice and frost UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19199313?accountid=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=&rft.atitle=Ice+Sheet+Loads+on+Marina+Piles&rft.au=Doud%2C+JO&rft.aulast=Doud&rft.aufirst=JO&rft.date=1978-02-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Some Economic and Environmental Effects of Highways in Japan and the United States AN - 19195898; 7802221 AB - A study of economic and environmental effects of highways in Japan and the United States emphasizes differences rather than similarities. Reviewed in detail are Japanese toll structures, the planning process for expressways, study approaches, roadway design, types of vehicles using the highways, and special vehicle equipment. Citizen participation in the planning process is compared, noting that the Japanese are hesitant of drawing in citizens at an early stage in the planning process because of resulting delays. Japan also lacks a technical citizen participation process permitting evaluation of various alternatives. Deleterious environmental effects of highways in Japan appear responsive to problems which may preclude legalistic remedies. Similarities are noted in study approaches used in the two countries and solutions to development problems are outlined. Both countries need better land use controls along highways and better monetary quantification of the accessibility and proximity effects of highways. (Coyle-Wisconsin) JF - Traffic Quarterly Vol. 31, No. 3, p. 399-419, July 1977. 7 fig, 1 tab. AU - Thiel, F I AU - Kane, A AD - Federal Highway Administration Washington, DC. Transportation Economics Div Y1 - 1977/07// PY - 1977 DA - Jul 1977 KW - Water Resources Abstracts KW - Environmental effects KW - Highway effects KW - United States KW - Highways KW - Planning KW - Land use KW - Japan KW - Citizen participation KW - Noise barrier walls KW - Vehicles KW - SW 2060:Effects on water of human nonwater activities KW - SW 4070:Ecological impact of water development KW - SW 3030:Effects of pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19195898?accountid=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=&rft.atitle=Some+Economic+and+Environmental+Effects+of+Highways+in+Japan+and+the+United+States&rft.au=Thiel%2C+F+I%3BKane%2C+A&rft.aulast=Thiel&rft.aufirst=F&rft.date=1977-07-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Speech Interference Assessment: A Condensed View of Important Considerations and a Global Model of Acceptability AN - 58072886; 7905965 AB - A broad approach is taken to speech interference assessment. Not only intelligibility (information transfer) but annoyance, acceptability, & other subjective factors in the communication network are to be considered. Nine specific factors are listed, encompassing perceptions, reactions, & interreactions of both speaker & listener, & a model developed which depicts this interactive situation. Speech interference in the model involves a whole block of contributing factors reflecting not only information reduction but the total dynamics of human behavior in a speech communication situation. It is hoped, however, that these factors are open to experimental attack & can be ordered in a hierarchy of importance. The model's presentation is prefaced by tutorial material on the acoustics of speech, masking theory, speech perception, & traditional methods of assessing speech interference, primarily the Articulation Index & the Speech Interference Level. 2 Figures. Modified HA JF - The Journal of Auditory Research AU - Shepherd, William T AU - Gunn, Walter J AD - Federal Aviation Administration, Washington DC 20590 Y1 - 1977/04// PY - 1977 DA - April 1977 SP - 117 EP - 138 VL - 17 IS - 2 KW - speech interference assessment, acceptability model KW - Intelligibility (in11) KW - Speech Perception (sp6) KW - Linguistic Interference (li1) KW - Interpersonal Behavior (in15) KW - Articulation (ar3) KW - Perception (pe3) KW - article KW - 6311: hearing-pathological and normal; auditory perception UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/58072886?accountid=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=The+Journal+of+Auditory+Research&rft.atitle=Speech+Interference+Assessment%3A+A+Condensed+View+of+Important+Considerations+and+a+Global+Model+of+Acceptability&rft.au=Shepherd%2C+William+T%3BGunn%2C+Walter+J&rft.aulast=Shepherd&rft.aufirst=William&rft.date=1977-04-01&rft.volume=17&rft.issue=2&rft.spage=117&rft.isbn=&rft.btitle=&rft.title=The+Journal+of+Auditory+Research&rft.issn=&rft_id=info:doi/ LA - English DB - Linguistics and Language Behavior Abstracts (LLBA) N1 - Date revised - 2003-10-01 N1 - Last updated - 2016-09-27 N1 - CODEN - JAURAE N1 - SubjectsTermNotLitGenreText - Speech Perception (sp6); Intelligibility (in11); Perception (pe3); Interpersonal Behavior (in15); Linguistic Interference (li1); Articulation (ar3) ER - TY - JOUR T1 - Survey of Alternatives to the Use of Chlorides for Highway Deicing AN - 19216182; 7807122 AB - The results of a state-of-the-art review of highway deicing techniques are summarized. Information and suggestions for use in planning and initiating research are included. A literature review and a compilation of information from various organizations have promoted selections of and suggestions for promising avenues of research into alternatives to the use of chlorides. These alternatives include: (1) formamide, (2) urea, (3) tetrapotassium pyrophosphate, (4) formamide-urea-water, (5) tripotassium phosphate-formamide, (6) hydrolysates of proteinaceous waste, (7) hydrophobic coatings - such as fatty-quaternary-ammonium compounds, organo-fluorochemical compounds, organo-silicone compounds, polymers (polyethylene, plastics, aminoborane, alkali metal borohydride, alkali metals with borohydrides), (8) pavement heating, (9) mobile thermal deicing, (10) ultrasonic or vibrational techniques, and (11) various types of equipment. Undesirable characteristics are noted with the use of: ammonium acetate, ammonium nitrate, ammonium sulfate, alcohols, glycols, sodium formate, calcium formate, ammonium carbamate, and ammonium salts. (Seip-IPA) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-268 110, Price codes: A03 in paper copy, A01 in microfiche. Report No. FHWA-RD-77-52, May, 1977. 23 p, 45 ref. AU - Zenewitz, JA AD - Federal Highway Administration Washington, DC. Materials Div Y1 - 1977/04// PY - 1977 DA - Apr 1977 KW - Water Resources Abstracts KW - Ice KW - Melting KW - Deicers KW - Highway icing KW - Chlorides KW - Chemicals KW - Testing KW - Reviews KW - SW 2060:Effects on water of human nonwater activities KW - SW 3020:Sources and fate of pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19216182?accountid=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=&rft.atitle=Survey+of+Alternatives+to+the+Use+of+Chlorides+for+Highway+Deicing&rft.au=Zenewitz%2C+JA&rft.aulast=Zenewitz&rft.aufirst=JA&rft.date=1977-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Physicians' Supply Decisions by Specialty: 2SLS Model AN - 60837933; 77I9728 AB - Using data from the American Medical Assoc's 7th Annual Periodic Survey of MD's, an empirical test was conducted of the backward-bending supply curve hypothesis as it relates to MD's supply of market time. Results, by specialty, tend to support this hypothesis; however, the low elasticities imply that the supply of MD's services is not likely to be dramatically reduced because of increasing MD affluence. 4 Tables. AA. JF - Industrial Relations AU - Vahovich, Stephen G AD - Dept Transportation Federal Aviation Administration, Washington DC 20591 Y1 - 1977/02// PY - 1977 DA - February 1977 SP - 51 EP - 60 VL - 16 IS - 1 SN - 0019-8676, 0019-8676 KW - US, physicians, services supply KW - American Medical Association data, low elasticities, affluence effects KW - Physician/Physicians KW - Supply KW - Survey/Surveys KW - Affluent/Affluence KW - Service/Services KW - article KW - 2045: sociology of health and medicine; sociology of medicine (public health) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/60837933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Asocabs&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Industrial+Relations&rft.atitle=Physicians%27+Supply+Decisions+by+Specialty%3A+2SLS+Model&rft.au=Vahovich%2C+Stephen+G&rft.aulast=Vahovich&rft.aufirst=Stephen&rft.date=1977-02-01&rft.volume=16&rft.issue=1&rft.spage=51&rft.isbn=&rft.btitle=&rft.title=Industrial+Relations&rft.issn=00198676&rft_id=info:doi/ LA - English DB - Sociological Abstracts N1 - Date revised - 2007-04-01 N1 - Last updated - 2016-09-28 N1 - CODEN - IDRLAP N1 - SubjectsTermNotLitGenreText - Physician/Physicians; Survey/Surveys; Supply; Service/Services; Affluent/Affluence ER - TY - RPRT T1 - Subsurface exploration using reconstruction technique algorithms AN - 51194341; 1986-076448 JF - Second annual conference on DOT research and development in tunneling technology AU - Lytle, R Jeffrey Y1 - 1976/11// PY - 1976 DA - November 1976 VL - DOT-TST-77-22 KW - models KW - engineering geology KW - computers KW - tunnels KW - data processing KW - techniques KW - economics KW - algorithms KW - simulation KW - construction KW - exploration KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51194341?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=conference&rft.jtitle=&rft.atitle=&rft.au=Lytle%2C+R+Jeffrey&rft.aulast=Lytle&rft.aufirst=R&rft.date=1976-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Subsurface+exploration+using+reconstruction+technique+algorithms&rft.title=Subsurface+exploration+using+reconstruction+technique+algorithms&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second annual conference on DOT research and development in tunneling technology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1986-01-01 N1 - Availability - Natl. Tech. Inf. Serv., Springfield, VA, United States N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - Second annual conference on DOT research and development in tunneling technology AN - 51193041; 1986-076444 JF - Second annual conference on DOT research and development in tunneling technology Y1 - 1976/11// PY - 1976 DA - November 1976 SP - 206 VL - DOT-TST-77-22 KW - engineering geology KW - symposia KW - tunnels KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51193041?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=conference&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1976-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Second+annual+conference+on+DOT+research+and+development+in+tunneling+technology&rft.title=Second+annual+conference+on+DOT+research+and+development+in+tunneling+technology&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second annual conference on DOT research and development in tunneling technology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1986-01-01 N1 - Availability - Natl. Tech. Inf. Serv., Springfield, VA, United States N1 - SuppNotes - Individual reports within scope are cited separately N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - Subsurface exploration methods for soft ground rapid transit tunnels AN - 51188086; 1986-076447 JF - Second annual conference on DOT research and development in tunneling technology AU - Sluz, Andrew Y1 - 1976/11// PY - 1976 DA - November 1976 VL - DOT-TST-77-22 KW - United States KW - subways KW - engineering geology KW - soft ground KW - boreholes KW - tunnels KW - construction KW - design KW - exploration KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51188086?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=conference&rft.jtitle=&rft.atitle=&rft.au=Sluz%2C+Andrew&rft.aulast=Sluz&rft.aufirst=Andrew&rft.date=1976-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Subsurface+exploration+methods+for+soft+ground+rapid+transit+tunnels&rft.title=Subsurface+exploration+methods+for+soft+ground+rapid+transit+tunnels&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second annual conference on DOT research and development in tunneling technology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1986-01-01 N1 - Availability - Natl. Tech. Inf. Serv., Springfield, VA, United States N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - Acoustic sensing system for mapping the soil-rock interface and for detecting and identifying objects and material changes in soil masses under a water table AN - 51186087; 1986-076446 JF - Second annual conference on DOT research and development in tunneling technology AU - Fowler, James C Y1 - 1976/11// PY - 1976 DA - November 1976 VL - DOT-TST-77-22 KW - water table KW - acoustical methods KW - soil-rock interface KW - planning KW - cartography KW - underground installations KW - geophysical methods KW - techniques KW - applications KW - construction KW - design KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51186087?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=conference&rft.jtitle=&rft.atitle=&rft.au=Fowler%2C+James+C&rft.aulast=Fowler&rft.aufirst=James&rft.date=1976-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Acoustic+sensing+system+for+mapping+the+soil-rock+interface+and+for+detecting+and+identifying+objects+and+material+changes+in+soil+masses+under+a+water+table&rft.title=Acoustic+sensing+system+for+mapping+the+soil-rock+interface+and+for+detecting+and+identifying+objects+and+material+changes+in+soil+masses+under+a+water+table&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second annual conference on DOT research and development in tunneling technology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1986-01-01 N1 - Availability - Natl. Tech. Inf. Serv., Springfield, VA, United States N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - Evaluation of aerial remote sensing techniques for defining critical geologic features pertinent to tunnel location and design AN - 51179074; 1986-076445 JF - Second annual conference on DOT research and development in tunneling technology AU - Everett, John AU - Russell, Orville AU - Stanczuk, Dennis AU - Erskine, Melville Y1 - 1976/11// PY - 1976 DA - November 1976 VL - DOT-TST-77-22 KW - United States KW - SLAR KW - imagery KW - geophysical surveys KW - Carlin Canyon KW - geophysical methods KW - southeastern West Virginia KW - East River Mountain KW - engineering geology KW - infrared methods KW - tunnels KW - surveys KW - Elko KW - Nevada KW - design KW - West Virginia KW - remote sensing KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51179074?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=conference&rft.jtitle=&rft.atitle=&rft.au=Everett%2C+John%3BRussell%2C+Orville%3BStanczuk%2C+Dennis%3BErskine%2C+Melville&rft.aulast=Everett&rft.aufirst=John&rft.date=1976-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Evaluation+of+aerial+remote+sensing+techniques+for+defining+critical+geologic+features+pertinent+to+tunnel+location+and+design&rft.title=Evaluation+of+aerial+remote+sensing+techniques+for+defining+critical+geologic+features+pertinent+to+tunnel+location+and+design&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Second annual conference on DOT research and development in tunneling technology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1986-01-01 N1 - Availability - Natl. Tech. Inf. Serv., Springfield, VA, United States N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - The Driver Education Evaluation Program (DEEP) Study. Second Report to Congress. AN - 63832744; ED148892 AB - The second annual report to Congress describes the status of several current, federally-sponsored driver education programs. These programs are designed for: young beginning drivers (high school students), drinking drivers, other problem drivers, motorcyclists, and physically handicapped drivers. Plans for future programs are described and the first annual report is summarized. (CTM) Y1 - 1976/07// PY - 1976 DA - July 1976 SP - 31 KW - Motorcycles KW - ERIC, Resources in Education (RIE) KW - Drinking KW - Program Effectiveness KW - Educational Programs KW - Young Adults KW - Adults KW - Driver Education KW - Annual Reports KW - Motor Vehicles KW - Secondary Education KW - Traffic Safety KW - Rehabilitation Programs KW - Federal Programs KW - Program Development KW - Parent Participation KW - Alcohol Education KW - Program Evaluation KW - Adolescents KW - Traffic Accidents KW - Physical Disabilities UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63832744?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - SuppNotes - For related document, see ED 134 600 N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Maritime Administration Chemical Waste Incinerator Ship Project AN - 19196041; 7903029 AB - Incineration at sea has been deemed a relatively environmentally safe method for disposal of toxic chemical wastes. The impact of such a disposal method on the ocean environment is examined. The marine environment is regarded as two zones: (1) the coastal ocean which includes estuaries, adjacent wetlands, lagoons, waters over the continental shelves, and the marginal seas; and (2) the open ocean. Consideration is given to the U.S. development of an incinerator vessel; and the design, operation, and equipment of the Dutch ship, VULCANUS, designed to deal with chlorinated hydrocarbon wastes, is described. The potential hazards involved with the use of such vessels are the accidental release of harmful substances because of mishaps. It is concluded that combustion in the open ocean of toxic chemical wastes has a minimal adverse impact on the marine environment when stringent safety regulations are strictly observed. Combustion efficiencies are above 99.9% in the conversion of chlorinated hydrocarbons to water vapor, carbon dioxide, and hydrogen chloride. The principal concern of accidental spills at sea is the absorption of toxic substances by food fish. Safety control measures are detailed and alternative methods are considered. Comments on the Draft Impact Statement requested from various agencies and states are included. (Davison-IPA) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-253 978, Price codes: A17 in paper copy, A01 in microfiche. Final Environmental Impact Statement, Report No MA-EIS-7302-76-041F, 1976. Volume 1 of 2. 369 p, 18 fig, 19 tab, 56 ref, 8 append. Y1 - 1976/04// PY - 1976 DA - Apr 1976 KW - Water Resources Abstracts KW - Waste disposal KW - Chemical wastes KW - Oceans KW - Hazards KW - Environmental effects KW - Incineration KW - Ships KW - Coast Guard regulations KW - Spills KW - Continental shelf KW - Lagoons KW - Estuaries KW - Marine biology KW - Coasts KW - Ecosystems KW - Food chain KW - Design criteria KW - Intergovernmental Maritime Consultative Organization KW - Toxicity KW - SW 3050:Ultimate disposal of wastes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19196041?accountid=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=&rft.atitle=Maritime+Administration+Chemical+Waste+Incinerator+Ship+Project&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1976-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Condition Survey-Asbestos-Bonded Steel Culverts in Western Oregon AN - 19194914; 7902870 AB - A field investigation of 33 highway culvert installations was made in December 1975 and January 1976 to evaluate the service life of corrugated metal culverts on coastal highways, with emphasis on the durability of the asbestos-bonded protective treatment in marine and brackish water. Metal culverts also were studied. The survey was limited to visual examination and qualitative appraisal of the conditions noted, primarily to document performance to date and to collect data for future study and monitoring. No attempt was made to quantify metal loss. The report included the individual inspection records and some photos. (Humphreys-ISWS) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-266 377, Price codes: A06 in paper copy, A01 in microfiche. Report No. FHWA-OR-76-1, 1976. 109 p, 1 fig, 1 tab, 9 ref. 10-2. AU - Deocampo, S AU - Gruber, T AU - Wasill, B AD - Federal Highway Administration Portland, OR. Region 10 Y1 - 1976/04// PY - 1976 DA - Apr 1976 KW - Water Resources Abstracts KW - On-site investigations KW - Culverts KW - Linings KW - Corrosion KW - Oregon KW - Surveys KW - Roads KW - Highways KW - Pipes KW - Construction materials KW - Corrosion control KW - Abrasion KW - Coasts KW - Brackish water KW - Metal pipes KW - Hydraulic structures KW - Deterioration KW - Steel KW - Aluminum KW - Coatings KW - Bituminous material KW - Asbestos-bonded coating KW - Corrugated metal KW - SW 6070:Materials UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19194914?accountid=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=&rft.atitle=Condition+Survey-Asbestos-Bonded+Steel+Culverts+in+Western+Oregon&rft.au=Deocampo%2C+S%3BGruber%2C+T%3BWasill%2C+B&rft.aulast=Deocampo&rft.aufirst=S&rft.date=1976-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Approximate Method for Computing Backwater Profiles in Corrugated Metal Pipes AN - 19179097; 7806722 AB - Corrugated metal pipes often are used in the construction of highways as drainage structures such as culverts and storm drains. Subcritical backwater curve M2 occurs in a long conduit on a mild slope, terminating abruptly into an enlarged channel cross section. Charts and tables were presented for certain range of discharge, pipe slope, and relative flow depth. These data can be used in determining the depth of flow, velocity head , and specific head at various points along the backwater curve. The effects of flow parameter variations on the shape and extent of the backwater profile can be assessed. (Singh-ISWS) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-263 915, Price codes: A04 in paper copy, A01 in microfiche. Report No FHWA-RD-76-42, April 1976. 45 p, 14 fig, 3 tab, 14 ref, 2 append. AU - Zelensky, P N AD - Federal Highway Administration Washington, DC. Hydraulic Research Y1 - 1976/04// PY - 1976 DA - Apr 1976 KW - Water Resources Abstracts KW - Backwater KW - Flow profiles KW - Culverts KW - Pipe flow KW - Methodology KW - Corrugated metal pipes KW - Specific head KW - Hydraulics KW - Subcritical flow KW - Slopes KW - Drainage structures KW - SW 6020:Hydraulics KW - SW 6070:Materials UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19179097?accountid=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=&rft.atitle=Approximate+Method+for+Computing+Backwater+Profiles+in+Corrugated+Metal+Pipes&rft.au=Zelensky%2C+P+N&rft.aulast=Zelensky&rft.aufirst=P&rft.date=1976-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Segregated Ballast Tanker Arrangements for Pollution Abatement Due to Accidents AN - 19189078; 7809813 AB - A study group composed of knowledgeable operating and technical professionals reviewed the issue of how best to utilize segregated ballast capacity specified for new tankers larger than 70,000 DWT in the 1973 International Convention for the Prevention of Pollution from Ships . Specifically, the study group wished to determine if there were preferable positions for placement of segregated ballast tanks which might serve as a defensive mechanism to mitigate or prevent accidental pollution and provide some measure of protection from other types of ship accidents. The group investigated twelve possible concepts for the locations of segregated ballast particularly in relation to ships of the 120,000 DWT to 250,000 DWT size. An evaluation of the merits of these twelve designs in comparison to a typical nonsegregated ballast conventional tanker was conducted giving consideration to six types of accident circumstances of concern from the viewpoints of oil outflow, and safety of life and ship. The approach and primary findings of that study are presented in this report. The group wished to note that in its collective opinion the most effective measures for preventing accidental pollution and other types of major tanker accidents are those concerned with training and performance of ship 's crew, and traffic and navigational improvements for ships of all types rather than further tanker design measures. (See also W78-09805) (Sinha-OEIS) JF - Coast Guard Office of Marine Environment and Systems Report No. CG-WEP-1-77 April 1976. Symposium on Prevention of Marine Pollution from Ships, held in Acapulco, Mexico on 22-31 March 1976. p 285-313, 5 fig, 1 tab, 5 ref. AU - Grey, W O AU - Kiss, R K AU - Sutherland, R A AD - Exxon Research and Engineering Co. Linden, NJ. Logistics Dept.; Maritime Administration, Washington , DC. Div. of Ship Design; and Coast Guard, Washington, DC. Office of Merchant Marine Safety Y1 - 1976/03// PY - 1976 DA - Mar 1976 KW - Water Resources Abstracts KW - Pollution abatement KW - Water quality control KW - Accidents KW - Ships KW - Oil spills KW - Tankers KW - Ballast KW - Outer Continental Shelf KW - SW 3020:Sources and fate of pollution KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19189078?accountid=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=&rft.atitle=Segregated+Ballast+Tanker+Arrangements+for+Pollution+Abatement+Due+to+Accidents&rft.au=Grey%2C+W+O%3BKiss%2C+R+K%3BSutherland%2C+R+A&rft.aulast=Grey&rft.aufirst=W&rft.date=1976-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Techniques for Controlling Oil Discharge from Product Oil Tankers AN - 19186811; 7809818 AB - Operation oil discharges into the ocean from tank cleanings of product oil tankers are a significant source of oceanic oil pollution. This fact was revealed in a United States study which was submitted to IMCO in October 1973. The impact of the 1973 Marine Pollution Convention on this trade is outlined and several possible solutions to comply with the new convention are discussed with particular emphasis on operational techniques, revealed as possibly suitable procedures by EPA and other studies. (See also W78-09805) (Sinha - OEIS) JF - Coast Guard Office of Marine Environment and Systems Report No. CG-WEP-1-77 April 1976. Symposium on Prevention of Marine Pollution from Ships, held in Acapulco, Mexico on 22-31 March 1976. p. 557-588, 13 fig, 3 ref. AU - Van Cleave, HD AU - Santiago, H P AU - Chappel, W B AD - Environmental Protection Agency Washington, DC.; Federal Energy Administration, Washington, DC.; and Maritime Administration, Washington, DC Y1 - 1976/03// PY - 1976 DA - Mar 1976 KW - Water Resources Abstracts KW - Oil pollution KW - Pollution abatement KW - Water quality control KW - Water pollution KW - Ships KW - Cleaning KW - Tankers KW - Ballast water KW - Outer Continental Shelf KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19186811?accountid=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=&rft.atitle=Techniques+for+Controlling+Oil+Discharge+from+Product+Oil+Tankers&rft.au=Van+Cleave%2C+HD%3BSantiago%2C+H+P%3BChappel%2C+W+B&rft.aulast=Van+Cleave&rft.aufirst=HD&rft.date=1976-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - The National Flood Insurance Program: Explanation and Legal Implications AN - 19161575; 7703956 AB - Under an early version of the Flood Insurance Program, certain landowners could be liable for the imposition of legal sanctions even though they did all within their power to comply with the law, according to legal research aimed at identifying strengths and weaknesses of the program and legal questions raised by implementation of the program on the federal and local levels. Under the law, individuals who desired flood insurance but who were prevented from meeting land use standards by the unwillingness or inability of their local government officials to enter the program, have been nevertheless liable. An amendment to eliminate the sanctions, however, would thwart the purpose of the Flood Insurance Program to encourage adequate land use measures to protect flood prone areas. Also, permanent federal subsidies would be needed to compensate landowners against high actuarial rates they would be charged by insurance companies when no land use restrictions would be enforced. And without sanctions, local government officials would have no incentive to enter the program. A better amendment would be for Congress to assume direct federal control of land use in flood prone areas, with validity for the act under the Commerce Clause of the United States Constitution. (Harris-Wisconsin) JF - Urban Lawyer Vol. 8, No. 2, p. 279-306, 1976. 86 ref. AU - Tierney, G M AD - Federal Highway Administration Washington, D.C. Office of General Counsel Y1 - 1976 PY - 1976 DA - 1976 KW - Water Resources Abstracts KW - Flood plain insurance KW - Flood plain zoning KW - Legal aspects KW - Legislation KW - Water law KW - Legal review KW - Riparian land KW - Flood control KW - Land use KW - Watershed management KW - Non-structural alternatives KW - Insurance KW - Institutional constraints KW - Local governments KW - SW 4060:Nonstructural alternatives KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19161575?accountid=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=&rft.atitle=The+National+Flood+Insurance+Program%3A+Explanation+and+Legal+Implications&rft.au=Tierney%2C+G+M&rft.aulast=Tierney&rft.aufirst=G&rft.date=1976-01-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - A National Estimate of Performance: Statewide Highway Safety Program Assessment. AN - 63970089; ED114591 AB - A nationwide systematic approach to assess the developments and achievements of highway safety activities was conducted to measure program outputs from 1969 through 1974 using key indicators of performance such as ratios and percentages. A sample of 10 states was selected with overall sample of 105 local jurisdictions which would provide estimated national highway safety trends. Several criteria were used as the analytic base for the interpretation of national results: trends in program performance (resources, activities, and outputs) matched against growth in numbers of licensed drivers, vehicles, road milage, and miles of highway travel; program productivity in terms of outputs per unit or manpower time; trends in unit cost; and direct and indirect effects of state and community grants. Summaries of findings are given for the following program areas selected for study: (1) the funding of highway safety programs, (2) police traffic services and adjudication, (3) drinking-driver countermeasures, (4) emergency medical services, (5) driver education, (6) driver licensing, and (7) periodic motor vehicle inspection. Making up the bulk of the document (99 pages), key statistics and an extensive statistical analysis are presented for each of the program areas. A list of state and local contacts is included. (Author/EC) Y1 - 1975/07// PY - 1975 DA - July 1975 SP - 146 KW - ERIC, Resources in Education (RIE) KW - State Programs KW - Program Descriptions KW - Program Effectiveness KW - Law Enforcement KW - Statistical Studies KW - Program Costs KW - Driver Education KW - Traffic Safety KW - Program Content KW - Alcoholism KW - Statistical Analysis KW - Statistical Data KW - Program Evaluation KW - Performance Factors KW - Accident Prevention KW - Traffic Control KW - Tables (Data) KW - Trend Analysis KW - Traffic Accidents UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63970089?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - RPRT T1 - The Driver Education Evaluation Program (DEEP) Study. A Report to the Congress. AN - 63916208; ED134600 AB - The National Highway Traffic Safety Administration's (NHTSA) Driver Education Evaluation Program and this initial report to Congress on that program are concerned with the first countermeasure within the driver programing area. Primary concern in this report is to provide the following information: (1) the context within which the driver education effort exists; (2) the case against the young driver as the primary target group for driver education efforts; (3) a brief description of the implementation history of driver education efforts (primarily in the form of high school driver education programs); (4) an assessment of the effectiveness of driver education programs from the standpoint of highway safety; (5) a summary of the primary issues being raised in the driver education area at present; and (6) a review of NHTSA-supported efforts in this area. (Author/RC) Y1 - 1975/07// PY - 1975 DA - July 1975 SP - 113 KW - ERIC, Resources in Education (RIE) KW - Evaluation Methods KW - Drinking KW - Program Effectiveness KW - Traffic Safety KW - Educational Programs KW - Program Evaluation KW - Adults KW - Driver Education KW - Traffic Accidents KW - Secondary Education UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63916208?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Draft Environmental Impact Statement - Chemical Waste Incinerator Ship Project (Volume 2 of 2 - Appendix IV, U.S. Environmental Protection Agency: Disposal of Organochlorine Wastes by Incineration at Sea) AN - 19190111; 7806266 AB - Ocean incineration of organochlorine wastes (produced by the Shell Chemical Company 's Deep Park, Texas plant) was investigated aboard the M/T Vulcanus in the Gulf of Mexico from October 1974 through January 1975, under an EPA-issued ocean dumping permit. A total of 16,800 metric tons of waste (primarily a mixture of chlorinated hydrocarbons with trichloropropane, trichloroethane, and dichloroethane) were incinerated at a maximum rate of 25 metric tons/hour with a 1200C minimum and a 1350C average flame temperature. Stack gas emissions were monitored for O, CO, CO2, Cl, HCl, unburned organochlorine compounds, plume dispersion and characteristics, and combustion efficiency. Results indicate that more than 99.9% of the wastes were oxidized; the resulting emissions consisted primarily of HCl, CO2, and H2O, and were discharged directly into the atmosphere without scrubbing. Studies monitoring the impact of emissions on the marine environment indicate that there were no measureable increases in concentrations of trace metals and organochlorides in the water and marine life; no adverse effects on migratory birds were noted. Ocean incineration of wastes, if conducted in accordance with the conditions of the EPA dumping permit, was found to be an effective and environmentally safe means of disposal of organochloride wastes. Recommendations for improvement of incinerator design and operation, monitoring techniques and equipment, and communications and navigation methods are outlined. Volume I contains an environmental analysis of waste disposal at sea and 3 appendices. (See also W78-06265) (Seip-IPA) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-253 979, Price codes: A10 in paper copy, A01 in microfiche. Report No EPA - 430/9-75-014, July, 1975. 226 p, 11 fig, 15 tab, 16 ref, 6 append. Y1 - 1975/04// PY - 1975 DA - Apr 1975 KW - Water Resources Abstracts KW - Chlorides KW - Incineration KW - Chemical wastes KW - Environmental effects KW - Organochlorine wastes KW - Organochlorides KW - Ocean incineration KW - Waste disposal KW - Ultimate disposal KW - Gulf of Mexico KW - Oxidation KW - Analytical techniques KW - Chemical Wastes Incinerator Ship Project KW - M/T Volcanus KW - Marine Protection Research and Sanctuaries Act KW - Public Law KW - SW 3050:Ultimate disposal of wastes KW - SW 4070:Ecological impact of water development KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19190111?accountid=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=&rft.atitle=Draft+Environmental+Impact+Statement+-+Chemical+Waste+Incinerator+Ship+Project+%28Volume+2+of+2+-+Appendix+IV%2C+U.S.+Environmental+Protection+Agency%3A+Disposal+of+Organochlorine+Wastes+by+Incineration+at+Sea%29&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1975-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Draft Environmental Impact Statement - Chemical Waste Incinerator Ship Project (Volume 1 of 2 - Environmental Analysis and Appendices I, II, and III, U.S. Environmental Protection Agency: Disposal of Organochlorine Wastes by Incineration at Sea) AN - 19169314; 7806265 AB - The potential for safe disposal of toxic chemical wastes by incineration at sea was investigated by the Chemical Waste Incinerator Ship Project; environmental impact was assessed for both fresh water and marine ecosystems. A limited adverse effect on the local environment of U.S. shipyards would result from the construction/conversion, operation, maintenance, repair, and scrapping of the vessels to be built under the Project. Once the vessels become operational, there would exist a potential hazard to the marine environment from the accidental release of harmful substances due to casualties and mishaps; the extent and impact of such spills depends on the degree of pollution, type of pollutant spilled, spill location, duration of spill, and physical conditions under which the spill occurs. The high temperature combustion in the open ocean of toxic chemical wastes, under strictly observed safety regulations, has minimal adverse impact on the marine environment. For chlorinated hydrocarbons, conversion is principally to water vapor, CO2, and HCl; combustion efficiencies are in excess of 99.9%. Safety and control measures and alternative methods of disposal are described. Three appendices contain lists of noxious and other liquid substances carried in bulk by water, hazard ratings of chemical shipped in bulk by water, and hazardous waste stream constituents for which incineration is considered an acceptable waste treatment alternative. Appendix IV (Volume 2) presents a detailed analysis of the environmental impact of sea incineration of organochlorine wastes produced by Shell Chemical Company. (See also W78-06266) (Seip-IPA) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-246 727, Price codes: A11 in paper copy, A01 in microfiche. Report No MA-EIS-7302-76-08D, July, 1975, 224 p. 3 fig, 6 tab, 31 ref, 3 append. Y1 - 1975/04// PY - 1975 DA - Apr 1975 KW - Water Resources Abstracts KW - Incineration KW - Chemical Waste Incinerator Ship Project KW - Chemical wastes KW - Environmental effects KW - Waste disposal KW - Ultimate disposal KW - Hazards KW - Analytical techniques KW - Safety KW - Ocean incineration KW - Organochlorine wastes KW - Marine protection KW - Research and Sanctuaries Act KW - Public Law KW - SW 3050:Ultimate disposal of wastes KW - SW 4070:Ecological impact of water development KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19169314?accountid=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=&rft.atitle=Draft+Environmental+Impact+Statement+-+Chemical+Waste+Incinerator+Ship+Project+%28Volume+1+of+2+-+Environmental+Analysis+and+Appendices+I%2C+II%2C+and+III%2C+U.S.+Environmental+Protection+Agency%3A+Disposal+of+Organochlorine+Wastes+by+Incineration+at+Sea%29&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1975-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Interdisciplinary Team Approach to Mitigating Adverse Environmental Impacts of Highway Construction AN - 19209151; 7905236 AB - To assess the effectiveness of the interdisciplinary team approach in highway planning and project development in California, the author, by using the case study method, examined the interrelationships and interworkings of engineering and nonengineering skills in addressing problems associated with the impact of highway construction on the sensitive natural environment within the jurisdiction of the Coastal Zone Conservation Commission. As a result of this analysis, it was concluded that agency organizations should provide for an in-house core of expertise and use outside consultants only when highly specialized expertise is needed. Also, the organization must be flexible so that the concept can be applied easily at all stages of the highway planning and project development process. Of importance to the successful operation of the interdisciplinary team approach is the attitude of top management. It must be responsive to issues raised by all disciplines and must consider the contributions of all disciplines equally and fairly. Through the implementation of the California Action Plan, California has committed itself to the effective application of the interdisciplinary team approach. (See also W79-05235) (Humphreys-ISWS) JF - Mitigating Adverse Environmental Effects of Highway Construction; Transportation Research Record 551 p 1-11, 1975. 8 fig, 1 tab. AU - Gordon, J R AD - Federal Highway Administration Sacramento, CA. California Div Y1 - 1975 PY - 1975 DA - 1975 KW - Water Resources Abstracts KW - Highways KW - Environmental effects KW - California KW - Planning KW - Organizations KW - Institutions KW - Management KW - On-site investigations KW - Wildlife habitats KW - Vegetation KW - Dunes KW - Marshes KW - Ponds KW - Mitigation KW - Interdisciplinary team KW - SW 4070:Ecological impact of water development KW - SW 0870:Erosion and sedimentation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19209151?accountid=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=&rft.atitle=Interdisciplinary+Team+Approach+to+Mitigating+Adverse+Environmental+Impacts+of+Highway+Construction&rft.au=Gordon%2C+J+R&rft.aulast=Gordon&rft.aufirst=J&rft.date=1975-01-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Silt Barriers as Erosion Pollution Control in a Large Recreational Lake AN - 19192876; 7905237 AB - Soil erosion from urban development and Interstate highway construction during the winter and spring of 1972 and 1973 resulted in extensive runoff pollution of Lake Jackson, a large recreational lake in northern Florida. Turbidity levels in mid-lake reached levels of 180 Jackson turbidity units, and portions of the lake reached turbidity levels exceeding 500 Jackson turbidity units. Floating silt barriers we deployed in 2 arms of the lake by the Florida Department of Transportation to abate the movement of turbid waters into the main body of the lake. Sediment core analyses were performed to determine the extent of sedimentation that had occurred, and water turbidity was monitored to determine the effectiveness of the silt barriers. Clay and silt fines were found to be the major factor in creating turbid conditions in the lake. Erosion controls were effective in controlling movement of sand-size sediments, but they were ineffective in controlling clays and silts. The silt barriers were up to 93% effective in preventing the movement of suspended silt and clay into the main body of the lake. Floating silt barriers can be a significant tool in confining suspended solids to localized areas in aquatic environs. However, silt barriers should not be relied on as a sole means to control erosion pollution. (See also W79-05235) (Humphreys-ISWS) JF - Mitigating Adverse Environmental Effects of Highway Construction; Transportation Research Record 551 p 12-24, 1975. 12 fig, 2 tab, 15 ref. AU - Rivers, E G AU - Allen, C J AD - Federal Highway Administration Tallahassee, FL. Florida Div Y1 - 1975 PY - 1975 DA - 1975 KW - Water Resources Abstracts KW - Erosion control KW - Lakes KW - Environmental effects KW - Highways KW - Florida KW - Lake Jackson(FL) KW - Silts KW - Road construction KW - Pollutants KW - Soil erosion KW - Barriers KW - On-site investigations KW - Turbidity KW - Sedimentation KW - Sampling KW - Evaluation KW - Analysis KW - Water pollution sources KW - Lake sediments KW - On-site data collections KW - Silt barriers KW - Floating silt barriers KW - SW 0870:Erosion and sedimentation KW - SW 2080:Watershed protection UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19192876?accountid=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=&rft.atitle=Silt+Barriers+as+Erosion+Pollution+Control+in+a+Large+Recreational+Lake&rft.au=Rivers%2C+E+G%3BAllen%2C+C+J&rft.aulast=Rivers&rft.aufirst=E&rft.date=1975-01-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - DESIGN APPROVAL AND ENVIRONMENTAL IMPACT AN - 19150589; 7606834 AB - THE FEDERAL HIGHWAY ADMINISTRATION (FHWA) OF THE DEPARTMENT OF TRANSPORTATION HAS SET FORTH REGULATIONS AND PROCEDURES FOR PROCESSING ENVIRONMENTAL IMPACT AND RELATED STATEMENTS, ALONG WITH GUIDELINES FOR PUBLIC HEARINGS CONCERNING HIGHWAY LOCATION AND DESIGN, AND PROCEDURAL GUIDELINES FOR THE USE OF FHWA FIELD OFFICERS IN PREPARING ACTION PLANS GIVING CONSIDERATION TO THE BEST OVERALL PUBLIC INTEREST. THESE REGULATIONS APPLY TO ALL HIGHWAY CONSTRUCTION OR RECONSTRUCTION INVOLVING SUBSTANTIAL PLANNING AND EXPENDITURES ADMINISTERED BY FHWA. A FINAL ENVIRONMENTAL IMPACT STATEMENT MUST BE PREPARED FOR ALL CONSTRUCTION THAT AFTER A REQUIRED STUDY IS DEEMED SIGNIFICANTLY TO AFFECT THE QUALITY OF THE HUMAN ENVIRONMENT. THESE REGULATIONS ALSO ENUMERATE THE VARIOUS INTERNAL REQUIREMENTS FOR ENVIRONMENTAL IMPACT STATEMENTS, INCLUDING THAT OF WATER QUALITY IMPACT. POSSIBLE WATER QUALITY IMPACTS INCLUDE EROSION AND SUBSEQUENT SEDIMENTATION PROBLEMS, WASTE WATER DISPOSAL AT ROADSIDE REST AREAS, AND CONTAMINATION OF SURFACE AND GROUND WATER SUPPLIES BY POLLUTED FILL MATERIAL. WITHIN THE STATEMENT EVALUATIONS MUST ALSO INCLUDE COASTAL ZONE IMPACTS, STREAM MODIFICATION IMPACTS, AND FLOOD HAZARDS. (WELCH-FLORIDA) JF - 39 FED. REG. 41804-21 (1975). 18 P. Y1 - 1975 PY - 1975 DA - 1975 KW - Water Resources Abstracts KW - *ROAD CONSTRUCTION KW - *ENVIRONMENTAL EFFECTS KW - *WATER QUALITY KW - *WATER CONSERVATION KW - *HIGHWAY EFFECTS KW - HIGHWAY BEAUTIFICATION KW - HIGHWAYS KW - ROADS KW - ROAD DESIGN KW - ROADBANKS KW - CIVIL ENGINEERING KW - HIGHWAY RELOCATION KW - ADMINISTRATIVE AGENCIES KW - ENVIRONMENTAL ENGINEERING KW - COASTAL PLAINS KW - FLOOD PLAINS KW - FEDERAL GOVERNMENT KW - WETLANDS KW - TRANSPORTATION KW - PLANNING KW - RESEARCH PRIORITIES KW - *ENVIRONMENTAL IMPACT STATEMENTS KW - ADMINISTRATIVE REGULATIONS KW - SW 2060:Effects on water of human nonwater activities KW - SW 4070:Ecological impact of water development KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19150589?accountid=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=&rft.atitle=DESIGN+APPROVAL+AND+ENVIRONMENTAL+IMPACT&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1975-01-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - The Department of Transportation - Use of Multi-Objective Planning AN - 19155848; 7701158 AB - The Department of Transportation consists of seven operating administrations, including the St. Lawrence Seaway Development Corporation, the Federal Highway Administration, and the United States Coast Guard. Despite its comprehensive nature, the Department of Transportation does not have a major role in water resources multi-objective planning, since it is precluded from setting criteria or standards for the formulation and economic evaluation of all proposals where federal funds are invested in transportation facilities or equipment. However, in recent years , certain congressional acts have necessitated the Department 's (DOT) increased involvement in water resources multi-objective planning (MOT). New doors have been opened concerning navigation projects. But DOT 's role is still reactive. Criticized is the role provided for the DOT by the Water Resources Council 's Principles and Standards. In order for the DOT to effectively implement MOP, changes are required. (See also W76-11123) (Bell-Cornell) JF - Multiple Objective Planning for Water Resources Vol. 1, Proceedings of the UCOWR Workshop in Multiple Objective Planning and Decision-Making, Natural Resources Series Number 5, Idaho Research Foundation, Inc., Moscow, p 34-35, 1974. AU - Riedal, W AD - Department of Transportation Washington, D.C Y1 - 1974/12// PY - 1974 DA - Dec 1974 KW - Water Resources Abstracts KW - Water resources KW - Planning KW - Transportation KW - Water policy KW - Legislation KW - U.S. Water Resources Council KW - SW 4020:Evaluation process KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19155848?accountid=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=&rft.atitle=The+Department+of+Transportation+-+Use+of+Multi-Objective+Planning&rft.au=Riedal%2C+W&rft.aulast=Riedal&rft.aufirst=W&rft.date=1974-12-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - FLOOD PEAK ESTIMATES FROM SMALL RURAL WATERSHEDS AN - 19153132; 7608077 AB - THE DESIGN OF HIGHWAY DRAINAGE STRUCTURES DEPENDS ON ACCURATE ESTIMATES OF FLOOD HYDROGRAPHS OF STREAMS THAT CROSS HIGHWAYS. THIS ARTICLE DESCRIBES THE SPECIAL CHARACTERISTICS OF SMALL RURAL WATERSHEDS AND THE FEDERAL HIGHWAY ADMINISTRATION'S EXTENSIVE INVOLVEMENT IN A PROGRAM OF SMALL-STREAM GAGING, DATA ANALYSIS, AND METHODS DEVELOPMENT FOR SUCH ESTIMATES. AVAILABLE DATA ON RAINFALL AND STREAMFLOW FROM SMALL RURAL WATERSHEDS ARE INSUFFICIENT, AND THE GEOGRAPHICAL DISTRIBUTION OF STREAMFLOW DATA IS EXTREMELY POOR. THESE CONDITIONS GREATLY HAMPER PROGRESS TOWARD DEVELOPMENT OF ACCURATE GENERAL METHODS FOR ESTIMATION OF FLOOD PEAKS FROM SMALL RURAL WATERSHEDS FOR NATIONWIDE USE. HOWEVER, BETTER METHOD FOR ESTIMATION OF FLOOD PEAKS CAN BE DEVELOPED FOR LOCAL USE ON THE BASIS OF MARGINAL LOCAL DATA BY RESEARCHERS WHO KNOW THE AREA WELL. ACCURAT AND SOUND METHODS OF ESTIMATING FLOOD PEAKS FROM SMALL RURAL WATERSHEDS MUST BE DEVELOPED. THIS WILL REQUIRE ACTION ON SEVERAL FRONTS. THE CURRENT PROGRAM OF NATIONAL RAINFALL AND STREAMFLOW DATA COLLECTION FOR SMALL RURAL WATERSHEDS SHOULD BE GREATLY EXPANDED. METHODS OF GENERATING MORE ADEQUATE LOCAL RAINFALL DATA SHOULD BE STUDIED. THE BEST STRATIFICATION SCHEMES FOR REGIONAL ANALYSIS SHOULD BE IDENTIFIED AND ACCURATE REGIONAL AND LOCAL MODELS SHOULD BE DEVELOPED. (BELL-CORNELL) JF - PUBLIC ROADS, VOL. 38, NO. 3, P 117-122, DECEMBER 1974. 1 FIG, 18 REF. AU - Woo, D-C AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D. C Y1 - 1974/12// PY - 1974 DA - Dec 1974 KW - Water Resources Abstracts KW - *HIGHWAYS KW - *DRAINAGE KW - *ESTIMATING KW - *FLOODS KW - *HYDROGRAPHS KW - STREAMS KW - FLOOD PEAK KW - HYDROLOGIC DATA KW - RURAL AREAS KW - DESIGN KW - SIMULATION ANALYSIS KW - RESEARCH KW - RUNOFF KW - RAINFALL KW - SW 0810:General KW - SW 2080:Watershed protection KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19153132?accountid=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=&rft.atitle=FLOOD+PEAK+ESTIMATES+FROM+SMALL+RURAL+WATERSHEDS&rft.au=Woo%2C+D-C&rft.aulast=Woo&rft.aufirst=D-C&rft.date=1974-12-01&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 - Last updated - 2011-12-14 ER - TY - RPRT T1 - A Strategic Study for Communication Programs on Alcohol and Highway Safety. AN - 64057394; ED103756 AB - This report is a synopsis of the findings of a nine-month research study into the beliefs, attitudes, and behavior of both adults and high school youth involved in the use of alcoholic beverages and driving. A questionnaire was administered to a nationally projectable samply of 1,660 adults between the ages of 18 and 55 and to a representative sample of 397 high school students. The questionnaire attempted to measure the success of an extensive three-year public information/communications effort on the problem of drunk driving, sponsored by the U. S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA). Results indicated significant progress since 1970 in increasing people's awareness of the drunk driving problem, as well as a readiness to pay higher taxes to support stricter law enforcement programs. The study among high school students revealed an alarming amount of drinking and driving, and almost as much involvement with alcohol-related situations as adults. The report also provides a thorough evaluation of both sample groups which can be used to give direction to future efforts to solve the drunk driving problem. (Author/PC) Y1 - 1974/11// PY - 1974 DA - November 1974 SP - 76 KW - ERIC, Resources in Education (RIE) KW - Drinking KW - Traffic Safety KW - Attitudes KW - Behavior Patterns KW - Research Projects KW - Surveys KW - Alcoholic Beverages KW - Social Problems KW - Adults KW - Adolescents UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/64057394?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - RPRT T1 - Federal Highway Administration Cooperative Education Program. AN - 64051287; ED102397 AB - The primary reason for the Federal Highway Administration Cooperative Education Program is to work with colleges and universities in developing preprofessional personnel by assigning work projects which complement academic study. Primary responsibility for the program rests with the Office of Personnel and Training, with on-the-job supervision after placement in work assignments. Participant selection, student appointments, the plan of the training program, student evaluation, and training records are outlined, followed by a list of participating colleges and universities. Students are placed in civil service rankings from GS-2 to GS-5, according to experience and educational level. Duties are described for students at various levels and positions in engineering, accounting, and data processing. (SA) Y1 - 1974/10// PY - 1974 DA - October 1974 SP - 23 KW - ERIC, Resources in Education (RIE) KW - Program Descriptions KW - Cooperative Programs KW - Personnel Selection KW - Accounting KW - Government Employees KW - Evaluation Methods KW - Work Experience Programs KW - Occupational Information KW - Engineering KW - Federal Programs KW - Data Processing KW - Student Evaluation KW - Recordkeeping UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/64051287?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - RPRT T1 - Measurement and interpretation of nonvolatile hydrocarbons in the ocean. Part 1: Measurements in Atlantic, Mediterranean, Gulf of Mexico, and Persian Gulf. AN - 17947413; 5231146 AB - Little quantitative data are available on the amount and composition of hydrocarbons in the sea. To obtain such data, water samples were taken from tankers along 4 main routes in the Atlantic and adjacent seas and in other locations from oceanographic research vessels. Floating oil or tar balls were not collected. The water samples were extracted with carbon tetrachloride. The amount of extractable organic material and the amount and composition of nonvolatile hydrocarbons were measured. Nonvolatile hydrocarbons were 10-40% of the material extracted by CCl Sub(4). These were mostly paraffins and 1-ring cycloparaffins, but some 2-through 6- ring cycloparaffins and very small amounts of 1-and 2-ring aromatic compds were present. Hydrocarbons (with a mean of 4 ppb) were log-normally distributed in the samples collected through the top 10 m of the water column. In deeper ocean waters hydrocarbon content generally declined with depth, and the median value was <1 ppb. Based on relative amounts of hydrocarbons and of total CCl Sub(4) extractable material, it is estimated that the hydrocarbons are mostly petroleum-derived in locations where petroleum input into the sea is likely. Additional work is needed to confirm and extend these findings. AU - Monaghan, PH AU - Brandon, DE AU - Brown, R A AU - Searl, T D AU - Elliott, J J Y1 - 1974/07// PY - 1974 DA - July 1974 SP - 217 KW - ASFA 3: Aquatic Pollution & Environmental Quality KW - AID.1DJB.74/EPR.4EX.74 KW - Marine KW - Vertical distribution KW - Horizontal distribution KW - Water sampling KW - Oils KW - ISW, Arabian Sea, Persian Gulf KW - Oceanographic data KW - Q5 08503:Characteristics, behavior and fate KW - Q5 08505:Prevention and control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17947413?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aquatic+Science+%26+Fisheries+Abstracts+%28ASFA%29+3%3A+Aquatic+Pollution+%26+Environmental+Quality&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Monaghan%2C+PH%3BBrandon%2C+DE%3BBrown%2C+R+A%3BSearl%2C+T+D%3BElliott%2C+J+J&rft.aulast=Monaghan&rft.aufirst=PH&rft.date=1974-07-01&rft.volume=&rft.issue=&rft.spage=217&rft.isbn=&rft.btitle=Measurement+and+interpretation+of+nonvolatile+hydrocarbons+in+the+ocean.+Part+1%3A+Measurements+in+Atlantic%2C+Mediterranean%2C+Gulf+of+Mexico%2C+and+Persian+Gulf.&rft.title=Measurement+and+interpretation+of+nonvolatile+hydrocarbons+in+the+ocean.+Part+1%3A+Measurements+in+Atlantic%2C+Mediterranean%2C+Gulf+of+Mexico%2C+and+Persian+Gulf.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - SuppNotes - Enquiries to: MB. Records keyed from 1975 ASFA printed journals. N1 - Last updated - 2016-06-22 ER - TY - RPRT T1 - Alcohol, Drugs and Young Drivers. AN - 63967171; ED113622 AB - This paper reviews the research literature on the relationship of drugs, alcohol, and driving among young people, university students, and a group of young criminals. The data show that young people use drugs more than adults do, and that they drive under the influence of drugs or alcohol, especially at night, more often than adults do, and consequently young people are more vulnerable to accidents due to drug use than are adults. The writer then considers possible countermeasures against drinking and driving such as limitations on drinking by young people, the amount of permissable liquor consumption, and limitations on driving such as forcing speed limits during certain periods of the day. The writer concludes that few countermeasures have demonstrated their effectiveness; nevertheless, he argues that it is essential that more effort be placed on the development of effective countermeasure programs and that those programs in existence be more effectively evaluated. (Author/SE) AU - Voas, Robert B. Y1 - 1974/05// PY - 1974 DA - May 1974 SP - 52 KW - ERIC, Resources in Education (RIE) KW - Drinking KW - Prevention KW - Accidents KW - Surveys KW - Alcoholic Beverages KW - Young Adults KW - Adults KW - Youth Problems KW - Driver Education KW - Drug Abuse UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63967171?accountid=14244 LA - English DB - ERIC N1 - Availability - Level 1 - Available online, if indexed January 1993 onward N1 - Last updated - 2014-03-21 ER - TY - JOUR T1 - Ecological Recovery of Realigned Stream Channels AN - 19201890; 7901515 AB - A field investigation of 18 highway-related, stream channel changes in Oregon was made in 1973 to evaluate the effectiveness of natural processes in restoring conditions favorable to use as habitat of the altered streams by fish and of streamside areas by small game. Known conditions prior to channelization, the channel design, construction methods followed, and any measures taken to mitigate harm to the ecology of the stream were used as a basis for comparing the local effects of the various types of alteration. Design features found to be significantly damaging to the stream fishery or to wildlife were discussed in the report. Some measures to prevent or alleviate similar damage by future highway construction were suggested. An appendix presented the findings of a preliminary review of pertinent literature and the detailed case study made in 1972 of a representative stream alteration. (Adams-ISWS) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-266 657, Price codes: A05 in paper copy, A01 in microfiche. Report FHWA-OR-74-1, 1974. 98 p, 9 ref, 4 append. AU - McClellan, T J AD - Federal Highway Administration Portland, OR Y1 - 1974/04// PY - 1974 DA - Apr 1974 KW - Water Resources Abstracts KW - Fish populations KW - Wildlife habitats KW - Construction KW - Oregon KW - Channel morphology KW - Channel improvement KW - Ecology KW - Fish migration KW - Spawning KW - Bank protection KW - Embankments KW - River beds KW - On-site investigations KW - SW 2060:Effects on water of human nonwater activities KW - SW 4070:Ecological impact of water development KW - SW 3030:Effects of pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19201890?accountid=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=&rft.atitle=Ecological+Recovery+of+Realigned+Stream+Channels&rft.au=McClellan%2C+T+J&rft.aulast=McClellan&rft.aufirst=T&rft.date=1974-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - MARITIME CONSIDERATION OF OIL TRANSPORTATION AN - 19174571; 7610375 AB - OUTLINES ARE PRESENTED OF THE PROGRAMS OF THE UNITED STATES GOVERNMENT TO INSURE SAFE AND ECONOMIC TRANSPORTATION OF PETROLEUM PRODUCTS WITH EMPHASIS ON OIL TANKER EQUIPMENT AND SYSTEMS THAT WILL EFFECTIVELY PROTECT THE MARINE ENVIRONMENT AT A REASONABLE COST. (SEE ALSO W76-10370) (KATZ) JF - IN: NBS SPECIAL PUBLICATION 409, MARINE POLLUTION MONITORING (PETROLEUM). PROCEEDINGS OF A SYMPOSIUM AND WORKSHOP, DECEMBER 1974. P. 33-39. AU - Casey, H F AD - MARITIME ADMINISTRATION, WASHINGTON, D. C Y1 - 1974/03// PY - 1974 DA - Mar 1974 KW - Water Resources Abstracts KW - *TRANSPORTATION KW - *SHIPS KW - *SAFETY KW - *ACCIDENTS KW - *HAZARDS KW - *OIL INDUSTRY KW - MECHANICAL EQUIPMENT KW - SAFETY FACTORS KW - STORAGE KW - STRUCTURAL DESIGN KW - STRUCTURAL ENGINEERING KW - INTERNATIONAL WATERS KW - TANKERS KW - ANTI-OIL SPILL PROGRAM KW - SW 3020:Sources and fate of pollution KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19174571?accountid=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=&rft.atitle=MARITIME+CONSIDERATION+OF+OIL+TRANSPORTATION&rft.au=Casey%2C+H+F&rft.aulast=Casey&rft.aufirst=H&rft.date=1974-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - MARITIME CONSIDERATIONS AN - 19147229; 7610377 AB - THE U. S. MARITIME COMMISSION'S ROLE IN POLLUTION PREVENTION IS OUTLINED. IN REGARD TO PETROLEUM PRODUCT TRANSFER ATTENTION IS PAID TO OIL CONTENT METERING, OILY WATER SEPARATORS AND BALLASTS. EMPHASIS IS PLACED ON MARINE POLLUTION ABATEMENT. (SEE ALSO W76-10370) (KATZ) JF - IN: NBS SPECIAL PUBLICATION 409, MARINE POLLUTION MONITORING (PETROLEUM). PROCEEDINGS OF A SYMPOSIUM AND WORKSHOP, DECEMBER, 1974. P. 49-56. AU - NACHTSCHEIM, J J AD - MARITIME ADMINISTRATION WASHINGTON, D.C Y1 - 1974/03// PY - 1974 DA - Mar 1974 KW - Water Resources Abstracts KW - *ADMINISTRATIVE AGENCIES KW - *TRANSPORTATION KW - *SHIPS KW - MARINE POLLUTION KW - OILY WATERS KW - WATER POLLUTION KW - ADMINISTRATIVE DECISIONS KW - ADOPTION OF PRACTICES KW - CONFERENCES KW - SAFETY KW - ACCIDENTS KW - STRUCTURAL DESIGN KW - OIL INDUSTRY KW - INTERNATIONAL WATERS KW - *TANKERS KW - *BALLAST HANDLING OPERATIONS KW - *OILY WATER SEPARATORS KW - *SEGREGATED BALLAST KW - U.N. CONFERENCE ON THE LAW OF THE SEA KW - SW 3020:Sources and fate of pollution KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19147229?accountid=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=&rft.atitle=MARITIME+CONSIDERATIONS&rft.au=NACHTSCHEIM%2C+J+J&rft.aulast=NACHTSCHEIM&rft.aufirst=J&rft.date=1974-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - PORT RECEPTION AND TREATMENT FACILITIES FOR OILY WASTE FROM VESSELS AN - 19110886; 7510751 AB - THE SCOPE OF THE OILY WASTE PROBLEM IS DESCRIBED IN TERMS OF QUANTIFYING THE WASTE OIL VOLUMES WHICH MAY BE EXPECTED BY U.S. PORTS. THE VARIOUS METHODS FOR REMOVING OILY WASTE FROM VESSELS AND DISPOSING OF THE TREATED WATER AND RECOVERED OIL ARE DESCRIBED. ALSO DISCUSSED IS THE ECONOMIC VIABILITY OF WASTE OIL RECOVERY DISPOSAL OPERATIONS FROM VESSELS, AND THE ROLES OF THE VARIOUS GOVERNMENT AGENCIES IN PREPARING FOR SHORESIDE HANDLING OF VESSEL-GENERATED OILY WASTES. CONCLUSIONS AND RECOMMENDATIONS ARE PRESENTED IN REGARD TO COLLECTION/SEPARATION ENTREPRENEURIAL POTENTIAL AND OIL PROCESSING ENTREPRENEURIAL POTENTIAL. THE COST ASSOCIATED WITH COLLECTION, TREATMENT, AND DISPOSAL OF OILY WASTE FROM VESSELS WILL EVENTUALLY LEAD TO AN INCREASE IN OCEAN STEAMSHIP FREIGHT RATES OR REQUIRED FREIGHT RATE. THE ROLE OF THE FEDERAL GOVERNMENT SHOULD BE TO FACILITATE THE GROWTH OF CURRENT OILY WASTE FACILITY AND SERVICE CAPABILITIES TO MEET THE REQUIREMENTS OF MARITIME POLLUTION ABATEMENT. THE ROLE OF STATE GOVERNMENTS IS INTERRELATED WITH FEDERAL GRANT PROGRAMS. LOCAL GOVERNMENT ROLES MAY BE INVESTMENTS BY COMMUNITIES IN THE CONSTRUCTION AND OWNERSHIP OF TREATMENT FACILITIES WHICH ARE THEN OPERATED BY ENTREPRENEURS. LOCAL GOVERNMENTS COULD ALSO BE RESPONSIBLE FOR THE ENFORCEMENT OF BANS ON CERTAIN KINDS OF WASTE DISPOSAL PRACTICES. (SEE ALSO W75-10739) (ORR-FIRL) JF - IN: PROCEEDINGS OF THE INTERNATIONAL CONFERENCE ON WASTE OIL RECOVERY AND REUSE, FEBRUARY 12-14, 1974, WASHINGTON, D.C., INFORMATION TRANSFER, INC., WASHINGTON, D.C., P 149-184, 1974. 2 FIG, 10 TAB, 12 REF. AU - Armstrong, A S AU - Randall, K J AD - MARITIME ADMINISTRATION, WASHINGTON, D.C Y1 - 1974/02// PY - 1974 DA - Feb 1974 KW - Water Resources Abstracts KW - *OILY WATER KW - *WASTE DISPOSAL KW - *OIL WASTES KW - *POLLUTION ABATEMENT KW - *TREATMENT FACILITIES KW - SHIPS KW - WATER POLLUTION SOURCES KW - WASTE TREATMENT KW - GOVERNMENTS KW - GOVERNMENTAL INTERRELATIONS KW - RECYCLING KW - HARBORS KW - WASTE WATER TREATMENT KW - SW 3040:Wastewater treatment processes KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19110886?accountid=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=&rft.atitle=PORT+RECEPTION+AND+TREATMENT+FACILITIES+FOR+OILY+WASTE+FROM+VESSELS&rft.au=Armstrong%2C+A+S%3BRandall%2C+K+J&rft.aulast=Armstrong&rft.aufirst=A&rft.date=1974-02-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Development of a Behavioral Profile for Air Pirates AN - 60875596; 75H6791 AB - Air piracy & other airline-related crimes have been a threat since the beginnings of air commerce. A study of hijackers has a good chance of differentiating hijackers from normal airline passengers. Hijackers can be studied either by records of known cases analyzed by statistical methods, or by psychological analysis of individual hijackers through clinical interview methods. Objective behavioral criteria established through these methods can eliminate 99.5% of hijackers before they reach the magnetomer; this eliminates 50% of those remaining, leaving the remainder to be screened through interviews & searches. This system has led to several thousand arrests; several of those arrested appear to have been planning hijackings. W. H. Stoddard. JF - Villanova Law Review AU - Dailey, John T AD - Federal Aviation Administration, Washington DC Y1 - 1973/06// PY - 1973 DA - June 1973 SP - 1004 EP - 1011 VL - 18 IS - 6 SN - 0042-6229, 0042-6229 KW - behavioral profile of airline related crimes KW - Behavior/Behavioral KW - Crime/Crimes (see also Criminal) KW - article KW - 2147: social problems and social welfare; sociology of crime & victimology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/60875596?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Asocabs&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Villanova+Law+Review&rft.atitle=Development+of+a+Behavioral+Profile+for+Air+Pirates&rft.au=Dailey%2C+John+T&rft.aulast=Dailey&rft.aufirst=John&rft.date=1973-06-01&rft.volume=18&rft.issue=6&rft.spage=1004&rft.isbn=&rft.btitle=&rft.title=Villanova+Law+Review&rft.issn=00426229&rft_id=info:doi/ LA - English DB - Sociological Abstracts N1 - Date revised - 2007-04-01 N1 - Last updated - 2016-09-28 N1 - CODEN - VLLRA8 N1 - SubjectsTermNotLitGenreText - Crime/Crimes (see also Criminal); Behavior/Behavioral ER - TY - JOUR T1 - MARITIME ADMINISTRATION POLLUTION ABATEMENT PROGRAM AN - 19106771; 7410770 AB - WHILE SMOKE, GARBAGE, AND TRASH DISPOSAL HAVE THEIR OBNOXIOUS FEATURES, THEY CAN BE COPED WITH SATISFACTORILY IN MOST SITUATIONS. SEWAGE AND OILY WASTE DISPOSAL, HOWEVER, ARE PROBLEMATIC. PRINCIPAL EFFORTS ARE DIRECTED TO THEIR SOLUTION, WITH THE GREATEST ALLOCATION OF PERSONNEL AND FUNDING ACCORDED TO OIL POLLUTION. WORK IS CARRIED ON WITH THE U.S. INDUSTRY THROUGH THE NATIONAL INDUSTRIAL POLLUTION CONTROL COUNCIL FOR POLLUTION ABATEMENT, WITH THE AID FROM THE AMERICAN INSTITUTE FOR MERCHANT SHIPPING. THE UN SUBCOMMITTEE ON MARINE POLLUTION OF THE INTERGOVERNMENTAL MARITIME CONSULTATIVE ORGANIZATION ACTS AS A STEERING GROUP AND COORDINATOR. THE REQUIREMENT TO BUILD ALL NEW TINKERS WITH SUFFICIENT BALLAST TANKAGE OF CLEAN SALT WATER TO PREVENT LARGE AMOUNTS OF OILY BALLAST WATER FROM ENTERING THE SEA SHOULD BE IMPLEMENTED. IMCO ASKED THE UNITED STATES TO CONDUCT A SIMILAR STUDY FOR PRODUCT CARRIERS, I.E., GASOLINE AND KEROSENE. TO OBTAIN SCIENTIFIC KNOWLEDGE OF THE FATE AND EFFECTS OF OIL IN VARIOUS CONCENTRATIONS AND AMOUNTS ENTERING OPEN OCEANS, A LONG-RANGE RESEARCH PROJECT IS UNDERWRITTEN. EVEN AFTER YEARS OF ATTENTION TO THE PROBLEM, THERE IS STILL NO SATISFACTORY PROGRAM OR SET OF REGULATIONS TO GUIDE SHIPBUILDERS AND SHIPOWNERS ON SHIP SEWAGE DISPOSAL. (SEE ALSO W74-10765) (JONES-WISCONSIN) JF - IN: AMERICAN ORDNANCE ASSOCIATION PROCEEDINGS OF 3RD MEETING ON ENVIRONMENTAL POLLUTION, MAY 17-18, 1972, FORT MCNAIR, WASHINGTON, D.C. P 85-92, 1973. 1 FIG, 1 TAB. AU - Dillon, E S AD - MARITIME ADMINISTRATION, WASHINGTON, D.C., OFFICE OF SHIP CONSTRUCTION Y1 - 1973/05// PY - 1973 DA - May 1973 KW - Water Resources Abstracts KW - *POLLUTION ABATEMENT KW - *NAVIGATION KW - INDUSTRIES KW - SHIPS KW - INTERNATIONAL LAW KW - OIL POLLUTION KW - WASTE DISPOSAL KW - SMOKE KW - OILY WATER KW - OCEANS KW - HARBORS KW - REGULATION KW - ECONOMIC EFFICIENCY KW - *MARITIME ADMINISTRATION KW - BALLAST KW - OFFSHORE TERMINALS KW - MARITIME SHIPPING KW - TANKERS KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19106771?accountid=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=&rft.atitle=MARITIME+ADMINISTRATION+POLLUTION+ABATEMENT+PROGRAM&rft.au=Dillon%2C+E+S&rft.aulast=Dillon&rft.aufirst=E&rft.date=1973-05-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - RESEARCH AND DEVELOPMENT ON PREVENTION OF POLLUTION OF THE SEAS BY OIL AND OTHER POLLUTANTS AN - 19095185; 7410774 AB - THE CONCERN OF THE MARITIME ADMINISTRATION RESEARCH AND DEVELOPMENT PROGRAMS IS ONLY WITH PREVENTION OF BOTH ACCIDENTAL AND INTENTIONAL OIL DISCHARGES. REQUIREMENTS OF CURRENT OIL DISCHARGE LAWS AND STANDARDS ARE SUMMARIZED. THE U.S. POSITION AT THE INTERGOVERNMENTAL MARITIME CONSULTATIVE ORGANIZATION CONFERENCE WILL PROBABLY BE THAT SEGREGATED BALLAST FULLY MEETS THE INTENT OF 'COMPLETE ELIMINATION,' AND THE DISCHARGE OF OILY WASTES WHICH PRODUCE A SHEEN, SLUDGE OR EMULSION SHOULD BE PROHIBITED ON BOTH THE HIGH SEAS AND IN TERRITORIAL WATERS IN AN ATTEMPT TO EXTEND DOMESTIC POLICY ON AN INTERNATIONAL AGREEMENT BASIS. TO APPROACH THE GOAL OF COMPLETE ELIMINATION, NO ONE ALTERNATIVE CAN BE EFFECTIVE. SEGREGATED BALLAST, FOR EXAMPLE, WILL NOT SOLVE OR ACCOMMODATE WHEN HEAVY WEATHER REQUIRES TAKING ON MORE BALLAST THAN SEGREGATED CAPACITY ALLOWS; NOR, AND MORE SIGNIFICANTLY, DOES IT ELIMINATE OILY WASTES GENERATED DURING THE TANK-CLEANING PROCESS. RESEARCH ACTIVITIES ARE DIRECTED TO DEVELOP AND EVALUATE SHIP EQUIPMENT, SYSTEMS AND OPERATING PRACTICES, SHIP DESIGNS AND SHORESIDE FACILITIES TO ENABLE POLLUTION-FREE SHIP OPERATION WITH MINIMUM ECONOMIC PENALTY TO THE MARITIME COMMUNITY. (SEE ALSO W74-10765) (JONES-WISCONSIN) JF - IN: AMERICAN ORDNANCE ASSOCIATION PROCEEDINGS OF 3RD MEETING ON ENVIRONMENTAL POLLUTION, MAY 17-18, 1972. FORT MCNAIR, WASHINGTON, D.C., P 117-126, 1973. 5 FIG. AU - Seelinger, J AD - MARITIME ADMINISTRATION, WASHINGTON, D.C. OFFICE OF RESEARCH AND DEVELOPMENT Y1 - 1973/05// PY - 1973 DA - May 1973 KW - Water Resources Abstracts KW - *POLLUTION ABATEMENT KW - *RESEARCH AND DEVELOPMENT KW - *OCEANS KW - *OIL POLLUTION KW - INTERNATIONAL WATERS KW - STANDARDS KW - TREATIES KW - SHIPS KW - FACILITIES KW - OPERATIONS RESEARCH KW - WATER POLLUTION CONTROL KW - COST-BENEFIT ANALYSIS KW - *MARITIME ADMINISTRATION KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19095185?accountid=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=&rft.atitle=RESEARCH+AND+DEVELOPMENT+ON+PREVENTION+OF+POLLUTION+OF+THE+SEAS+BY+OIL+AND+OTHER+POLLUTANTS&rft.au=Seelinger%2C+J&rft.aulast=Seelinger&rft.aufirst=J&rft.date=1973-05-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Notes on Sedimentation Activities, Calendar Year 1973 AN - 19202057; 7801185 AB - A digest was presented of information furnished by all Federal agencies conducting sedimentation investigations on work in progress or planned, on important findings, on new methods, on new publications, on laboratory and other research activities, and on other pertinent information. The material was organized by major drainage regions in the conterminous United States, Alaska, Hawaii, Puerto Rico, and Foreign. Other major headings included Laboratory and Other Research Activities. An excerpt from the Catalog of Information on Water Data, Index to Water Quality Stations, 1973 edition, compiled by the Geological Survey, Office of Water Data Coordination, was included as Appendix A. The excerpt is a list, as of January 1973, of long-term (3 years or more) water quality sites at which sediment data have been collected. Appendix B was a listing of agency addresses by departments where additional information on agency activities can be obtained. (Sims-ISWS) JF - Available from the National Technical Information Service, Springfield VA 22161 as PB-252 376, Price codes: A14 in paper copy, A01 in microfiche. Report to Water Resources Council, Washington, D.C. 1973. 308 p, 3 tab, 2 append. Y1 - 1973/04// PY - 1973 DA - Apr 1973 KW - Water Resources Abstracts KW - Sedimentation KW - Research and development KW - Projects KW - Research facilities KW - Federal government KW - Sediment transport KW - Suspended solids KW - Erosion KW - Sedimentation rates KW - Sediments KW - Sedimentology KW - SW 2060:Effects on water of human nonwater activities KW - SW 0870:Erosion and sedimentation KW - SW 2080:Watershed protection KW - SW 7060:Research facilities UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19202057?accountid=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=&rft.atitle=Notes+on+Sedimentation+Activities%2C+Calendar+Year+1973&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1973-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - MARITIME ADMINISTRATION PROPOSED SHORE FACILITY FOR TREATMENT AND DISPOSAL OF SHIP GENERATED OILY WATER WASTES AN - 19141014; 7512256 AB - THE MARITIME ADMINISTRATION PROPOSES TO LEASE TO THE VIRGINIA PORT AUTHORITY THE SURPLUS FUEL FARM PORTION OF THE U. S. NAVY COMPLEX, KNOWN AS CHEATHAM ANNEX, LOCATED IN YORK COUNTY, VIRGINIA, FOR PROCESSING OILY WATER WASTES FROM SHIP'S TANKS, BILGES AND BALLAST OPERATIONS. THE OILY WATER WASTES WILL BE TRANSPORTED BY BARGE FROM THE SHIPS IN THE HAMPTON ROADS AREA TO THE PROCESSING FACILITY. HISTORICALLY, IT HAS BEEN THE PRACTICE TO DISCHARGE OILY BILGE AND BALLAST WATERS INTO THE OPEN OCEANS, TERRITORIAL SEAS, AND COASTAL AND HARBOR WATERS. THE PROPOSED PROJECT WILL BE BENEFICIAL IN PROVIDING A FACILITY WHERE OILY WATER WASTES CAN BE COLLECTED AND TREATED PRIOR TO DISCHARGE INTO THE YORK RIVER. THE EXPECTED ADVERSE ENVIRONMENTAL IMPACTS OF THE PROJECT INCLUDE AN INCREASE IN BARGE TRAFFIC ON THE YORK RIVER BETWEEN THE FACILITY AND THE HAMPTON ROADS AREA AND THE CREATION OF OILY ODORS IN THE VICINITY AS A RESULT OF THE TREATMENT PROCESS. ADDITIONALLY, SOLID WASTES FROM THE TREATMENT PROCESS WILL HAVE TO BE DISPOSED OF AND MEASURES WILL HAVE TO BE TAKEN TO ALLEVIATE OIL SPILLS DUE TO BARGE COLLISIONS, THE LOADING OR UNLOADING PROCESS OR THROUGH ERROR AT THE TREATMENT FACILITY. THE FOLLOWING ALTERNATIVES WERE CONSIDERED: USE OF ANOTHER LAND-BASED FACILITY; USE OF A FLOATING FACILITY; EQUIPING OF VESSELS WITH DEVICES FOR SEPARATING OIL FROM WATER; AND NO PROJECT. (GAGLIARDI-FLORIDA) JF - AVAILABLE FROM THE NATIONAL TECHNICAL INFORMATION SERVICE, SPRINGFIELD, VA 22161 AS EIS-AA-73-1850-F, $5.25 IN PAPER COPY, $2.25 IN MICROFICHE. NOVEMBER 1973. 120 P, 2 MAP, 3 TAB, 19 REF, 2 APPEND. Y1 - 1973/04// PY - 1973 DA - Apr 1973 KW - Water Resources Abstracts KW - *OIL WASTES KW - *OILY WATER KW - *WATER QUALITY KW - WATER KW - WASTES KW - SHIPS KW - WATER QUALITY CONTROL KW - VIRGINIA KW - FUELS KW - BARGES KW - MARINE BIOLOGY KW - ENVIRONMENTAL EFFECTS KW - OIL SPILLS KW - *ENVIRONMENTAL IMPACT STATEMENT KW - *YORK COUNTY(VA) KW - SW 3050:Ultimate disposal of wastes KW - SW 4070:Ecological impact of water development KW - SW 3040:Wastewater treatment processes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19141014?accountid=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=&rft.atitle=MARITIME+ADMINISTRATION+PROPOSED+SHORE+FACILITY+FOR+TREATMENT+AND+DISPOSAL+OF+SHIP+GENERATED+OILY+WATER+WASTES&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1973-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - CONSTRUCTION OF A DRAINAGE TRUNK LINE SERVING ROUTES 20 FREEWAY AND INTERSTATE 80 IN PATERSON, NEW JERSEY (FINAL ENVIRONMENTAL IMPACT STATEMENT) AN - 19112874; 7506168 AB - THIS PROPOSAL CALLS FOR CONSTRUCTION OF A SIXTY-SIX INCH DRAINAGE TRUNK LINE TO SERVE STATE ROUTE 20 AND INTERSTATE 80 IN PATERSON, NEW JERSEY. THE LINE WILL DISCHARGE INTO THE PASSAIC RIVER, ELIMINATING THE EXISTING TEMPORARY CONNECTION WHICH FLOWS INTO THE COMBINED SANITARY AND STORM WATER SEWER SYSTEM OF THE CITY OF PATERSON. BY ELIMINATING THIS CONNECTION, THE VOLUME OF WASTE WATER WHICH MUST BE TREATED BY THE PATERSON SEWAGE TREATMENT FACILITIES WILL BE REDUCED. ALSO, IT WILL REDUCE OVERLOADING OF THE TREATMENT SYSTEM BY HEAVY RAINS AND THE RESULTING DUMPING OF UNTREATED WASTE INTO THE PASSAIC RIVER. DISCHARGE FROM THE DRAINAGE LINE SHOULD NOT ADVERSELY AFFECT THE RIVER'S BIOTA, AND NO INCREASE IN FLOOD POTENTIAL OF THE RIVER IS EXPECTED. THE LINE WILL PASS THROUGH GREAT FALLS PARK WITHOUT ANY ADVERSE EFFECTS. CONSTRUCTION OF RETENTION BASINS AND ALTERNATIVE LOCATIONS FOR THE LINE WERE CONSIDERED UNFEASIBLE ALTERNATIVES. THE LINE WILL BE UNDERGROUND AND WILL NOT AFFECT THE FUTURE UTILIZATION OF ANY LAND. THERE IS NO SIGNIFICANT OPPOSITION TO THIS PROJECT. (DECKERT-FLORIDA) JF - AVAILABLE FROM THE NATIONAL TECHNICAL INFORMATION SERVICE, DEPT. OF COMMERCE, SPRINGFIELD, VIRGINIA, 22161, AS EIS-NJ-73-0534-F, $4.75 IN PAPER COPY, $2.25 IN MICROFICHE. MARCH 1973. 78 P, 3 MAP. Y1 - 1973/04// PY - 1973 DA - Apr 1973 KW - Water Resources Abstracts KW - *ENVIRONMENTAL EFFECTS KW - *LATERAL CONVEYANCE STRUCTURES KW - *DRAINAGE EFFECTS KW - *NEW JERSEY KW - FEDERAL GOVERNMENT KW - DISCHARGE(WATER) KW - PIPING SYSTEMS(MECHANICAL) KW - WATER MANAGEMENT(APPLIED) KW - DRAINAGE SYSTEMS KW - STORM DRAINAGE KW - URBAN DRAINAGE KW - GOVERNMENTS KW - SEWERS KW - FLOOD CONTROL KW - DRAINAGE WATER KW - WATER CONTROL KW - SUBSURFACE DRAINAGE KW - SURFACE WATERS KW - DRAINAGE ENGINEERING KW - SURFACE RUNOFF KW - SUBSURFACE DRAINS KW - HIGHWAY EFFECTS KW - ADOPTION OF PRACTICES KW - *ENVIRONMENTAL IMPACT STATEMENTS KW - *PATERSON(NJ) KW - NON-POINT SOURCES(POLLUTION) KW - SW 2060:Effects on water of human nonwater activities KW - SW 4070:Ecological impact of water development KW - SW 3070:Water quality control KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19112874?accountid=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=&rft.atitle=CONSTRUCTION+OF+A+DRAINAGE+TRUNK+LINE+SERVING+ROUTES+20+FREEWAY+AND+INTERSTATE+80+IN+PATERSON%2C+NEW+JERSEY+%28FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1973-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Behavioral Characteristics and Cleanup Techniques of North Slope Crude Oil in an Arctic Winter Environment AN - 19173100; 7700230 AB - This paper deals with the physical fate and behavior of crude oil when spilled on winter arctic ice and snow surfaces. The concepts and theories developed are a result of a series of experiments performed by Coast Guard personnel in the Alaskan arctic during January-February 1972. Spreading and aging of oil on ice and snow, the unique interaction phenomena of snow and crude oil, and effectiveness of various cleanup techniques attempted on crude spilled on snow and ice are considered. Oil spreading over ice and snow is largely unaffected by oil properties such as density, viscosity, and surface tension. Oil spreading rate is also believed not to be a function of ambient air temperatures. Terminal spreading limit, independent of oil properties, is a function of effective surface roughness and volume of oil spilled. Oil was found to age on arctic ice. The winter aging rate was found to be significant although reduced from summer aging rates. Migration of oil into the ice or snow surface is minimal. However, snow falling on the surface of a freshly spilled oil pool migrates into the oil forming a mixture that contains up to 80% snow (by volume). An array of sorbents, surfactants, and dispersants were tested with largely negative results. (See also W76-09312) (Sinha-OEIS) JF - Prevention and Control of Oil Spills, Proceedings of Joint Conference, Washington, DC March 13-15, 1973. p 263-276, 14 fig, 2 tab, 9 ref, 3 append. AU - McMinn, T J AU - Golden, P AD - Department of Transportation Washington, D. C.; and Coast Guard, Washington, D. C Y1 - 1973/03// PY - 1973 DA - Mar 1973 KW - Water Resources Abstracts KW - Oil spills KW - Oil pollution KW - Pollution abatement KW - Environmental effects KW - Ice KW - Quality control KW - Gravity KW - Surfactants KW - SW 3070:Water quality control KW - SW 0820:Snow, ice and frost UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19173100?accountid=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=&rft.atitle=Behavioral+Characteristics+and+Cleanup+Techniques+of+North+Slope+Crude+Oil+in+an+Arctic+Winter+Environment&rft.au=McMinn%2C+T+J%3BGolden%2C+P&rft.aulast=McMinn&rft.aufirst=T&rft.date=1973-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - RECENT RESEARCH IN RUNOFF ESTIMATES FROM SAMLL RURAL WATERSHEDS AN - 19126760; 7505980 AB - RESEARCH RESULTS OF FIVE STUDIES (ONE NATIONAL, TWO FEASIBILITY, AND TWO LOCAL) WHICH AIMED AT THE DEVELOPMENT OF BETTER PRACTICAL METHODS FOR ESTIMATING FLOOD PEAKS FROM SMALL RURAL WATERSHEDS (LESS THAN 65 SQ KM) IN THE CONTINENTAL UNITED STATES IN THE LAST FIVE YEARS WERE SUMMARIZED. GENERAL DESCRIPTIONS OF THE APPROACHES EMPLOYED IN THE RESEARCH, THE RATIONALE OF THEIR SELECTIONS, AND THE RESEARCH RESULTS WERE PRESENTED. THE PRESENT PRECIPITATION AND SMALL STREAMFLOW DATA ARE NOT ADEQUATE: THEY ARE TOO FEW AND TOO SHORT, AND NOT EVENLY DISTRIBUTED GEOGRAPHICALLY. THIS SITUATION HAMPERS PROGRESS TOWARD THE DEVELOPMENT OF ACCURATE GENERAL METHODS OF FLOOD PREDICTION FOR NATIONWIDE USE. FOR DETAILED LOCAL STUDIES, SOME KIND OF SCHEME OF STRATIFICATION WILL BE REQUIRED, AND WATERSHEDS SLIGHTLY LARGER THAN 65 SQ KM IN SIZE MAY BE INCLUDED IN ORDER TO INCREASE THE VERY LIMITED SAMPLE SIZE. THE RESEARCH APPROACH SHOULD BE SELECTED TO BEST SUIT LOCAL CONDITIONS AND THE NATURE OF THE AVAILABLE DATA; ALTHOUGH THE MULTIPLE-REGRESSION TECHNIQUE WITH SOME VARIATIONS IS THE MOST POPULAR TOOL USED IN THE ANALYSES. FOR FUTURE RESEARCH, THE NEED OF GREAT EXPANSION OF THE CURRENT NATIONAL RAINFALL AND RUNOFF DATA COLLECTION PROGRAM FOR SMALL RURAL WATERSHEDS, THE METHOD OF GENERATION OF MORE ADEQUATE LOCAL RAINFALL DATA, THE STUDY OF THE BEST STRATIFICATION SCHEME FOR REGIONAL ANALYSIS, AND THE DEVELOPMENT OF ACCURATE REGIONAL OR LOCAL MODELS SHOULD BE THE IMMEDIATE MAJOR CONCERNS. (SEE ALSO W75-05973) (HUMPHREYS-ISWS) JF - IN: FLOOD INVESTIGATION, VOLUME II; PROCEEDINGS OF THE INTERNATIONAL ASSOCIATION FOR HYDRAULIC RESEARCH SYMPOSIUM ON RIVER MECHANICS (4 VOL.), BANGKOK, THAILAND, JANUARY 9-12, 1973. ASIAN INSTITUTE OF TECHNOLOGY, BANGKOK, THAILAND, P 109-120. (1973) 7 REF. AU - Woo, D-C AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D.C Y1 - 1973/01// PY - 1973 DA - Jan 1973 KW - Water Resources Abstracts KW - *RUNOFF FORECASTING KW - *RAINFALL-RUNOFF RELATIONSHIPS KW - *SMALL WATERSHEDS KW - WATERSHEDS(BASINS) KW - RUNOFF KW - RURAL AREAS KW - STORM RUNOFF KW - PEAK DISCHARGE KW - FLOOD FLOW KW - SW 0810:General KW - SW 2080:Watershed protection KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19126760?accountid=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=&rft.atitle=RECENT+RESEARCH+IN+RUNOFF+ESTIMATES+FROM+SAMLL+RURAL+WATERSHEDS&rft.au=Woo%2C+D-C&rft.aulast=Woo&rft.aufirst=D-C&rft.date=1973-01-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - OBSERVATIONS ON THE CAUSES OF BRIDGE DAMAGE IN PENNSYLVANIA AND NEW YORK DUE TO HURRICANE AGNES AN - 19075711; 7409396 AB - HURRICANE AGNES (1972) CAUSED SEVERE FLOODING IN PENNSYLVANIA AND NEW YORK. SEVERAL BRIDGES AND HIGHWAYS THAT WERE DAMAGED BY THE FLOODS IN THOSE STATES ARE DISCUSSED. THE TWO MAJOR CAUSES OF BRIDGE DAMAGE WERE SCOUR AT ABUTMENTS AND POERS AND IMPACTING DEBRIS. ALTHOUGH THE JUNE 1972 FLOOD WAS A MAXIMUM OF RECORD, MANY BRIDGES SURVIVED THE FLOOD WITH LITTLE IF ANY DAMAGE. THESE BRIDGES WERE OF PARTICULAR INTEREST BECAUSE THEY OBVIOUSLY HAVE FEATURES THAT ENABLED THE STRUCTURES TO SURVIVE A SEVERE TEST. THE OUTSTANDING PERFORMANCE OF THESE STRUCTURES IS A POSITIVE INDICATION OF FEATURES THAT CONSTITUTE DESIRABLE DESIGN STANDARDS. A PILE FOUNDATION OF SUFFICIENT LENGTH OR FOOTINGS FOUNDED AT A SUFFICIENT DEPTH ARE NEEDED TO AVOID ABUTMENT OR PIER FAILURE IN ERODIBLE SOILS. THE AMOUNT OF SCOUR AT BRIDGE ABUTMENTS AND PIERS FAILURE IN ERODIBLE SOILS. THE AMOUNT OF SCOUR AT BRIDGE ABUTMENTS AND PIERS WITHIN THE BRIDGE OPENING DEPENDED PRIMARILY ON THE AMOUNT OF CONSTRUCTION THAT THE BRIDGE OPENING IMPOSED ON THE FLOOD FLOW. ABUTMENTS AND PIERS POSITIONED NEAR THE EDGES OF THE MAIN CHANNEL GENERALLY SUFFERED EXTENSIVE SCOUR DAMAGE. THE OUTSTANDING PERFORMANCE OF SPUR DIKES DURING THE JUNE 1972 FLOODS CLEARLY DEMONSTRATED THAT THEY ARE ONE OF THE MOST EFFECTIVE MEANS NOW AVAILABLE FOR PREVENTING SCOUR DAMAGE TO BRIDGE APPROACHES, ABUTMENTS, AND ADJACENT PIERS IN SITUATIONS INVOLVING LARGE QUANTITIES OF OVERBANK FLOW. (SEE ALSO W74-09390) (KNAPP-USGS) JF - HIGHWAY RESEARCH RECORD, NO 479, P 20-36, 1973. 24 FIG, 3 REF. AU - O'Donnell, Cl AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D.C. OFFICE OF ENGINEERING AND TRAFFIC OPERATIONS Y1 - 1973 PY - 1973 DA - 1973 KW - Water Resources Abstracts KW - *FLOODS KW - *HURRICANES KW - *NEW YORK KW - *PENNSYLVANIA KW - *BRIDGES KW - HIGHWAYS KW - ROADS KW - SCOUR KW - FLOOD DATA KW - BRIDGE DESIGN KW - HISTORIC FLOODS KW - SUSQUEHANNA RIVER KW - CHEMUNG RIVER KW - SW 6020:Hydraulics KW - SW 0835:Streamflow and runoff KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19075711?accountid=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=&rft.atitle=OBSERVATIONS+ON+THE+CAUSES+OF+BRIDGE+DAMAGE+IN+PENNSYLVANIA+AND+NEW+YORK+DUE+TO+HURRICANE+AGNES&rft.au=O%27Donnell%2C+Cl&rft.aulast=O%27Donnell&rft.aufirst=Cl&rft.date=1973-01-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - IMPROVED INLETS FOR HIGHWAY CULVERTS AN - 19049170; 7305376 AB - IMPROVED INLETS MAY BE USED TO ENHANCE THE HYDRAULIC PERFORMANCE OF CULVERTS OPERATING IN INLET CONTROL. GENERALLY, 3 TYPES OF STRUCTURAL CHANGES CAN BE MADE: (1) BEVELS, (2) SIDE-TAPERED INLETS, AND (3) SLOPE-TAPERED INLETS. THESE STRUCTURAL CHANGES INCREASE THE CAPACITY OF THE CULVERT INLET BY REDUCING THE FLOW CONTRACTION AT THE FACE, BY ENLARGING THE FACE AREA, AND BY APPLYING MORE EFFECTIVE HEAD ON THE CONTROL SECTION BY SLOPING THE INLET. REFERENCES USED AND DECISIONS MADE IN DERIVING INLET CONTROL EQUATIONS FOR BOX CULVERT INLETS RANGING FROM SQUARE-EDGED TO SLOPE-TAPERED ARE PRESENTED. SIGNIFICANT SAVINGS CAN RESULT FROM SUCH INLETS BY IMPROVING THE HYDRAULIC CAPACITY OF EXISTING CULVERTS, OR REDUCING THE BARREL SIZE REQUIRED FOR NEW CULVERTS. (USBR) JF - PAPER, AMERICAN SOCIETY OF CIVIL ENGINEERS, HYDRAULICS DIVISION SPECIAL CONFERENCE, CORNELL UNIVERSITY, ITHACA, NY. AUG. 1972. 28 P, 7 FIG, 1 TAB, 13 REF, 2 APPEND. AU - Normann, J M AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D.C Y1 - 1972/08// PY - 1972 DA - Aug 1972 KW - Water Resources Abstracts KW - *CULVERTS KW - HYDRAULIC DESIGN KW - FLOW KW - SURFACE DRAINAGE KW - EQUATIONS KW - COEFFICIENTS KW - CONDUITS KW - HYDRAULIC CONDUITS KW - HYDRAULIC STRUCTURES KW - HEAD LOSS KW - HYDRAULICS KW - *BOX CULVERTS KW - *ENTRANCES(FLUID FLOW) KW - *ENTRANCE TRANSITIONS KW - WINGWALLS KW - BURIED PIPES KW - DESIGN IMPROVEMENTS KW - HIGHWAY ENGINEERING KW - NONCIRCULAR CONDUITS KW - RECTANGULAR CONDUITS KW - SW 6010:Structures KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19049170?accountid=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=&rft.atitle=IMPROVED+INLETS+FOR+HIGHWAY+CULVERTS&rft.au=Normann%2C+J+M&rft.aulast=Normann&rft.aufirst=J&rft.date=1972-08-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - A MODEL TO PREDICT MEAN ANNUAL WATERSHED DISCHARGE AN - 19056650; 7303308 AB - A METHOD WAS DEVELOPED TO ESTIMATE LONG-TERM DISCHARGE CHARACTERISTICS OF SMALL WATERSHEDS. THESE CHARACTERISTICS ARE INFLUENCED BY FACTORS OTHER THAN ANNUAL PRECIPITATION AND ANNUAL MEAN TEMPERATURE. TWO NEWLY ESTABLISHED WATERSHED PARAMETERS IMPROVE LONG-TERM DISCHARGE PREDICTION TECHNIQUES. THE FIRST WATERSHED PARAMETER MAY BE DETERMINED FROM DISCHARGE, PRECIPITATION, AND TEMPERATURES RECORDED OVER A FEW YRS. THE SECOND PARAMETER RELATES TO THE DRAINAGE DENSITY, REFLECTING THE SOIL TEXTURE. THIS STUDY PROVES THAT EXPECTED LONG-TERM DISCHARGE FROM WATERSHEDS HAVING HIGH DRAINAGE DENSITIES IS HIGHER THAN THOSE WITH LOW DRAINAGE DENSITIES, PROVIDED ALL OTHER FACTORS ARE IDENTICAL. THE CONSISTENT EVALUATION OF DRAINAGE DENISTY FROM AERIAL PHOTOGRAPHS REQUIRES THE APPLICATION OF A SYSTEM OF CONVENTIONS, WHICH ARE DISCUSSED. (USBR) JF - JOURNAL OF THE HYDRAULICS DIVISION, AMERICAN SOCIETY OF CIVIL ENGINEERS, VOL 98, NO HY7, P 1171-1186, JULY 1972. 2 FIG, 5 TAB, 10 REF. APPEND. AU - MAJTENYI, SI AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D.C Y1 - 1972/07// PY - 1972 DA - Jul 1972 KW - Water Resources Abstracts KW - *DISCHARGE(WATER) KW - *WATERSHEDS(BASINS) KW - *HYDROLOGIC MODELS KW - *DISCHARGE COEFFICIENT KW - *SMALL WATERSHEDS KW - MATHEMATICAL MODELS KW - METEROLOGICAL DATA KW - AERIAL PHOTOGRAPHY KW - PRECIPITATION(ATMOSPHERIC) KW - FORECASTING KW - EVAPOTRANSPIRATION KW - SOIL TEXTURE KW - DRAINAGE DENSITY KW - RUNOFF KW - SEEPAGE KW - TEMPERATURE KW - HYDROLOGIC DATA KW - ANNUAL KW - SOUTH DAKOTA KW - HYDROLOGY KW - WEATHER EFFECT KW - SW 0810:General KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19056650?accountid=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=&rft.atitle=A+MODEL+TO+PREDICT+MEAN+ANNUAL+WATERSHED+DISCHARGE&rft.au=MAJTENYI%2C+SI&rft.aulast=MAJTENYI&rft.aufirst=SI&rft.date=1972-07-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - IMPLEMENTATION PACKAGE FOR A DRAINAGE BLANKET IN HIGHWAY PAVEMENT SYSTEMS AN - 19112203; 7506470 AB - THIS USER PACKAGE PRESENTS GUIDELINES FOR THE USE OF A TWO-LAYER DRAINAGE BLANKET TO HANDLE GROUNDWATER SEEPAGE FROM UNDER HIGHWAY PAVEMENTS. POSITIVE REMOVAL OF THE WATER IS CONSIDERED ESSENTIAL IN ORDER TO MINIMIZE THE PROBLEMS OF SUBGRADE SOFTENING AND WEAKENING OF PAVEMENT STRUCTURES. A SUPPLEMENTAL OR COMPANION REPORT CLOSELY COORDINATED WITH THIS PACKAGE PROVIDES ADDITIONAL INFORMATION ON GUIDELINES FOR DESIGN OF THE TWO-LAYER SYSTEM. TITLE OF THE REPORT IS 'DEVELOPMENT OF GUIDELINES FOR THE DESIGN OF SUBSURFACE DRAINAGE SYSTEMS FOR HIGHWAY PAVEMENT STRUCTURAL SECTIONS.' IT WAS PREPARED FOR THE FEDERAL HIGHWAY ADMINISTRATION BY CEDERGREN/KOA, A JOINT VENTURE CONSULTING FIRM OF SACRAMENTO AND LONG BEACH, CALIFORNIA. (TERSTRIEP-ISWS) JF - AVAILABLE FROM THE NATIONAL TECHNICAL INFORMATION SERVICE, SPRINGFIELD, VA 22161, AS PB-236 395, $3.75 IN PAPER COPY, $2.25 IN MICROFICHE. REPORT 72-1, MAY 1972. 25 P, 3 FIG, 7 REF, 1 APPEND. Y1 - 1972/04// PY - 1972 DA - Apr 1972 KW - Water Resources Abstracts KW - *HIGHWAYS KW - *SUBSURFACE DRAINAGE KW - *HYDROGEOLOGY KW - *SOIL MECHANICS KW - *SUBSURFACE DRAINS KW - HYDRAULICS KW - SOIL COMPACTION KW - SOIL FILTERS KW - SOIL INVESTIGATIONS KW - SOIL STRENGTH KW - SOIL WATER KW - SOILS KW - GROUNDWATER KW - SEEPAGE KW - PAVING KW - DESIGN KW - *DRAINAGE BLANKET KW - *SUBGRADE DESIGN KW - SW 2060:Effects on water of human nonwater activities KW - SW 0845:Water in soils KW - SW 6040:Soil mechanics KW - SW 2040:Groundwater management UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19112203?accountid=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=&rft.atitle=IMPLEMENTATION+PACKAGE+FOR+A+DRAINAGE+BLANKET+IN+HIGHWAY+PAVEMENT+SYSTEMS&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1972-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - CONSTRUCTION OF WASTEWATER FACILITIES, LUFKIN, TEXAS (FINAL ENVIRONMENTAL IMPACT STATEMENT) AN - 19083529; 7405814 AB - THIS PROJECT CONSISTS OF CONSTRUCTING SANITARY SEWER INTERCEPTORS, PUMPING STATIONS, FORCE MAINS, WASTE TREATMENT FACILITIES, AND APPURTENANCES WITHIN AND NEAR THE CITY OF LUFKIN, TEXAS. THE PROPOSED PROJECT IS DESIGNED TO PROVIDE WASTEWATER FACILITIES TO MEET ANTICIPATED DEMANDS OF FUTURE DEVELOPMENT. IT IS INTENDED TO RELIEVE THE EXISTING INADEQUATE FACILITIES, THE EFFLUENTS OF WHICH ARE CURRENTLY POLLUTING THE RECEIVING STREAMS AND CREATING HEALTH HAZARDS. ALTERNATIVE PROPOSALS WHICH WERE CONSIDERED INCLUDE USING TWO PROCESSING SYSTEMS AND THE FEASIBILITY OF COMBINATION OF NEW FACILITIES AND UTILIZATION OF EXISTING FACILITIES. ANY ADVERSE EFFECTS ON THE ENVIRONMENT THAT WILL RESULT FROM THE CONSTRUCTION AND OPERATION OF THE NEW FACILITIES SHOULD BE MINIMAL WHEN COMPARED TO THE BENEFITS RECEIVED BY THE LOCAL POPULATION AND TO THE ECOLOGICAL ENHANCEMENT THAT WILL BE REALIZED. (CONKO-FLORIDA) JF - AVAILABLE FROM NATIONAL TECHNICAL INFORMATION SERVICE, SPRINGFIELD, VA, 22151, AS PB-204 907-F, $3.00 PAPER COPY, $1.45 MICROFICHE. FEBRUARY 8, 1972. 188 P, 12 TAB, 13 MAP, 1 ILLUS, 1 CHART. Y1 - 1972/04// PY - 1972 DA - Apr 1972 KW - Water Resources Abstracts KW - *ENVIRONMENTAL EFFECTS KW - *WASTE WATER TREATMENT KW - *TREATMENT FACILITIES KW - *TEXAS KW - PUBLIC HEALTH KW - ENVIRONMENTAL SANITATION KW - SEWAGE DISPOSAL KW - WASTE WATER(POLLUTION) KW - SEWAGE EFFLUENTS KW - INTERCEPTOR SEWERS KW - PUMPING PLANTS KW - SEWAGE KW - SLUDGE TREATMENT KW - PIPELINES KW - ALTERNATIVE PLANNING KW - ALTERNATIVE COSTS KW - *ENVIRONMENTAL IMPACT STATEMENTS KW - *LUFKIN(TEX) KW - SW 4070:Ecological impact of water development KW - SW 3040:Wastewater treatment processes KW - SW 1040:Conservation in domestic and municipal use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19083529?accountid=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=&rft.atitle=CONSTRUCTION+OF+WASTEWATER+FACILITIES%2C+LUFKIN%2C+TEXAS+%28FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1972-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - WATER SUPPLY AND WASTE DISPOSAL SERIES, VOL 6, OXIDATION DITCH SEWAGE WASTE TREATMENT PROCESS AN - 19070651; 7307839 AB - THEORY, DESIGN, SPECIFICATIONS, CONSTRUCTION, OPERATION AND TESTING OF THE OXIDATION DITCH WASTE TREATMENT PROCESS ARE DESCRIBED. THE OXIDATION DITCH WASTE TREATMENT PROCESS WAS CHOSEN FOR USE AT ROADSIDE REST AREAS BECAUSE OF ITS SIMPLICITY OF OPERATION, RELIABLILITY OF PERFORMANCE, EASE OF MAINTENANCE AND COST ADVANTAGE. IT IS ALSO APPLICABLE TO SMALL DOMESTIC SEWAGE PLANT USE. IT WAS FOUND THAT THE PROCESS HAD VERY FEW OPERATIONAL PROBLEMS ALTHOUGH SOME PROBLEMS HAVE OCCURRED DURING INTERMITTENT OPERATIONS. THEREFORE, THE SYSTEM SHOULD BE ACTIVATED AND LEFT IN CONTINUOUS OPERATION. (SMITH-TEXAS) JF - FOR SALE BY THE SUPERINTENDENT OF DOCUMENTS, U.S. GOVERNMENT PRINTING OFFICE, WASHINGTON, D.C. 20402 PRICE $0.60. STAFF REPORT, APRIL, 1972. 52 P, 31 FIG, 6 TAB, 17 REF. AU - Parker, H W AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D.C Y1 - 1972/04// PY - 1972 DA - Apr 1972 KW - Water Resources Abstracts KW - *OXIDATION LAGOONS KW - *OXIDATION KW - *WASTE WATER TREATMENT KW - *WASTE TREATMENT KW - DOMESTIC SEWAGE KW - SEWAGE TREATMENT KW - PILOT PLANT KW - WATER POLLUTION CONTROL KW - AERATION KW - SLUDGE KW - MIXING KW - RESEARCH AND DEVELOPMENT KW - ACTIVATED SLUDGE KW - BIOLOGICAL TREATMENT KW - MUNICIPAL WASTES KW - *ROADSIDE REST AREAS KW - *OXIDATION DITCH KW - SW 3040:Wastewater treatment processes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19070651?accountid=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=&rft.atitle=WATER+SUPPLY+AND+WASTE+DISPOSAL+SERIES%2C+VOL+6%2C+OXIDATION+DITCH+SEWAGE+WASTE+TREATMENT+PROCESS&rft.au=Parker%2C+H+W&rft.aulast=Parker&rft.aufirst=H&rft.date=1972-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - WATER SUPPLY AND WASTE DISPOSAL SERIES: VOLUME I. TERMINOLOGY STANDARDIZATION AND MICROBIOLOGY AN - 19034001; 7214363 AB - THIS IS THE FIRST VOLUME OF A SERIES OF REPORTS ON WATER SUPPLY AND WASTE DISPOSAL PUBLISHED BY THE FEDERAL HIGHWAY ADMINISTRATION. THIS SERIES EMPHASIZES WATER SUPPLIES, WATER-CARRIAGE WASTE TREATMENT, AND SOLID WASTE DISPOSAL, PARTICULARLY AS THEY RELATE TO ROADSIDE REST AREAS. BECAUSE DEFINITIONS, CLASSIFICATIONS, AND TERMINOLOGY CONCERNING MICROORGANISMS AND BIOLOGICAL TERMS SOMETIMES LACK UNIFORMITY AMONG THE DISCIPLINES, THIS VOLUME DEFINES AND STANDARDIZES THE TERMINOLOGY THAT WILL BE USED IN ALL VOLUMES OF THE SERIES. INFORMATION ON DISEASES THAT MIGHT BE TRANSMITTED AT REST OR RECREATION AREAS IS PRESENTED. THE CAPABILITY OF INDIVIDUAL SPECIES OF MICROORGANISMS TO SURVIVE IN THE SOIL, ON THE SOIL, IN WATER, AND IN OTHER SITUATIONS IS INDICATED. A BIBLIOGRAPHY CONTAINING 14 REFERENCES IS INCLUDED. (WOODARD-USGS) JF - DEPT OF TRANSPORTATION-FEDERAL HIGHWAY ADMINISTRATION STAFF REPORT 72R-106S-1, NOVEMBER 1971. 51 P, 16 FIG, 12 TAB, 141 REF. APPEND. Y1 - 1971/11// PY - 1971 DA - Nov 1971 KW - Water Resources Abstracts KW - *WATER SUPPLY KW - *WASTE DISPOSAL KW - *RECREATION WASTES KW - *MICROORGANISMS KW - *WATER POLLUTION SOURCES KW - REVIEWS KW - MICROBIAL DEGRADATION KW - CLASSIFICATION KW - SEWAGE KW - SOIL PROPERTIES KW - GROUNDWATER MOVEMENT KW - OUTFALL SERVERS KW - STREAMS KW - SEPTIC TANKS KW - FUNGI KW - ALGAE KW - WATER POLLUTION CONTROL KW - *ROADSIDE REST AREAS KW - SW 3040:Wastewater treatment processes KW - SW 3020:Sources and fate of pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19034001?accountid=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=&rft.atitle=WATER+SUPPLY+AND+WASTE+DISPOSAL+SERIES%3A+VOLUME+I.+TERMINOLOGY+STANDARDIZATION+AND+MICROBIOLOGY&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1971-11-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - THE EFFECT OF SAMPLING ON THE UNDRAINED SOIL PROPERTIES OF A LEDA SOIL AN - 19031288; 7207532 AB - TRIAXIAL TESTS OF A RELATIVELY UNIFORM CEMENTED CLAY SOIL SHOWED WIDE DIFFERENCES IN THE MAXIMUM SHEAR STRENGTHS AND STRAINS AT MAXIMUM STRESS. THESE DIFFERENCES RESULTED FROM USING 6 SAMPLING METHODS. THE SAMPLING METHODS, GIVEN IN THE ORDER OF INCREASING SOIL DISTURBANCE, WERE: (1) BLOCK, (2) OSTERBERG, (3) SWEDISH PISTON, (4) SHELBY PISTON WITH SHARP CUTTING EDGE, (5) SHELBY PISTON WITH NORMAL CUTTING EDGE, AND (6) SHELBY OPEN TUBE. DISTURBANCE MAY ALSO HAVE BEEN CAUSED BY CUTTING THE SAMPLES WITH A POWER SAW AND JACKING THEM OUT OF THE TUBES. ALTHOUGH SAMPLE DISTURBANCE MAY AFFECT OPTIMUM CONSOLIDATION PRESSURE, CONSOLIDATION PRESSURES OF ONE-HALF TO THREE-FOURTHS OF THE PRECONSOLIDATION PRESSURE ARE RECOMMENDED. THE MOST DISTURBING SAMPLING METHODS PRODUCED LOWER STRENGTH SAMPLES FOR LOW CONSOLIDATION PRESSURES, BUT HIGHER UNSAFE STRENGTH SAMPLES FOR HIGHER CONSOLIDATION PRESSURES. (USBR) JF - CANADA GEOTECHNICAL JOURNAL, VOL 8, NO 4, P 546-557, NOV 1971. 7 FIG, 6 TAB, 15 REF. AU - Raymond, G P AU - Townsend, D L AU - Lojkasek, MJ AD - QUEEN'S UNIV., KINGSTON (ONTARIO); AND GOLDER (H. Q.) AND ASSOCIATES, TORONTO (ONTARIO); AND DEPARTMENT OF TRANSPORTATION AND COMMUNICATIONS, DOWNSVIEW (ONTARIO) Y1 - 1971/11// PY - 1971 DA - Nov 1971 KW - Water Resources Abstracts KW - *SOILS KW - *SOIL MECHANICS KW - SAMPLING KW - STRESS KW - CLAYS KW - SHEAR STRENGTH KW - PRECONSOLIDATED SOILS KW - CONSOLIDATION KW - PORE WATER PRESSURE KW - CONFINING PRESSURE KW - FOREIGN RESEARCH KW - SHEAR KW - PISTONS KW - BIBLIOGRAPHIES KW - *DISTURBED SOILS KW - LEDA CLAY KW - ONTARIO KW - CANADA KW - CEMENTATION KW - *TRIAXIAL TESTS KW - DRIVE SAMPLERS KW - TRIAXIAL SHEAR KW - SW 0845:Water in soils KW - SW 6040:Soil mechanics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19031288?accountid=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=&rft.atitle=THE+EFFECT+OF+SAMPLING+ON+THE+UNDRAINED+SOIL+PROPERTIES+OF+A+LEDA+SOIL&rft.au=Raymond%2C+G+P%3BTownsend%2C+D+L%3BLojkasek%2C+MJ&rft.aulast=Raymond&rft.aufirst=G&rft.date=1971-11-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - HUNTINGTON CANYON GENERATING STATION AND TRANSMISSION LINE (DRAFT ENVIRONMENTAL IMPACT STATEMENT) AN - 19273573; 7210196 AB - THE UTAH POWER AND LIGHT COMPANY, SALT LAKE CITY, UTAH, IS CONSTRUCTING A THERMAL-ELECTRIC GENERATING STATION IN EMERY COUNTY, UTAH. A 30,000 ACRE-FOOT RESERVOIR ON HUNTINGTON CREEK WILL BE REQUIRED AS A PART OF THE COOLING WATER SUPPLY SYSTEM. DESIGNS AND PLANS FOR WATER AND AIR QUALITY CONTROL EQUIPMENT ARE SUBJECT TO REVIEW BY THE SECRETARY OF THE INTERIOR UNDER A PROPOSED CONTRACT WHEREBY THE UNITED STATES WILL PROVIDE A PART OF THE REQUIRED WATER SUPPLY. ENVIRONMENTAL IMPACTS WILL INCLUDE RELOCATION OF FOREST HIGHWAY ROUTE 7, STACK EMISSIONS, DISPOSAL OF AN ESTIMATED 80,000 TONS OF ASH PRODUCED ANNUALLY, NOISE FROM GENERATING STATION OPERATIONS, AESTHETIC IMPACT, DUST FROM COAL AND ASH HANDLING, POSSIBLE RADIONUCLIDE RELEASE FROM COAL BURNING, SOME DESTRUCTION OF STREAM FISHING BUT ENHANCEMENT OF RESERVOIR FISHING, LOSS OF BIG GAME WINTERING LANDS BUT OVERALL ENHANCEMENT OF RECREATIONAL RESOURCES, AND POSSIBLE CUMULATIVE IMPACTS ON AIR QUALITY OF EMISSION FROM THE HUNTINGTON CANYON GENERATING STATION ON COMBINATION WITH OTHER GENERATING STATIONS IN THE SOUTHWEST. ALTERNATIVES CONSIDERED WERE ALTERNATIVE LOCATIONS, SEVERAL SMALLER PLANTS, CURTAILMENT OF USE OF ELECTRICAL ENERGY, SUBSTITUTE FUELS, AND GEOTHERMAL RESOURCES. THE APPENDIX INCLUDES NUMEROUS DETAILS ON THE PROJECT. (WIDMAN-FLORIDA) JF - AVAILABLE FROM THE NATIONAL TECHNICAL INFORMATION SERVICE AS PB-203 149D, $3.00 IN PAPER COPY, $0.95 IN MICROFICHE. SEPTEMBER 17, 1971. 153 P, 6 FIG, 4 MAP, 2 DWG, 25 TAB, 2 CHART, 1 APPEND. Y1 - 1971/09// PY - 1971 DA - Sep 1971 KW - Water Resources Abstracts KW - *ADOPTION OF PRACTICES KW - *ENVIRONMENTAL EFFECTS KW - *ELECTRIC POWER KW - *ADMINISTRATION KW - *COMPREHENSIVE PLANNING KW - COORDINATION KW - BALANCE OF NATURE KW - ENVIRONMENTAL CONTROL KW - ENVIRONMENTAL ENGINEERING KW - ADMINISTRATIVE DECISIONS KW - GEOTHERMAL STUDIES KW - ADMINISTRATIVE AGENCIES KW - DECISION MAKING KW - INDUSTRIAL PRODUCTION KW - MULTIPLE-PURPOSE PROJECTS KW - WATER MANAGEMENT(APPLIED) KW - UTAH KW - *ENVIRONMENTAL IMPACT STATEMENTS KW - HUNTINGTON CREEK(UTAH) KW - SW 4070:Ecological impact of water development KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19273573?accountid=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=&rft.atitle=HUNTINGTON+CANYON+GENERATING+STATION+AND+TRANSMISSION+LINE+%28DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1971-09-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - RIVER EROSION DUE TO CHANNEL RELOCATION AN - 19013988; 7112469 AB - IF ALLUVIAL CHANNELS MUST BE RELOCATED, THE PRE-EXISTING HYDRAULIC GRADIENT SHOULD BE PRESERVED. BECAUSE FLOODING ALONG THE PEABODY RIVER IN NEW HAMPSHIRE UNDERMINED A SECTION OF ROADWAY, THE RIVER CHANNEL WAS RELOCATED (MANMADE) IN THAT SECTION. THE PEABODY RIVER WAS SHORTENED BY APPROXIMATELY 850 FT AND ITS ALIGNMENT STRAIGHTENED BY THIS CHANNEL CHANGE. A SMALL SIDE STREAM WAS DIVERTED INTO THE ORIGINAL ABANDONED CHANNEL AND MADE TO FLOW IN THE OPPOSITE DIRECTION. IMMEDIATELY AFTER CONSTRUCTION, THE CHANNEL BEGAN TO RAPIDLY SEEK ITS HYDRAULIC GRADIENT THROUGH EROSION AND SCOUR. ITS ADJUSTMENT WAS A CONTINUING PROCESS WITH THE MAJOR CHANGE OCCURRING WITHIN THE FIRST YEAR AND ADJUSTMENTS OF DECREASING SIGNIFICANCE OCCURRING EACH YEAR THEREAFTER. THE ORIGINAL CHANNEL HAD AN AVERAGE FALL OF 52 FT/MI AND THE RELOCATED CHANNEL WAS STEEPENED TO 80 FT/MI. THE CHANNEL ADJUSTED ITSELF TO 75 FT/MI AFTER TWO YEARS AND TO 70 FT/MI SEVEN YEARS AFTER CONSTRUCTION. A CHANNEL CANNOT TOLERATE A SEVERE GRADIENT INCREASE; THUS, THE UPSTREAM END OF THE CHANNEL DEGRADES AND THE DOWNSTREAM END FILLS TO OVERCOME THE MAN-MADE RESTRUCTURING. (WOODARD-USGS) JF - CIVIL ENGINEERING, VOL 41, NO 8, P 39-40, AUGUST 1971. 3 FIG, 2 PHOTO. AU - YEARKE, L W AD - FEDERAL HIGHWAY ADMINISTRATION, CONCORD, N.H Y1 - 1971/08// PY - 1971 DA - Aug 1971 KW - Water Resources Abstracts KW - *STREAM EROSION KW - *CHANNELS KW - *DIVERSION STRUCTURES KW - *HYDRAULICS KW - *SEDIMENT TRANSPORT KW - RIVERS KW - NEW HAMPSHIRE KW - CHANNEL FLOW KW - RELOCATION KW - SEDIMENTATION KW - HYDROLOGIC DATA KW - SEDIMENTATION RATES KW - *CHANNEL RELOCATION KW - SW 6020:Hydraulics KW - SW 0835:Streamflow and runoff KW - SW 0870:Erosion and sedimentation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19013988?accountid=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=&rft.atitle=RIVER+EROSION+DUE+TO+CHANNEL+RELOCATION&rft.au=YEARKE%2C+L+W&rft.aulast=YEARKE&rft.aufirst=L&rft.date=1971-08-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - DEPOSITION OF SEDIMENT IN TRANSIENT FLOW AN - 19005061; 7108908 AB - AN ANALYTICAL METHOD OF PREDICTING THE CHANGE IN REIVERBED ELEVATION AT TRANSIENT PHASES IS DEVELOPED. A COMPUTER PROGRAM IS PRESENTED SO THAT A SAMPLE COMPUTATION CAN BE MADE TO CHECK THE STABILITY AND CONVERGENCY OF THE METHOD. FOR CHANNELS IN WHICH THE SEDIMENT-LADEN WATER CAN BE CONSIDERED COMPLETELY HOMOGENEOUS AND IN WHICH THE VELOCITY CAN BE CONSIDERED UNIFORM OVER THE CROSS SECTION, EQUATIONS OF CONTINUITY AND THE EQUATION OF MOTION OF SEDIMENT-LADEN WATER ARE PRESENTED. INTRODUCING THE ASSUMPTION THAT THE DIFFERENCE BETWEEN THE ORIGINAL BED SLOPE AND THE NEW BED SLOPE WITHIN A SHORT PERIOD IS VERY SMALL, THESE THREE BASIC PARTIAL DIFFERENTIAL EQUATIONS ARE SUCCESSFULLY REDUCED TO TWO PARTIAL DIFFERENTIAL EQUATIONS. THE METHOD OF CHARACTERISTICS IS THEN EMPLOYED TO SOLVE FOR THE MEAN VELOCITY AND THE MEAN DEPTH OF FLOW. IN ORDER TO ESTIMATE THE SEDIMENT DEPOSIT THICKNESS, THE EQUATION OF CONTINUITY FOR SEDIMENT IS TRANSFORMED DIRECTLY TO FINITE-DIFFERENCE FORM. (KNAPP-USGS) JF - SUPPORTED BY NATIONAL SCIENCE FOUNDATION AND SOUTH DAKOTA WATER RESOURCES INSTITUTE. ASCE PROCEEDINGS, JOURNAL OF THE HYDRAULICS DIVISION, VOL 97, NO HY6, PAPER 8191, P 837-849, JUNE 1971. 13 P, 4 FIG, 1 TAB, 14 REF, APPEND. PROJECT 3,569 SRI. AU - CHANG, FRED FM AU - Richards, Dennis L AD - SOUTH DAKOTA STATE UNIV., BROOKINGS. DEPT. OF CIVIL ENGINEERING; AND FEDERAL HIGHWAY ADMINISTRATION, KANSAS CITY, KANS. KANSAS DIV Y1 - 1971/06// PY - 1971 DA - Jun 1971 KW - Water Resources Abstracts KW - *SEDIMENT TRANSPORT KW - *UNSTEADY FLOW KW - *DEPOSITION(SEDIMENTS) KW - *MATHEMATICAL MODELS KW - *COMPUTER PROGRAMS KW - SLOPES KW - ALLUVIAL CHANNELS KW - SUSPENDED LOAD KW - BED LOAD KW - EQUATIONS KW - ESTUARIES KW - TIDAL EFFECTS KW - NUMERICAL ANALYSIS KW - TRANSIENT FLOW KW - SW 0870:Erosion and sedimentation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19005061?accountid=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=&rft.atitle=DEPOSITION+OF+SEDIMENT+IN+TRANSIENT+FLOW&rft.au=CHANG%2C+FRED+FM%3BRichards%2C+Dennis+L&rft.aulast=CHANG&rft.aufirst=FRED&rft.date=1971-06-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - OIL POLLUTION LIABILITY AND FINANCIAL RESPONSIBILITY AN - 19070229; 7305607 AB - A STUDY WAS CONDUCTED RESPECTING FINANCIAL RESPONSIBILITY REQUIREMENTS AND LIMITATIONS OF LIABILITY OF VESSELS AND OFFSHORE AND ONSHORE FACILITIES FOR THE COST OF REMOVING DISCHARGED OIL AND RESULTING DAMAGES. AFTER CONSULTATION WITH VARIOUS FEDERAL AGENCIES THE SECRETARY OF TRANSPORTATION'S REPORT MAKES THE FOLLOWING RECOMMENDATIONS: LIMITATIONS OF LIABILITY FOR VESSELS SHOULD REMAIN AT A MAXIMUM OF $14 MILLION EXCEPT FOR DRILLING VESSELS WHICH SHOULD BE GOVERNED BY THE FACILITIES' $8 MILLION LIMIT; PREEMPTIVE FEDERAL JURISDICTION IS NEEDED TO INSURE UNIFORM MEASURES; THE ENVIRONMENTAL PROTECTION AGENCY SHOULD BE AUTHORIZED TO PRESCRIBE REIUIREMENTS FOR PROOF OF FINANCIAL RESPONSIBILITY RELATIVE TO THE POLLUTION POTENTIAL OF THE FACILITIES; ADDITIONAL INSURANCE COVERAGE AVENUES FOR SMALLER FACILITIES MUST BE INVESTIGATED; RECOVERY SHOULD BE BASED ON A STRICT LIABILITY STANDARD WITH COMPENSATION FROM A DAMAGE FUND WHEN RECOVERY IS BARRED FROM ALL OTHER SOURCES; AND THE CURRENT STATUTORY THIRD PARTY DEFENSE FOR STRICT LIABILITY SHOULD BE PRECLUDED WHEN A CONTRACT AGREEMENT EXISTS BETWEEN THE OWNER/OPERATOR OF THE POLLUTING FACILITY AND THE THIRD PARTY WHO CAUSES THE POLLUTION. THESE PROPOSALS ARE COMPATIBLE WITH THE 1969 BRUSSELS CIVIL LIABILITYCONVENTION. (BEARDSLEY-FLORIDA) JF - REPORT TO THE PRESIDENT AND THE CONGRESS, 92D CONG, 1ST SESS, COMMITTEE ON PUBLIC WORKS PRINT, APRIL 1971. 20 P. Y1 - 1971/04// PY - 1971 DA - Apr 1971 KW - Water Resources Abstracts KW - *OIL SPILLS KW - *OIL POLLUTION KW - *INSURANCE KW - *FEDERAL JURISDICTION KW - FEDERAL GOVERNMENT KW - LEGAL ASPECTS KW - THIRD PARTY EFFECTS KW - LEGISLATION KW - ADMINISTRATION KW - INTERNATIONAL LAW KW - GOVERNMENTAL INTERRELATION KW - STATE JURISDICTION KW - WATER POLLUTION KW - WATER POLLUTION SOURCES KW - OIL WASTES KW - INDUSTRIAL WASTES KW - DAMAGES KW - ABSOLUTE LIABILITY KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19070229?accountid=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=&rft.atitle=OIL+POLLUTION+LIABILITY+AND+FINANCIAL+RESPONSIBILITY&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1971-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - PRESENT AND FUTURE INTERNATIONAL AGREEMENTS FOR POLLUTION ABATEMENT AND THEIR IMPACT ON NEW SHIP CONSTRUCTION AN - 19019556; 7111447 AB - SOME OF THE SIGNIFICANT INTERNATIONAL AGREEMENTS ON THE SHIP GENERATED POLLUTION HAVE BEEN DISCUSSED. AMONG THE INTERNATIONAL ORGANIZATIONS ACTIVELY ATTEMPTING TO OBTAIN THESE MULTILATERAL AGREEMENTS ARE A NUMBER OF AGENCIES OF THE U.N., NATO, AND OECD. THE AGREEMENTS ON OIL POLLUTION ABATEMENT AND THE CARRIAGE OF DANGEROUS CHEMICALS ARE EXPECTED TO SUBSTANTIALLY AFFECT SHIP CONSTRUCTION. SEVERAL BASIC SHIP DESIGN CONCEPTS HAVE BEEN PRESENTED TO ACHIEVE CLEAN BALLAST OPERATION IN CARGO SHIPS, CONTAINERSHIPS, AND TANKERS. (SEE ALSO W71-11440) (ENSIGN-PAI) JF - CONFERENCE ON POLLUTION CONTROL AND THE MARINE INDUSTRY, SPONSORED BY THE INTERNATIONAL ASSOCIATION FOR POLLUTION CONTROL, NEW ORLEANS, APRIL 1-3, 1971, P 9-1 - 9-29. 10 FIG. AU - Scott Dillion, E AD - MARITIME ADMINISTRATION, WASHINGTON, D.C. OFFICE OF SHIP CONSTRUCTION Y1 - 1971/03// PY - 1971 DA - Mar 1971 KW - Water Resources Abstracts KW - *POLLUTION ABATEMENT KW - *INTERNATIONAL COMMISSIONS KW - *UNITED NATIONS KW - *INSTITUTIONAL ASPECTS KW - *INTERNATIONAL WATERS KW - *NAVAL ARCHITECTURE KW - SHIPS KW - FORECASTING KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19019556?accountid=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=&rft.atitle=PRESENT+AND+FUTURE+INTERNATIONAL+AGREEMENTS+FOR+POLLUTION+ABATEMENT+AND+THEIR+IMPACT+ON+NEW+SHIP+CONSTRUCTION&rft.au=Scott+Dillion%2C+E&rft.aulast=Scott+Dillion&rft.aufirst=E&rft.date=1971-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - FUTURE RESEARCH AND DEVELOPMENT FOR MARITIME POLLUTION PREVENTION AND CONTROL SYSTEMS AN - 19019538; 7111449 AB - THE RESEARCH AND DEVELOPMENT ACTIVITY OF THE MARITIME ADMINISTRATION CAN BE BROADLY CLASSIFIED AS SHORT-TERM CORRECTIVE ACTIONS AND LONG-TERM RESEARCH IN AVOIDING THE CAUSES OF POLLUTION. THE FORMER CURRENTLY ENTAILS COLLECTION OF DATA ON SHIP DISCHARGE TO DEVELOP QUANTITATIVE CRITERIA AND ENGINEERING REQUIREMENTS FOR OILY WATER MONITORING AND CONTROL, DEVELOPMENT OF INSTRUMENTATION TO DETECT OIL-WATER INTERFACE, STUDY OF OIL CONCENTRATION PROFILES IN BALLAST AND SLOP TANKS, AND DEVELOPMENT OF OILY WATER SEPARATORS. THE LONG-TERM RESEARCH PROGRAMS AIM AT ELIMINATION OF THE CAUSES OF POLLUTION. AMONG THE PROJECTS IN THIS AREA ARE THE DEVELOPMENT OF ADVANCED COLLISION-AVOIDANCE SYSTEMS, SATELLITE NAVIGATION AND COMMUNICATION TECHNIQUES, AND HUMAN ENGINEERING STUDIES. (SEE ALSO W71-11440) (ENSIGN-PAI) JF - CONFERENCE ON POLLUTION CONTROL AND THE MARINE INDUSTRY, SPONSORED BY THE INTERNATIONAL ASSOCIATION FOR POLLUTION CONTROL, NEW ORLEANS, APRIL 1-3, 1971, P 11-1 - 11-8. AU - Pitkin, Marvin AD - MARITIME ADMINISTRATION, WASHINGTON, D.C Y1 - 1971/03// PY - 1971 DA - Mar 1971 KW - Water Resources Abstracts KW - *WATER POLLUTION CONTROL KW - *POLLUTION ABATEMENT KW - *PLANNING KW - *OIL WASTES KW - *ENGINEERING KW - DATA COLLECTION KW - SEPARATION TECHNIQUES KW - SHIPS KW - NAVIGATION KW - MARITIME ADMINISTRATION KW - SW 3070:Water quality control KW - SW 4020:Evaluation process UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19019538?accountid=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=&rft.atitle=FUTURE+RESEARCH+AND+DEVELOPMENT+FOR+MARITIME+POLLUTION+PREVENTION+AND+CONTROL+SYSTEMS&rft.au=Pitkin%2C+Marvin&rft.aulast=Pitkin&rft.aufirst=Marvin&rft.date=1971-03-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - NATIONAL CONTINGENCY PLANNING AN - 19028805; 7113774 AB - THE UNITED STATES' NATIONAL EXPERIENCE IN THE DEVELOPMENT OF ITS NATIONAL OIL AND HAZARDOUS MATERIALS CONTINGENCY PLAN IS OUTLINED. CONCLUSIONS AND RECOMMENDATIONS ARE MADE. THE AUTHOR FEELS THAT THE DELINEATION OF POLICY, AUTHORITY AND RESPONSIBILITY MUST BE CLEAR CUT AND POSITIVE, ADEQUATE FUNDING FOR IMMEDIATE RESPONSE ACTIVITIES IS NECESSARY, AND THE NECESSARY RESPONSE EQUIPMENT MUST BE ADEQUATE AND AVAILABLE. THE NEED FOR AN INTERNATIONAL PROGRAM ADDRESSED SPECIFICALLY TO THE PROBLEM OF OIL AND ITS EFFECTS ON THE MARINE ENVIRONMENT IS EMPHASIZED. (SEE ALSO W71-13751) (ENSIGN-PAI) JF - IN: N.A.T.O., COMMITTEE ON THE CHALLENGES OF MODERN SOCIETY, COLLOQUIUM ON POLLUTION OF THE SEA BY OIL SPILLS, NOVEMBER 2-6, 1970, BRUSSELS, BELGIUM, P 28.1-28.12. AU - Heyward, F D AD - DEPARTMENT OF TRANSPORTATION, WASHINGTON, D.C Y1 - 1970/11// PY - 1970 DA - Nov 1970 KW - Water Resources Abstracts KW - *WATER POLLUTION CONTROL KW - *UNITED STATES KW - *INTERNATIONAL LAW KW - *OIL WASTES KW - *POLLUTION ABATEMENT KW - *PLANNING KW - FEDERAL GOVERNMENT KW - FUTURE PLANNING(PROJECTED) KW - GOVERNMENTS KW - COORDINATION KW - *CONTINGENCY PLANNING KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19028805?accountid=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=&rft.atitle=NATIONAL+CONTINGENCY+PLANNING&rft.au=Heyward%2C+F+D&rft.aulast=Heyward&rft.aufirst=F&rft.date=1970-11-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - SHIP CONSTRUCTION AND OPERATION STANDARDS FOR OIL POLLUTION ABATEMENT AN - 19001044; 7113754 AB - THE MERITS OF LOAD-ON-TOP PROCEDURE IN OIL TANKERS ARE REVIEWED AT LENGTH, WITH AMPLE DESCRIPTIONS OF THE MECHANICAL OPERATION. ALTHOUGH TANKER OPERATORS WOULD FIND A LARGE FINANCIAL IMPOSITION IN CONVERTING THE PRESENT TANKERS, IN THEORY IT IS FELT THAT THIS PROCEDURE WOULD BE AN INTERIM SOLUTION. THE BALLAST SYSTEMS SHOULD BE STUDIED ON ALL TYPES OF SHIPS. TWO GOALS ARE SET FORTH: UNIVERSAL ADAPTATION BY ALL TANKERS TO THE LOAD-ON-TOP PROCEDURE WHO CARRY CRUDE AND HEAVY OILS, AND FURTHER RESEARCH AND DEVELOPMENT OF OILY-WATER SEPARATORS, OIL CONTENT METERS AND INTERFACE DETECTORS. THERE SHOULD ALSO BE IMPROVED METHODS FOR THE BREAKING DOWN OF EMULSIONS. SHIP DESIGN IS DISCUSSED AND IT IS SUGGESTED THAT STUDIES SHOULD BE SUPPORTED AND A UNIVERSALLY AGREED TANK SIZE ENDORSED. OIL TERMINALS, FACILITIES IN RECEPTION OF PROCESSING, AND WASTE RECLAIMING REMAIN INADEQUATE. (SEE ALSO W71-13751) (ENSIGN-PAI) JF - IN: N.A.T.O., COMMITTEE ON THE CHALLENGES OF MODERN SOCIETY, COLLOQUIUM ON POLLUTION OF THE SEA BY OIL SPILLS, NOVEMBER 2-6, 1970, BRUSSELS, BELGIUM, P 3.1-3.9. AU - Dillon, Scott E AD - MARITIME ADMINISTRATION, WASHINGTON, D.C Y1 - 1970/11// PY - 1970 DA - Nov 1970 KW - Water Resources Abstracts KW - *OIL WASTES KW - *SHIPS KW - *STANDARDS KW - *POLLUTION ABATEMENT KW - WATER POLLUTION CONTROL KW - OPERATIONS KW - EMULSIONS KW - RECLAMATION KW - *TANKERS KW - BALLAST SYSTEMS KW - LOAD-ON-TOP KW - SEPARATORS KW - OIL METERS KW - INTERFACE DETECTORS KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19001044?accountid=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=&rft.atitle=SHIP+CONSTRUCTION+AND+OPERATION+STANDARDS+FOR+OIL+POLLUTION+ABATEMENT&rft.au=Dillon%2C+Scott+E&rft.aulast=Dillon&rft.aufirst=Scott&rft.date=1970-11-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - HYDRAULIC FLOW RESISTANCE FACTORS FOR CORRUGATED METAL CONDUITS AN - 19029027; 7202292 AB - EXPERIMENTAL DETERMINATIONS SHOW THAT THE RESISTANCE FACTORS FOR CONDUITS MANUFACTURED OF CORRUGATED METAL VARY OVER A WIDE RANGE FOR EACH OF THE DIFFERENT CORRUGATION FORMS NOW AVAILABLE. HYDRAULIC DESIGN PROCEDURES REQUIRE A RELIABLE DETERMINATION OF THE RESISTANCE FACTOR APPLICABLE TO EACH SPECIFIC FORM. METHODS WERE DEVELOPED, USING ALL AVAILABLE DATA, WHEREBY SUCH RESISTANCE FACTORS CAN BE DETERMINED WITHIN CLOSE TOLERANCES IN TERMS OF EITHER THE DARCY F OR THE MANNING N. VARIABLES CONSIDERED INCLUDE CONDUIT SIZE AND SHAPE, CORRUGATION FORM, FLOW RATE, AND FLOW DEPTH. DESIGN CHARTS AND GEOMETRIC TABLES ARE PRESENTED FOR THE COMMONLY AVAILABLE CONDUITS OF FIVE CORRUGATION FORMS. IN THE 6- BY 2-INCH STRUCTURAL PLATE CORRUGATED PIPES, THE F REACHES A PEAK AFTER WHICH IT REMAINS CONSTANT AS THE REYNOLDS NUMBER OR WALL REYNOLDS NUMBER IS INCREASED. IF THE F FOR THIS PIPE PEAKS AND THEN DECREASES, THE ERROR CAUSED BY ASSUMING A CONSTANT F IS NEGLIGIBLE UNLESS VERY HIGH FLOW RATES ARE ENCOUNTERED. FOR SUCH FLOW RATES, A CONSTANT F WOULD PRODUCE A CONSERVATIVE RESULT, IN TERMS OF CONDUIT CAPACITY OR REQUIRED SLOPE. (WOODARD-USGS) JF - AVAILABLE FROM SUP DOC, GPO, WASHINGTON, D.C. 20402, 55 CENTS. FEDERAL HIGHWAY ADMINISTRATION, OFFICE OF RESEARCH REPORT, SEPTEMBER 1970. 48 P, 18 FIG, 13 TAB, 16 REF, 5 APPEND. AU - Normann, J M AU - Bossy, H G AD - FEDERAL HIGHWAY ADMINISTRATION, WASHINGTON, D.C. ENVIRONMENTAL DESIGN AND CONTROL DIV Y1 - 1970/09// PY - 1970 DA - Sep 1970 KW - Water Resources Abstracts KW - *HYDRAULIC CONDUITS KW - *FLOW RESISTANCE KW - *HYDRAULIC DESIGN KW - TESTING KW - FLOW RATES KW - MATHEMATICAL STUDIES KW - HIGHWAYS KW - CONSTRUCTION KW - CONDUITS KW - HYDRAULICS KW - FLUID FRICTION KW - ROUGHNESS(HYDRAULIC) KW - *CORRUGATED CONDUITS KW - CONDUIT SIZE KW - SW 6020:Hydraulics KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19029027?accountid=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=&rft.atitle=HYDRAULIC+FLOW+RESISTANCE+FACTORS+FOR+CORRUGATED+METAL+CONDUITS&rft.au=Normann%2C+J+M%3BBossy%2C+H+G&rft.aulast=Normann&rft.aufirst=J&rft.date=1970-09-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - BREAKING THE ICE BARRIER - A REPORT ON A DRAMATIC MISSION THAT LEARNED IT CAN BE DONE AN - 18982772; 7010179 AB - THE ECONOMIC FEASIBILITY OF AND TECHNOLOGICAL CAPACITY FOR KEEPING THE ST. LAWRENCE SEAWAY NAVIGABLE THROUGHOUT THE YEAR ARE EXAMINED IN THIS PAPER. AT THE PRESENT TIME THE SEAWAY IS IMPASSABLE DURING SEVERAL WINTER MONTHS BECAUSE OF ICE CONDITIONS. ICE BREAKING OPERATIONS ON THE BALTIC SEA, WHICH PROVIDE FOR YEAR-ROUND TRANSPORTATION OF COMMERCE, WERE OBSERVED BY AN INVESTIGATIVE MISSION FROM THE SEAWAY AREA. THIS ARTICLE LISTS SEVERAL REASONS WHY SIMILAR ICE BREAKING OPERATIONS SHOULD BE INSTITUTED FOR THE SEAWAY. THE COSTS OF TRANSPORTATION ON THE GREAT LAKES WOULD BE REDUCED WITH YEAR-ROUND NAVIGATION; MICHIGAN'S IRON MINES ARE LOSING BUSINESS TO FOREIGN COMPETITORS WHO HAVE YEAR-ROUND ACCESS TO THE EASTERN SEABOARD; AND GREAT LAKES SHIP BUILDERS ARE UNABLE TO BID FOR CONTRACTS WHICH REQUIRE DELIVERY DURING WINTER. (HOLMES-RUTGERS) JF - SEAWAY REVIEW, VOL 1, NO 1, P 19-22, 26, SPRING 1970. 5 FIG. AU - Wilson, George E AD - SAINT LAWRENCE SEAWAY DEVELOPMENT CORP Y1 - 1970/04// PY - 1970 DA - Apr 1970 KW - Water Resources Abstracts KW - *ICE BREAKUP KW - *NAVIGATION KW - *ST. LAWRENCE SEAWAY KW - ECONOMIC FEASIBILITY KW - FINNCARRIER KW - MICHIGAN'S UPPER PENINSULA KW - BALTIC SEA KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18982772?accountid=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=&rft.atitle=BREAKING+THE+ICE+BARRIER+-+A+REPORT+ON+A+DRAMATIC+MISSION+THAT+LEARNED+IT+CAN+BE+DONE&rft.au=Wilson%2C+George+E&rft.aulast=Wilson&rft.aufirst=George&rft.date=1970-04-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - NATO EXPERTS RECOMMEND INTERNATIONAL ACTION ON OCEAN OIL SPILLS AN - 19273423; 7211203 AB - THE NATO COMMITTEE ON THE CHALLENGES OF MODERN SOCIETY HELD AN OIL SPILLS CONFERENCE WHICH WAS THE FIRST MAJOR INTERNATIONAL MEETING TO DEAL WITH THE ENTIRE RANGE OF PROBLEMS RELATING TO OIL SPILLS, INCLUDING DETECTION, PREVENTION AND CLEANUP. INCLUDED IS THE STATEMENT OF THE U.S. DELEGATE TO THE CONFERENCE. OIL CURRENTLY DUMPED INTO THE SEAS IS AN IMMEDIATE DANGER TO HEALTH, RECREATION AND WELFARE OF MANKIND AND OCEAN LIFE. PRESENT KNOWLEDGE OF THE EXACT EFFECT OF OIL POLLUTION IS RUDIMENTARY. THE UNITED STATES HAS TAKEN STEPS TO PREVENT POLLUTION BY THE PASSAGE OF THE NATIONAL ENVIRONMENTAL POLICY ACT AND THE WATER QUALITY IMPROVEMENT ACT. THE U.S. PROPOSES THAT NATO NATIONS RESOLVE TO ACHIEVE BY MID-DECADE A COMPLETE HALT TO ALL INTENTIONAL DISCHARGE OF OIL INTO THE OCEANS BY TANKERS AND OTHER VESSELS. FURTHER THE GOVERNMENT RECOMMENDS THE FOLLOWING STEPS TOWARD ABATEMENT OF DISCHARGES: ACCELERAION OF RESEARCH INTO EFFECTS OF OIL SPILLS, DEVELOPMENT OF TECHNOLOGY TO PREVENT SPILLS AND OF METHODS TO REMOVE OIL ONCE IT IS IN THE OCEAN, MORE EFFECTIVE INTERNATIONAL SHIP CONSTRUCTION STANDARDS, AND INTERNATIONAL PLANS FOR COPING WITH SPILL CONTINGENCIES. THE TEXT OF THE RESOLUTION ADOPTED AT THE MEETING IS INCLUDED. (ILKSON-FLORIDA) JF - DEPARTMENT OF STATE BULLETIN, VOL. 63, P. 665-669 (1970). 5 P, 1 APPEND. AU - Volpe, Ja AD - DEPARTMENT OF TRANSPORTATION, WASHINGTON, D.C Y1 - 1970 PY - 1970 DA - 1970 KW - Water Resources Abstracts KW - *OIL SPILLS KW - *OCEANS KW - *GOVERNMENTAL INTERRELATIONS KW - *ENVIRONMENTAL EFFECTS KW - *UNITED STATES KW - OIL POLLUTION KW - OILY WATER KW - GOVERNMENTS KW - INTERNATIONAL COMMISSIONS KW - SHIPS KW - NAVIGATION KW - ENVIRONMENTAL CONTROL KW - WATER QUALITY CONTROL KW - WATER POLLUTION EFFECTS KW - WATER POLLUTION SOURCES KW - WATER POLLUTION CONTROL KW - MARINE BIOLOGY KW - TECHNOLOGY KW - SW 3070:Water quality control KW - SW 4050:Water law and institutions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19273423?accountid=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=&rft.atitle=NATO+EXPERTS+RECOMMEND+INTERNATIONAL+ACTION+ON+OCEAN+OIL+SPILLS&rft.au=Volpe%2C+Ja&rft.aulast=Volpe&rft.aufirst=Ja&rft.date=1970-01-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Influence of boundary effects on the packing and porosity of granular materials AN - 50430672; 2008-063275 AB - External boundaries, i.e. the walls of containers, and internal boundaries, for example, reinforcement bars, exert an influence on the packing and hence porosity of granular particles. Many attempts, both theoretically and practically based, have been made to establish correction factors for this influence so that the porosity of a material in one container could be predicted from its known porosity in a different container. The limitations of such approaches are discussed and the general conclusion reached that although these methods may be of use for containers and particles of certain shape and for circumstances where the particle size does not approach the size of the container, they are not universally applicable to containers and particles of all shapes or to cases where the aggregate size approaches the size of the container. The consequent conclusion is made that where it is desired to know the porosity in a given container, for example where such knowledge is a pre-requisite for design of an aggregate grading, there may be no alternative to making the porosity determination in a container of the size and shape in which it is intended the aggregate should ultimately be placed. JF - Quarterly Journal of Engineering Geology and Hydrogeology AU - Lees, Geoffrey Y1 - 1969/12// PY - 1969 DA - December 1969 SP - 129 EP - 147 PB - Geological Society of London, London VL - 2 IS - 2 SN - 1470-9236, 1470-9236 KW - aggregate KW - granular materials KW - boundary effects KW - strength KW - volume KW - packing KW - dimensions KW - porosity KW - permeability KW - construction materials KW - geometry KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50430672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Quarterly+Journal+of+Engineering+Geology+and+Hydrogeology&rft.atitle=Influence+of+boundary+effects+on+the+packing+and+porosity+of+granular+materials&rft.au=Lees%2C+Geoffrey&rft.aulast=Lees&rft.aufirst=Geoffrey&rft.date=1969-12-01&rft.volume=2&rft.issue=2&rft.spage=129&rft.isbn=&rft.btitle=&rft.title=Quarterly+Journal+of+Engineering+Geology+and+Hydrogeology&rft.issn=14709236&rft_id=info:doi/10.1144%2FGSL.QJEG.1969.002.02.03 L2 - http://qjegh.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 14 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aggregate; boundary effects; construction materials; dimensions; geometry; granular materials; packing; permeability; porosity; strength; volume DO - http://dx.doi.org/10.1144/GSL.QJEG.1969.002.02.03 ER - TY - JOUR T1 - OIL POLLUTION - A REPORT TO THE PRESIDENT AN - 18972295; 6906237 AB - A SPECIAL REPORT BY THE U.S. DEPARTMENTS OF INTERIOR AND TRANSPORTATION DISCUSSES THE CAUSES, SOURCES, EFFECTS, HANDLING AND PREVENTION OF OIL SPILLS AT SEA AND ON INLAND WATERS. DISPOSAL OF WASTE OIL BY SERVICE STATIONS AND INDUSTRIAL PLANTS IS ALSO A SERIOUS AND GROWING PROBLEM. PRESENT CAPABILITIES OF HANDLING SPILLS AND PRESENT INTERNATIONAL REGULATION OF DISCHARGES ON INTERNATIONAL WATERS ARE INADEQUATE. LEGAL, TECHNICAL, INDUSTRIAL, AND COST ASPECTS OF PREVENTION ARE DISCUSSED. PHYSICAL AND LEGAL FACILITIES FOR CLEANUP OF OIL SPILLS ARE DESCRIBED. PRESENT ACTION PROGRAMS INVOLVING STUDY, RECOMMENDATIONS, REGULATIONS, ENFORCEMENT, LEGISLATION, INTERNATIONAL CONVENTIONS, AND FISCAL SUPPORT ARE LISTED. (KNAPP-USGS) JF - SPEC REP TO THE PRES BY DEP OF INTERIOR AND DEP OF TRANSPORTATION, FEB 1968. 31 P, 7 CHARTS, 94 REF. Y1 - 1968/02// PY - 1968 DA - Feb 1968 KW - Water Resources Abstracts KW - *OIL WASTES KW - *OILY WATER KW - *WATER POLLUTION SOURCES KW - *WATER POLLUTION TREATMENT KW - DISASTERS KW - WATER POLLUTION CONTROL KW - GOVERNMENTS KW - INTERNATIONAL COMMISSIONS KW - LEGISLATION KW - TREATIES KW - LEGAL ASPECTS KW - COSTS KW - FINANCING KW - *OIL SPILL CONTROL KW - OIL SPILLS KW - SW 3070:Water quality control KW - SW 3020:Sources and fate of pollution KW - SW 3030:Effects of pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18972295?accountid=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=&rft.atitle=OIL+POLLUTION+-+A+REPORT+TO+THE+PRESIDENT&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1968-02-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Appraisal of Sand Drain Projects AN - 18949705; 6700473 AB - The New York State Department of Transportation investigated 4 major projects to determine the effectiveness of sand drain design, construction, and performance. Sand drains were successful in 3 projects providing foundation stability and eliminating detrimental pavement settlement. The other project had serious postconstruction settlement after the road was opened. The principal findings of the investigation were: (1) the classic theory of soil consolidation predicted the behavior of sand drain treatment accurately, (2) unsatisfactory performance of 1 project was caused by using displacement methods to install the sand drains, (3) moisture content changes in samples taken before and after construction reflected observed settlement accurately, and (4) gain in shear strength was greater than the predicted increase used for design analysis. Design and construction considerations are presented as a guide to individuals and organizations involved with sand drain projects. JF - New York State Dep Transp Phys Res Rep 68-1, Feb 1968. 71 p, 37 fig, 1 tab, 12 ref, 3 append. AU - Moore, L H AU - Grosert, T AD - New York State Department of Transportation, Albany Y1 - 1968/02// PY - 1968 DA - Feb 1968 KW - Water Resources Abstracts KW - *Sand drains KW - *Foundations KW - *Drainage systems KW - *Drains KW - Design KW - Construction KW - Auger borings KW - Performance tests KW - Highways KW - Settlement KW - Shear tests KW - Pore pressures KW - Consolidation KW - Laboratory tests KW - Design criteria KW - Permeability KW - Finegrained soils KW - Piezometers KW - Shear strength KW - Drain spacing KW - Drain holes KW - Construction control KW - SW 6020:Hydraulics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18949705?accountid=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=&rft.atitle=Appraisal+of+Sand+Drain+Projects&rft.au=Moore%2C+L+H%3BGrosert%2C+T&rft.aulast=Moore&rft.aufirst=L&rft.date=1968-02-01&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 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Analysis of Atmospheric Corrosion Tests on Low-Alloy Steels--Applicability of Test Results to Highway Bridges AN - 18954527; 6700346 AB - The New Jersey State Department of Transportation is conducting a study on the performance of unpainted, low-alloy steel bridges. Sufficient data are available in published corrosion tests to permit a reasonable estimate of the amount of corrosion that will occur to unstressed sample panels of many low-alloy steels, freely exposed to the atmosphere under various conditions and at numerous locations. These estimates can be made by comparing the chemical composition of a given steel with steels having a similar percentage of the major corrosion-reducing alloying elements; comparisons must be made for similar environments and test conditions. A tentative empirical method is proposed for predicting the depth of corrosion penetration of bridge members. This method assumes a linear long-term corrosion rate and includes exposure, pitting, and safety factors. Reduction in cross sectional properties of several structural members is discussed. The possible effects of loads on corrosion and corrosion on static and fatigue load resistance are discussed; other factors of relevance to the use of unpainted bridges are listed. A proposed test program for an experimental New Jersey bridge is outlined. JF - Highway Res Rec, No 204, pp 22-45, 1967. 24 p, 2 fig, 3 tab, 30 ref. Y1 - 1967 PY - 1967 DA - 1967 KW - Water Resources Abstracts KW - *Materials testing KW - *Corrosion KW - *Highway bridges KW - *Steel KW - *Bridges KW - *Materials engineering KW - Metals KW - Alloys KW - Pitting KW - Scale KW - Fatigue (Mechanics) KW - Safety factors KW - Structural steel KW - Structural members KW - Specifications KW - Exposure KW - Losses KW - Test procedures KW - Bibliographies KW - Corrosion rresistant alloys KW - Low alloy steels KW - Corrosion resistance KW - Corrosion environments KW - New Jersey KW - SW 6070:Materials UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18954527?accountid=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=&rft.atitle=Analysis+of+Atmospheric+Corrosion+Tests+on+Low-Alloy+Steels--Applicability+of+Test+Results+to+Highway+Bridges&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1967-01-01&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 - Last updated - 2011-12-14 ER -