TY - RPRT T1 - CHICAGO TERMINAL AIRSPACE PROJECT (CTAP), CHICAGO, COOK COUNTY, ILLINOIS. AN - 36407595; 8250 AB - PURPOSE: The modification of aircraft routes and air traffic control procedures utilized the Chicago area airspace is proposed. Designated the Chicago Terminal Airspace Project (CTAP), the proposed action would be a regional initiative designed to benefit aircraft to and from Chicago O'Hare International Airport (O'Hare), Chicago Midway Airport (Midway), Milwaukee General Mitchell Airport in Wisconsin, and general aviation/reliever airports in the Chicago area region. The action would not involve any physical facility changes, including the development of airport facilities. The Chicago regional airspace is one of the busiest air traffic areas in the world. Due to its geographical position and the role of O'Hare as a major hub for two of the nation's largest airlines, inefficiencies in the Chicago regional airspace can adversely affect the national airspace system. Despite changes in aircraft and air traffic control technology, as well as the number and types of aircraft utilizing the airspace, the basic structure of the Chicago airspace has remained the same for over 20 years. A key impediment to efficiency results from airspace and air traffic control procedures that limit the flexibility of controllers, resulting in unnecessary delays and fuel consumption. Two alternative, including a No Action Alternative, are considered in this draft EIS. Under the environmentally preferred alternative (the proposed action), the CTAP would establish a new high altitude O'Hare arrival route from the southwest (ORD Route O-1), separated laterally and vertically from the existing route; modify existing high altitude routes at the southeast (ORD Route O-2) and northwest (ORD Route O-3) arrival cornerposts, separated laterally and vertically from the existing route; establish a new high altitude route to the northeast (ORD Route )-4), separated vertically from the existing route; implement more efficient use of existing routes for O'Hare and Midway departures to the north (ORD Route O-7), south (ORD Route O-6), east (ORD Route O-5), and west (ORD Route O-5); establish a new high altitude route to Midway for aircraft approaching from the northwest (MDW Route M-2) and northeast (MDW Route M1); establish a new high altitude arrival route for aircraft destined to Milwaukee from the south (Milwaukee Arrival Route MK-1); and transfer portions of the airspace from Chicago Center to Chicago Terminal Radar Approach Control (TRACON) and from Chicago TRACON to Rockford TRACON. POSITIVE IMPACTS: The CTAP would improve air traffic flow, particularly high altitude arrival demand. The project would enhance safety and improve efficiency by reducing delays, simplifying operations for pilots, and increasing air traffic controller flexibility. Significant reductions in the overall number of receptors affected by excessive aircraft noise levels would be realized. The reduction of ground and airborne delays would reduce emissions of air pollutants and the amounts of fuel consumed by aircraft. NEGATIVE IMPACTS: As no physical facility changes would be undertaken, the proposed action would not alter the physical environment. In certain areas, additional sensitive receptors would be exposed to excessive aircraft noise levels. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987 (P.L. 100-223), and Federal Aviation Act of 1958 (42 U.S.C. app. 1301 et seq.) JF - EPA number: 000399, 1,183 pages, November 16, 2000 PY - 2000 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cost Assessments KW - Energy Consumption KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Navigation Aids KW - Noise Assessments KW - Radar KW - Wildlife Surveys KW - Chicago O'Hare International Airport, Illinois KW - Chicago Midway Airport, Illinois KW - Illinois KW - Milwaukee General Mitchell Airport, Wisconsin KW - Airport and Airway Improvements Act of 1982, Compliance KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407595?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+TERMINAL+AIRSPACE+PROJECT+%28CTAP%29%2C+CHICAGO%2C+COOK+COUNTY%2C+ILLINOIS.&rft.title=CHICAGO+TERMINAL+AIRSPACE+PROJECT+%28CTAP%29%2C+CHICAGO%2C+COOK+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 16, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH BEND WEIGH AND SAFETY STATION, BEND-FT. ROCK RANGER DISTRICT, DESCHUTES NATIONAL FOREST, DESCHUTES COUNTY, OREGON AN - 36413987; 8243 AB - PURPOSE: The establishment of a weigh and safety station on US Highway 97 (US 97) south of the community of Bend near the Newberry National Volcanic Monument, located partially within the Deschutes National Forest in central Oregon, is proposed. US 97, a major truck route for the western United States, lies on a relatively flat terrain and has access to markets in the Willamette Valley, Northern California, the Puget Sound, and the Tri-cities (Kennewick, Pasco, and Richland) contribute to a heavy volume of commercial traffic. The Oregon Department of Transportation (ODOT), through its Motor Carrier Enforcement Branch, weighs, measures, and inspects trucks to protect the motoring public and to ensure state highways do not prematurely deteriorate due to overweight vehicles. In addition, the Pavement Management System of the Federal Highway Administration (FHWA) requires ODOT to manage the design life of the pavement by maintaining a comprehensive size, weight, and safety program. Key issues identified during scoping include those related to effects on scenic views, the risk of wildfire, National Forest and private land values, effects to mule deer health and safety, consistency with Deschutes County and National Forest land use plans, noxious weed control, access, and operational and design characteristics. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. Under the preferred alternative (Alternative 2), the station would be located at Site 7 on both national forest and private lands on the northbound side of the highway between mileposts 145.69 and 146.25. The project would require the blasting of two visible rock outcroppings, as well as the removal of material from higher areas and the placement of fill in lower areas to bring the ramps and facility relatively level with the roadway. Approximately 8,860 cubic yards (cy) of material would be excavated and 11,280 cy of fill material would have to be brought to the site from outside sources. Approximately 2.7 miles of trenching would be required to extend electric power to the station. POSITIVE IMPACTS: By meeting the requirements to the ODOT and the FHWA, the establishment and operation of the station would allow the inspection trucks to be certain that they were within the allowed weight limits or possess a valid overweight permit, intercept potentially unsafe trucks before they proceed through town, and increase the probability of a local carrier eventually being subject to inspection. NEGATIVE IMPACTS: The preferred alternative would require the clearance of 4.8 acres of trees and shrubs for the primary site. Approximately 450 trees would be removed. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). JF - EPA number: 000392, 162 pages and maps, November 15, 2000 PY - 2000 KW - Parks, Refuges and Forests KW - Biologic Assessments KW - Fires KW - Forests KW - Highways KW - Motor Vehicles KW - Plant Control KW - Safety KW - Scenic Areas KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wildlife KW - Wildlife Surveys KW - Deschutes National Forest KW - Oregon KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+BEND+WEIGH+AND+SAFETY+STATION%2C+BEND-FT.+ROCK+RANGER+DISTRICT%2C+DESCHUTES+NATIONAL+FOREST%2C+DESCHUTES+COUNTY%2C+OREGON&rft.title=SOUTH+BEND+WEIGH+AND+SAFETY+STATION%2C+BEND-FT.+ROCK+RANGER+DISTRICT%2C+DESCHUTES+NATIONAL+FOREST%2C+DESCHUTES+COUNTY%2C+OREGON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, Bend, Oregon; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 15, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHSTAR CORRIDOR PROJECT; ANOKA, BENTON, MORRISON, AND SHERBURNE COUNTIES, MINNESOTA. AN - 36419920; 8242 AB - PURPOSE: The development of transit elements for the Northstar Corridor, a transportation corridor, located in eastern Minnesota, is proposed. The corridor extends approximately 70 miles from downtown Minneapolis to St. Cloud, along Minnesota State Trunk Highway 10/47 (MN 10/47) and the Burlington Northern Santa Fe (BNSF) railroad transcontinental route and is bordered on the west by the Mississippi River. It has regional, statewide, and national significance as a primary transportation route for automobile, truck, and rail travel. The corridor includes MN 10, a principal arterial and part of the National Highway System, and the BNSF's Staples-to-Selba sub, part of a mainline between Chicago and Seattle. Three alternatives, including a No-Build Alternative, which would include the maintenance of the existing roadway and transit system, along with committed and programmed transportation improvements for which funding has been committed through the year 2003, are considered in this draft EIS. The Commuter Rail Alternative would establish commuter rail service on the BNSF track between downtown Minneapolis and the St. Cloud area. It would incorporate elements of the No-Build Alternative as well as feeder bus improvements. Fourteen potential stations have been evaluated for the rail route. The Commuter Rail Alternative would also include a connection to the Hiawatha light rail transit line at the proposed multimodal station in downtown Minneapolis at Fifth Street North and Fifth Avenue North. The Transportation System Management (TSM) Alternative would include all elements of the No-Build Alternative, along with expanded bus service, ITS improvements, and pedestrian /bicycle facilities. Bus operation strategies under the TSM Alternative would include transit service enhancements, infrastructure improvements, and up to 11 additional park-and-ride facilities. The estimated capital costs for the TSM Alternative and the Commuter Rail Alternative are $49.7 million and $196.6 million to $200.3 million in 1999 dollars, respectively. The estimated annual operating costs for the No-Build Alternative, the TSM Alternative, and the Commuter Rail Alternative are $191.1 million, $3.4 million, and $12.8 million to $13.2 million, respectively; the operation cost figures for the TSM Alternative and the Commuter Rail Alternative do not include base costs for the No-Build Alternative, which would be incorporated into either of the other alternatives. POSITIVE IMPACTS: The Commuter Rail Alternative would improve mobility and safety for travelers within the corridor, encourage transportation-supportive land use development patterns, and provide a cost-effective and efficient transportation system. Population growth and employment development in adjacent areas would be supported, and traveler use of mass transit would be encouraged, removing vehicular traffic from the corridor. Air quality within the corridor would improve and traffic-related noise adversely affecting adjacent receptors would decline. The TSM Alternative would assist in the achievement of the goals of the transit alternative, though to a lesser extent. NEGATIVE IMPACTS: The No-Build Alternative would not be fully consistent with regional and local land use and community development plans and would adversely affect the local quality of life, including neighborhood quality and commuting experiences. The TSM Alternative would result in the displacement of up to five residences and five businesses, 4.52 acres of wetlands, 0.8 acre of mature oak woodland, and the disturbance of potentially contaminated sites. The Commuter Rail Alternative would displace up to five residences and six businesses, disturb archaeological resources at three station sites, potentially alter significant architectural resources at four station sites, displace 7.23 acres of wetlands and 0.8 acre of mature oak woodland, adversely affect a high-quality prairie tract and habitat for the federally-protected loggerhead shrike and Blanding's turtle, disturb potentially contaminated sites, increase noise to levels in excess of federal standards at 15 residential receptor sites, and potentially result in excessive vibration at two residential sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000391, Volume 1--570 page and maps, Volume 2--287 pages and maps, November 14, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Forests KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHSTAR+CORRIDOR+PROJECT%3B+ANOKA%2C+BENTON%2C+MORRISON%2C+AND+SHERBURNE+COUNTIES%2C+MINNESOTA.&rft.title=NORTHSTAR+CORRIDOR+PROJECT%3B+ANOKA%2C+BENTON%2C+MORRISON%2C+AND+SHERBURNE+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: November 14, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COLORADO FOREST HIGHWAY 80, GUANELLA PASS ROAD, PARK COUNTY ROAD 62, CLEAR CREEK COUNTY ROAD 381, FOREST DEVELOPMENT ROAD 118, GRANT TO GEORGETOWN, ARAPAHO AND PIKE NATIONAL FORESTS, CLEAR CREEK AND PARK COUNTIES, COLORADO (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1999). AN - 36416997; 8235 AB - PURPOSE: The improvement of 23.6 miles of Colorado Forest Highway 80, Guanella Pass Road, also known as Park County Road 62, Clear Creek County Road 381, and Forest Development Road 118, within the Arapaho and Pike national forests, located in Park and Clear Creek counties, Colorado, is proposed. The project would begin at US Highway 285 in Grant and extend northward to Georgetown. Key issues include the effects on the social environment, water resources, visual quality, recreational resources, and wildlife resources. Six alternatives, including a No Action Alternative and four realignment alternatives, were considered in the draft EIS. Action alternatives addressed by the draft included reconstructing and paving the entire road to a consistent width; reconstructing the entire road to a consistent width and surfacing it to the existing surface type (i.e., pavement where currently paved and gravel where currently graveled); reconstructing and paving certain segments of road (i.e., those in greatest need of repair) to a consistent width and leaving the remainder of the road unchanged; and reconstructing and paving certain segments of the road (i.e., those in greatest need of repair) to a consistent width and rehabilitating the remaining segments of the road within the existing width. The travel lands plus shoulders of the reconstructed segments under each of the action alternatives would be 24 feet. The design speed of the various alternatives would range from 25 to 37 miles per hour. Following the construction, Park County and Clear Creek County would continue to own the road and be responsible for its maintenance. The estimated cost of reconstruction of the four draft EIS alternatives ranged from $25.4 to $40.1 million. The estimated maintenance costs over the next 20 years were $9.3 million for the No Action Alternative and at $4.8 to $7.5 million for the four action alternatives. This draft supplement to the draft EIS of June 1999 considers a fifth action alternative (Alternative 6), which would involve a combination of rehabilitation, light reconstruction, and full reconstruction of the existing facility. Alternative 6 would change the functional classification of the roadway from a local rural collector to a rural local road, allowing a lower design speed with tighter roadway curves and a narrower roadway width than the action alternatives outlined in the draft EIS. In addition, the alternative would also involve the use of a smaller design vehicle, allowing a sharper switchback curvature. Under Alternative 6, the estimated construction cost is $25.1 million and the estimated maintenance cost is $6.0 million. POSITIVE IMPACTS: The project would provide a roadway width and surface capable of accommodating anticipated 2015 traffic volumes, but only if Clear Creek County, Park county, and the Town of Georgetown managed the vehicle size allowed on Guanella Pass Road, restrict commercial traffic, and manage the corridor land use and development to maintain the status of the road as a local rural road. It would improve safety by providing a consistent roadway geometry and reasonable protection from unsafe conditions, accommodate and control access to Forest Service facilities along the road, reduce the anticipated costs to the counties and town of maintaining the road, repair roadway drainage problems, and repair existing unvegetated slopes. Each of the changes incorporated into Alternative 6 would permit the facility to follow the footprint of the existing roadway more closely, reducing adverse environmental and historic resource impacts caused by construction and operation of the roadway. NEGATIVE IMPACTS: The improvement of access would place pressure on dispersed recreational resources. The project would adversely affect, indirectly, special status species, including Canada lynx, North American wolverine, and northern goshawk. Traffic noise would slightly degrade visitor experiences associated with the portion of the Mt. Evans Wilderness Area nearest the road. Depending on the alternative selected, the project could displace small parcels within the Geneva Creek Picnic Area, Whiteside Campground, Guanella Pass Campground, and the Georgetown-Silver Plume Historic Landmark District. Under Alternative 6, the project would result in the loss of 2.0 acres of wetlands. Action alternatives could adversely affect the visual quality of the historic district. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0378D, Volume 23, Number 4. JF - EPA number: 000384, 168 pages and maps, November 9, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-99-01-DS KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Noise KW - Recreation Facilities KW - Recreation Resources KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Water Resources KW - Wetlands KW - Wildlife Habitat KW - Arapaho National Forest KW - Colorado KW - Pike National Forest KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416997?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COLORADO+FOREST+HIGHWAY+80%2C+GUANELLA+PASS+ROAD%2C+PARK+COUNTY+ROAD+62%2C+CLEAR+CREEK+COUNTY+ROAD+381%2C+FOREST+DEVELOPMENT+ROAD+118%2C+GRANT+TO+GEORGETOWN%2C+ARAPAHO+AND+PIKE+NATIONAL+FORESTS%2C+CLEAR+CREEK+AND+PARK+COUNTIES%2C+COLORADO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1999%29.&rft.title=COLORADO+FOREST+HIGHWAY+80%2C+GUANELLA+PASS+ROAD%2C+PARK+COUNTY+ROAD+62%2C+CLEAR+CREEK+COUNTY+ROAD+381%2C+FOREST+DEVELOPMENT+ROAD+118%2C+GRANT+TO+GEORGETOWN%2C+ARAPAHO+AND+PIKE+NATIONAL+FORESTS%2C+CLEAR+CREEK+AND+PARK+COUNTIES%2C+COLORADO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 15 IMPROVEMENT PROJECT, BETWEEN PENNSYLVANIA STATE ROUTE 287 AND PRESHO, SR 6015, SECTION G20 AND G22 (PIN 6008.22.123), STUBEN COUNTY, NEW YORK, AND TIOGA COUNTY, PENNSYLVANIA. AN - 36410382; 8239 AB - PURPOSE: The improvement of a 12-mile segment of existing US Route 15 (US 15) from the intersection of Pennsylvania State Route 287 (PA 287) near Tioga in northern Pennsylvania to the interchange at Presho in southern New York is proposed. The study area is rural, set in mountainous terrain with large areas of forested land and includes portions of Tioga Township, Lawrence Township, and Lawrenceville Borough in Pennsylvania and the town of Lindley in New York. US 15 is a major north-south route for long-distance travel through central Pennsylvania and New York. The demands placed by local, regional, interstate, and international traffic on the stretch of US 15 in the project study area exceed the capacity of the existing two-lane facility. All other sections of US 15 between Williamsport, Pennsylvania, and Corning, New York, are either four-lane expressway sections or under construction or in design planning stages to become four-lane expressway sections. Conflicts between local and through traffic and a high accident rate characterizes the study segment, and operational problems occur during peak hours. The geometric features of the facility are substandard. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative C-3-C) would involve the construction of a four-lane expressway with access primarily controlled via interchanges. Four river bridges and 11 other bridges would be required. A rest area and tourist information center would be included in the project design. The estimated cost of the project is $198 million. POSITIVE IMPACTS: The improved facility would accommodate local and long-distance travel demands for trucking, recreational, and other trips in a safe efficient manner. It would also reduce congestion currently affecting the section of highway, ensure sufficient capacity for the expected traffic growth in the corridor, improve safety by reducing conflicts between local and through traffic, and provide system continuity with other US 15 sections between from Williamsport and Corning. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would impact 649.6 acres, including 44.8 acres of developed land, resulting in the displacement of 19 residences and two businesses. It would also result in the loss of 133.2 acres of productive farmland, 603.2 acres of wildlife habitat, and 28.4 acres of wetlands. The facility would traverse 31.1 acres of floodplain land. The construction and operation of the facility would adversely affect 29 regulated watercourses, as well as directly impact 18 and indirectly impact 26 private water supply sources, and indirectly directly impact 7.2 acres within two public water supply areas. County tax base reductions due to property acquisition would total $35,435. Traffic-generated noise in excess of federal standards would affect 160 residential receptors. One historic site would be adversely affected. Some 48.5 acres of land likely to contain prehistoric archaeological resources and 10.8 acres of land likely to contain historic archaeological resources would be disturbed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000388, Draft EIS--411 pages, Map Supplement, November 9, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-00-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Vegetation Surveys KW - Visual Resources Surveys KW - Water Quality Assessments KW - Water Supply KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New York KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36410382?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+15+IMPROVEMENT+PROJECT%2C+BETWEEN+PENNSYLVANIA+STATE+ROUTE+287+AND+PRESHO%2C+SR+6015%2C+SECTION+G20+AND+G22+%28PIN+6008.22.123%29%2C+STUBEN+COUNTY%2C+NEW+YORK%2C+AND+TIOGA+COUNTY%2C+PENNSYLVANIA.&rft.title=US+ROUTE+15+IMPROVEMENT+PROJECT%2C+BETWEEN+PENNSYLVANIA+STATE+ROUTE+287+AND+PRESHO%2C+SR+6015%2C+SECTION+G20+AND+G22+%28PIN+6008.22.123%29%2C+STUBEN+COUNTY%2C+NEW+YORK%2C+AND+TIOGA+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: November 9, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 71 LOCATION STUDY BETWEEN ROANOKE AND THE NORTH CAROLINA STATE LINE, CITIES OF ROANOKE AND MARTINSVILLE AND BEDFORD, BOTETOURT, FRANKLIN, HENRY, AND ROANOKE COUNTIES, VIRGINIA. AN - 36410858; 8229 AB - PURPOSE: The construction of Interstate Highway 73 (I-73) from the city of Roanoke to the North Carolina state line, located in southwestern Virginia, is proposed. The facility would be a four-lane, median-divided, fully-controlled-access highway. Congress designated I-73 as a National High Priority Corridor as part of the Intermodal Surface Transportation Efficiency Act of 1991. The priority corridor designation is intended to create links between the nation's regions and support economic growth. Needs were identified to improve freight movement between the port of Charleston, South Carolina, and Sault Ste. Marie, Michigan. This would require an effective and efficient roadway facilitating interstate travel between Michigan, Ohio, West Virginia, Virginia, and North and South Carolina. In addition, to the needed link in southwestern Virginia to realize this mandate, the US Route 220 (US 220) corridor, within which the new highway would be located, is characterized by safety hazards associated with high levels of truck traffic, poor sight distances, steep grades, and a high accident rate. Issues include Archaeological and historic resources, wetlands, threatened and endangered species, prime farmlands, existing and future land uses, economic development, and access, mobility, linkage, and capacity in the region. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. A total of 52 segments were carried forward for consideration; these were combined into four primary options and several variations of those options ranging from a length of 64.3 miles to a length of 79.0 miles. Option 1 would be the easternmost alignment, beginning on I-81 in Botetourt County near Exit 150 and continuing south through western Bedford County and northeastern Franklin County before continuing southward through eastern Franklin and Henry counties. Option 2 would follow I-581 south, turn eastward south of Virginia State Route 24 to cross the Blue Ridge Parkway, continue southward in a route parallel to and east of US 220, rejoin the US 330 alignment for a short distance in southern Franklin County, depart from the US 220 corridor north of the Franklin/Henry County line and turn to the southeast crossing existing US 58 east of Laurel Park, continue along US 58 until rejoining US 220 south of Martinsville, and continue south to the North Carolina State line on a new route west of existing US 220 then rejoin existing US 220 south of Ridgeway in Henry County. Option 3 would follow the existing alignments of I-581 and US 220 and include the upgrading of existing US 220 to full interstate standards. Option 4 would be a western alignment beginning in western Roanoke County on I-81 at Exit 132. The alignment would proceed east, turn to the south near the western edge of the city of Salem, cross the Blue Ridge Parkway, continue south into Franklin County and, on the west side of existing US 220, pass through Roanoke and Franklin counties and into Henry County, rejoin US 220 east of Martinsville, leave US 220 again south of Martinsville, and return to US 220 south of Ridgeway for the remainder of the project. Also under consideration is a transportation system management alternative. The estimated cost of the TSM alternative is $146 million. Depending on the option and associated variation selected, the estimated costs of the build alternatives range from $1.1 billion to $1.3 billion. POSITIVE IMPACTS: The project would provide safety improvements along the US 220 corridor, support economic growth and maintain economic competitiveness in the region, improve access and capacity for freight transporters through the study area, enhance general mobility and transportation linkage through both the immediate Roanoke-to-North-Carolina study area to and from other locations in the Michigan-to-South-Carolina target market, enhance general mobility and transportation linkage for the aforementioned study area and target market area, and address the need to include the portion of I-73 extending from Charleston, South Carolina, to Portsmouth, Ohio, be included as part of the Interstate Highway System. NEGATIVE IMPACTS: Under the build options, the rights-of-way requirements would require the displacement of 340 to 707 residential units and 14 to 147 businesses. The project would result in the loss of 42 to 800 acres of commercial and industrial land, up to 13 churches, up to three other non-profit organizations, and possibly one historic structure. The project would result in the loss of 1,203 to 2,241 acres of farmland, 2,014 to 4,391 acres of forest, and up to 30 acres of public 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.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000378, 477 pages and maps, November 2, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-NH-062-2 (004) KW - Conservation Assessments KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, 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/36410858?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+71+LOCATION+STUDY+BETWEEN+ROANOKE+AND+THE+NORTH+CAROLINA+STATE+LINE%2C+CITIES+OF+ROANOKE+AND+MARTINSVILLE+AND+BEDFORD%2C+BOTETOURT%2C+FRANKLIN%2C+HENRY%2C+AND+ROANOKE+COUNTIES%2C+VIRGINIA.&rft.title=INTERSTATE+HIGHWAY+71+LOCATION+STUDY+BETWEEN+ROANOKE+AND+THE+NORTH+CAROLINA+STATE+LINE%2C+CITIES+OF+ROANOKE+AND+MARTINSVILLE+AND+BEDFORD%2C+BOTETOURT%2C+FRANKLIN%2C+HENRY%2C+AND+ROANOKE+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: November 2, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-71 LOCATION STUDY BETWEEN ROANOKE AND THE NORTH CAROLINA STATE LINE, BEDFORD, BOTETOURT, FRANKLIN, HENRY, AND ROANOKE COUNTIES AND THE CITIES OF ROANOKE AND MARTINSVILLE, VIRGINIA. AN - 36342401; 12586 AB - PURPOSE: The construction of a four-lane, divided, fully controlled access highway within the Interstate 73 (I-73) corridor in Bedford, Botetourt, Franklin, Henry, and Roanoke counties and the cities of Roanoke and Martinsville, Virginia is proposed. The facility would extend from I-81 near Roanoke City to the North Carolina state line. Congress designated I-73 as a National High Priority Corridor as part of the Intermodal Surface Transportation Efficiency Act of 1991. The priority corridor designation is intended to create links between the nation's regions and support economic growth. Needs were identified to improve freight movement between the port of Charleston, South Carolina and Sault Ste. Marie, Michigan. This would require an effective and efficient roadway facilitating interstate travel between Michigan, Ohio, West Virginia, Virginia, and North and South Carolina. In addition, to the needed link in southwestern Virginia to realize this mandate, the U.S. 220 corridor, within which the new highway would be located, is characterized by safety hazards associated with high levels of truck traffic, poor sight distances, steep grades, and a high accident rate. This final EIS addresses a No-Build Alternative, 11 build alternatives, and a transportation system management (TSM) alternative. A total of 52 segments were carried forward for consideration in the draft EIS; these were combined into four primary options and several variations ranging from a length of 64.3 miles to a length of 79.0 miles. This final EIS identifies a preferred alternative, known as the Adopted Location Corridor, which includes full alignment, engineering, and impacts details; the highway would extend 72 miles. Capital cost of the project is estimated at $2.8 billion in 2007 dollars. POSITIVE IMPACTS: The project would provide safety improvements along the U.S. 220 corridor; support economic growth and maintain economic competitiveness in the region; improve access and capacity for freight transporters through the study area; enhance general mobility and transportation linkage through both the immediate Roanoke-to-North-Carolina study area to and from other locations in the Michigan-to-South-Carolina target market; enhance general mobility and transportation linkage for the aforementioned study area and target market area; and address the need to include the portion of I-73 extending from Charleston, South Carolina to Portsmouth, Ohio be included as part of the Interstate Highway System. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 249 residences, 60 businesses, four churches, one fire station, two miscellaneous non-profit organizations, 756 acres of residential land, 1,715 acres of farmland, 1,193 acres of commercial and industrial land, 3,370 acres of forest, 21.3 acres of wetlands, and 12 acres of public/institutional land. The project would traverse 112 streams and 19 floodways. Habitat for the Roanoke logperch, a federally protected species, would be affected. One historic property would be affected visually, but would not be displaced. The facility would mar views from the Blue Ridge Parkway and general degrade visual aesthetics in a rural area. Traffic-generated noise levels would exceed federal standards in the vicinity of 2,062 residential properties. Construction workers would encounter 61 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0054D, Volume 25, Number 1. JF - EPA number: 060533, 477 pages and maps, November 2, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-NH-962-2 (004) KW - Birds KW - Cost Assessments KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act, 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/36342401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-71+LOCATION+STUDY+BETWEEN+ROANOKE+AND+THE+NORTH+CAROLINA+STATE+LINE%2C+BEDFORD%2C+BOTETOURT%2C+FRANKLIN%2C+HENRY%2C+AND+ROANOKE+COUNTIES+AND+THE+CITIES+OF+ROANOKE+AND+MARTINSVILLE%2C+VIRGINIA.&rft.title=I-71+LOCATION+STUDY+BETWEEN+ROANOKE+AND+THE+NORTH+CAROLINA+STATE+LINE%2C+BEDFORD%2C+BOTETOURT%2C+FRANKLIN%2C+HENRY%2C+AND+ROANOKE+COUNTIES+AND+THE+CITIES+OF+ROANOKE+AND+MARTINSVILLE%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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: November 2, 2000 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Radiation exposure during air travel: guidance provided by the Federal Aviation Administration for air carrier crews. AN - 72358249; 11045535 AB - Air carrier crews are occupationally exposed to ionizing radiation, principally from galactic cosmic radiation. To promote radiation safety in aviation the Federal Aviation Administration has: issued educational material on the nature of the radiation received during air travel; recommended radiation exposure limits for pregnant and nonpregnant aircrew members; developed computer programs that estimate for a given flight profile the amount of galactic radiation received on a current flight or on one flown at any time back to January 1958; published tables that enable aircrew members to estimate possible health risks associated with their occupational exposure to radiation; and conducted research on effects of radiation during pregnancy. References for this material are given in the article. In addition, graphic and tabular data in the article show how galactic radiation levels and the composition of the galactic radiation has changed between 1958 and 1999. Also given are estimates of effective doses received by air travelers on a wide variety of air carrier flights. JF - Health physics AU - Friedberg, W AU - Copeland, K AU - Duke, F E AU - O'Brien, K AU - Darden, E B AD - Civil Aeromedical Institute, Federal Aviation Administration, Oklahoma City, OK 73125-5066, USA. wallace_friedberg@mmacmail.jccbi.gov Y1 - 2000/11// PY - 2000 DA - November 2000 SP - 591 EP - 595 VL - 79 IS - 5 SN - 0017-9078, 0017-9078 KW - Index Medicus KW - Neoplasms, Radiation-Induced -- etiology KW - Humans KW - Aircraft KW - Occupational Exposure -- adverse effects KW - Cosmic Radiation -- adverse effects UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/72358249?accountid=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+physics&rft.atitle=Radiation+exposure+during+air+travel%3A+guidance+provided+by+the+Federal+Aviation+Administration+for+air+carrier+crews.&rft.au=Friedberg%2C+W%3BCopeland%2C+K%3BDuke%2C+F+E%3BO%27Brien%2C+K%3BDarden%2C+E+B&rft.aulast=Friedberg&rft.aufirst=W&rft.date=2000-11-01&rft.volume=79&rft.issue=5&rft.spage=591&rft.isbn=&rft.btitle=&rft.title=Health+physics&rft.issn=00179078&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2000-11-03 N1 - Date created - 2000-11-03 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Mechanics of lava flow emplacement on the Puna Ridge, Hawaii; roles of underlying slope, effusion rates and lava crusts AN - 51933570; 2003-073961 JF - Eos, Transactions, American Geophysical Union AU - Gregg, Tracy K P AU - Smith, Deborah K AU - Kong, Laura AU - Johnson, Kevin AU - Reynolds, Jennifer AU - Anonymous Y1 - 2000/11// PY - 2000 DA - November 2000 SP - 1351 PB - American Geophysical Union, Washington, DC VL - 81 IS - 48, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - imagery KW - Hawaii Island KW - volcanic rocks KW - igneous rocks KW - effusion KW - simulation KW - acoustical methods KW - volcanic features KW - Puna Ridge KW - basalts KW - East Rift Zone KW - ocean floors KW - Kilauea KW - rift zones KW - Hawaii County Hawaii KW - geophysical methods KW - Hawaii KW - East Pacific Ocean Islands KW - volcanic centers KW - pillow lava KW - lava KW - marine environment KW - eruptions KW - mid-ocean ridge basalts KW - submarine volcanoes KW - submarine environment KW - Oceania KW - volcanoes KW - Polynesia KW - geomorphology KW - bathymetry KW - sonar methods KW - mid-ocean ridges KW - 20:Applied geophysics KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51933570?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.atitle=Mechanics+of+lava+flow+emplacement+on+the+Puna+Ridge%2C+Hawaii%3B+roles+of+underlying+slope%2C+effusion+rates+and+lava+crusts&rft.au=Gregg%2C+Tracy+K+P%3BSmith%2C+Deborah+K%3BKong%2C+Laura%3BJohnson%2C+Kevin%3BReynolds%2C+Jennifer%3BAnonymous&rft.aulast=Gregg&rft.aufirst=Tracy+K&rft.date=2000-11-01&rft.volume=81&rft.issue=48%2C+Suppl.&rft.spage=1351&rft.isbn=&rft.btitle=&rft.title=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.issn=00963941&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2000 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - acoustical methods; basalts; bathymetry; East Pacific Ocean Islands; East Rift Zone; effusion; eruptions; geomorphology; geophysical methods; Hawaii; Hawaii County Hawaii; Hawaii Island; igneous rocks; imagery; Kilauea; lava; marine environment; mid-ocean ridge basalts; mid-ocean ridges; ocean floors; Oceania; pillow lava; Polynesia; Puna Ridge; rift zones; simulation; sonar methods; submarine environment; submarine volcanoes; United States; volcanic centers; volcanic features; volcanic rocks; volcanoes ER - TY - JOUR T1 - Geochemical sytematics along the Puna Ridge, Kilauea Volcano, Hawaii AN - 51933340; 2003-073962 JF - Eos, Transactions, American Geophysical Union AU - Johnson, Kevin T M AU - Reynolds, Jennifer R AU - Smith, Deborah K AU - Kong, Laura S L AU - Vonderhaar, Denys AU - Anonymous Y1 - 2000/11// PY - 2000 DA - November 2000 SP - 1351 EP - 1352 PB - American Geophysical Union, Washington, DC VL - 81 IS - 48, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - tholeiitic basalt KW - Hawaii Island KW - volcanic rocks KW - glasses KW - igneous rocks KW - electron probe data KW - tholeiitic composition KW - Puna Ridge KW - mineral composition KW - major elements KW - sampling KW - volcanism KW - basalts KW - East Rift Zone KW - ocean floors KW - Kilauea KW - chemical composition KW - geochemistry KW - chemical ratios KW - minor elements KW - rift zones KW - Hawaii County Hawaii KW - Hawaii KW - East Pacific Ocean Islands KW - marine environment KW - eruptions KW - submarine volcanoes KW - submarine environment KW - Oceania KW - volcanoes KW - crystallization KW - Polynesia KW - mid-ocean ridges KW - 02C:Geochemistry of rocks, soils, and sediments UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51933340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.atitle=Geochemical+sytematics+along+the+Puna+Ridge%2C+Kilauea+Volcano%2C+Hawaii&rft.au=Johnson%2C+Kevin+T+M%3BReynolds%2C+Jennifer+R%3BSmith%2C+Deborah+K%3BKong%2C+Laura+S+L%3BVonderhaar%2C+Denys%3BAnonymous&rft.aulast=Johnson&rft.aufirst=Kevin+T&rft.date=2000-11-01&rft.volume=81&rft.issue=48%2C+Suppl.&rft.spage=1351&rft.isbn=&rft.btitle=&rft.title=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.issn=00963941&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2000 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - basalts; chemical composition; chemical ratios; crystallization; East Pacific Ocean Islands; East Rift Zone; electron probe data; eruptions; geochemistry; glasses; Hawaii; Hawaii County Hawaii; Hawaii Island; igneous rocks; Kilauea; major elements; marine environment; mid-ocean ridges; mineral composition; minor elements; ocean floors; Oceania; Polynesia; Puna Ridge; rift zones; sampling; submarine environment; submarine volcanoes; tholeiitic basalt; tholeiitic composition; United States; volcanic rocks; volcanism; volcanoes ER - TY - JOUR T1 - Lava depocenters at the summit of the submarine Puna Ridge, Kilauea Volcano AN - 51932337; 2003-073960 JF - Eos, Transactions, American Geophysical Union AU - Gregg, Patricia AU - Smith, Deborah AU - Kong, Laura AU - Johnson, Kevin AU - Reynolds, Jennifer AU - Trusdell, Frank A AU - Tivey, Maurice K AU - Zhu, Wenlu AU - Bulmer, Mark H AU - Avgerinos, Mike AU - Geist, Dennis AU - Naumann, Terry AU - Mercer, Jennifer AU - Dulaney, Tim AU - Bergmanis, Eric AU - Anonymous Y1 - 2000/11// PY - 2000 DA - November 2000 SP - 1351 PB - American Geophysical Union, Washington, DC VL - 81 IS - 48, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - Hawaii Island KW - magnetization KW - volcanic features KW - Puna Ridge KW - volcanism KW - mass movements KW - East Rift Zone KW - marine terraces KW - ocean floors KW - Kilauea KW - geochemistry KW - faults KW - high-resolution methods KW - shore features KW - rift zones KW - Hawaii County Hawaii KW - fissures KW - geophysical methods KW - magnetic methods KW - Hawaii KW - paleomagnetism KW - East Pacific Ocean Islands KW - sills KW - volcanic centers KW - landslides KW - intrusions KW - cracks KW - lava KW - marine environment KW - eruptions KW - submarine volcanoes KW - submarine environment KW - Oceania KW - volcanoes KW - Polynesia KW - lava fields KW - mid-ocean ridges KW - 20:Applied geophysics KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51932337?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.atitle=Lava+depocenters+at+the+summit+of+the+submarine+Puna+Ridge%2C+Kilauea+Volcano&rft.au=Gregg%2C+Patricia%3BSmith%2C+Deborah%3BKong%2C+Laura%3BJohnson%2C+Kevin%3BReynolds%2C+Jennifer%3BTrusdell%2C+Frank+A%3BTivey%2C+Maurice+K%3BZhu%2C+Wenlu%3BBulmer%2C+Mark+H%3BAvgerinos%2C+Mike%3BGeist%2C+Dennis%3BNaumann%2C+Terry%3BMercer%2C+Jennifer%3BDulaney%2C+Tim%3BBergmanis%2C+Eric%3BAnonymous&rft.aulast=Gregg&rft.aufirst=Patricia&rft.date=2000-11-01&rft.volume=81&rft.issue=48%2C+Suppl.&rft.spage=1351&rft.isbn=&rft.btitle=&rft.title=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.issn=00963941&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2000 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - cracks; East Pacific Ocean Islands; East Rift Zone; eruptions; faults; fissures; geochemistry; geophysical methods; Hawaii; Hawaii County Hawaii; Hawaii Island; high-resolution methods; intrusions; Kilauea; landslides; lava; lava fields; magnetic methods; magnetization; marine environment; marine terraces; mass movements; mid-ocean ridges; ocean floors; Oceania; paleomagnetism; Polynesia; Puna Ridge; rift zones; shore features; sills; submarine environment; submarine volcanoes; United States; volcanic centers; volcanic features; volcanism; volcanoes ER - TY - RPRT T1 - CALIFORNIA STATE ROUTE 7 EXPRESSWAY (11-IMP-7, KP 1.9-10.8/PM 1.2-6.7), IMPERIAL COUNTY, CALIFORNIA. AN - 36417151; 8225 AB - PURPOSE: The construction of the final segment of California State Route 7 (CA 7) from CA 98 to Interstate Highway 8 (I-8), located in southeastern California, is proposed. The first leg of CA 7 from the East Calexico Port of Entry (POE) to CA 98 opened December 2, 1996. At the time, construction of CA 7 up to CA 98 was considered adequate to accommodate future year traffic from the POE. Subsequent to the opening of the POE and the first leg of CA 7, an update traffic study showed previous traffic estimates were too low. The project would provide direct access between I-8 and the POE. The highway would be constructed as a four-lane, limited-access expressway within a right-of-way allowing for ultimate expansion of the facility to six lanes. The 5.5-mile four-lane expressway would complete CA 7. Six alternatives, including a No Project Alternative, are considered in this final EIS. The preferred alternative (Alternative 1, the Mets Road Alignment) would extend north from the terminus of CA 7 at CA 98 between Heber Dunes County Park and the Alamo River then proceed adjacent to existing Orchard Road to I-8. Alternative 1A would follow the Alternative 1 alignment, but instead of following Orchard Road would branch to the northwest to existing Mets Road then turn north to I-8. Alternative 1B would follow the Alternative 1 alignment, but instead of following Orchard Road would branch to the northwest to a point midway between existing Anderholt and Mets roads then to the north to I-8. Alternative 4 would extend northwest from the first segment of CA 7 at CA 98 to just west of Heber Dunes County Park then turn northward to I-8, midway between existing Anderholt and Mets roads. Alternative 4A would involve widening existing CA 98 from a two-lane to a four-lane conventional highway from the terminus of the first segment of CA 7 to a point approximately 1.3 miles to the west then turn northward to I-8 to a point midway between existing Anderholt and Mets roads. The estimated costs for the 12- to 18-month project are $39.6 million to $47.0 million, depending upon the alternative considered. The estimated cost of the preferred alternative is $39.6 million. POSITIVE IMPACTS: The facility would improve access to the POE, providing direct access between I-8 and that area, and relieve traffic congestion in the City of Calexico. Access to Heber Dunes Park would also be improved. The project would support planned growth of the Gateway of the Americas Specific Plan Area, a phased development encompassing approximately 1,775 acres surrounding the POE. NEGATIVE IMPACTS: Depending on the alternative considered, the project would result in the displacement of up three residences and the loss of 295 to 358 acres of farmland. It would also result in the alteration of one or two irrigation canals, three or four laterals, and three to five drains. Increases in impervious surface would result in a slight increase in stormwater runoff. Noise levels would exceed federal standards at several sites. The project would adversely affect visual resources, including views of the roadway from residences, highway appurtenances, the removal or obstruction of existing vertical features in the landscape, and the alteration of existing north-south rectilinear landscape features. Individual plants belonging to two sensitive species, the Salis and the California fan palm, would be removed. Habitat of two sensitive wildlife, the western burrowing owl and the mountain plover, would be adversely affected; the impacts to burrowing owl would be important because of the sensitivity of the species, the size of the population impacted, and the regional significance of this population. Alternative 1B, Alternative 4 and Alternative 4A would encounter hazardous materials sites. Peak traffic congestion on CA 98 and CA 111 would continue to worsen. All build alternatives, except Alternative 1, would result in removal of ramps providing access to I-8 by local residents in the vicinity of Orchard 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0058, Volume 23, Number 1. JF - EPA number: 000374, 342 pages and maps, October 26, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-98-02-F KW - Air Quality Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Irrigation KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Section 404(b) Statements KW - Vegetation Surveys KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417151?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+STATE+ROUTE+7+EXPRESSWAY+%2811-IMP-7%2C+KP+1.9-10.8%2FPM+1.2-6.7%29%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.title=CALIFORNIA+STATE+ROUTE+7+EXPRESSWAY+%2811-IMP-7%2C+KP+1.9-10.8%2FPM+1.2-6.7%29%2C+IMPERIAL+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 26, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST VIRGINIA STATE ROUTE 9 (FEDERAL PROJECT NUMBER HPDS-9215(004)S), CHARLES TOWN TO VIRGINIA LINE, JEFFERSON COUNTY, WEST VIRGINIA. AN - 16340636; 8216 AB - PURPOSE: The improvement of West Virginia State Route 9 (WV 9) from US Route 340, as known as the Charles Town Bypass, to the Virginia state line, located in northeastern West Virginia, is proposed. The project would involve an approximately 6.0-mile section of existing WV 9, which would be upgraded to a four-lane, partially-controlled-access highway. Numerous safety and geometric deficiencies exist between the two identified termini. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Under all of the build alternatives, the Shenandoah River and the Appalachian National Scenic Trail in the vicinity of the state line would be crossed. In addition, under all of the build alternatives, approximately 2,800 feet of roadway improvement south of the state line would be required in order to provide a smooth transition from the proposed four-lane highway to the existing two-lane roadway in Loudoun County in Virginia. The roadway would consist of two 12-foot lanes in each direction, a minimum 40-foot median, ten- to 12-foot paved right shoulders, and three- to six-foot paved left shoulders. Under one of the build alternatives (Alternative A), the facility would run parallel to existing WV 9 for most of its length; while under the other four alternatives, it would follow an alignment roughly one-half mile north of existing WV 9. Under the preferred alternative (Alternative E), the 4.6-mile facility would begin at a trumpet interchange on the Charles Town Bypass, approximately 3,250 feet north of the existing WV 9 interchange. The alignment would proceed southwest to an at-grade intersection at Cattail Run Road. A minor shift to the south in this area would minimize impacts to a historic property. West of the Shenandoah River, the alignment would turn eastward and cross the river downstream of the hydroelectric dam. Continuing southeast, the alignment would terminate at the state line. The estimated cost of the preferred alternative is $45.9 million. POSITIVE IMPACTS: Under the project, the facility would improve highway safety in the project area and overall level of service to motorists by increasing intersection and highway capacity. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would result in the displacement of three residences and the loss of 0.29 acres of wetlands, 94.9 acres of forest, and 95.4 acres rangeland. The preferred alternative would result in the loss of 46.1 acres of productive farmland and adversely affect four farm operators. It would result in the loss of 410 feet of perennial stream and adversely affect an additional 2,340 feet of perennial stream. It would require the purchase of 0.12 acres of the Appalachian National Trail and adversely affect two historic structures. It would also cross three potentially contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 94-0053D, Volume 18, Number 1. JF - EPA number: 000365, Volume I--545 pages and maps, Volume II--247 pages, October 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-93-03-F KW - Bridges KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Ranges KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Appalachian National Scenic Trail KW - Shenandoah River KW - Virginia KW - West Virginia KW - Department of Transportation Act of 1966, as amended, Parks KW - Executive Order 11988, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16340636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+VIRGINIA+STATE+ROUTE+9+%28FEDERAL+PROJECT+NUMBER+HPDS-9215%28004%29S%29%2C+CHARLES+TOWN+TO+VIRGINIA+LINE%2C+JEFFERSON+COUNTY%2C+WEST+VIRGINIA.&rft.title=WEST+VIRGINIA+STATE+ROUTE+9+%28FEDERAL+PROJECT+NUMBER+HPDS-9215%28004%29S%29%2C+CHARLES+TOWN+TO+VIRGINIA+LINE%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 - Final. Preparation date: October 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - 64-ACRE TRACT INTERMODAL TRANSIT CENTER, LAKE TAHOE BASIN MANAGEMENT UNIT, PLACER COUNTY, CALIFORNIA. AN - 16355518; 8206 AB - PURPOSE: The construction and operation of the Intermodal Transit Center and associated parking facilities on the 64-Acre Tract parcel, located in Tahoe City in eastern California, is proposed. The center would serve transit patrons of the north shore of Lake Tahoe as well as the Lake Tahoe region as a whole. The parcel is located just to the south of the Truckee River near the intersection of State Route 89 (SR 89) and SR 28. The location of the center at this junction is identified in numerous planning documents recognizing a need for transportation improvements and for reducing reliance on private vehicles. Three alternatives, including a No Action Alternative, were considered in the draft EIS. This abbreviated final EIS includes the draft EIS, comments received on the draft EIS and responses to those comments, and certain technical appendices. Under the proposed alternative design, the project would involve the provision of an intersection on SR 89 to serve all facilities on the tract by expanding the existing T intersection at the River Access Road and repositioning it approximately 200 feet to the north to provide access as the new Site Access Road; the construction of the center and 130 parking spaces to the north of the existing River Access Road; the placement of a drop-off area in the parking lot near the center; the provision of parking for six buses and seating and waiting space to accommodate 100 persons; the provision of a linear, covered walkway to provide shelter for exterior benches close to the bus parking bays and bike racks at the perimeter to encourage intermodal use; and the construction of a portion of the recreational trail system along the northern boundary of the site to preserve the current trail loop system and avoid transit/trail user conflicts. POSITIVE IMPACTS: By encouraging intermodal transport, the center would reduce traffic congestion and the attendant noise and air pollutant emissions. Parking provided by the project would improve access to the Truckee River. NEGATIVE IMPACTS: The center would displace 117,500 square feet of land and lie in an area affected by seismic activity. The use of runoff basins in areas characterized by high groundwater levels could result in the degradation of water quality. Traffic congestion during peak hours would increase somewhat at the intersection of SR 89 and the access road, at Fanny Bridge, at the intersection of Wye and SR 89/Tavern Shores access road, at the intersection of Granlibaken Road and SR 89, and on side streets approaching the site access road/SR 89 intersection. Traffic would result in significant increase in noise levels in the area. The facility would constitute a source of light and glare and otherwise impinge on the visual quality of the area. The project could adversely affect archaeologic sites. Addition pedestrian traffic in the area of the center would pose a safety hazard. LEGAL MANDATES: National Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0283D, Volume 24, Number 3. JF - EPA number: 000355, Final EIS--345 pages, Draft EIS--334 pages, October 13, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Cultural Resources KW - Hydrologic Assessments KW - Impact Assessment Methodology KW - Land Use KW - Noise Assessments KW - Parking KW - Recreation Resources KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Water Quality KW - California KW - Lake Tahoe KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16355518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=64-ACRE+TRACT+INTERMODAL+TRANSIT+CENTER%2C+LAKE+TAHOE+BASIN+MANAGEMENT+UNIT%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.title=64-ACRE+TRACT+INTERMODAL+TRANSIT+CENTER%2C+LAKE+TAHOE+BASIN+MANAGEMENT+UNIT%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Forest Service, South Lake Tahoe, California; DA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 13, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT, TUKWILA ROUTE, SEATAC, SEATTLE, AND TUKWILA, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1999). AN - 16344938; 8212 AB - PURPOSE: The construction and operation of an electric light-rail transit system by the Central Puget Sound Regional Transit Authority (Sound Transit) in the Central Puget Sound metropolitan region (Seattle, Tukwila, and SeaTac), located in west-central Washington, is proposed. The light-rail system, to be known as Central Link, would operate in an exclusive and semi-exclusive right-of-way between North Seattle and the city of SeaTac. The project would constitute a component of Sound Move, the 10-year program for regional high-capacity transportation. Issues include the effects on transit service, ridership, accessibility, roadways, freight movements, navigable waterways, land use, economics, neighborhoods, visual and aesthetic resources, air quality, noise levels, ecosystems, water resources, geology, hazardous materials, public services, utilities, parklands, and historic and archeological resources. Several alternatives, including a No-Build Alternative, two light-rail length alternatives, 24 rail route alternatives, 61 station options, and three alternative maintenance base sites, were considered in the final EIS. With 24 to 29 miles of light-rail line, the corridor is divided into six geographic segments, including Segment A, Northgate to University District; Segment B, University District to Westlake Station; Segment C, Westlake Station to South McClellan Street; Segment D, South McClellan Street to Boeing Access; Segment E, Tukwila; and Segment F, SeaTac. For each segment, two to five route alternatives were considered. The segment alternatives would be linked to create a complete, operable light-rail system. System length alternatives would extend from the city of SeaTac, just south of Seattle-Tacoma (SeaTac) International Airport, to either Northeast Forty-Fifth Street (the University District) or Northgate in Seattle. Depending on the final decision with respect to alternative options, the estimated costs of the project, as in the final EIS, are $1.1 billion to $2.1 billion. Locally preferred alternatives were identified for all but one segment, but no decision was made within the final EIS by the federal authorities. This draft supplement to the final EIS of November 1999 considers an alternative route through the city of Tukwila (Section E). The Tukwila Freeway Route selected by Sound Transit would primarily follow Tukwila International Boulevard, also called Washington State Route 99 (SR 99), utilizing both elevated and at-grade sections in the median of the roadway. The alternative route evaluated in this supplemental EIS would follow East Marginal Way, SR 599, Interstate Highway 5, and SR 518; most of the line would be on elevated structures within the existing freeway rights-of-way. Stations would be located at Boeing Access Road and South 154th Street. An alignment option on the east side of East Marginal Way and a future potential station at South 133rd Street are also evaluated. The supplemental EIS compares the information on the project route through Tukwila with information on a part of the route through SeaTac (Section F). The estimated capital cost of the Tukwila Freeway Route alternative is $273 million and the estimated annual operation and maintenance costs are $50.4 million. POSITIVE IMPACTS: By 2020, the Tukwila Freeway Route would serve 3,800 daily riders and 156,100 system riders. The Freeway Route would be consistent with regional transportation goals and objectives. The Tukwila Freeway Route would be part of an electric light rail system that would connect the region's major activity centers, provide a practical alternative to driving a car on increasingly congested roadways, support comprehensive land use and transportation planning, provide environmental benefits, and improve mobility for travel-disadvantaged residents in the corridor. NEGATIVE IMPACTS: The Tukwila Freeway Route development would result in the acquisition of 26 full properties, 33 partial properties, and nine residential properties. It would also result in the displacement of two businesses and nine employees. The development would affect historic Farmstead and the facility would be located near several additional properties of cultural interest to Tribes; the Tribes have expressed concerns over locations of this route in a culturally important area. The development would result in the loss of 2.2 acres of wetlands, 4.7 acres of wetland buffer, and 3.3 acres of deciduous forest. It would also adversely affect two creeks. Traffic congestion would adversely affect three intersections. Properties along East marginal Way would experience minor access impacts. The development would result in the displacement of 88 off-street spaces, including 42 long-term airport parking spaces. Visual resources of residential areas adjoining SR 518 from 42nd Avenue South and approximately 38th Avenue South would be adversely affected by the elevated guideway; the values of properties closest to the structure could be adversely affected. Construction activities would adversely affect residences adjacent to SR 518. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0066D, Volume 23, Number 1, and 00-0096F, Volume 24, Number 1, respectively. JF - EPA number: 000361, 307 pages, October 13, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Energy Consumption KW - Environmental Justice KW - Hazardous Wastes KW - Historic Sites KW - Hydrology KW - Impact Assessment Methodology KW - Land Acquisitions KW - Land Use KW - Minorities KW - Noise KW - Parks KW - Radiation Hazards KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, as amended, Compliance KW - National Historic Preservation Act of 1966, as amended, 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/16344938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+TUKWILA+ROUTE%2C+SEATAC%2C+SEATTLE%2C+AND+TUKWILA%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.title=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+TUKWILA+ROUTE%2C+SEATAC%2C+SEATTLE%2C+AND+TUKWILA%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 13, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK STATE ROUTE 22 (PIN 8130.64.102), INTERSTATE HIGHWAY 684 TO PUTNAM COUNTY ROAD 65, TOWN OF SOUTHEAST, PUTNAM COUNTY, NEW YORK. AN - 16342830; 8207 AB - PURPOSE: The improvement of New York State Route 22 (NY 22) from Interstate Highway 684 (I-684) to Putnam County Route 65, also known as Doansburg Road, located in the town of Southeast in southeastern New York, is proposed. Within this three-mile study area, NY 22 is predominantly a two-lane roadway, with left-turn lanes at several signalized intersections. A 1990 corridor study identified existing traffic operation and safety problems within the NY 22 corridor between I-684 and NY 55. The report also projected significant increases in traffic demand, identified needed highway improvement projects, and recommended the implementation of a plan for maintaining acceptable traffic operations. The report recommended that divided highway should be constructed between I-684 and Doansburg Road, with an interchange at Milltown Road. However, a more recent study indicated that acceptable levels of service can be obtained at Milltown Road without constructing a grade-separated interchange. Concerns include the need for an intersection improvements at Sodom Road/Old Milltown Road, a park-and-ride facility, an aesthetically-pleasing treatment to the concrete median barrier, an aesthetically-pleasing landscaping plan, a flush two-way left-turn lane through the business corridor, sidewalks on one or both sides of the roadway in Segment 2, lighting for the sidewalks, and landscaping designs consistent with projecting a so-called Main Street appearance. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. Alternative 3C would provide a four-lane divided roadway with 12-foot-wide travel lanes and 10-foot-wide turn lanes at key intersections. South of Milltown Road, a six-foot-wide median with median barrier would be used. In this southern segment (Segment 1), drainage would be predominantly carried via roadside swales and tip-up gutters at the shoulder edge. The middle segment (Segment 2), from Milltown Road to NY 312, would provide a 22-foot-wide landscaped median with a traversable curb, six-foot-wide outside shoulders with a non-mountable curb, sidewalks on one or both sides of the roadway, and a close drainage system with catch basins and piping. The third segment (Segment 3), north of NY 312, would be similar to the middle segment except that the curb would be provided only at the frontage of the Old Southeast Church to minimize impacts. Sidewalks would not be provided, and the median would be grass. Drainage would predominantly be carried via roadside swales and tip-up gutters. Left turn and U-turns would be accommodated at signalized intersections. Alternative 3D would provide a four-lane roadway with 12-foot-wide lanes and 10-foot-wide turn lanes at key intersections. In the southern segment (Segment 1) from I-684 to south of Milltown Road, a six-foot-wide median with a median barrier would be provided. This segment would contain eight-foot-wide outside and two-foot-wide inside uncurbed shoulders and roadside swales or tip-up gutters for transporting roadway runoff. The middle segment (Segment 2), would provide a narrower section than Alternative 3C by utilizing a 12-foot-wide continuous two-way left-turn lane, and six-foot-wide non-mountable curbed outside shoulders. Left turns would be allowed into establishments via the two-way left-turn lane. Sidewalks would be provided on one side of the roadway. Segment 3, the segment north of NY 312, would be similar to the middle segment except that neither sidewalks nor curbing would be provided. A traversable curb would be provided at the frontage of the Old Southeast Church to minimize impacts. Under either alternative, an option would be available to construct a park-and-ride facility located in the northwest quadrant of the Sodom Road/Old Milltown Road intersection. The facility would provide approximately 100 parking spaces as well as bus facilities. A signal at the Sodom Road/Old Milltown Road intersection would be added under either alternative. The estimated costs of Alternative 3C and Alternative 3D are $24.1 million and $22.7 million, respectively. POSITIVE IMPACTS: Either build alternative would raise the level of service of the facility from F to D or better at all intersections during both the morning and evening peak period through the year 2020. NEGATIVE IMPACTS: The rights-of-way requirements would result in four residential displacements. Federally regulated wetlands would be lost, though these impacts would not be extensive and mitigated through the establishment of wetland elsewhere. Noise standards would be violated at several locations. Five properties identified as hazardous waste generators or possible petroleum-impacted sites could need remediation. Visual resources would be adversely affected from the removal of existing vegetative screens along the roadway, the encroachment on currently secluded properties, and the loss of the existing country road feel 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: 000356, Draft EIS--221 pages and maps, Phase II (Contaminated Materials) Investigation--244, Growth-Induced Indirect/Secondary and Cumulative Impacts--74 pages and maps, Energy--30 pages, Wetland--119 pages and maps, Surface Water Quality--336 pages, Air Quality--20 pages, Preliminary Stormwater Management Plan--42 pages and maps, Noise--197 pages and maps, Visual Impact Assessment--56 pages, Map Supplement, October 13, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-00-01-D KW - Air Quality Assessments KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - New York KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16342830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK+STATE+ROUTE+22+%28PIN+8130.64.102%29%2C+INTERSTATE+HIGHWAY+684+TO+PUTNAM+COUNTY+ROAD+65%2C+TOWN+OF+SOUTHEAST%2C+PUTNAM+COUNTY%2C+NEW+YORK.&rft.title=NEW+YORK+STATE+ROUTE+22+%28PIN+8130.64.102%29%2C+INTERSTATE+HIGHWAY+684+TO+PUTNAM+COUNTY+ROAD+65%2C+TOWN+OF+SOUTHEAST%2C+PUTNAM+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 13, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW JERSEY STATE ROUTE 52 RECONSTRUCTION PROJECT FROM NEW JERSEY STATE ROUTE 9 IN SOMERS POINT TO BAY AVENUE IN OCEAN CITY, ATLANTIC AND CAPE MAY COUNTIES, NEW JERSEY. AN - 36409446; 8205 AB - PURPOSE: The reconstruction of a segment of New Jersey State Route 52 (NJ 52) from NJ 9 in Somers Point to Bay Avenue in Ocean City, located in southern New Jersey, is proposed. NJ 52 is a designated emergency evacuation route and part of the Coastal Evacuation System as well as a principal urban arterial in the National Highway System. The section of NJ 52 between NJ 9 and the existing traffic circle in Somers Point is approximately 0.6 miles in length. The causeway between the existing traffic circle in Somers Point and Ocean City, crossing Great Egg Harbor Bay, is approximately 2.2 miles in length. The causeway crossing the harbor is a four-lane, undivided highway on a low-level embankment with four structures. Two of the structures are of the low trestle design; the other two are bascule bridges, one crossing the Intracoastal Waterway near Ocean City and the other crossing Ship Channel near Somers Point. State authorities have determined that all four structures are in poor condition and must be reconstructed or replaced. Six alternatives, including a No-Build Alternative, are considered in detail in this draft EIS. Build alternatives would include three variations of one alternative and two variations of another. The preferred alternative (Alternative 9 with Causeway Option 1) would employ a high fixed bridge over a realigned Ship Channel crossing the Intracoastal Waterway. Viaducts would be constructed over the other existing waterways. High fixed bridges with a minimum vertical clearance of 55 feet would be provided crossing the Ship Channel and the Intracoastal Waterway. Both channels would be realigned. Under causeway Option 1, the causeway would be placed completely on a structure. The project would include the conversion of the Somers Point traffic circle into a four-legged signalized intersection with turn lanes in order to improve traffic operations and increase safety as well as the widening of MacArthur Boulevard in Somers Point from two to four lanes between the circle and its recently improved intersection with NJ 9. POSITIVE IMPACTS: The project would provide a safe, efficient facility for the movement of persons and goods during normal travel conditions and the evacuation of persons in the event of a hurricane. The preferred alternative would be built over the existing causeway embankment, avoiding extensive adverse impacts to tidal wetlands and Green Acres lands and retaining fairly easy access to the tidal wetland islands for recreational fishing purposes. NEGATIVE IMPACTS: Under the preferred alternative, the foundation piles for the structures would penetrate high-value clam habitat and a very limited area of tidal wetland. The structures would adversely affect properties in Somers Point and Ocean City. Dredging in the channels would result in temporary turbidity and adversely affect the location of the channels. Construction would occur adjacent to maintained causeway traffic and require traffic diversions. The fill embankment areas would cause significant settlements, occurring over long periods of time and tending to lengthen the construction period and the diversion of traffic. The center causeway on embankment would require the filling in of some tidal wetlands. Open recreational space adjacent to the existing rights-of-way would be displaced, and the structures would adversely affect visual aesthetics in the area. The War Memorial Bridge over the Ship Channel, an historic structure, would be adversely affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) JF - EPA number: 000354, Draft EIS (Volume 1)--498 pages and maps Draft EIS (Volume 2)--131 pages, Historical Architecture (Volume I)--154 pages and maps, Historical Architecture (Volume II)--127 pages and maps, Historical Architecture (Volume III)--220 pages and maps, Historical Architecture (Volume IV)--127 pages and maps, Archaeology--99 pages and maps, Socioeconomics and Land Use--120 pages and maps, Hazardous Wastes (Volume 1)--251 pages and maps, Hazardous Wastes (Volume 2)--243 pages, Natural Ecosystems--282 pages and maps, Noise--59 pages and maps, Air Quality--35 pages and maps, Traffic--121 pages, October 12, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-00-01-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Bridges KW - Channels KW - Dredging KW - Fish KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Hurricanes KW - Noise Assessments KW - Open Space KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Visual Resources KW - Waterways KW - Wetlands KW - New Jersey KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409446?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+JERSEY+STATE+ROUTE+52+RECONSTRUCTION+PROJECT+FROM+NEW+JERSEY+STATE+ROUTE+9+IN+SOMERS+POINT+TO+BAY+AVENUE+IN+OCEAN+CITY%2C+ATLANTIC+AND+CAPE+MAY+COUNTIES%2C+NEW+JERSEY.&rft.title=NEW+JERSEY+STATE+ROUTE+52+RECONSTRUCTION+PROJECT+FROM+NEW+JERSEY+STATE+ROUTE+9+IN+SOMERS+POINT+TO+BAY+AVENUE+IN+OCEAN+CITY%2C+ATLANTIC+AND+CAPE+MAY+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, West Trenton, New Jersey; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 12, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 522 (FEDERAL PROJECT NUMBER STP-0522(007), VIRGINIA STATE LINE TO MARYLAND STATE LINE, MORGAN COUNTY, WEST VIRGINIA. AN - 36408335; 8199 AB - PURPOSE: The improvement of 18.7 miles of US Route 522 (US 522) from the Virginia state line to the Maryland state line, located in eastern West Virginia, is proposed. The facility is a major north-south route through the Eastern Panhandle of West Virginia. Segments of US 522 currently operate at unacceptable levels of service due to insufficient capacity. Accident rates are at unacceptably high levels due to restricted passing, short sight distances, unsafe access points, no turning lanes for exits, variable shoulder widths, and mixed use of the roadway. Traffic projections indicate that traffic volumes will double in 20 years. Issues include concerns about residential impacts, a desire among some citizens to ban through truck traffic from downtown Berkeley Springs (Bath), and limited opposition to the construction of a new roadway on a new location. Issues include land use, farmland, socioeconomics, air quality, noise, water quality, wetlands, floodplains, threatened and endangered species and natural resources, cultural resources, hazardous waste sites and underground storage tanks, visual resources, and energy, Five alternatives, including a No-Build Alternative, are considered in this final EIS. The selected alternative (Alternative I), the westernmost alignment, would be a four-lane divided roadway with partial control of access. The facility would run generally parallel to and east of the existing US 522 alignment for the southern 8.7 miles of the route. For the majority of this stretch, the facility would be within 500 feet of the existing roadway. In the vicinity of the proposed Ridge Historic District, the alignment would extend farther away from the existing road to avoid impacts to recreational land and an adjacent fish hatchery. By remaining east of the existing roadway in this area, impacts to Cacapon State Park and Gate House and Morgan County Park would also be avoided. Farther north, the alignment would continue parallel to existing US 522 for approximately 3.5 miles. Immediately south of the town of Berkeley Springs, the alignment would veer further to the east of existing US 522 to avoid the downtown area, including structures eligible for the National Register of Historic Places within the town. North of Berkeley Springs, the alignment would remain east of existing US 522, extending around the U.S. Silica Company mining and processing facilities. Immediately north of those facilities, the alignment would joint with the existing roadway and continue to the Maryland state line. The estimated construction cost of the selected alternative is $95.3 million. POSITIVE IMPACTS: The improvements would restore US 522 capacity through Morgan County to acceptable levels and accommodate project growth in traffic volumes. Safety problems characterizing the corridor would be rectified. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 61 residences and one commercial establishment, occurring primarily where the alignment would cross local roadways connecting US 522. The rights-of-way requirements would also result in the loss of 80 acres of farmland, 6.2 acres of wetlands, and 3.9 acres of floodplain. The facility would encounter one underground storage tank. It would be located near two archaeological sites. Small wetland areas would be adversely affected along Breakneck Run and several other smaller streams. The project would require the channelization of 405 linear feet of stream, and the project would require 9,400 feet of bridge and culvert construction. LEGAL MANDATES: ]Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0396D, Volume 23, Number 4. JF - EPA number: 000348, 346 pages and maps, October 10, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-99-03-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Energy Consumption KW - Farmlands KW - Fish Hatcheries KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Land Use KW - Noise KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Visual Resources KW - Water Quality KW - Wetlands KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408335?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+522+%28FEDERAL+PROJECT+NUMBER+STP-0522%28007%29%2C+VIRGINIA+STATE+LINE+TO+MARYLAND+STATE+LINE%2C+MORGAN+COUNTY%2C+WEST+VIRGINIA.&rft.title=US+ROUTE+522+%28FEDERAL+PROJECT+NUMBER+STP-0522%28007%29%2C+VIRGINIA+STATE+LINE+TO+MARYLAND+STATE+LINE%2C+MORGAN+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 - Final. Preparation date: October 10, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Use of image analysis to study the microstructure of a failed sand specimen AN - 52122311; 2002-031834 AB - The shearing of dilatant specimens of granular materials in the laboratory is often accompanied by the development of zones of more intense shearing. The nominal behavior of the specimens during this shearing condition is dictated by the behavior of soil particles inside the shear zones. To study the behavior of soil particles inside the shear zones, quantitative evaluation of the soil structure at the particulate scale is required. This paper describes the findings of a study that used digital image analysis to examine sand structure in a specimen where a shear zone formed. Evolution of the local void ratio distribution and changes in particle orientations within and adjacent to the shear zone were quantified. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Jang, Deh-Jeng AU - Frost, J David Y1 - 2000/10// PY - 2000 DA - October 2000 SP - 1141 EP - 1149 PB - National Research Council of Canada, Ottawa, ON VL - 37 IS - 5 SN - 0008-3674, 0008-3674 KW - ultrastructure KW - soil mechanics KW - sand KW - failures KW - granular materials KW - clastic sediments KW - sediments KW - image analysis KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52122311?accountid=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=Use+of+image+analysis+to+study+the+microstructure+of+a+failed+sand+specimen&rft.au=Jang%2C+Deh-Jeng%3BFrost%2C+J+David&rft.aulast=Jang&rft.aufirst=Deh-Jeng&rft.date=2000-10-01&rft.volume=37&rft.issue=5&rft.spage=1141&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/ L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 23 N1 - PubXState - ON N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - clastic sediments; failures; granular materials; image analysis; sand; sediments; soil mechanics; ultrastructure ER - TY - JOUR T1 - Residual strength and fracture energy from plane-strain testing AN - 52072683; 2002-063742 AB - Field observations indicate that failure in soft rock is often associated with a slip surface or shear band, where deformation is concentrated in a narrow zone; displacements occur with decreasing stress within the shear band, whereas outside the band the material appears to be intact. In examining the propagation of the shear band, it is useful to establish the relation between shear stress and slip displacement. This was accomplished within a laboratory setting with a plane-strain compression apparatus, developed to study localized failure under controlled conditions. Tests on a soft rock, a sandstone with a uniaxial compressive strength of 10 MPa and a modulus of 2 GPa, were conducted to estimate fracture energy G (sub IIC) , a quantity used to evaluate energy dissipation of the failure process. G (sub IIC) was found to decrease by a factor of 3 when considering the actual displacements, rather than assuming tangential displacement only, that is, no displacement normal to the shear band. The experiments showed that the shear band was not completely formed until after peak strength and that sliding along the band during softening was associated with compaction; residual behavior exhibited virtually no volume change. The shear strength at peak stress was nonlinearly related to the normal stress, but the shear strength at the residual state displayed a linear relationship. For normal stresses less than the uniaxial strength, those typical of civil engineering practice, the response can be described as cohesion softening, with friction remaining constant in going from the peak to the residual stress states. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Labuz, J F AU - Dai, S T Y1 - 2000/10// PY - 2000 DA - October 2000 SP - 982 EP - 889 PB - American Society of Civil Engineers, New York, NY VL - 126 IS - 10 SN - 1090-0241, 1090-0241 KW - fractures KW - strain KW - strength KW - soft rocks KW - shear stress KW - testing KW - elastic constants KW - compressive strength KW - displacements KW - Young's modulus KW - rock mechanics KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52072683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Residual+strength+and+fracture+energy+from+plane-strain+testing&rft.au=Labuz%2C+J+F%3BDai%2C+S+T&rft.aulast=Labuz&rft.aufirst=J&rft.date=2000-10-01&rft.volume=126&rft.issue=10&rft.spage=982&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 21 N1 - PubXState - NY N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - compressive strength; displacements; elastic constants; fractures; rock mechanics; shear stress; soft rocks; strain; strength; testing; Young's modulus ER - TY - JOUR T1 - Laser Pointers and Aviation Safety AN - 17763660; 4807711 AB - Laser pointers have been used by teachers and lecturers for years to highlight key areas on charts and screens during visual presentations. When used in a responsible manner, laser pointers are not considered to be hazardous. However, as the availability of such devices has increased, so have reports of their misuse. The Food and Drug Administration (FDA) issued a warning in December 1997 on the possibility of eye injury to children from handheld laser pointers. In October 1998, the American Academy of Ophthalmology upgraded an earlier caution to a warning, stating that laser pointers can be hazardous and should be kept away from children, after two reports of eye injuries involving young girls (age 11 and 13 yr). Of particular concern was the promotion of laser products as children's toys, such as those that can project cartoon figures and line drawings. Additionally, there have been reports involving the misuse of laser pointers (e.g., arrests made after police interpreted the red beam to be a laser-sighted weapon, spectators aiming laser lights at athletes during sporting events, cars illuminated on highways, and numerous incidents involving the illumination of aircraft). This technical note discusses physiological effects of exposure from a laser pointer, the regulation and classification of commercial laser products, and how the misuse of these pointers is a possible threat to aviation safety. JF - Aviation, Space and Environmental Medicine AU - Nakagawara, V B AU - Montgomery, R W AD - Research Optometrist, FAA-CAMI, AAM-610, P.O. Box 25082, Oklahoma City, OK 73125, USA, Van.Nakagawar@faa.gov Y1 - 2000/10// PY - 2000 DA - Oct 2000 SP - 1060 EP - 1062 VL - 71 IS - 10 SN - 0095-6562, 0095-6562 KW - laser pointers KW - Health & Safety Science Abstracts KW - Risk assessment KW - Aircraft KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17763660?accountid=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=Aviation%2C+Space+and+Environmental+Medicine&rft.atitle=Laser+Pointers+and+Aviation+Safety&rft.au=Nakagawara%2C+V+B%3BMontgomery%2C+R+W&rft.aulast=Nakagawara&rft.aufirst=V&rft.date=2000-10-01&rft.volume=71&rft.issue=10&rft.spage=1060&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Aircraft; Risk assessment ER - TY - JOUR T1 - Heats of Combustion of High Temperature Polymers AN - 17749348; 4804253 AB - The heats of combustion for 49 commercial and developmental polymers of known chemical structure were determined using an oxygen bomb calorimeter according to standard methods. The experimental results were compared with thermochemical calculations of the net heat of combustion from oxygen consumption and the gross heat of combustion from group additivity of the heats of formation of products and reactants. The polymers examined were thermally stable, char forming thermoplastics and thermoset resins containing a significant degree of aromaticity and heteroatoms including - nitrogen, sulphur, phosphorus, silicon, and oxygen in linear and heterocyclic structures. The gross and net heats of combustion calculated from polymer enthalpies of formation and oxygen consumption thermochemistry were within 5% of the experimental values from oxygen bomb calorimetry. The heat released by combustion per gram of diatomic oxygen consumed in the present study was E = 13.10 plus or minus 0.78 kJ/gO sub(2) for polymers tested (n = 48). This value is indistinguishable from the universal value E = 13.1 kJ/gO sub(2) used in oxygen consumption combustion calorimetry. JF - Fire and Materials AU - Walters, R N AU - Hackett, S M AU - Lyon, R E AD - Federal Aviation Administration, William J. Hughes Technical Center, Fire Safety Section AAR-422, Atlantic City International Airport, NJ 08405, USA Y1 - 2000/10// PY - 2000 DA - Oct 2000 SP - 245 EP - 252 VL - 24 IS - 5 SN - 0308-0501, 0308-0501 KW - polymers KW - Health & Safety Science Abstracts KW - Materials testing KW - Flammability KW - Combustion KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17749348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+and+Materials&rft.atitle=Heats+of+Combustion+of+High+Temperature+Polymers&rft.au=Walters%2C+R+N%3BHackett%2C+S+M%3BLyon%2C+R+E&rft.aulast=Walters&rft.aufirst=R&rft.date=2000-10-01&rft.volume=24&rft.issue=5&rft.spage=245&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Materials testing; Combustion; Flammability ER - TY - RPRT T1 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT; BLUE EARTH, BROWN, DODGE, LINCOLN, LYON, NICOLLET, OLMSTED, REDWOOD, STEELE, WASECA, AND WINONA COUNTIES, MINNESOTA, BEADLE, BROOKINGS, CUSTER, FALL RIVER, HAAKON, HAND, HUGHES, HYDE, JACKSON, KINGSBURY, PENNINGTON, AND STANLEY COUNTIES, SOUTH DAKOTA, AND CAMPBELL, CONVERSE, NIOBRARA, AND WESTON COUNTIES, WYOMING. AN - 16338147; 8191 AB - PURPOSE: The issuance of a permit for the construction and operation of a new rail line and associated facilities, located in east-central Wyoming, southwest South Dakota, and south-central Minnesota, is proposed. The rail line would allow the applicant, Dakota, Minnesota & Eastern Railroad Corporation (DM&E), to become the third rail carrier to serve Wyoming's Powder River Basin coal mines. The project would involve the construction of 280 miles of new line and the rehabilitation of 600 miles of existing line. The applicants proposal would include 262.3 miles of new rail line extending from DM&E's existing system near Wasta, South Dakota. The new line would extend generally to the southwest to Edgemont, South Dakota, then west into Wyoming to connect with existing coal mines located south of Gillette. This portion of the facility would traverse portions of Custer, Fall River, Jackson, and Pennington counties, South Dakota, and Campbell, Converse, Niobrara, and Weston counties, Wyoming. The new rail construction would also include a 13.31-mile line segment at Mankato, within Blue Earth and Nicollet counties in Minnesota. DM&E currently uses trackage on both sides of Mankato, accessed by trackage rights on rail line operated by the Union Pacific Railroad Company (UP). The Mankato construction would provide DM&E direct access between its existing lines and allow DM&E to avoid operational conflicts with UP. The final proposed segment of new rail construction would create a connection between the existing rail systems of DM&E and the I&M Link Railroad. The connection would include the construction and operation of approximately 2.94 miles of new rail line near Owatonna in Steele County, Minnesota. To transport coal over the existing system, DM&E would rebuild and upgrade approximately 597.8 miles of rail line along its existing system; 584.95 miles of the rehabilitated track would be along DM&E's mainline between Wasta, South Dakota, and Winona, Minnesota. This upgrade project would cross Winona, Olmsted, Dodge, Steele, Waseca, Nicollet, Blue Earth, Brown, Redwood, Lyon, and Lincoln counties in Minnesota, and Brookings, Kingsbury, Beadle, Hand, Hyde, Hughes, Stanley, Haakon, and Jackson counties in South Dakota. An additional 12.85 miles of existing rail line between Oral and Smithwick, in Fall River County, South Dakota, would also be rebuilt. Rail rehabilitation would include rail and tie replacement, additional sidings, signals, grade crossing improvements, and other system improvements. Four alternatives, including a No Action Alternative (Alternative A), are considered with respect to the extension of the system in this draft EIS. Alternative B would call for new construction to occur along the Cheyenne River. Alternative C would avoid new construction in sensitive areas in South Dakota and Wyoming. Alternative D would reconstruct the existing line through Rapid City to Smithwick, provide for new construction to Edgemont, and continue with construction adjacent to the existing rail bed through Newcastle and Moorcroft. As numerous federal and state agencies are involved in the decision regarding choice of a preferred alternative, a number of preferences have been forwarded. POSITIVE IMPACTS: Addition of a third rail carrier to serve the Powder River Basin would increase the efficiency of the movement of coal eastward from the basin. The new rail line would also increase the operational efficiency of DM&E's existing rail line in Minnesota and South Dakota. NEGATIVE IMPACTS: The construction and operation of the rail system would adversely affect geology and soils, surface water and wetlands, groundwater, vegetation, agricultural land and operations, residential and commercial land uses, public land uses, cultural resources, recreation resources, environmental justice with respect to disadvantaged populations and minorities and the elderly, ranching, traditional Native American tribal cultural properties and other cultural resources, visual aesthetics, air quality, certain threatened and endangered species, and safety, including emergency vehicle response times. System operation would result in the generation of noise and vibration. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Interstate Commerce Commission Termination Act (49 U.S.C. 10901), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 000338, Executive Summary--141 pages, Volume I--139, Volume II--387 pages, Volume III-A--279, Volume III-B--355 pages, Volume IV--341 pages, Volume V--401 pages, Volume VI--447 pages, Volume VII-A--463 pages, Volume VII-B--431 pages, Volume VIII-A--212 pages; Volume VIII-B--432 pages, Volume VIII-C--312 pages. pages, September 27, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Geologic Assessments KW - Indian Reservations KW - Land Management KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Safety KW - Safety Analyses KW - Socioeconomic Assessments KW - Soils Surveys KW - Transportation KW - Visual Resources KW - Water Quality KW - Wildlife KW - Wetlands KW - Minnesota KW - South Dakota KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Interstate Commerce Commission Termination Act, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16338147?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%3B+BLUE+EARTH%2C+BROWN%2C+DODGE%2C+LINCOLN%2C+LYON%2C+NICOLLET%2C+OLMSTED%2C+REDWOOD%2C+STEELE%2C+WASECA%2C+AND+WINONA+COUNTIES%2C+MINNESOTA%2C+BEADLE%2C+BROOKINGS%2C+CUSTER%2C+FALL+RIVER%2C+HAAKON%2C+HAND%2C+HUGHES%2C+HYDE%2C+JACKSON%2C+KINGSBURY%2C+PENNINGTON%2C+AND+STANLEY+COUNTIES%2C+SOUTH+DAKOTA%2C+AND+CAMPBELL%2C+CONVERSE%2C+NIOBRARA%2C+AND+WESTON+COUNTIES%2C+WYOMING.&rft.title=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%3B+BLUE+EARTH%2C+BROWN%2C+DODGE%2C+LINCOLN%2C+LYON%2C+NICOLLET%2C+OLMSTED%2C+REDWOOD%2C+STEELE%2C+WASECA%2C+AND+WINONA+COUNTIES%2C+MINNESOTA%2C+BEADLE%2C+BROOKINGS%2C+CUSTER%2C+FALL+RIVER%2C+HAAKON%2C+HAND%2C+HUGHES%2C+HYDE%2C+JACKSON%2C+KINGSBURY%2C+PENNINGTON%2C+AND+STANLEY+COUNTIES%2C+SOUTH+DAKOTA%2C+AND+CAMPBELL%2C+CONVERSE%2C+NIOBRARA%2C+AND+WESTON+COUNTIES%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 27, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WISCONSIN STATE TRUNK HIGHWAY 113 (PROJECT ID 5640-01-01), WISCONSIN RIVER CROSSING AT MERRIMAC, COLUMBIA AND SAUK COUNTIES, WISCONSIN. AN - 16340593; 8188 AB - PURPOSE: The construction of a bridge or the improvement of existing ferry services to carry Wisconsin State Trunk Highway 113 (WI 113) across the Wisconsin River separating Columbia and Sauk counties at Merrimac, located in south-central Wisconsin, is proposed. A ferry has operated in the Merrimac vicinity since 1848. Since, 1963, a 12-car ferry has operated as the link across the river for WI 113, which is a collector highway. Due to increasing mechanical and structural problems, the ferry must be replaced between the years 2000 and 2002. Local concerns have been expressed with respect to lack of service in the winter when the ferry does not operate and low levels of service in the summer when tourist traffic creates long waiting times. More recently, the public has expressed concerns regarding preserving the last free ferry in Wisconsin and the recreational experience the ferry offers. In addition, concerns about preserving the Baraboo Hills, a unique ecosystem, have also been expressed due to the belief that secondary impacts of a bridge would put greater development pressures on the area. A No-Build Alternative (Alternative F-1), which would involve replacing the existing 12-vehicle ferry with another 12-vehicle ferry, two ferry alternatives involving replacing the existing ferry with either a seasonal 24-vehicle ferry (Alternative F-2) or year-round 24-vehicle ferry (Alternative F-6), two bridge alternatives (Alternative B-1d and Alternative B-2d) are considered in this final EIS. The preferred alternative would involve replacing the existing ferry with a 15-vehicle ferry and providing seasonal service from approximately April through December. The new ferry would be capable of conveying commercial and farm traffic vehicles weighing up to 16 tons. It would be able to convey emergency equipment if necessary. Improvements to the north shore queuing area would also be included. The estimated construction cost of the preferred alternative is $1.75 million. The estimated annual operation and maintenance costs are $325,000. The present value cost of the facility is $6.5 million. POSITIVE IMPACTS: Any action alternative would improve traffic capacity for the STH 113 crossing of the Wisconsin River at Merrimac. Bridge crossings would provide the greatest capacity enhancement, while ferry crossings would involve the most moderate environmental impacts. NEGATIVE IMPACTS: The preferred alternative would require the acquisition of 4.5 acres of new rights-of-way and the displacement of one residential and four commercial units. Alternative B-1d and Alternative B-2b would require the acquisition of 2.1 acres and 7.1 acres of new rights-of-way, respectively, and the displacement of four residences (Alternative B-1d) or two businesses (Alternative B-2b). The bridge construction activities could encounter underwater archaeological sites, and the structure could adversely affect historic views and a Wisconsin Department of Transportation wayside park. The bridge structures could displace 0.09 acres of wetland. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0280D, Volume 23, Number 3. JF - EPA number: 000335, 364 pages and maps, September 25, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-99-01-F KW - Archaeological Sites KW - Bridges KW - Ferries KW - Health Hazard Analyses KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Wetlands KW - Wildlife Surveys KW - Wisconsin KW - Wisconsin River KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, 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/16340593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-09-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+TRUNK+HIGHWAY+113+%28PROJECT+ID+5640-01-01%29%2C+WISCONSIN+RIVER+CROSSING+AT+MERRIMAC%2C+COLUMBIA+AND+SAUK+COUNTIES%2C+WISCONSIN.&rft.title=WISCONSIN+STATE+TRUNK+HIGHWAY+113+%28PROJECT+ID+5640-01-01%29%2C+WISCONSIN+RIVER+CROSSING+AT+MERRIMAC%2C+COLUMBIA+AND+SAUK+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 25, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SPOKANE CORRIDOR (FORMERLY KNOWN AS THE NORTH SPOKANE FREEWAY), SPOKANE COUNTY, WASHINGTON (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1997). AN - 16342115; 8183 AB - PURPOSE: The construction of a four- to eight-lane, fully-controlled-access highway between Interstate Highway 90 (I-90) on the southern terminus at mile post 283.44 and US Route 395 at Wandermere on the northern terminus, located in the northeast quadrant of Spokane County and the city of Spokane in eastern Washington, is proposed. The project would address transportation safety and mobility needs through the city of Spokane and Spokane County between I-90, located in northeastern Washington, and Canada. The approximately 10-mile-long North Spokane Freeway (NSF) would include up to seven interchanges. Three alternatives, including a No Action Alternative, were considered in the final EIS of 1997. The preferred alternative (the Market/Greene Alternative), as documented in the final EIS, would begin with a interchange connection with I-90 near Thor/Freya Street. The freeway would then extend north along the same line as Greene Street. After crossing the Spokane River, it would continue north past Wellesley Avenue and Francis Avenue, to Lincoln Road. The roadway would follow the vacant Burlington Northern Railroad property just east of Hillyard. Two optional alignments were developed to bypass the Kaiser Aluminum and Chemical Company and Bonneville Power Administration facilities. The preferred option would comprise the four-mile northern connection. The preferred alternative would also involve the implementation of mass transit and transportation system management improvements. The estimated full build-out completion date is 2021. This final supplemental EIS, which documents changes to the proposed action since the issuance of the final EIS, covers portions of the corridor between the Spokane River and US 395 at Wandermere. The estimated project construction costs for the segment under consideration in this supplemental EIS are $1.09 billion. POSITIVE IMPACTS: Under the preferred alternative, a transportation facility that would accommodate high-volume traffic movements, including high-capacity transportation systems between I-90 and areas north would be provided. The project would help reduce the congestion and related operational problems on city streets and county roads such as Division Street and Market Street, and remove regional trips from local streets. This would reduce congestion in the overall transportation system projected for design year 2020, reduce travel times by improving system linkages between major northside arterial and state routes, meet the needs of the Washington State Growth Management Act and regional planning guidelines, support or facilitate the implementation of multimodal system uses, conform to the state implementation plan for carbon monoxide and particulate matter emissions, provide safe movement of people and freight by providing a limited-access facility that has fewer points of conflict than local signalized major arterials, improve energy efficiency in the movement of people and freight, and accommodate or improve intermodal transfers such as park-and-ride lots and rail and truck freight movement. NEGATIVE IMPACTS: Several areas along the build corridors and I-90 would experience noise levels exceeding Federal Highway Administration noise abatement criteria. Prime farmland and farmland of state importance would be diverted to highway use. The preferred alternative would require the relocation of several residences and businesses. According to a corridor level initial site assessment, potential hazardous waste sites would be encountered found along the build 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). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 95-0457D, Volume 19, Number 5, and 97-0213F, Volume 21, Number 3, respectively. JF - EPA number: 000330, 331 pages, September 20, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-95-4-DS KW - Energy Consumption KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Motor Vehicles KW - Noise KW - Particulates KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Canada 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/16342115?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-09-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SPOKANE+CORRIDOR+%28FORMERLY+KNOWN+AS+THE+NORTH+SPOKANE+FREEWAY%29%2C+SPOKANE+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1997%29.&rft.title=NORTH+SPOKANE+CORRIDOR+%28FORMERLY+KNOWN+AS+THE+NORTH+SPOKANE+FREEWAY%29%2C+SPOKANE+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1997%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: September 20, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREAT LAKES ICEBREAKING; ILLINOIS, INDIANA, MICHIGAN, MINNESOTA, NEW YORK, OHIO, PENNSYLVANIA, AND WISCONSIN. AN - 36395738; 8176 AB - PURPOSE: The continuation of existing icebreaking operations in the Great Lakes by the Coast Guard is proposed. These operations are conducted in order to facilitate shipping, flood control, search and rescue operations, and research and development. Icebreaking for shipping involves the establishment and maintenance of tracks in critical waterways and, secondarily, direct assistance as needed to prevent hazardous conditions and to extricate vessels in danger. Any flood control efforts by the Coast Guard are made after consultation with the Army Corps of Engineers. The Coast Guard employs nine vessels in its icebreaking operations on the Great Lakes, connecting waters, and harbor and river mouths. These diesel-fueled vessels have crew sizes of 15 to 75 persons and self-contained sanitary waste systems. Three alternatives, including a No Action Alternative, are considered in this final EIS; because it does not further the Coast Guard mission and legal requirements for icebreaking, the Reduced Operations Alternative is not feasible. Under the preferred alternative (the proposed action, the No Action Alternative), the Coast Guard would continue existing operations. The connecting water between Lake Michigan and Lake Huron (Area 4) and between Lake Superior and Lake Huron (Area 5) would account for most icebreaking hours (approximately 70 percent). The connecting waters between Lake Huron and Lake Erie (Area 2) would account for most icebreaking hours in support of flood control. The Coast Guard would allocate its icebreaking hours much as it has in the past: 35 percent of its time would be dedicated to Lower Lake Superior and the St. Marys River, and another 35 percent would be dedicated to the upper reaches of Lake Michigan and Lake Huron. All of these areas freeze over to a depth of 17 inches. Traffic on the St. Marys River during winter depends on the status of the lock facility. When the locks are closed (January 16 through March 24), the Coast Guard typically makes a single transit per day between Sault Ste. Marie, Michigan, and Lake Huron. When the lock opens, the Coast Guard escorts an average of five commercial vessels during a typical March day. The upper reaches of Lake Michigan and Lake Huron are high priority areas because the area has heavy shipping traffic and contains inhabited islands for which ferry tracks must be maintained. The other seven operational areas would each be allocated one to five percent of the Coast Guard's icebreaking hours. POSITIVE IMPACTS: The maintenance of shipping lanes during the winter months is vital to the regional economy. Open shipping lanes provide economic benefits of $49 million a year at a cost of $11 million a year, resulting in a benefit-cost ratio of 4.6 to one. NEGATIVE IMPACTS: Icebreaking would increase turbulence, which, in turn, could stir up sediments and associated contaminants. In addition, the risk of oil and hazardous materials spills would be introduced during a period of time when there would normally be none. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 9521, 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 96-0528D, Volume 20, Number 5. JF - EPA number: 000323, Final EIS--75 pages, Public Comments--168 pages, Additional Studies--142 pages, September 12, 2000 PY - 2000 KW - Water KW - Flood Control KW - Harbors KW - Ice Environments KW - Islands KW - Navigation KW - Research KW - Rivers KW - Socioeconomic Assessments KW - Water Quality KW - Waterways KW - Illinois KW - Lake Erie KW - Lake Huron KW - Lake Michigan KW - Lake Ontario KW - Lake Superior KW - Michigan KW - Ohio KW - New York KW - Pennsylvania KW - St. Marys River KW - Wisconsin KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 9521, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36395738?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-09-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREAT+LAKES+ICEBREAKING%3B+ILLINOIS%2C+INDIANA%2C+MICHIGAN%2C+MINNESOTA%2C+NEW+YORK%2C+OHIO%2C+PENNSYLVANIA%2C+AND+WISCONSIN.&rft.title=GREAT+LAKES+ICEBREAKING%3B+ILLINOIS%2C+INDIANA%2C+MICHIGAN%2C+MINNESOTA%2C+NEW+YORK%2C+OHIO%2C+PENNSYLVANIA%2C+AND+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Cleveland, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 12, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIRPORT DEVELOPMENT PROGRAM, OAKLAND INTERNATIONAL AIRPORT, OAKLAND, ALAMEDA COUNTY, CALIFORNIA. AN - 36393134; 8175 AB - PURPOSE: The construction of new facilities at Oakland International Airport, located in western California, is proposed. The 2,445-acre airport is located in the southwestern portion of the city of Oakland. The southern portion of the airport contains commercial air passenger facilities, its principal runway, and air cargo facilities. The northern portion contains three runways, general aviation, aviation maintenance, and some additional air cargo facilities. Current facilities are not considered adequate to meet passenger or air cargo volume forecasts. Passenger enplanements and debarkations are expected to rise from 14.4 million in 2005 to 17.2 million in 2010; cargo volume is expected to increse from 1.6 million tons per year to 2.1 million tons per year during the same period. The airport currently has a single entry point, Airport Drive, which creates problems in terms of vehicle circulation during normal airport operating conditions and emergency vehicle access in the event of an emergency. A second access point would provide additional capacity as well as a detour route if the main airport entrance were closed. Two alternatives, including a No Action Alternative, were considered in the draft EIS of September 1996. This revised draft EIS also considers a No Action Alternative and the proposed action alternative. The proposed action would include an airport roadway project designed to address current roadway deficiencies. The roadway project would include the construction of a six-story parking garage; the realignment, widening, and double-decking of the Airport Drive terminal loop; and the relocation of existing parking and rental car facilities displaced by construction activities. Additional projects would include expanding both existing air passenger terminals by up to 750,000 gross square feet to include facilities to support 12 additional aircraft, consolidating existing ground vehicle equipment service facilities at a single site, relocating the jet fuel dispensing facility, expanding the existing United Airlines maintenance base, and expanding the existing air cargo facility. POSITIVE IMPACTS: The improvements would relieve existing and forecasted congestion at the airport, thereby reducing passenger and air cargo inconveniences and delays. NEGATIVE IMPACTS: Site grading and preparation would significantly alter the existing topography. Two residences and three businesses would be relocated. Aircraft noise would adversely affect residential areas of the cities of Alameda and San Leandro by the year 2010. Traffic congestion at selected intersections along Airport Drive would increase, and off-site parking opportunities would be negatively affected. Wetlands would be displaced and the project would increase stormwater runoff, affecting the area floodplain and peak flood flows. Airport operations would contribute to a cumulative increase in the emission of criteria air pollutants. The airport lies in an area characterized by seismic activity. 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.), 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 96-0418D, Volume 20, Number 5. JF - EPA number: 000322, Volume 1--456 pages and maps, Volume 2--353 pages, Volume 3--418 pages, September 11, 2000 PY - 2000 KW - Air Transportation KW - Air Quality KW - Air Quality Assessments KW - Aircraft Noise KW - Airports KW - Biologic Assessments KW - Cultural Resources Surveys KW - Energy Consumption Assessments KW - Flood Hazards KW - Floodplains KW - Noise Assessments KW - Noise Control KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Seismic Surveys KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Urban Development KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - California KW - Oakland International Airport, California KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393134?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRPORT+DEVELOPMENT+PROGRAM%2C+OAKLAND+INTERNATIONAL+AIRPORT%2C+OAKLAND%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AIRPORT+DEVELOPMENT+PROGRAM%2C+OAKLAND+INTERNATIONAL+AIRPORT%2C+OAKLAND%2C+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlingame, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 11, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DAVE LYLE BOULEVARD EXTENSION, LANCASTER AND YORK COUNTIES, SOUTH CAROLINA. AN - 16352838; 8159 AB - PURPOSE: The extension of Dave Lyle Boulevard, also known as South Carolina State Route 22 (SC 22) eastward from the city of Rock Hill to a point near US Route 521 (US 521), located in northern South Carolina, is proposed. The facility, which would follow a new alignment, would traverse the eastern section of York County and the northern section of Lancaster County. The project is part of the York County Metropolitan Road Corridor Project funded by the State Infrastructure Bank. The project would extend Dave Lyle Boulevard from SC 161 to SC 75 in the vicinity of the US 521/SC 75 intersection near the South Carolina/North Carolina border. The controlled-access highway facility would provide four lanes, separated by a 48-foot earthen median within a 200-foot right-of-way. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. Of the three build alternatives, the longest build alternative would extend 9.7 miles, while the other two build alternative each would extend 8.7 miles. Also under consideration are several interchanges which would allow traffic along the mainline of the David Lyle Boulevard to flow uninterrupted at a high level of service. Interchanges would likely be provided at SC 161, the Carroll Tract, SC 31 (Neely Store Road), the Catawba Indian Reservation, and US 521. The interchanges at the Catawba Reservation and the Carroll tract would be built after funding specifically for those interchanges was provided, either by the Catawba Indian Nation of through government entities. Four or five bridges, five to eight grade separation structures, and one railroad crossing structure would also be constructed. Depending on the build alternative selected, the estimated cost of the project is $82.5 million to $119.8 million. POSITIVE IMPACTS: The project would complete a group of roadway projects designed to improve transportation in York and northern Lancaster counties. Travel on local, regional, and state highway networks would be improved through the provision of a more efficient, safer route between Lancaster and York counties. The project would contribute to infrastructure developments designed to guide growth and help control urban sprawl in both counties. NEGATIVE IMPACTS: The rights-of-way requirements would include the acquisition of 326 to 381 acres of land, adversely affecting 58 to 71 property owners, displacing 14 to 26 residential units and one commercial unit, and adversely affecting community cohesion in some areas. The land requirements would also result in the loss of 73.7 to 86.4 acres of farmland and 8.1 to 10.8 acres of wetlands. Noise in excess of federal standards would adversely affect 53 to 64 receptors. The project would traverse an area in which one bald eagle nest has been identified. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 000306, 197 pages and maps, August 30, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-SC-EIS-2000-01-D KW - Birds KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Highways KW - Highway Structures KW - Motor Vehicles KW - Noise Standards Violations KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352838?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DAVE+LYLE+BOULEVARD+EXTENSION%2C+LANCASTER+AND+YORK+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=DAVE+LYLE+BOULEVARD+EXTENSION%2C+LANCASTER+AND+YORK+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRIMARY CORRIDOR TRANSPORTATION PROJECT, HONOLULU, HONOLULU COUNTY, HAWAII. AN - 16352511; 8164 AB - PURPOSE: The implementation of transportation improvements within the primary transportation corridor of the island of Oahu, located in Hawaii, is proposed. The primary transportation corridor extends from Kapolei in the Ewa District to the University of Hawaii at Manoa and Waikiki in the primary urban center. The project would address existing and future mobility constraints as the existing transportation infrastructure in this corridor is overburdened handling current levels of travel demand. Three alternatives, including a No Action/No-Build (Alternative 1), which would include over eight projects expected to be implemented in the next three years, as well as an expansion of bus service in developing areas to maintain existing levels of service, are considered in this draft EIS. Alternative 2, which is the transportation system management (TSM) alternative, would feature the reconfiguration of the present bus route network to a hub-and-spoke system as well as some highway elements. Alternative 3 would build on the hub-and-spoke bus system proposed under Alternative 2, adding regional and in-town bus rapid transit (BRT) systems. The regional BRT system would include a continuous H-1 BRT corridor from Kapolei to the downtown area with special ramps to transit centers, while the in-town BRT system would provide a high-capacity transit spine from Middle Street to the downtown area, a university branch from the downtown area to the University of Hawaii at Manoa, and a Kakaako/Waikiki branch that would extend from downtown to Waikiki via Kakaako. Two options for the technology of the in-town BRT system are being studied. Both would involve the use of low-floor, articulated electric buses. One would use touchable embedded plate technology, in which traction power would be provided to the vehicles through a power strip embedded in the roadway. The other option would use hybrid diesel/electric technology. Under either action alternative, noise barriers would be provided along sections of the Hawaii 1 Freeway in Waipahu. The estimated costs of implementation of Alternative 1, Alternative 2, and Alternative 3 are $316.9 million, $518.7 million, and $1.06 billion, respectively. The respective estimated annual operating and maintenance costs of Alternative 1, Alternative 2, and Alternative 3 are $125.1 million, $317.4 million, and $163.7 million. POSITIVE IMPACTS: Either action alternative would increase the carrying capacity of the transportation system in the primary transportation corridor by providing alternatives to the private automobile. The action alternatives would also support desired development patterns, improve transportation linkage between Kapolei and Honolulu's urban core and between communities in the primary urban center. Alternative 3 would best meet these objectives. Alternative 2 and Alternative 3, respectively, would create 947 and 3,080 person-years of new employment. The respective energy savings for Alternative 2 and Alternative 3 would be 8,600 barrels and 39,000 barrels of oil. The action alternatives would improve regional air quality by eight percent. NEGATIVE IMPACTS: Some businesses could be displaced in order to develop new transit centers and expanded maintenance facilities under Alternative 2 and Alternative 3. Under Alternative 3, the design of transit stops at Iwilei, Chinatown, Iolani Palace, and the University of Hawaii at Manoa would adversely affect the historical environments of these areas. The extensive bus network under Alternative 2 would adversely affect bicycle travel due to the inclusion of semi-exclusive lanes in the downtown area. LEGAL MANDATES: General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000311, 575 pages, Map Supplement, August 30, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Electric Generators KW - Employment KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Hawaii KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352511?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+HONOLULU%2C+HONOLULU+COUNTY%2C+HAWAII.&rft.title=PRIMARY+CORRIDOR+TRANSPORTATION+PROJECT%2C+HONOLULU%2C+HONOLULU+COUNTY%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 - Draft. Preparation date: August 30, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LANCASTER BYPASS, US ROUTE 33; BERNE, GREENFIELD, HOCKING, AND PLEASANT TOWNSHIPS, FAIRFIELD COUNTY, OHIO. AN - 16341323; 8151 AB - PURPOSE: The construction of a four-lane, divided, limited-access freeway for the US Route 33 (US 33) corridor around the city of Lancaster, located in south-central Ohio, is proposed. The facility, to be known as the Lancaster Bypass, would traverse the townships of Greenfield, Hocking, Berne, and Pleasant and bypass Lancaster to the south. The portion of US 33 that bisects Lancaster has developed such that it has become a bottleneck for through traffic using this important corridor. Five mainline alternatives, including a No Action Alternative, were considered in the draft EIS. Interchange alternatives were also considered. The preferred mainline alternative (Alternative 4) would utilize a dedicated western alignment at Carroll-Southern and a dedicated southern alignment at Ohio State Route 793. This abbreviated EIS briefly summarizes the project, indicates changes to the text since the draft EIS, and provides information on public involvement and agency coordination. POSITIVE IMPACTS: The project would maintain the ability of US 33 to carry through traffic, reduce congestion on local streets and highways that intersect US 33 within Lancaster, serve as a contributing element to the access management efforts of Fairfield County, and assist local economic development. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 679 acres of land, including 414 acres of agricultural land, 198 acres of undeveloped land and associated wildlife habitat, and 67 acres of urban land. The project would also result in the displacement of 49 single-family residences, three farmsteads, one modern log cabin, and one privately-owned campground. It would also result in the loss of 14.4 to 16.1 acres of wetland. The facility would traverse six floodplains and require the crossing of 10 perennial streams. Preliminary surveys have indicated that as many as 18 hazardous waste sites could be encountered during construction. In addition, eight sites of national historic significance could be adversely affected by the project. Potentially suitable habitat for the federally-protected Indiana bat could be adversely affected. A total of 103 receptors would experience noise levels approaching or exceeding federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0109D, Volume 24, Number 1. JF - EPA number: 000298, 141 pages and maps, August 25, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-99-02-F KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - Wildlife Habitat 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/16341323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LANCASTER+BYPASS%2C+US+ROUTE+33%3B+BERNE%2C+GREENFIELD%2C+HOCKING%2C+AND+PLEASANT+TOWNSHIPS%2C+FAIRFIELD+COUNTY%2C+OHIO.&rft.title=LANCASTER+BYPASS%2C+US+ROUTE+33%3B+BERNE%2C+GREENFIELD%2C+HOCKING%2C+AND+PLEASANT+TOWNSHIPS%2C+FAIRFIELD+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 25, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JANESVILLE TO WATERTOWN, WISCONSIN STATE TRUNK HIGHWAY 26; DODGE, JEFFERSON, AND ROCK COUNTIES, WISCONSIN. AN - 16352692; 8144 AB - PURPOSE: The improvement of 48 miles of Wisconsin State Trunk Highway 26 (WI 26) from the north side of Janesville to north of Watertown, located in south-central Wisconsin, is proposed. A primary arterial, WI 26 accommodates the commodity transport of goods and services as a federal and/or state truck route and provides communities along the corridor with access to local and regional services. Traffic volumes along the study corridor are high and capacity and level of service will decrease in the future. Accident rates along a number of segments are higher than average for this class of road. The project would begin on the north side of Janesville at Interstate Highway 90 (I-90) and extend north to a point approximately nine miles north of Watertown at WI 60-East. Within the project limits, WI 26 passes through Milton, Jefferson, Johnson Creek, and Watertown and bypasses Fort Atkinson. In rural areas, WI 26 passes through Harmony, Milton, Koshkonong, Jefferson, Aztalan, Farmington, Emmet, and Clyman. Along with a No-Build Alternative, two alternatives for the south Segment, four alternative and two option for the Central Segment, and two alternative for the North Segment are considered in this draft EIS. Each of the action alternatives would upgrade the existing two-lane facility to a four-lane divided rural highway. The general concept would involve utilizing the existing highway corridor to the extent practical, with bypasses of communities where necessary to maintain a constant highway speed and to avoid excessive relations and impacts to historic sites. Freeway access control standards would be implemented along the bypass portions of the route. Expressway standards, permitting at-grade intersections and private entrances at controlled spacing, would be applied along rural segments located along the existing alignment. Construction would commence no sooner than 2008, though rights-of-way acquisition would begin earlier. Sections of WI 26 would likely be staged for improvement over a period of time as funds become available. Depending on the series of action alternatives selected, the estimated cost of the project is $179 million to $188 million. POSITIVE IMPACTS: The project would provide a facility consistent with state planning efforts and the intended high function as a primary arterial, provide additional capacity and an adequate level of service for current and projected traffic volumes, reduce congestion and travel time along STH 26, and improve the safety of the highway by reducing traffic conflicts. NEGATIVE IMPACTS: Depending on the series of action alternatives selected, the rights-of-way requirements would displace 1,321 to 1,658 acres, resulting in the loss of 43 to 85 acres of wetlands, 11 to 30 acres of upland forest, and 1,096 to 1,521 acres of farmland, as well as 35 to 84 residential units and nine to 14 commercial units. The project would traverse up to four streams. As many as three historic sites and 19 archaeologic sites could be adversely affected. Traffic-generated noise levels would exceed federal standards at 55 to 97 receptors, but even the highest figure would represent a significantly improvement over the No-Build Alternative. Construction activities could encounter three hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000290, 589 pages and maps, August 17, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-00-01-D KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety 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/16352692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JANESVILLE+TO+WATERTOWN%2C+WISCONSIN+STATE+TRUNK+HIGHWAY+26%3B+DODGE%2C+JEFFERSON%2C+AND+ROCK+COUNTIES%2C+WISCONSIN.&rft.title=JANESVILLE+TO+WATERTOWN%2C+WISCONSIN+STATE+TRUNK+HIGHWAY+26%3B+DODGE%2C+JEFFERSON%2C+AND+ROCK+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 17, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MODIFICATIONS TO (KALAELOA) BARBERS POINT HARBOR, OAHU, HONOLULU COUNTY, HAWAII (DRAFT SUPPLEMENT TO FOUR ENVIRONMENTAL IMPACT STATEMENTS OF 1976, 1977, 1978, AND 1995). AN - 16342313; 8139 AB - PURPOSE: The modification Kalaeloa Barbers Point Harbor located in the Ewa region of Oahu, Hawaii is proposed. The harbor is located on Oahu's Waianae Coast, two miles north-northwest of the Kalaeloa Barbers Point lighthouse and 15 miles west of Honolulu Harbor. In terms of tonnage, the harbor is the second busiest in Hawaii, being situated adjacent to the developing Kenai and Campbell industrial parks, coral mining and stockpiling operations, and the Ko Olina Resort and marina. It is well-positioned to serve the growing Kapolei area and already serves not only Oahu markets but functions as a transshipment port for cement and other bulk commodities to neighboring islands. The state's other major harbor at Honolulu is severely limited in terms of space for expansion to accommodate the growing need for port capacity. The project would involve deepening the entrance channel to a maximum depth of 48 feet, deepening the harbor basin to a maximum depth of 45 feet, and constructing a jetty on the north side of the entrance channel extending 450 feet from the shoreline. Four alternatives, including a No-Build Alternative, are considered in this draft supplemental EIS. Alternatives include alternative harbor sites, including Pearl Harbor and Kaneohe Bay, alternative construction methods, and alternative uses of the dredged material. Alternative construction methods considered include hydraulic dredging, mechanical excavation, and mechanical excavation with blasting. Dredged material uses considered include stockpiling and selling of the material, use of the material as fill for projects proposed at Honolulu International Airport, ocean disposal, and use of the material for beach nourishment. The stockpiling and sale of the material would be the most appropriate choice; the final selection of stockpile sites has not yet been made. The project would be implemented over two years between 2001 and 2004. The estimated cost of the project is $25 million. POSITIVE IMPACTS: The project would improve navigational efficiency and enhance the economic efficiency of the harbor. Deepening the harbor would allow increased tonnage of cargo to be handled, responding to dramatic increases in vessel size to take advantage of economies of scale in recent years. Fully-loaded vessels would be able to transport the present annual coal requirement of 720,000 tons with two fewer port calls per year. The estimated transportation cost savings of using fully-loaded vessels would be $2.1 million per year. The jetty would help reduce cross currents within the entrance channel, easing movement through the channel, thereby improving navigation safety. Construction expenditures of $50 million would boost the local economy, and the dredged material would have a commercial value of $5.48 million. NEGATIVE IMPACTS: A diked containment area that would be required to allow for settlement of the hydraulic slurry prior to stockpiling would displace 72 acres. Approximately 45 acres would be required for stockpiling, and stockpiles would degrade visual aesthetics. The placement of the jetty could adversely affect nesting habitat for green sea turtles and hawksbill turtles, and the blasting could injure or kill individual turtles. The blasting would result in vibratory impacts and noise. Construction activities would also temporarily disrupt access to the harbor for users, including recreational users, and create turbidity and could adversely affect spinner dolphins. Some sea conditions would continue to preclude use of the harbor, requiring the postponement of delivery of cargo. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 000285, 302 pages, August 14, 2000 PY - 2000 KW - Water KW - Channels KW - Breakwaters KW - Disposal KW - Dredging KW - Endangered Species (Animals) KW - Fish KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Recreation Resources KW - Section 404(b) Statements KW - Waterways KW - Hawaii KW - Federal Water Pollution Control Act of 1972, NPDES 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/16342313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MODIFICATIONS+TO+%28KALAELOA%29+BARBERS+POINT+HARBOR%2C+OAHU%2C+HONOLULU+COUNTY%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+FOUR+ENVIRONMENTAL+IMPACT+STATEMENTS+OF+1976%2C+1977%2C+1978%2C+AND+1995%29.&rft.title=MODIFICATIONS+TO+%28KALAELOA%29+BARBERS+POINT+HARBOR%2C+OAHU%2C+HONOLULU+COUNTY%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+FOUR+ENVIRONMENTAL+IMPACT+STATEMENTS+OF+1976%2C+1977%2C+1978%2C+AND+1995%29.&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; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 14, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 50 EAST-CENTRAL CORRIDOR STUDY CORRIDOR (PROJECT J5P0692); FRANKLIN, GASCONADE, AND OSAGE COUNTIES, MISSOURI. AN - 16353164; 8134 AB - PURPOSE: The improvement of 70 miles of US Route 50 (US 50) between the US 50/US 63 interchange, 15 miles east of Jefferson City, and the junction of US 50 and Interstate Highway 44 (I-44), five miles east of Union, located in east-central Missouri, is proposed. Communities within the story area are Loose Creek, Linn, Mount Sterling, Drake, Rosebud, Gerald, Leslie, Beaufort, and Union. The existing facility is characterized by sharp curves, lack of sufficient shoulders, excessive traffic volumes, and high accident rates. The project would involve the relocation and/or widening of the roadway. Six action alternatives for Osage County, two action alternatives for Gasconade County, and three action alternatives for Franklin County are considered in this draft EIS. The project would provide for a four-lane divided roadway between the US 50/US 63 interchange and Missouri State Highway CC (MO CC) in Osage County and between US 28 in Gasconade County and the I-44/US 50 interchange in Franklin County. Some sections would be relocated to new rights-of-way. Projected traffic volumes for the year 2025 from MO CC in Osage County to US 28 in Gasconade County do not warrant construction of a four-lane facility. Nevertheless, to maintain system continuity, an improved two-lane roadway would be constructed, providing some road on new alignment and preserving those portions of the roadway which have recently been improved to meet current standards, in this mid-corridor section. In addition, sufficient rights-of-way would be acquired to allow for construction of a four-lane divided highway in the future should traffic levels increase such that additional lanes are required. Alternatives considered represent alignment variations. Except in the Union area, the facility would be constructed as an expressway with limited access. Around Union the facility would be constructed to freeway standards. The preferred alternatives are Alternative Osage4 for Osage County, Alternative Gasconade1 for Gasconade County, and Alternative Franklin2 for Franklin County. The estimated project costs are $291 million to $317 million, the estimated cost of the preferred alignment alternative is $314.4 million, and the estimated annual maintenance costs are $751,000. POSITIVE IMPACTS: Any action alternative would improve operational efficiency and safety on US 50 for through and local traffic, provide an expandable transportation system with additional capacity to accommodate anticipated future traffic volumes, and enhance transportation services relevant to existing and planned development in the study area and in the east-central Missouri region in general. NEGATIVE IMPACTS: The rights-of-way requirements for the preferred alternative would be 3,210 to 3,472 acres within largely rural, wooded, and agricultural lands. However, in the populated area of Franklin County in the vicinity of Union, the project would have significant adverse impacts on residential and commercial uses. Commercial and residential displacements would range from 84 to 154 units and two to nine units, respectively. The project would also result in the loss of 146 to 217 acres of farmland, affecting 188 to 213 farms, as well as 4.4 to 11.1 acres of wetland. One alignment would adversely affect Clearview Park, and the corridor contains nine individual properties that may be eligible for listing in the National Register of Historic Places and ten additional properties that lie within area that may be eligible for listing in the Register as an historic district. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000280, 598 pages and maps, August 8, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-00-02-D KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Missouri KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+50+EAST-CENTRAL+CORRIDOR+STUDY+CORRIDOR+%28PROJECT+J5P0692%29%3B+FRANKLIN%2C+GASCONADE%2C+AND+OSAGE+COUNTIES%2C+MISSOURI.&rft.title=US+ROUTE+50+EAST-CENTRAL+CORRIDOR+STUDY+CORRIDOR+%28PROJECT+J5P0692%29%3B+FRANKLIN%2C+GASCONADE%2C+AND+OSAGE+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: August 8, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MID-HARLEM LINE THIRD TRACK PROJECT, WESTCHESTER COUNTY, NEW YORK. AN - 36413548; 8130 AB - PURPOSE: The improvement of the third mainline commuter rail track within the Metro-North Commuter Railroad Company's (Metro-North) system between Mount Vernon West and Crestwood stations, located in Westchester County in southeastern New York, is proposed. Metro-North is an operating subsidiary of the Metropolitan Transportation Authority. Issues include potential noise and vibration resulting from the addition of a third track in the project area, the potential effect of the project on historic and archaeological resources in the vicinity of the project area, the visual effects of a new structure behind the backyards of the Parkway Road residences, and Harlem Line capacity and project need, the protection of parkland during construction, the maintenance and protection of traffic and emergency services during construction, and increased potential for flooding. Thirteen alternatives, including a No Action Alternative, were considered prior to selection of the preferred alternative. Action alternatives include a transportation system management alternative, which would use bus service to meet Metro-North goals; four third track build alternatives; two alternatives involving modification of signaling technology; and five operational alternatives designed to modify operating patterns on the Harlem Line to improve service. Three build alternatives and a No Action Alternative were carried forward for detailed analysis in this final EIS. The preferred alternative would upgrade the existing third track between Mount Vernon West and Fleetwood stations for a distance of approximately one mile, construct a parallel third track on existing Metro-North-owned rights-of-way on the west side of the current main line between Fleetwood and Bronxville stations for a distance of approximately one mile, construct a third track to the west of the existing mainline tracks north of Midland Avenue on a new structure over the Bronx River and parallel to the west side of the existing historic Stone Arch Bridge, construct a third track on existing rights-of-way between the existing tracks for a distance of 1.2 miles between Bronxville Station and interlocking Control Point 116 (CP 116) just south of Crestwood Station, upgrade the existing middle track between interlockings CP 116 and CP 117 at Crestwood Station for a distance of approximately 0.3 mile, and remove unused foundations and structures within the right-of-way, including 30 power transmission towers, five signal bridges, and an abandoned brick building, and modify the existing substations at Mount Vernon West, Fleetwood, Bronxville, and Tuckahoe. POSITIVE IMPACTS: The third rail upgrade would increase capacity to meet projected demand and tap new markets, maintain and improve service levels to existing markets, improve train service reliability and scheduling flexibility, support local and regional economic development, and improve air quality. It would alleviate the capacity constraint on the Harlem Line and enable Metro-North to accommodate expected growth in passenger demand on the Harlem Line in three key commutation markets, namely, to the Grand Central Terminal, to/from stations within the Harlem Line service area to the north of Grand Central station Terminal/125th Street, and from New York City to jobs in the Harlem Line service area including White Plains, New York. NEGATIVE IMPACTS: The operation of the line would increase noise levels, but only marginally, along the rail corridor, which is already considered very noisy due to the density of current operations. At tow sites, Parkway Road and Kensington Road/Oak Avenue, noise level increases due to the project would violate federal standards. Noise barriers would be constructed to mitigate these impacts. Vibration due to rail operations, which are already high and likely to cause annoyance, would increase somewhat, again violating federal standards along Parkway Road. Vibration conditions could be mitigated through installation of resilient rail fasteners or ballast mats. Construction activities would require temporarily use of an underutilized portion of the Bronx River Park. A wall that would replace a bermed trackbed would adversely affect views from Parkway Road, and a retaining wall would adversely affect the visual appearance of the Midland Gardens Apartment Complex and Bronxville Station. Additional vehicular traffic generated by the third rail upgrade would adversely affect service at three intersections, to in Chappaqua and one in Golden's Bridge. The construction of a third span on the west side of the Stone Arch Bridge over the Bronx River would adversely affect the visual resources of this historic site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0288D, Volume 23, Number 3. JF - EPA number: 000276, Volume 1--497 pages, Volume 2--411 pages, August 4, 2000 PY - 2000 KW - Roads and Railroads KW - Bridges KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - New York KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-08-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-HARLEM+LINE+THIRD+TRACK+PROJECT%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.title=MID-HARLEM+LINE+THIRD+TRACK+PROJECT%2C+WESTCHESTER+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 4, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Evaluation of a moisture probe for monitoring soil suction in residual soils AN - 51175992; 2003-003784 AB - The study of matrix and total suction versus depth is important in the analysis and design of slabs on grade such as light structure building slabs and highway pavements. This paper quantifies the seasonal moisture profiles with depth in two typical expansive Oklahoma clays. These soils can be characterized as being medium to highly plastic, blocky structured, with a medium stiff consistency, shallow in depth and residual. Following a detailed field investigation and laboratory soil analysis, the project involves some variation in typical access tube installation techniques and moisture monitoring with a capacitance probe. Adjustments to the access tube installation appear to work well. The paper presents characteristic curve equations for different soil horizons which are used along with the monitored moisture profiles to produce suction versus depth changes with time in the field. To date, some change in suction within the active zone has been recorded. JF - Geotechnical Special Publication AU - Nevels, James B, Jr A2 - Shackelford, Charles D. A2 - Houston, Sandra L. A2 - Chang, Nien-Yin Y1 - 2000/08// PY - 2000 DA - August 2000 SP - 13 EP - 31 PB - American Society of Civil Engineers, New York, NY VL - 99 SN - 0895-0563, 0895-0563 KW - soils KW - soil mechanics KW - monitoring KW - moisture KW - matrix KW - unsaturated zone KW - calibration KW - depth KW - laboratory studies KW - clays KW - residual soils KW - suction KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51175992?accountid=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=Evaluation+of+a+moisture+probe+for+monitoring+soil+suction+in+residual+soils&rft.au=Nevels%2C+James+B%2C+Jr&rft.aulast=Nevels&rft.aufirst=James&rft.date=2000-08-01&rft.volume=99&rft.issue=&rft.spage=13&rft.isbn=&rft.btitle=&rft.title=Geotechnical+Special+Publication&rft.issn=08950563&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geo-Denver 2000 N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 14 N1 - PubXState - NY N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - calibration; clays; depth; laboratory studies; matrix; moisture; monitoring; residual soils; soil mechanics; soils; suction; unsaturated zone ER - TY - JOUR T1 - Heat Release Kinetics AN - 17696346; 4775442 AB - The role of solid-state thermal degradation kinetics in steady-flaming combustion is examined. Expressions for the burning surface temperature, pyrolysis zone depth and fractional mass loss rate are derived from heat transport limited, nonisothermal pyrolysis kinetics. The predicted magnitude of these fire response parameters and their variation with incident heat flux are in qualitative agreement with experimental data from the literature. A material flammability parameter emerges from the analysis that has the units (J/g-K) and significance of a heat release capacity. JF - Fire and Materials AU - Lyon, R E AD - Fire Safety Section AAR-422, Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City International Airport, NJ 08405, USA Y1 - 2000/08// PY - 2000 DA - Aug 2000 SP - 179 EP - 186 VL - 24 IS - 4 SN - 0308-0501, 0308-0501 KW - heat transfer KW - Health & Safety Science Abstracts KW - Fires KW - Materials testing KW - Flammability KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17696346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+and+Materials&rft.atitle=Heat+Release+Kinetics&rft.au=Lyon%2C+R+E&rft.aulast=Lyon&rft.aufirst=R&rft.date=2000-08-01&rft.volume=24&rft.issue=4&rft.spage=179&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Fires; Materials testing; Flammability ER - TY - RPRT T1 - TEXAS STATE HIGHWAY 45 FROM ANDERSON MILL ROAD TO FARM-TO-MARKET ROAD 685, TRAVIS AND WILLIAMSON COUNTIES, TEXAS. AN - 16344773; 8117 AB - PURPOSE: The construction of Texas State Highway 45 (TX 45), an approximately 15-mile, controlled-access, east-west facility through the rapidly urbanizing north Austin area, located in central Texas, is proposed. For more than 10 years, planning has been underway for development of an east-west freeway through the rapidly growing portions of Round Rock, Pflugerville, and northwest Austin. Currently, the majority of travel in this area occurs along Ranch-to-Market Road 620 (RM 620), with several two-lane city and county roads providing alternative routes. The project would extend from Anderson Mill Road, just west of US 183 in Williamson County, to Farm-to-Market Road 685 (FM 685) east of Interstate Highway 35 (I-35) in Travis County. The facility would extend 14.4 to 15.4 miles, depending on the alternative selected. The project would provide a four- to six-lane divided roadway with frontage roads, freeway sections, overpasses at major thoroughfares, and director connector ramps. The corridor would also include rights-of-way for future uses, such as high-occupancy-vehicle (HOV) lanes or other alternative modes of transportation. Alternatives considered in this final EIS include a No Action Alternative; one route alternative generally following existing rights-of-way at the western end of the study area; four route alternatives along new location in the central segment between FM 734 (Parmer Lane) and I-35; and three route alternatives on existing and new location in the eastern segment between I-35 and FM 685. The preferred alternative would be a combination of Segment Alternatives W-II, C-V, and E-II. It would lie within a 400-foot right-of-way. Ultimate build-out would provide for six standard main lanes with a design speed of 70 miles per hour, three-lane one-way frontage roads, bicycle/pedestrian facilities, and two concurrent flow HOV lanes. The facility could be operated as a toll road, initially reducing the number of lanes as compared to the ultimate highway. POSITIVE IMPACTS: TX 45 would alleviate traffic congestion on existing roadways in the urbanized portions of Travis and Williamson counties; provide an east-west artery linking Austin and the communities of Cedar Park, Leander, Round Rock, and Pflugerville; and increse mobility and access consistent with the transportation plan for the region. Traffic flow and safety of north-south traffic would be improved by linking US 183 with I-35 with an east-west route. The facility would support economic development opportunities already existing in the area. In the short-term, the project would generate 23,300 to 24,200 person-years of employment, $377.5 million to $391.6 million in total income, and $1.6 billion to $1.66 billion in secondary economic benefits. NEGATIVE IMPACTS: Depending on the alternative considered, the project would displace 696 to 699 acres of land, including the loss of 206 to 218 acres of prime farmland, seven or eight residences, two churches, and 40 to 41 commercial establishments. Two structures which could be eligible for listing on the National Register of Historic Places could be adversely affected. Traffic-generated noise would adversely affect 309 to 310 receptors. The project would traverse the Edwards Aquifer recharge zone. Several floodplains would be crossed, adversely affecting 39.5 to 50.9 acres and displacing associated wetlands. Construction activities would encounter a number of hazardous material or waste sites, particularly along RM 620 between Anderson Mill Road and US 183. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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 00-0089D, Volume 24, Number 1. JF - EPA number: 000263, 389 pages and maps, July 27, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-02-F KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Geologic Surveys KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation Surveys KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344773?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TEXAS+STATE+HIGHWAY+45+FROM+ANDERSON+MILL+ROAD+TO+FARM-TO-MARKET+ROAD+685%2C+TRAVIS+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=TEXAS+STATE+HIGHWAY+45+FROM+ANDERSON+MILL+ROAD+TO+FARM-TO-MARKET+ROAD+685%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: July 27, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AUGUSTA RIVER CROSSING STUDY (PIN 556.11, STP-0556(11)), KENNEBEC COUNTY, MAINE. AN - 36394502; 8114 AB - PURPOSE: The construction of third bridge across the Kennebec River, located in the city of Augusta in southwestern Maine, is proposed. The city serves as a regional transportation hub, with nine major highways intersecting in the heart of the city and the Maine Turnpike/Interstate Highway 95 (I-95) circumventing its western edge. The city is bisected by the Kennebec River. Two existing bridges, the Father Curran Bridge and the Memorial Bridge, like the east and west sides of town. These highways and bridges accommodate local traffic, regional commuters, tourists, and commercial truck traffic in every increasing numbers. The annual average daily traffic crossing the Kennebec River increased from 36,000 vehicles in 1975 to 50,000 vehicles in 1995. A similar rate of growth is expected over the next 20 to 30 years. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Five corridor alternatives (Alternatives A through E) are under consideration, but only Alternative A, which incorporates two options, and Alternative B are considered in detail. Alternative A, Option 1, would involve the construction of a 3.58-mile limited-access highway, a bridge north of Augusta, and an interchange with I-95 just north of the Old Belgrade Road overpass. The highway would provide four travel lanes west of US Route 201 (US 201) and two lanes from US 201 to the terminus at US 202/Maine State Route 3 (ME 3) near the Cony/Churchill Road intersection. The only access to the highway would be at I-95 and ME 104, US 201, and US 202/ME 3. The current ME 3 state highway designation that begins at the US 202/US 201 intersection would be recommended to be relocated to this new corridor alternative and extend to the new I-95 interchange. Alternative A, Option 2, would extend 3.45 miles and follow an alignment not unlike that for Option 1 on the west side of the river. The Option 2 alignment would turn in a slightly more southerly direction while crossing the river and skirting the southwestern edge of the Tree Free sludge water site rather than the northern edge. The Option 2 alignment would terminate at the same location as Option 1 and provide the same lane configuration and conditions for access control. This corridor would be recommended as the new ME 3. The preferred alternative (Alternative B) would begin at the same location on I-95 as the Alternative A options, but would intersect ME 104 at a more southerly location. Alternative B would cross the Kennebec River at a point just south of Savage Park, intersect US 201, and terminate at US 202/ME 3 in the vicinity of Fort Western Tire. The lane configuration and conditions for access control would be the same as those under the Alternative A options. The estimated costs of Alternatives A, Options 1 and 2, and Alternative B are $33.9 million, $31.5 million, and $29.3 million, respectively. POSITIVE IMPACTS: By increasing overall capacity of facilities crossing the Kennebec River, the project would reduce congestion on the crossings, improve safety, ease emergency access, and promote neighborhood integrity and economic development. NEGATIVE IMPACTS: Depending on the alternative selected, the rights-of-way requirements would result in the displacement of five to 10 residences and possibly one business, and the loss of 7.2 to 11 acres of wetland. The highway would traverse 1.5 to 3.8 acres of significant sand and gravel aquifers, five to 10 perennial streams, one or two archaeological sites, possibly one historic site and one public water well, three hazardous materials sites. From 772,000 to 910,000 square feet of impervious surface would be created. The project could adversely affect one federally-listed protected species and three state-listed species. Noise levels would exceed federal standards within four or five noise service areas. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Land and Conservation Fund Act of 1965, as amended (U.S.C. 4601 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0133D, Volume 24, Number 1. JF - EPA number: 000260, 147 pages and maps, July 24, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-99-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Gravel KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Wells KW - Wetlands KW - Kennebec River KW - Maine KW - Land and Water Conservation Fund Act of 1965, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394502?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AUGUSTA+RIVER+CROSSING+STUDY+%28PIN+556.11%2C+STP-0556%2811%29%29%2C+KENNEBEC+COUNTY%2C+MAINE.&rft.title=AUGUSTA+RIVER+CROSSING+STUDY+%28PIN+556.11%2C+STP-0556%2811%29%29%2C+KENNEBEC+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 24, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEADOWLANDS MILLS PROJECT, PROPOSED BY EMPIRE LIMITED, BERGEN COUNTY, NEW JERSEY. AN - 16337697; 8110 AB - PURPOSE: The issuance of permits to discharge approximately 2.5 million cubic yards of fill material into 206 acres of waters of the United States, including wetlands, to create dry land to facilitate the construction of a mixed-use commercial development project, located in northeastern New Jersey, is proposed. The project site is within a 592-acre site known as the Empire Tract, and on two acres of adjoining New Jersey Turnpike Authority property. The properties contain mostly wetlands and open waters and are adjacent to the Hackensack River within the Hackensack Meadowlands District in the boroughs of Carlstadt and Moonachie and the township of South Hackensack. The project would also impact six acres of upland. Several development footprint alternatives and alternative sites, and a No Action Alternative, are considered in this draft EIS. Under the proposed action (Meadowland Mills Alternative), the project, known as Meadowlands Mills, would include a super-regional retail/entertainment center with 2.45 million square feet of retail /entertainment space, 2.2 million square feet of office space, 1,000 hotel rooms with a conference center encompassing 799,000 square feet, 13,000 square feet of mass transit facilities, 150,000 square feet of warehouse space, and associated parking structures and roadways. The project would be implemented by Empire, Ltd., in cooperation with The Mills Corporation of Arlington, Virginia. Two footprint alternatives would involve the development of the commercially-zoned site on a 90.5-acre footprint. A 144-acre wetland fill alternative (Empire Tract Alternative B) would include the applicant's computation of 53.5 acres needed for water control infrastructure and transportation components, in addition to the 90.5 acres. A 134-acre wetland fill alternative (Empire Tract Alternative D) would realize the various components of the project through a modified site layout, resulting in a smaller development footprint than the 144-acre alternative. Empire's proposed wetland mitigation plan would entail the enhancement of 335 acres of wetland and the preservation of 45 acres of wetland on the Empire Tract. The wetlands enhancement component would involve the removal of common reed grasses, followed by the regrading and replanting of these areas to create shallow water, an emergent marsh, and forested, scrub-shrub, and wet meadow habitats. POSITIVE IMPACTS: The development would provide an expanded employment base in the area during both construction and operation. Sales and income taxes to municipal, county, state, and federal governments Wetlands mitigation would result in an increase in plant species and habitat diversity designed to improve habitat quality and offset impacts to wildlife. Eleven state-listed threatened or endangered species could benefit. Waterfowl, migratory shorebirds, wading birds and, possibly, other species could benefit via the regional effects of wetlands mitigation and through the reintroduction of tidal flow to brackish wetlands. NEGATIVE IMPACTS: Depending on the alternative selected, the development would result in the placement of fill in 134 to 206 acres of waters, including wetlands, further fragmenting existing common reed wetland habitat in the Hackensack Meadowlands. The site would be located on the western edge of a larger block of wetlands that would be reduced. Regional habitat of certain endangered species, including the northern harrier, could suffer from fragmentation. The development would increase vehicular traffic in the area significantly. The average wastewater flow to flow to the Bergen County treatment facility would increase by 0.77 million gallons per day (mgd) to a level of 85 mgd; the facility has a treatment capacity of 109 mgd. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 000256, Draft EIS--1,167 pages and maps, Appendices-1,317 pages and maps, July 20, 2000 PY - 2000 KW - Water KW - Birds KW - Coastal Zones KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hotels KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Impact Monitoring Plans KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation Surveys KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Jersey KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16337697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEADOWLANDS+MILLS+PROJECT%2C+PROPOSED+BY+EMPIRE+LIMITED%2C+BERGEN+COUNTY%2C+NEW+JERSEY.&rft.title=MEADOWLANDS+MILLS+PROJECT%2C+PROPOSED+BY+EMPIRE+LIMITED%2C+BERGEN+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, New York City, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 20, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MAGLEV DEPLOYMENT PROGRAM. AN - 16342846; 8099 AB - PURPOSE: The implementation of the Maglev Deployment Program to encourage the development and construction of an operating public transportation system using magnetic levitation (Maglev), capable of safe use by the public at a speed in excess of 240 miles per hour (mph), is proposed. Maglev is an advanced transportation technology in which magnetic forces lift, propel, and guide a vehicle over a specially designed guideway. Using state-of-the-art electric power and control systems, this configuration eliminates contact between the vehicle and the guideway, and permits cruising speeds of up to 300 mph, or almost two times the speed of conventional high-speed rail service. Through a nationwide competition, the Federal Railroad Administration (FRA) selected seven states or state-designated authorities from a pool of eleven to receive grants for pre-construction planning. Those states are California, Florida, Georgia, Louisiana, Maryland, Nevada, and Pennsylvania. Each participating state prepared an environmental assessment of the individual projects for which they were funded. These studies formed the baseline data in the FRA's preparation of the document. The seven state alternative and a No Action Alternative are considered in this draft EIS. In addition to Maglev, two non-Maglev technology alternatives: Accelerail, which would consist of upgrading intercity rail on existing rail corridors to provide service at speeds of 90 to 150 mph; and New High-Speed Rail systems, which represent the advanced steel-wheel-on-rail systems that operate on almost exclusive rights-of-way at top speeds of 186 mph. Two Maglev technologies are considered, namely, the Transrapid International Maglev TR08 System and the Maglev 2000 System. For each Maglev technology, information is provided on suspension and guidance, propulsion, guideway structures, train configurations, types of control/communications/electric substations, stations and maintenance facilities, and safety features. POSITIVE IMPACTS: The deployment of the Maglev would partially address several of the primary problems associated with inter- and intra-regional transportation in the United States. Maglev would serve as an alternative transportation system, alleviating congestion in airway and automotive corridors that results from increasing travel demand and extending the usefulness of existing airport and highway infrastructure. Associated benefits could include those associated with regional economic development, joint development at stations, support of comprehensive land use planning, improved air quality, reduced consumption of non-renewable resources, and increased productivity of business travelers. NEGATIVE IMPACTS: The implementation of individual projects would involve a slight risk of loss or damage of coal deposits (in Pennsylvania), risk earthquake damage (in California and Nevada), emissions of extremely low frequency radio waves and the creation of electromagnetic fields near the guideways, the loss of wetland, adverse impacts to threatened and endangered species identified with all state project corridors except that proposed by Pennsylvania, the traversal of floodplains and coastal areas, increases in emissions from power plants providing energy for the system, and the generation of solid and hazardous waste. Residential and commercial relocations would be expected, The California, Florida, and Pennsylvania projects would be likely to have significant impacts on land use, while the Georgia and Maryland projects would be likely to have moderate impacts on land use. Elevated guideways would significantly alter visual aesthetics. Sensitive receptors adjacent to the rail system would suffer serious noise impacts. LEGAL MANDATES: Transportation Equity Act for the 21st Century (P.L. 105-178). JF - EPA number: 000245, 347 pages, July 15, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: DOT/FRA/RDV-00/02 and DOT-VNTSC-FRA-00-04 KW - Coal KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Hazardous Wastes KW - Health Hazards KW - Noise Standards Violations KW - Rapid Transit Systems KW - Seismic Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Surveys KW - California KW - Florida KW - Georgia KW - Louisiana KW - Maryland KW - Nevada KW - Pennsylvania KW - Transportation Equity Act for the 21st Century, Program Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16342846?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MAGLEV+DEPLOYMENT+PROGRAM.&rft.title=MAGLEV+DEPLOYMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 15, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 96 EAST HOWELL INTERCHANGE PROJECT, HOWELL, LIVINGSTON COUNTY, MICHIGAN. AN - 36407931; 8106 AB - PURPOSE: The construction of an Interstate Highway 96 (I-96) interchange in the vicinity of the existing I-96 Lake Chemung Interchange (Exit 141), located in the city of Howell in southeastern Michigan, is proposed. Exit 141 is a partial-access interchange of an old design that is unsuitable for urban traffic levels currently affecting the operations and safety. Rapid urbanization has resulted in congestion at nearby interchanges and in Howell. Greater access to I-96 will be required by future regional development. The area lacks long-distance north-south access to I-96, a cross-county route, access to I-96 west of the Lake Chemung interchange, and southern Genoa Township access to I-96. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative (the Latson/Lake Chemung Alternative) would modify the ramp structure of the present partial-access interchange at Exit 141 and add a full-access interchange approximately one mile west at Latson and Nixon roads (mile post 140). It would provide a full I-96 and direct local access and a freeway crossing on a long north-south continuous route through Livingston County. A modified diamond interchange at Latson and Nixon roads would include two T ramps and two loop ramps designed to provide full access to and from the east, and two T ramps for traffic to and from the west. The existing interchange would be reconstructed to improve the capacity and safety of the existing ramp system, which currently serves only traffic proceeding to and from the east on I-96 and the local area north of I-96. The reconstructed interchange would replace the existing exit ramp with a longer one to the east and reconstruct the entrance ramp. The exit and entrance ramps would intersect Business Loop 96 (Grand River Avenue) via T-shaped intersections, requiring drivers to slow in order to execute right or left turns onto Grand River Avenue. The exit ramp intersection with Grand River Avenue would be signalized. Latson Road, from the new interchange to Grand River Avenue, would be five lanes, with a northbound dual left-turn lane at the Grand River Avenue/Latson intersection. A dual left-turn lane would be recommended for westbound Grand River Avenue. Nixon Road, south of the interchange, would be reconstructed as a five-lane section at the interchange, transitioning to a two lane roadway south of the CSZ Railroad tracks. Nixon Road would be improved to a paved, two-lane facility from the railroad south to Chilson Road. Latson /Nixon road would be on a new alignment west of the existing roadway to minimize impacts to Latson Elementary School. Grand Oaks Drive would be relocated to the north to accommodate westbound entrance ramps and Beck Road to the south to accommodate eastbound exit and entrance ramps. The estimated cost of the project is $31.5 million. POSITIVE IMPACTS: The new and modified interchanges would improve access from I-96 to the arterial street system, specifically, Grand River Avenue in the Howell area. Long-distance travel times and traffic levels on Grand River Avenue would be reduced significantly, and a long-distance north-south corridor would be provided, improving local access to I-96 and cross-country mobility. Arterial traffic congestion in northern Genoa and in the vicinity of Exit 145 in Brighton would also be reduced. NEGATIVE IMPACTS: The Pickney Road interchange would suffer a reduced level of service due to the shifting of traffic from Grand River Avenue and downtown Howell. Approximately 7.3 acres within four wetland sites would be lost, though this would be mitigated with creation of 11 acres of offsite wetlands, and two properties considered prime farmland would be displaced. An historically significant farmstead would have to be relocated or demolished. Unused school property would be displaced, and portions of the project would pass near associated athletic fields. As many as 12 residential properties could be relocated. Noise along Grand River Avenue and I-96 would increase above acceptable levels. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 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: 000252, Draft EIS--277 pages and maps, Appendices--82 pages, July 14, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MI-97-01-D KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Roads KW - Section 4(f) Statements KW - Schools KW - Soils Surveys KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, as amended, Recreation Resources KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407931?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+96+EAST+HOWELL+INTERCHANGE+PROJECT%2C+HOWELL%2C+LIVINGSTON+COUNTY%2C+MICHIGAN.&rft.title=INTERSTATE+HIGHWAY+96+EAST+HOWELL+INTERCHANGE+PROJECT%2C+HOWELL%2C+LIVINGSTON+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 14, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 8L-26R AND ASSOCIATED NEAR-TERM MASTER PLAN PROJECTS, GEORGE BUSH INTERCONTINENTAL AIRPORT/HOUSTON, HARRIS COUNTY, TEXAS. AN - 36418539; 8102 AB - PURPOSE: The construction and operation of a new runway and other improvements to George Bush Intercontinental Airport/Houston, located in the city of Houston in southeastern Texas, are proposed. The airport is the Houston/Galveston metropolitan area's only connecting hub airport. In 1997, the airport provided services for 14.2 million passengers, a figure that will rise to 30.6 million by 2017. Passenger aircraft operations account for 90 percent of all aircraft operations. At 1997 demand levels, annual average delay was approximately three minutes per aircraft operation, resulting in $26 million in additional costs to aircraft operators. By 2002, under current conditions, delay would reach 5.5 minutes per aircraft operation, resulting in additional costs amounting to $56 million. By 2007 and 2017, delays would reach 14 and 67 minutes, respectively. Five types of alternatives and six specific alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative B/C.4) would involve the construction of Runway 8L/26R and associated taxiways parallel to and 5,000 feet north of existing Runway 8-26; the extension and widening of Runway 15R/33L and associated taxiways; the provision of visual and instrument aids and the development and /or amendment of flight procedures associated with the new and improved runway; the construction of a taxiway bridge and widening of associated ramps; the construction of a consolidated rental car facility to replace several separate units and provide more space for the existing companies at the airport; and the expansion of passenger processing facilities and Mickey Leland International Airlines Building. POSITIVE IMPACTS: The improvements would maintain and enhance the airport's ability to support connecting hub operations by reducing airfield congestion and aircraft delay, accommodating forecast growth in passenger and cargo activity, and enhancing the efficiency of airport operations. The extension of Runway 15R/33L would permit air carrier jets to use the runway for departures, in effect adding an air carrier departure runway. The expanded passenger facilities would enhance and maintain levels of passenger service and increase the number of air carrier gates, the extent of vehicular parking area available, and the ramp area available for aircraft circulation and parking. Noise levels associated with aircraft operation would decline significantly. NEGATIVE IMPACTS: Under the preferred alternative, the acquisition of land associated with Runway 8L/36R would require the relocation of 28 residences and one business, the alteration of surface transportation patterns, and the displacement of floodplain land and wildlife habitat, including forest and wetland habitat (101 acres). One small subdivision would be acquired in its entirety. The acquisition of property in the North Wood Municipal Utility District could affect the tax rate with respect to the remaining private properties within the district. Emissions from airport-related activities, which take place in an area in which ozone levels exceed federal standards, would increase, though decreases in aircraft delays would reduce releases per aircraft operation. In 2002, an additional 63 single-family and 109 multifamily units would experience a significant increase in aircraft noise; however, these figures would decline to 52 and zero, respectively, by 2017. One structure that could be eligible for inclusion in the National Register of Historic Places would be exposed to excessive noise levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0005D, Volume 24, Number 1. JF - EPA number: 000248, Volume 1--399 pages and maps, Volume 2--387 pages and maps, Volume 3--376 pages and maps, July 13, 2000 PY - 2000 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/36418539?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+8L-26R+AND+ASSOCIATED+NEAR-TERM+MASTER+PLAN+PROJECTS%2C+GEORGE+BUSH+INTERCONTINENTAL+AIRPORT%2FHOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=RUNWAY+8L-26R+AND+ASSOCIATED+NEAR-TERM+MASTER+PLAN+PROJECTS%2C+GEORGE+BUSH+INTERCONTINENTAL+AIRPORT%2FHOUSTON%2C+HARRIS+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: July 13, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH INTERSTATE HIGHWAY 25 CORRIDOR AND US ROUTE 85 CORRIDOR (PROJECT IM 0252-317), DOUGLAS COUNTY, COLORADO. AN - 16341262; 8097 AB - PURPOSE: The implementation of transportation improvements in the South Interstate Highway 25 (I-25) corridor and the US Route 85 (US 85) corridor, located in central Colorado, is proposed. The I-25 corridor extends from Colorado State Highway 470 (CO 470) at approximate mile post 195 (MP 195) to the southern limit of Castle Cork at approximate MP 178 and the US 85 corridor extends from CO 470 at approximate MP 200 to Castle Rock at approximate MP 184. The north-south peak travel demand in northern Douglas County has grown at a pace faster than the surrounding metropolitan area. These trips, primarily commuter travel to jobs in the Denver central business district and the southeast business district, have overtaxed the existing infrastructure. For the I-25 corridor, three alternatives, including a No Action Alternative (Alternative 1), and several other I-25 improvement options are considered in this draft EIS. For the US 85 corridor, two alternatives, including a No Action Alternative (Alternative A), and one other US 85 improvement option are under consideration. Alternative 2 for the I-25 corridor would focus on I-25 mainline widening to add one general-purpose lane in each direction without major interchanges reconstruction or improvements. The existing interchanges would be improved minimally where necessary to accommodate the widening of I-25. Bridge reconstruction would be required for the crossing of the Union Pacific Railroad north of Wolfensberger Road. All Early-Action projects (Colorado Department of Transportation safety improvement projects that are already constructed or scheduled to be constructed within the next five to ten years) would be included. The facility would provide eight lanes between CO 470 and Meadows/Founders Parkway and six lanes between the parkway and Douglas Lane. Alternative 3 for the I-25 corridor would include all elements under Alternative 2 as well as a new diamond interchange at Surrey Ridge, an east-side frontage road between Castle Pines Parkway and Lincoln Avenue, the removal of Schweiger interchange I-25 ramps, Castle Pines Parkway interchange reconstruction with a loop ramp in the southeast quadrant, a carpool lot in the northeast quadrant of the I-25/Castle Pines Parkway interchange, and a widened Happy Canyon Road Bridge. Other I-25 corridor options under consideration include the construction of a diamond interchange at the proposed Rampart Range Road along with an east-side frontage road connecting Rampart Range Road and Castle Pines Parkway, and the retention of six lanes between Castle Pines Parkway and the Meadows/Founders Parkway. The action alternative for the US 85 corridor (Alternative B) would focus on complete reconstruction and mainline US 85 widening to add general-purpose lanes in each direction. Where needed, the existing culverts would be expanded and the eroded drainage structures would be replaced to accommodate widening. All Early-Action projects would be included. US 85 would be widened to six lanes between CO 470 and Titan Road and to four lanes between Titan Road and Meadows Parkway and the US 85/CO 67 intersection would be reconfigured. As an option, a four-lane section could be provided between Highlands Ranch Parkway and Titan Road. The estimated costs of implementation Alternative 2 and Alternative 3 for the I-25 corridor are $66.3 million and $95.3 million, respectively. The estimated cost of the US 85 improvements is $93.5 million, less $1.7 million if the four-lane option were implemented. POSITIVE IMPACTS: The project would improve north-south mobility and travel safety in northern Douglas County in a manner that would enhance efficient management and maintenance of transportation facilities, while maintaining sensitivity to the environment, wildlife resources, and the quality of life within the county. Hours of congestion would be reduced during peak periods by 2.5 hours northbound and four hours southbound on I-25. Hours of congestion would be reduced during peak periods by 5 hours in each direction on US 85. Local access would be maintained. NEGATIVE IMPACTS: US 85 improvements would result in two residential and two commercial displacements and adversely affect four historic properties the Cherokee Ranch property, as well as seven park and recreational facilities. Improvements to I-25 would under either action alternative would adversely affect the historic Denver & Rio Grande Railroad, one other historic site, and habitat for the federally-protected Preble's Meadow jumping mouse. Noise levels would increase along both corridors. LEGAL MANDATES: Department of Transportation Act of 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: 000243, Volume 1--415 pages and maps, Volume 2--389 pages, July 10, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-00-01-D KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16341262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+INTERSTATE+HIGHWAY+25+CORRIDOR+AND+US+ROUTE+85+CORRIDOR+%28PROJECT+IM+0252-317%29%2C+DOUGLAS+COUNTY%2C+COLORADO.&rft.title=SOUTH+INTERSTATE+HIGHWAY+25+CORRIDOR+AND+US+ROUTE+85+CORRIDOR+%28PROJECT+IM+0252-317%29%2C+DOUGLAS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 10, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND HOPKINS INTERNATIONAL AIRPORT, CUYAHOGA COUNTY, OHIO. AN - 36418500; 8090 AB - PURPOSE: The implementation of runway and other improvements at Cleveland Hopkins International Airport (CLE), located in Cleveland in northeastern Ohio, is proposed. The commercial airport is located on approximately 1,600 acres of land bounded on the north by Brookpark Road and Interstate 80, on the east by the parallel transportation corridors of the Conrail Railroad and State Route 237, on the south by the Rocky River Reservation and Abram Creek, and on the west by the National Aeronautics (NASA) and Space Administration's John Glenn Research Center. The airfield system consists of three primary runways, two parallel runways, and a crosswind runway. CLE is a major hub for Continental Airlines, which accounts for 55 percent of all passengers passing through the facility. Several other major passenger and 10 cargo carriers operate at CLE. The character of CLE has changed as the Continental hub has matured and the projected activity levels have continued to show growth. No runway at CLE completely meets current federal design standards. Six alternatives, including a No-Build/No Action Alternative (Alternative 1), are considered in this final EIS. Under the sponsor's proposed action (Alternative 6), the project would involve the construction of a replacement Runway 5L/23R and associated lighting and navigational aids; the shifting of Runway 5R/23L by 960 feet to the southwest along its centerline, and the construction of a 2,250-foot extension; the development of associated ancillary facilities; the implementation of air traffic as a result of the above, as well as those actions recommended in the 2000 Final Part 150 Study Update; and the implementation of land use mitigation actions recommended in the 2000 Final Part 150 Study Update. Ancillary facilities would include parking, air cargo, airline maintenance, navigational aids and lighting, and other support facilities. Air traffic procedural changes would largely involve actions associated with noise abatement. Alternatives are considered for runway development and ancillary facilities, with discrete alternatives considered for noise abatement measures. POSITIVE IMPACTS: The proposed action would modernize the two main parallel runways at CLE such that airfield geometry, distance between runway centerlines, and the lengths and width of runway safety areas and object free areas would meet current federal design standards. Unacceptable levels of delay with respect to takeoffs and landings would be reduced. Sufficient terminal gate capacity for commuter aircraft and domestic and international jet aircraft would be provided. Aircraft noise affecting surrounding communities would be reduced. The flow and capacity of roadway access and egress would be enhanced. NEGATIVE IMPACTS: The project could require the relocation of several NASA facilities currently located at the Glenn Research Center at Lewis Field as well as some commercial relocations. Landing and takeoff delays would continue, though at less unacceptable levels. Aircraft emissions would increase due to greater taxi distances, and air quality standards would be violated at certain roadway intersections in he vicinity of the air port. The Rocky River Reservation, which is a federally funded preserve, would be adversely affected by aircraft noise as would one or two public parks and nine historic structures. The historic NASA Rocket Engine Test Facility would be demolished. From 141.79 to 164.45 acres of vegetational communities would be displaced, including 78 acres of blunt mountain mint habitat, a federally protected plant species. Approximately five acres of floodplain and 76.06 to 87.75 acres of wetlands would be graded and filled. Hazardous waste impacts would be experiences in several areas. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.) Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0004D, Volume 24, Number 1. JF - EPA number: 000236, Volume I--641 pages and maps, Volume II--1,141 pages, Volume III--1,233 pages, July 6, 2000 PY - 2000 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Endangered Species (Plants) KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Monitoring Plans KW - Navigation Aids KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Surveys KW - Cleveland Hopkins International Airport, Ohio KW - Ohio KW - Rocky River Reservation KW - Airport and Airway Improvements Act of 1982, Compliance KW - Federal Aviation Act of 1958, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418500?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+HOPKINS+INTERNATIONAL+AIRPORT%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+HOPKINS+INTERNATIONAL+AIRPORT%2C+CUYAHOGA+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, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 6, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 183 ALTERNATIVE FROM ROAD MILE 620 TO APPROXIMTELY THREE MILES NORTH OF THE CITY OF LEANDER, WILLIAMSON COUNTY, TEXAS. AN - 36413721; 8089 AB - PURPOSE: The construction of an alternate route around the central business districts (CBDs) of the cities of Cedar Park and Leander, located in central Texas, is proposed. The project area is located in the southwestern Williamson County, approximately 16 miles northwest of the CBD of Austin. The study limits extend from existing US Route 183 (US 183) at road mile 620 (RM 620), north to existing US 183 approximately three miles north of Leander. US 183 through Cedar Park and Leander includes at-grade intersections and uncontrolled access. Residential and commercial development in the project area have resulted in increased congestion and decreased mobility on existing US 183 and area roadways. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would extend 11.6 miles from the southern terminus at RM 620. The alignment would follow existing US 183 to Lakeline Boulevard, veer northeast then north to a point approximately 0.75 mile east of existing US 183, cross Farm-to-Market 1431 (FM 1431), and veer northeast then north to FM 2243, where the alignment would turn back to the northwest to joint US 183 approximately three miles north of Leander. Alternative 2 would extend approximately 13.2 miles. From the southern terminus, the alignment would at RM 620. At Lakeline Boulevard and US 183, the alignment would continue further northeast than the Alternative 1 alignment, veer north approximately two miles east of existing US 183, roughly follow Williamson County Road 272 to a crossing of Brushy Creek, and turn back northwest until the alignment rejoined existing US 183. The estimated total costs of Alternative 1 and Alternative 2 are $212.4 million and $208.2 million, respectively. POSITIVE IMPACTS: The alternative route would alleviate traffic congestion on existing US 183 and improve mobility and safety on area roadways. NEGATIVE IMPACTS: The preferred alternative would require 447 acres of rights-of-way, most of which is undeveloped land; the project would serve as an additional catalyst to future residential and commercial developments adjacent to the roadway. One archaeological site potentially eligible for inclusion in the National Register of Historic Places (NRHP) would be adversely affected. Noise levels due to traffic along the highway segment would exceed federal standards at 130 sensitive receptor sites. Several subdivisions could experience indirect impacts of noise and visual intrusion. The construction of the project could adversely affect existing local traffic patterns, vehicle access, and travel times in the short term, during construction. The project would result in the displacement of one commercial structures, as well as five residential structures. The highway would traverse 15.9 acres of floodplain and 81.0 acres overlying the Edwards Aquifer Recharge Zone. The project would result in the loss of 0.9 acre of wetlands, 130 acres of woodland, and 103 acres of prime farmland. Approximately 38 acres of habitat for the golden-cheeked warbler and one acre confirmed karst invertebrate habitat would be lost; the warbler is a federally protected species, as are certain karst invertebrates. 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: 000235, 387 pages, July 6, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-04-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, 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/36413721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+183+ALTERNATIVE+FROM+ROAD+MILE+620+TO+APPROXIMTELY+THREE+MILES+NORTH+OF+THE+CITY+OF+LEANDER%2C+WILLIAMSON+COUNTY%2C+TEXAS.&rft.title=US+ROUTE+183+ALTERNATIVE+FROM+ROAD+MILE+620+TO+APPROXIMTELY+THREE+MILES+NORTH+OF+THE+CITY+OF+LEANDER%2C+WILLIAMSON+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 6, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LEGACY PARKWAY, INTERSTATE HIGHWAY 215 AT 2100 NORTH IN SALT LAKE CITY TO INTERSTATE HIGHWAY 15 AND US ROUTE 89 NEAR FARMINGTON, DAVIS AND SALT LAKE COUNTIES, UTAH. AN - 36407906; 8092 AB - PURPOSE: The construction of the Legacy Parkway from Interstate Highway 215 (I-215) at 2100 North in Salt Lake City to the intersection of I-15 and US Route 89 (US 89) near Farmington, located in northern Utah, is proposed. The approximately 14-mile-long, four-lane, limited-access, divided highway would be constructed to provide a portion of the highway facilities needed in the North Corridor for the year 2020. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway. Five alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative A would be the easternmost alternative and include two frontage roads and, under one option, extend from south of Pages Lane in West Bountiful to north of Parrish Lane in Centerville. Alternative B would be the westernmost alignment in North Salt Lake and Farmington and include four frontage roads. Termini for Alternative B would be the I-15/US 89 interchange and I-15 in Kaysville; a split connection would branch off in the vicinity of Lund Lane in Farmington. Alternative C would be the westernmost alignment in Centerville and would include two frontage roads. Option C1 would lie west of Sheep Road and extend from approximately two miles north of Parrish Lane to approximately 0.6 mile south of Lund Lane in Centerville. Option C2 would extend from Center Street to a point approximately 0.9 mile north of 900 North in North Salt Lake City; it would lie 328 feet west of Alternative C. The preferred alternative (Alternative PA) would be a combination of portions of Alternative A and Alternative C. South of 900 North in Woods Cross, it would follow the Alternative C alignment. Just north of 900 North, it would transition to the Alternative A alignment. It would continue on the Alternative A alignment to a point just north of 500 South in West Bountiful, then transition to an alignment approximately 263 feet east of and parallel to Alternative C. It would rejoin Alternative C just south of Pages Lane in West Bountiful and remain congruent with Alternative C to Porter Land in Davis County. At this point, it would transition east and coincide with Alternative A just south of Parrish Lane in Centerville. From this point to the I-15/US 89 interchange, it would be congruent with Alternative A. It would include three frontage roads. The associated Legacy Nature Preserve would comprise 1,251 acres. An additional 317 acres would be preserved adjacent to the Farmington Bay Wildlife Management Area to compensate for indirect impacts on wildlife. The estimated cost of the preferred alternative is $369 million. POSITIVE IMPACTS: The parkway would provide for safe and efficient movement of people and goods project for the area through the year 2020. The facility would also provide an alternative north-south route through the North Corridor for use when I-15 is closed or congested. An additional high-speed route for emergency vehicles would be available. The parkway would constitute a buffer zone between developed areas and the Great Salt Lake ecosystem. The preferred alternative would result in the protection of 332 acres of wetland. Approximately 4,410 acres of potentially developable land would lie adjacent to the preferred alternative. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of four residences, 14 businesses, and 10 horse paddocks, as well as the loss of 114 acres of wetlands, 64 acres of prime farmland, 9.8 acres of recreational land, and one historic property. It would encroach on the Bountiful Sanitary Landfill and could impede access to the landfill. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0381D, Volume 22, Number 4. JF - EPA number: 000238, Volume 1--426 pages, Volume II (Oversized)--220, Volume III--409 pages, Volume IV-821 pages, July 6, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-98-02-F KW - Farmlands KW - Highways KW - Highway Structures KW - Landfills KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 404(b) Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Wetlands KW - Farmington Bay Wildlife Management Area KW - Legacy Nature Preserve KW - Utah KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LEGACY+PARKWAY%2C+INTERSTATE+HIGHWAY+215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+INTERSTATE+HIGHWAY+15+AND+US+ROUTE+89+NEAR+FARMINGTON%2C+DAVIS+AND+SALT+LAKE+COUNTIES%2C+UTAH.&rft.title=LEGACY+PARKWAY%2C+INTERSTATE+HIGHWAY+215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+INTERSTATE+HIGHWAY+15+AND+US+ROUTE+89+NEAR+FARMINGTON%2C+DAVIS+AND+SALT+LAKE+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 6, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - New Benicia-Martinez Toll Bridge; engineering geology issues AN - 51636046; 2006-013604 JF - Annual Meeting - Association of Engineering Geologists AU - Fox, Richard AU - Komorniczak, Bogdan AU - Tepel, Robert E Y1 - 2000/07// PY - 2000 DA - July 2000 SP - 85 PB - Association of Engineering Geologists, [location varies] VL - 43 IS - 4 SN - 0375-572X, 0375-572X KW - United States KW - soil mechanics KW - Panoche Formation KW - Martinez Formation KW - Cretaceous KW - New Benicia-Martinez Toll Bridge KW - Carquinez Strait KW - Paleogene KW - Upper Cretaceous KW - Mesozoic KW - concrete KW - Cenozoic KW - California KW - Tertiary KW - Sacramento Basin KW - Paleocene KW - piles KW - bridges KW - Northern California KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51636046?accountid=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=New+Benicia-Martinez+Toll+Bridge%3B+engineering+geology+issues&rft.au=Fox%2C+Richard%3BKomorniczak%2C+Bogdan%3BTepel%2C+Robert+E&rft.aulast=Fox&rft.aufirst=Richard&rft.date=2000-07-01&rft.volume=43&rft.issue=4&rft.spage=85&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+Association+of+Engineering+Geologists&rft.issn=0375572X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Association of Engineering Geologists, 43rd annual meeting and Groundwater Resources Association, 9th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - bridges; California; Carquinez Strait; Cenozoic; concrete; construction materials; Cretaceous; Martinez Formation; Mesozoic; New Benicia-Martinez Toll Bridge; Northern California; Paleocene; Paleogene; Panoche Formation; piles; Sacramento Basin; soil mechanics; Tertiary; United States; Upper Cretaceous ER - TY - JOUR T1 - Contract specifications and constructability concerns; enhancement of the role of recommendations by the engineering geologist AN - 51631210; 2006-013660 JF - Annual Meeting - Association of Engineering Geologists AU - Kuhne, Jody C AU - Tepel, Robert E Y1 - 2000/07// PY - 2000 DA - July 2000 SP - 97 PB - Association of Engineering Geologists, [location varies] VL - 43 IS - 4 SN - 0375-572X, 0375-572X KW - United States KW - failures KW - mitigation KW - slopes KW - North Carolina 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/51631210?accountid=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=Contract+specifications+and+constructability+concerns%3B+enhancement+of+the+role+of+recommendations+by+the+engineering+geologist&rft.au=Kuhne%2C+Jody+C%3BTepel%2C+Robert+E&rft.aulast=Kuhne&rft.aufirst=Jody&rft.date=2000-07-01&rft.volume=43&rft.issue=4&rft.spage=97&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, 43rd annual meeting and Groundwater Resources Association, 9th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - construction; design; failures; mitigation; North Carolina; roads; slope stability; slopes; United States ER - TY - JOUR T1 - Premature deterioration of concrete pavements in the absence of d-cracking or alkali silica reaction AN - 50283268; 2006-013732 JF - Annual Meeting - Association of Engineering Geologists AU - Smith, Barbara AU - Charlwood, Kevin AU - Tepel, Robert E Y1 - 2000/07// PY - 2000 DA - July 2000 SP - 113 PB - Association of Engineering Geologists, [location varies] VL - 43 IS - 4 SN - 0375-572X, 0375-572X KW - United States KW - Kansas KW - degradation KW - materials KW - chemical reactions KW - strain KW - silica KW - testing KW - roads KW - construction materials KW - concrete KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50283268?accountid=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=Premature+deterioration+of+concrete+pavements+in+the+absence+of+d-cracking+or+alkali+silica+reaction&rft.au=Smith%2C+Barbara%3BCharlwood%2C+Kevin%3BTepel%2C+Robert+E&rft.aulast=Smith&rft.aufirst=Barbara&rft.date=2000-07-01&rft.volume=43&rft.issue=4&rft.spage=113&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, 43rd annual meeting and Groundwater Resources Association, 9th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - CAGPAV N1 - SubjectsTermNotLitGenreText - chemical reactions; concrete; construction materials; degradation; Kansas; materials; roads; silica; strain; testing; United States ER - TY - RPRT T1 - KING COAL HIGHWAY; TAZEWELL COUNTY, VIRGINIA, AND LOGAN, MCDOWELL, MERCER, MINGO, AND WYOMING COUNTIES, WEST VIRGINIA. AN - 16352518; 8084 AB - PURPOSE: The construction of the King Coal Highway, from the vicinity of Williamson to the vicinity of Bluefield, located in eastern West Virginia, is proposed. While the project would be primarily located in West Virginia, two build alternatives extend into Virginia for approximately one mile. The route of US Route 52 (US 52) represents the primary highway system currently utilized within the study area. The route not only serves through traffic between Williamson and Bluefield, but also serves as a the main street with collector movement characteristics through several communities. The existing facility has many geometric constraints that inhibit the smooth flow of traffic, including varying lane widths, areas of reduced speed, a high percentage of no-passing zones, and steep grades. The project would provide a four-lane divided highway with partially-controlled access that would address the region's transportation demands and resolve isolation problems. The logical termini for the highway have been determined to be US 52 at the intersection of US 119 on the west and Interstate Highway 77 (I-77) at the US 52/I-77 interchange on the east. Eight alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative, a combination of segments from the six build alternatives under consideration, would be a 94-mile-long facility with a 4.9-mile connector road to facilitate efficient access from the facility to Williamson and to the Mingo County Airport. Interchanges and grade separations would be provided as necessary. The estimated cost of the project is $1.1 billion. POSITIVE IMPACTS: The facility would improve the movement of through traffic and local access regionally. Travel times within the corridor in the year 2020 would be decreased by nearly on half. Transportation energy consumption within the corridor would decline significantly, which would improve regional air quality. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 277 residences, seven businesses, and 11 community facilities. The project would also result in the loss of 17.44 acres of wetlands and 23,655 wildlife habitat units. The facility would cross 108 streams, adversely affecting 25 miles of perennial flow and encroaching on 71 acres of floodplain. Approximately 340 acres or prime farmland or farmland of statewide importance would be taken. The project would adversely affect two architecturally significant structures and four cemeteries eligible for listing on the National Register of Historic Places as well 57 other historic resource sites and traverse 37 acres land with a high probability of containing archaeological resource sites and 788 acres with a moderate probability of containing such resources. Traffic-generated noise within the corridor would violate federal and/or standards for 129 receptors. Construction activities would encounter two sites possibly containing hazardous waste. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0211D, Volume 24, Number 2. JF - EPA number: 000229, 367 pages and maps, June 30, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-99-03-F KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Mingo County Airport, West Virginia KW - Virginia KW - West Virginia KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KING+COAL+HIGHWAY%3B+TAZEWELL+COUNTY%2C+VIRGINIA%2C+AND+LOGAN%2C+MCDOWELL%2C+MERCER%2C+MINGO%2C+AND+WYOMING+COUNTIES%2C+WEST+VIRGINIA.&rft.title=KING+COAL+HIGHWAY%3B+TAZEWELL+COUNTY%2C+VIRGINIA%2C+AND+LOGAN%2C+MCDOWELL%2C+MERCER%2C+MINGO%2C+AND+WYOMING+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 - Final. Preparation date: June 30, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 50 WEST-CENTRAL CORRIDOR LOCATION STUDY, SEDALIA TO SAINT MARTINS; COLE, COOPER, MONITEAU, MORGAN, AND PETTIS COUNTIES, MISSOURI. AN - 16350806; 8074 AB - PURPOSE: The improvement of a 65-mile section of US Route 50 (US 50) from just west of Sedalia to just east of Saint Martins near Jefferson City, located in central Missouri, is proposed. The route is a principal arterial highway running east-west across Missouri, connecting Kansas City on the west and Saint Louis on the east. The study corridor also covers approximately 17.5 miles of US 65. Within the project area, portions of US 50 do not meet current highway design standards, and the highway is highly congested within the communities of Sedalia, Tipton, and California. Furthermore, the existing highway geometrics, particularly at US 65, Missouri State Route 5 (NM 5), and NM 87, are substandard and do not adequately accommodate turning movement for trucks. In rural portions of the project area, US 50 is a two-lane facility with poor horizontal and vertical alignment, and narrow, unimproved shoulders; approximately 60 percent of the route is marked to prohibit passing. A No-Build Alternative, a transportation systems management alternative, and a range of build alternatives within four corridor segments are considered in this final EIS. The preferred alternative would be composed of Link Combinations B, D, F, and K. It would be a four-lane freeway that would bypass Sedalia to the north, follow the existing alignment of US 50 past Smithton and Otterville, bypass Tipton to the south, and reach its eastern terminus by following an alignment just to the south of existing US 50. The rights-of-way acquisition would begin in 2004 and the construction would proceed from 2005 to 2015. The estimated cost of the preferred alternative is $236.6 million. POSITIVE IMPACTS: Under the preferred alternative, the project would reduce accident rates on existing US 50 and adjoining routes, improve response time for emergency vehicles, improve access to points east and west along US 50, improve vehicle travel times, and reduce vehicle congestion. NEGATIVE IMPACTS: Under the preferred alternative, the project would result in the displacement of up to 216 residential units, 25 businesses with 153 jobs, and one school, and the loss of 28 acres of wetlands. In addition, the construction would disturb three sites potentially eligible for listing in the National Register of Historic Places. The facility would encroach on 3.8 miles of floodplain. There would be potential for spills of hazardous materials into surface waters. Construction would temporarily change local circulation patterns. The KATY Trail would be disrupted by one or more new crossings; though the final design will include features that would allow uninterrupted travel along the trail. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0113D, Volume 22, Number 2. JF - EPA number: 000219, 481 pages and maps, June 28, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-98-01-F KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Transportation KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16350806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+50+WEST-CENTRAL+CORRIDOR+LOCATION+STUDY%2C+SEDALIA+TO+SAINT+MARTINS%3B+COLE%2C+COOPER%2C+MONITEAU%2C+MORGAN%2C+AND+PETTIS+COUNTIES%2C+MISSOURI.&rft.title=US+ROUTE+50+WEST-CENTRAL+CORRIDOR+LOCATION+STUDY%2C+SEDALIA+TO+SAINT+MARTINS%3B+COLE%2C+COOPER%2C+MONITEAU%2C+MORGAN%2C+AND+PETTIS+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: June 28, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ANTELOPE VALLEY STUDY, LINCOLN, LANCASTER COUNTY, NEBRASKA. AN - 36413936; 8072 AB - PURPOSE: The implementation of a plan for community revitalization, stormwater management, and transportation improvements in the Antelope Valley area of the city of Lincoln, located in southeastern Nebraska, is proposed. The City of Lincoln, the University of Nebraska-Lincoln (UNL), and the Lower Platte South Natural Resources District undertook a major investment study of the area. Flooding along Antelope Creek would cause significant damage to existing and new developments in the valley. Current developments within the area have grown in unplanned ways, creating the potential for under-utilization of land and creating conflicts among various interests. Adequate north-south and east-west vehicular connector routes are absent. Other problems include hazardous railroad crossings, vehicle-pedestrian conflicts, and the lack of recreational facilities for youth. Two alternatives, including a No Action Alternative, is considered in this draft EIS. With respect to community revitalization, the proposed action (the Amended Draft single Package) would encourage the development of a 40,000-square-foot downtown supermarket, mixed-use development downtown, and closer-to-home strategies. It would include overlay districts to encourage development along a common neighborhood theme, stormwater conveyance-related parks and mixed-use development to buffer potentially conflicting land uses, and the marketing of well-located public properties for redevelopment. It would encourage downtown housing in the form of townhomes and mixed-use development as well as an employment center. A bike path linking existing trails with a safe route around downtown would be constructed. A 33-acre park south of the railroad tracks between 28th and 32nd streets would be developed. A medical clinic in the vicinity of Holdrege and 27th streets would be constructed as part of a wrap-around center. A stormwater conveyance channel and improvements to the existing channel would combine to provide a drainage system extending from J Street northward to Salt Creek. The transportation improvements would include the construction of a north-south roadway within the 19th Street corridor from K Street along the east side of UNL to 14th Street near Military Avenue and the construction of an east-west roadway extending from 10th and Avery streets eastward along the Burlington Northern and Santa Fe tracks to Cornhusker Highway and Superior Street. Connections to other major neighborhood streets would be provided. POSITIVE IMPACTS: Overall quality of life of residents of Antelope Valley would improve. Neighborhood boundaries would be reinforced by the new roadways, and traffic would be removed from local roads. Emergency vehicle response would improve. Economic development in the area would be spurred, and consistent land uses would be promoted. Tax rolls would increase. The improved stormwater system would remove 835 structures from with floodplain, effectively all structures that could be affected by flood events. By increasing the length of open stream, improving channel cross-section, and providing a continuous greenbelt and a new pond. the project would provide long-term wildlife and aquatic habitat improvements. The redevelopment of the downtown area would create employment opportunities. NEGATIVE IMPACTS: The Amended Draft Single Packet would result in the acquisition and displacement of 46 residential buildings containing 48 households, and 75 privately-owned, non-residential buildings containing 44 businesses. Eleven publicly-owned buildings would also be acquired and replaced along with three softball fields and four other UNL recreation fields and courts. The relocation of some businesses outside the area would have the potential for a certain level of job dislocation. Twelve residential, two commercial, and one recreational properties would be adversely affected by noise levels in excess of federal standards. An estimated 0.9 acre of wetlands would be adversely affected, though these losses would be mitigated. The Antelope Creek floodplain would be reduced to a channel. Development spurred by the project would probably result in the development of a large parcel of farmland on the south side of Superior Street. Five historic houses could require relocation, and three archaeologic sites could be adversely affected. Nine potential hazardous substance release sites, 51 known petroleum release sites, and 59 potential petroleum release sites would lie adjacent to components of the project. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.). JF - EPA number: 000217, 378 pages and maps, June 23, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-NEB-EIS-99-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Central Business Districts KW - Commercial Zones KW - Community Development KW - Community Facilities KW - Farmlands KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 106 Statements KW - Railroads KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Urban Structures KW - Wetlands KW - Wildlife Habitat KW - Antelope Creek KW - Nebraska KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413936?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ANTELOPE+VALLEY+STUDY%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.title=ANTELOPE+VALLEY+STUDY%2C+LINCOLN%2C+LANCASTER+COUNTY%2C+NEBRASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 23, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). [Part 2 of 3] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). AN - 36369712; 10808-040255_0002 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), are considered in this draft supplement to the draft EIS. The currently preferred alternative (Alternative 6) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaqua Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrial /bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include traialhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $29.0 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including Chinook salmon, bull trout, Coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0419D, Volume 24, Number 4. JF - EPA number: 040255, Final EIS--681 pages, Biological Assessment--84 pages, revised cultural resources report--89 pages, Technical Appendices--297 pages, Comment Letters--255 pages, June 21, 2000 PY - 2000 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-IDS KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Bridges KW - Cultural Resources Assessments KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). [Part 1 of 3] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). AN - 36369682; 10808-040255_0001 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), are considered in this draft supplement to the draft EIS. The currently preferred alternative (Alternative 6) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaqua Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrial /bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include traialhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $29.0 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including Chinook salmon, bull trout, Coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0419D, Volume 24, Number 4. JF - EPA number: 040255, Final EIS--681 pages, Biological Assessment--84 pages, revised cultural resources report--89 pages, Technical Appendices--297 pages, Comment Letters--255 pages, June 21, 2000 PY - 2000 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-IDS KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Bridges KW - Cultural Resources Assessments KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). [Part 3 of 3] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). AN - 36356314; 10808-040255_0003 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), are considered in this draft supplement to the draft EIS. The currently preferred alternative (Alternative 6) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaqua Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrial /bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include traialhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $29.0 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including Chinook salmon, bull trout, Coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0419D, Volume 24, Number 4. JF - EPA number: 040255, Final EIS--681 pages, Biological Assessment--84 pages, revised cultural resources report--89 pages, Technical Appendices--297 pages, Comment Letters--255 pages, June 21, 2000 PY - 2000 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-IDS KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Bridges KW - Cultural Resources Assessments KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36356314?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). AN - 16359030; 10808 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), are considered in this draft supplement to the draft EIS. The currently preferred alternative (Alternative 6) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaqua Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrial /bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include traialhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $29.0 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including Chinook salmon, bull trout, Coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0419D, Volume 24, Number 4. JF - EPA number: 040255, Final EIS--681 pages, Biological Assessment--84 pages, revised cultural resources report--89 pages, Technical Appendices--297 pages, Comment Letters--255 pages, June 21, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-IDS KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Bridges KW - Cultural Resources Assessments KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON. AN - 16352430; 8062 AB - PURPOSE: The construction of a bypass highway in the eastern edge of the city of Issaquah, located in western Washington, is proposed. The 1.5-mile north-south arterial would connect with Interstate Highway 90 (I-90) at the Sunset Interchange in the north and Issaquah-Hobart Road in the south and provide a new route for north/south travel around the city. Existing traffic volumes are impeding travel within the city and future growth is expected to worsen the problem. Growth management regulations require the city to provide infrastructure capable of serving future planned development. Currently, the city is experiencing a high volume of pass-through traffic and future projections indicate the need to increase mobility by reducing levels on local streets. Seven alternatives, including a No Action Alternative (Alternative 7), are considered in this draft EIS. The preferred alternative (Alternative 4) would combine the North B alignment with the South B alignment. It would extend southward from the I-90 interchange immediately east of Sportsman's Clubhouse and from the intersection with the proposed Park Pointe development access road. In this area, the bypass would consist of two travel lanes in each direction with paved shoulders on each side. The Issaquah High School northeast athletic field would be relocated slightly to the north and west. South of Issaquah High School, the bypass would curve to the east, with one travel lane and an eight-foot shoulder in each direction. The alignment would pass immediately east of the east end of SE Kramer Place and cross a wetland north of SE 96th Street. A bridge would be provided across the large forested wetland east of LDS Church. The southern terminus of the bypass would be located at a for-way intersection with Front Street and 238th Way SE. Front Street would be realigned to make the bypass a continuation of Issaquah-Hobart Road. The west end of SE 96th Street would curve south to connect to 238th Way SE. The project design would include traffic control systems, pedestrian and trail connections, and stormwater management facilities. The estimated cost of the preferred alternative is $27.3 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: The rights-of-way requirements would require 15.0 acres of right-of-way, displacing 387,361 square feet of residential land, but no residential displacements would be necessary. Land from an elementary school and a high school would be taken, and approximately 950 feet of trail would have to be replaced. The project would require filling of 1.5 acres of floodplain and 0.92 acre of Class 1 wetlands, and adversely affect 4.24 acres of wetland buffer area. Shade and shadow impacts to wetlands would occur. The project would also require the filling of 0.53 acres of riparian habitat and the culverting of approximately 100 feet of stream channel at the south tributary crossing. In addition to habitat fragmentation, the project would result in the loss of approximately 12.4 acres of forest and shrub vegetation. Noise levels affecting receptors along the facility would increase by up to 21 decibels above existing conditions by the year 2015. Energy consumption resulting from vehicular traffic would increase by four percent by the same year. The facility would traverse an area affected by seismic activity. Runoff would increase by 7.55 acre-feet (af) per year, and annual infiltration volumes would increase by 8.54 af. The project could adversely affect bald eagles and Chinook salmon. The project would encroach on Issaquah High and Clark Elementary schools in the central project area, and access and residential disruption would occur in the southern project area. Formal and informal recreational trails would be disrupted. The Tiger Mountain NRCA property would be adversely affected. Property tax revenues would be reduced due to right-of-way acquisition. The realignment of East Sunset Way would adversely affect the historic White Swan Inn. The setting of the historic Issaquah Sportsmen's Clubhouse would be altered. The facility would constitute a significant visual intrusion into the area. Existing views would be altered by a new concrete and asphalt roadway in the project area. Vegetation would be removed and light and glare would increase. The greatest visual change would be associated with the construction of a bridge approximately 1,700 feet in length, with six feet of clearance, in the southern project 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 National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 000207, 681 pages, June 21, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-D KW - Bridges KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 238 HAYWARD BYPASS PROJECT FROM INDUSTRIAL PARKWAY TO THE US ROUTE 238/INTERSTATE 580 INTERCHANGE IN THE CITY OF HAYWARD AND IN UNINCORPORATED AREAS OF ALAMEDA COUNTY, CALIFORNIA. AN - 16342728; 8060 AB - PURPOSE: The construction of a 5.3-mile bypass section of US Route 238 (US 238) on a new alignment from Industrial Parkway to the US 238/Interstate 580 (I-580) interchange, located in western California, is proposed. The facility would bypass the downtown area of Hayward and the Mission Boulevard strip commercial development. The existing US 238, which extends north from I-680 in Fremont to I-580 in Hayward, then westward to the US 238/I-880 junction, is experiencing traffic congestion, noise, and accidents. Four alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative would be a modification of the four-lane expressway. It would include a northbound on and a southbound off ramp at A Street. At the south end of the project, a flyover would connect with Industrial Parkway west of Mission Boulevard. Traffic signals would be installed at the intersections of the bypass and A Street on ramp, A Street off ramp, SB/Carlos Bee Boulevard, NB/Carlos Bee Boulevard, SB/Harder Road, NB/Harder Road, Industrial Parkway, and Dixon Street. Retaining walls would be constructed along the east side of the roadway between B Street and D Street. The project would be constructed in three stages. Stage 1 would consist of the construction of a four-lane facility from the US 238/I-580 interchange to Harder Road. Stage 2 would consist of the construction of a four-lane facility from Harder Road to Tennyson Road. Stage 3 would consist of the construction of a four-lane facility from the north of Tennyson Road to Industrial Parkway. The preferred alternative would require nearly the same right of way as the Modified 6-Lane Freeway Alternative. The estimated cost of the project is $243.8 million. POSITIVE IMPACTS: Each of the build alternatives 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: The rights-of-way requirements would result in the displacement of 219 single-family residences, 17 duplexes, five condominiums, 39 multi-family residences, and 17 businesses and nonprofit organizations. The project would result in the loss of 1.6 of oak woodland, 2.1 acres of mixed riparian habitat, and 5.0 acres of dense bay and oak woodland. It would adversely affect 0.2 acres of waters and 1.6 of wetlands. Eleven drainages lie within the project corridor; water quality in streams would be adversely affected in the short term by the construction. Three properties listed in the National Register of Historic Places and one significant archaeological site would be adversely affected. State air quality standards would be exceeded at times. The transportation facility would lie within a seismically active area along coastal California. A total of 28 hazardous waste sites would lie within the construction zone. The facility would traverse visually sensitive areas. The construction would result in short-term dust, water turbidity, noise, detour, and inconvenience impacts. Noise levels would increase along the entire project corridor. Visual resources would be adversely affected by cuts and fills, massive bridge structures, and diverse forms. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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 supplement to the draft EIS, see 96-0256D, Volume 20, Number 3. For the abstract of the draft EIS, see 87-0402D, Volume 11, Number 10. JF - EPA number: 000205, Volume I--461 pages and maps, Volume II--420 pages, Volume III--382 pages, June 21, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-87-04-F KW - Air Quality Standards Violations KW - Archaeological Sites KW - Bridges KW - Creeks KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Seismic Surveys KW - Transportation KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, as amended, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16342728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+238+HAYWARD+BYPASS+PROJECT+FROM+INDUSTRIAL+PARKWAY+TO+THE+US+ROUTE+238%2FINTERSTATE+580+INTERCHANGE+IN+THE+CITY+OF+HAYWARD+AND+IN+UNINCORPORATED+AREAS+OF+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=US+ROUTE+238+HAYWARD+BYPASS+PROJECT+FROM+INDUSTRIAL+PARKWAY+TO+THE+US+ROUTE+238%2FINTERSTATE+580+INTERCHANGE+IN+THE+CITY+OF+HAYWARD+AND+IN+UNINCORPORATED+AREAS+OF+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: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUND TRANSIT LAKEWOOD-TO-TACOMA COMMUTER RAIL AND WASHINGTON STATE ROUTE 512 PARK-AND-RIDE EXPANSION, PIERCE COUNTY, WASHINGTON AN - 36419545; 8053 AB - PURPOSE: The construction and operation by the Central Puget Sound Regional Transit Authority (Sound Transit) of a portion of the Sounder commuter rail system between the cities of Tacoma and Lakewood, located in west-central Washington, is proposed. Currently, the system extends from Everett in the north to Tacoma in the south. The expanded system would extend southward from East D Street in Tacoma to the vicinity of Bridgeport Way Southwest in Lakewood, approximately 11 miles. The expansion project would implement integral parts Sound Transit's Sound Move and the region's transportation plans. The project has been divided into three sections, namely, the Tacoma Section, the South Tacoma Section, and the Lakewood Section. Three action alternatives and a No Action Alternative for the Tacoma section, three action alternatives and a No Action Alternative for the South Tacoma Section, and five action alternatives and No Action Alternatives for the Lakewood Section are considered in this draft EIS. The proposed action would include an upgraded and new rail mainline as well as sidings and a rail storage facility at Camp Murray. It would include the expansion of the Washington State Route 512 park-and-ride facility, either in place or jointly at one of the commuter rail station locations in Lakewood. Commuter rail stations would be located in South Tacoma and Lakewood with other transportation facilities and services, such as regional express bus, local bus, and parking facilities. The rail improvements, including mostly upgraded and some new rail sidings, would be located in existing Burlington Northern Santa Fe Railroad and City of Tacoma rights-of-way (ROW). A new rail connection outside of the existing rail ROW would occur from East C Street to South M Street. The rail line would provide peak-hour commuter rail service connecting Lakewood with Tacoma and Seattle. The project would also include property acquisitions, grading, utility and roadway relocation/realignment, the construction of retaining walls and station structures, and rail grade crossings. Under the preferred alternative for the Tacoma Section (Alternative 1), a portion of Delin Street would be vacated and regraded. Signals and a median would be constructed. Under the preferred alternative for the South Tacoma Section, the station would be located at a South 56th Street site. The station would include landscaping, parking facilities for 200 to 250 vehicles in surface parking lots and/or parking structure, and connection to other transit services, such as regional bus. Under the preferred alternative for the Lakewood Section, the transportation center would be a combined commuter rail station and SR-512 park-and-ride annex (expansion) on Pacific Highway SW, the existing SR-512 park-and-ride would remain unchanged at SR-512/South Tacoma Way, and the rail alignment and storage facility would be the same as the other alternatives. The capital costs would be approximately $93.8 million in 1999 dollars for commuter rail and approximately $6.1 million in 1999 dollars for regional express. The operating and maintenance costs for the commuter rail portion of the Lakewood-to-Tacoma project would be approximately $3.2 million in 2002 and would escalate to an annual average cost of $3.6 million in 2006. POSITIVE IMPACTS: The extended rail service would encourage commuters to reach the regional transit system using local transit or other high-occupancy-vehicle modes, develop land use policies that would be transit- and pedestrian-friendly and encourage mixed use development around stations, encourage joint use and development of park-and-ride lots, allow park-and-ride lots to be converted to other uses when transit- and pedestrian-friendly development patterns make a specific site inappropriate for continued park-and-ride use, and develop means other than park-and-ride lots to achieve ridership goals. Access to regional seaports and airports would be improved NEGATIVE IMPACTS: Construction activities would encounter hazardous materials sites. Significant increases in the potential for accidents and significant traffic delays would occur at road-rail at-grade crossings along the extended system. Some parking spaces would be displaced by project facilities. Business displacements would be necessary, and access to several businesses would be limited. Wintering bald eagles, an endangered species, could occur within one mile of the project corridor. The federally-listed bull trout coastal Puget Sound population and Chinook and coho salmon populations could reside proximate to the project area. Several historic structures could be adversely affected by the project. Noise levels would increase somewhat for sensitive receptors along the corridor. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991, Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000198, 812 pages and maps, June 16, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality Assessments KW - Birds KW - Endangered Species (Animals) KW - Fish KW - Hazardous Wastes KW - Historic Sites KW - Noise KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Washington KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419545?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUND+TRANSIT+LAKEWOOD-TO-TACOMA+COMMUTER+RAIL+AND+WASHINGTON+STATE+ROUTE+512+PARK-AND-RIDE+EXPANSION%2C+PIERCE+COUNTY%2C+WASHINGTON&rft.title=SOUND+TRANSIT+LAKEWOOD-TO-TACOMA+COMMUTER+RAIL+AND+WASHINGTON+STATE+ROUTE+512+PARK-AND-RIDE+EXPANSION%2C+PIERCE+COUNTY%2C+WASHINGTON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 16, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOOP 1 EXTENSION FROM FARM-TO-MARKET 734 TO PROPOSED INTERSTATE HIGHWAY 45, TRAVIS AND WILLIAMSON COUNTIES, TEXAS. AN - 36414078; 8052 AB - PURPOSE: The extension of Loop 1 from Farm-to-Market 734 (FM 734), also known as Parmer Lane, to the north and northeast approximately seven miles to Interstate Highway 35 (I-35), located in central Texas, is proposed. Loop 1, locally known as Mopac, currently terminates as a freeway facility at FM 734, where it transitions into the four-lane FM 1325. FM 1325 continues north and northeastward to its intersection with I-35. Loop 1 is one of the three major north-south highways serving the affected sections of the counties. Development demands in the north Austin metropolitan area, including demands in the city of Round Rock, are very high and include significant residential and commercial plans. As these areas have grown, travel demand on existing Loop 1, FM 1325, and I-35 has continued to increase, with forecasts indicating a continuation of this trend through the foreseeable future. Three alternatives, including a No Action Alternative, are considered in this final EIS. Regardless of the route selected, the project would extend the facility as a six-lane freeway, generally following FM 1325 north. The route alternatives would diverge at different points to intersect with proposed SH 45. The preferred alternative (Alternative C) would extend 7.1 miles, beginning at FM 734, following existing FM 1325 north for 2.2 miles, then veering west of the existing right-of-way near its intersection Merrilltown Drive. The route would continue north for approximately 1.9 miles before turning east and joining FM 1325 just before I-35. A fully directional interchange would be provided at I-35. Approximately three miles of Alternative C would be on new location. The estimated costs of rights-of-way acquisition and construction for the preferred alternative are $58.6 million and $201 million, respectively. POSITIVE IMPACTS: The project would relieve traffic congestion and improve mobility on existing FM 1325 and I-35, providing a safer, more efficient route for traffic traveling through this corridor. The project would also relieve congestion on parallel local routes. Opportunities for economic growth would be enhanced. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would include the acquisition of 261 additional acres, resulting in the loss of 175 acres of agricultural land and 10 acres of woodland habitat, as well as the displacement of 11 residences. Three potentially historic sites could be indirectly affected. Traffic-related noise levels would increase substantially for numerous receptors. The alignment would traverse the floodplains of two streams and the Edwards Aquifer recharge zone, and displace 0.9 acres of waters. Three hazardous materials sites would lie within the rights-of-way of the project. Access provided by the facility to undeveloped areas would probably result in the displacement of undeveloped tracts of 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0088D, Volume 24, Number 1. JF - EPA number: 000197, 324 pages and maps, June 16, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-03-F KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Vegetation Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Texas KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36414078?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOOP+1+EXTENSION+FROM+FARM-TO-MARKET+734+TO+PROPOSED+INTERSTATE+HIGHWAY+45%2C+TRAVIS+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=LOOP+1+EXTENSION+FROM+FARM-TO-MARKET+734+TO+PROPOSED+INTERSTATE+HIGHWAY+45%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: June 16, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF AN INDEPENDENT SPENT NUCLEAR FUEL STORAGE INSTALLATION ON THE RESERVATION OF THE SKULL VALLEY BAND OF GOSHUTE INDIANS AND THE RELATED TRANSPORTATION FACILITY, TOOELE COUNTY, UTAH. AN - 36406027; 8049 AB - PURPOSE: The issuance of a license to Private Fuel Storage LLC (PFS) for the construction and operation of an independent spent nuclear fuel (SNF) storage installation on the reservation of the Skull Valley Ban of Goshute Indians, located in Skull Valley in northwestern Utah, is proposed. The 820-acre site of the storage facility would be about 3.5 miles from the Skull Valley Band's village and 27 miles west-southwest of the community of Tooele. PFS is owned by eight power utilities, including Indiana-Michigan Power Company (American Electric Power), Consolidated Edison Company of New York, GPU Nuclear Corporation, Northern States Power company, Illinois Power Company, Southern Nuclear Operating Company, Southern California Edison Company, and Genoa FuelTech, Inc. PFS has applied to the Nuclear Regulatory Commission for a license to receive, transfer, and possess SNF from commercial nuclear power plants at a privately-owned independent SNF storage installation for the purpose of storing the SNF. Issues identified in the scoping process include radiological impacts and human health and safety, socioeconomics, cultural resources and environmental justice, geology and seismicity, transportation, accidents, compliance with applicable regulations, air quality, hydrology, ecological resources, the need for the facility, and decommissioning. Six alternatives, including a No Action Alternative, are considered this draft EIS. Under the proposed action, spent nuclear fuel would be transported by rail from existing reactor sites to Skull Valley. The facility would be designed to store up to 40,000 metric tons of uranium. Dry cask technology, providing for storage of spent fuel inside sealed metal canisters that would be loaded into steel and concrete storage casks to be placed on concrete pads, would be the method of storage. The Holtec HI-STORM dual-purpose canister-based cask system would be used. As many as 4,000 canisters inside individual storage casks would be used to store the spent fuel. Approximately 25 percent of the storage area would be provided during the first two-year phase of the project. Another 25 percent would be completed during a second phase, and the remainder of the storage area would be completed during the third phase. Ownership, and the ultimate responsibility for the facility, would lie in the hands of the members of PFS. To transport the spent fuel from the existing rail line in Skull Valley to the storage installation, a rail siding and a 32-mile rail line within a 200-foot right-of-way from Skunk Ridge to the reservation would be constructed. The facility would be licensed to operate for up to 20 years, and the license would be open for possible renewal. Three action alternatives located on the reservation and an alternative site in Freemont County, Wyoming, are also under consideration. POSITIVE IMPACTS: The facility would provide SNF storage for PFS members and allow continued operation of the nuclear reactors owned and operated by PFS members. The construction activities would provide employment for 255 persons during peak periods. The storage facility would generally contribute to the local economy. NEGATIVE IMPACTS: The facility would displace undeveloped rangeland and constitute a visual intrusion in the area. Approximately 232 acres would be cleared for the construction, of which 140 acres would be displaced for the life of the project. The rail line would require the initial clearance of 776 acres, of which 155 acres would be cleared for the life of the project. The rail line would cross 32 arroyos (i.e., gullies or gulches cut by streams with ephemeral flows). Construction of the rail line along the western edge of Skull Valley would adversely affect one cultural resource (i.e., the Hastings Cutoff Trail) that is considered eligible for listing on the National Register of Historic Places and could adversely affect historic resources of as yet undetermined quality within the project area. Air quality would be adversely affected temporarily. Construction of the PFS facility could adversely affect local traffic, including Skull Valley Road. Grazing resources would be adversely affected due to the disruption to and reduced availability of resources on two Bureau of Land Management grazing allotments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Resource Conservation and Recovery Act of 1976 (42 U.S.C. 6901 et seq.). JF - EPA number: 000194, 671 pages, June 16, 2000 PY - 2000 KW - Wastes KW - Creeks KW - Environmental Justice KW - Historic Sites KW - Indian Reservations KW - Nuclear Fuels KW - Radiation KW - Radiation Hazards KW - Radioactive Wastes KW - Railroads KW - Ranges KW - Rivers KW - Safety KW - Site Planning KW - Storage KW - Transportation KW - Transportation Surveys KW - Utah KW - Wyoming KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Nuclear Regulatory Commission, Licensing KW - Resource Conservation and Recovery Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+AN+INDEPENDENT+SPENT+NUCLEAR+FUEL+STORAGE+INSTALLATION+ON+THE+RESERVATION+OF+THE+SKULL+VALLEY+BAND+OF+GOSHUTE+INDIANS+AND+THE+RELATED+TRANSPORTATION+FACILITY%2C+TOOELE+COUNTY%2C+UTAH.&rft.title=CONSTRUCTION+AND+OPERATION+OF+AN+INDEPENDENT+SPENT+NUCLEAR+FUEL+STORAGE+INSTALLATION+ON+THE+RESERVATION+OF+THE+SKULL+VALLEY+BAND+OF+GOSHUTE+INDIANS+AND+THE+RELATED+TRANSPORTATION+FACILITY%2C+TOOELE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Nuclear Regulatory Commission, Office of Nuclear Material Safety and Safeguards, Washington, District of Columbia; NRC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 16, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHICAGO TO ST. LOUIS HIGH-SPEED RAIL PROJECT FROM CHICAGO TO ST. LOUIS; COOK, GRUNDY, JERSEY, KANKAKEE, LIVINGSTON, LOGAN, MACOUPIN, MADISON, MCLEAN, ST. CLAIR, SANGAMON, AND WILL COUNTIES, ILLINOIS, AND ST. LOUIS COUNTY, MISSOURI. AN - 36410068; 8044 AB - PURPOSE: The provision of high-speed rail service (HSR) in the 280-mile Chicago-St. Louis corridor, located in Illinois and Missouri, is proposed. The HSR service would include eight round trips per day on two-hour headways, with one-way end-to-end travel times of approximately 3.5 hours. Top operating speeds would be 110 miles per hour (mph) within most of the project area, except for an 18-mile segment between Lincoln and Springfield where it would be 125 mph. The existing track would be utilized by the project throughout most of the corridor. Issues include important socioeconomic and environmental impacts associated with grade crossing treatments and fencing, agriculture, air quality, noise and vibration, and wetlands and native prairie remnants. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. Three alternative alignments for the project between Chicago and Dwight in Illinois are under consideration. One alignment (the Illinois Central/Union Pacific Alignment) would utilize the current Amtrak route. It would operate on Amtrak and Illinois Central Joliet Line tracks between Chicago and Joliet and on Union Pacific (UP) tracks between Joliet and Dwight. Another alignment (the Norfolk Southern Alignment) would utilize the Illinois Central mainline and the Norfolk Southern through Kankakee. It would operate on Metropolitan Rail Corporation (Metra) Electric line tracks between downtown Chicago and a point between 23rd Street and 31st Street in Chicago, Illinois Central New Orleans mainline tracks between that junction with Metra Electric line tracks, and Norfolk Southern (formerly Conrail) tracks between Kankakee and Dwight. At Dwight, this alignment would connect to the UP tracks. The third alignment would utilize the Metra Rock Island District line between Chicago LaSalle Street Station and Joliet and switch to the UP between Joliet and Dwight. South of Dwight in Illinois, only one alignment is under consideration. Between Dwight and Granite City, this alignment would match the existing Amtrak route, operating on UP track. South of Granite City, an alignment different from the one used by existing Amtrak service is under consideration. This alignment would consist of Gateway Eastern/UP track between 19th Street in Granite City (Mile Post (MP) 275.17) and MP 280.80 near Missouri avenue in East St. Louis, and Terminal Railroad Association track between MP 280.80 and the St. Louis passenger terminal. Use of this alignment would include crossing the Mississippi River via MacArthur Bridge, which is located immediately south of the Interstate 55/64/70 river crossing. All HSR trains would stop at stations in Chicago, Bloomington/Normal, Springfield, Alton, and St. Louis. Between Chicago and Dwight, service on the IC/UP would and Rock Island District alignments would stop in Joliet. Service on the Norfolk Southern alignment would stop in Kankakee and in Peotone as well if the South Suburban Airport were constructed. Stations would be required in Joliet with the Rock Island District alignment and in Kankakee and Peotone with the Norfolk Southern alignment. Limited skip-stop service could also be provided at most of the other Amtrak stations in the project area. In addition to potentially adding stations, the provision of HSR service would require the construction of 12 to 36 miles of double track, 25 to 27 miles of freight siding, three to five grade-separated highway-railroad grade crossings, and 15 to 17 miles of service roads. The estimated cost of the various alternative alignments range from $289.4 million to $369.9 million. POSITIVE IMPACTS: The HSR would provide a more balanced use of the passenger transportation network in the corridor, resulting in benefits to the human environment. The annual construction employment would provide jobs for 1,780 to 3,240 employees. HSR operation employment would include more than 800 jobs. NEGATIVE IMPACTS: The rights-of-way requirement would include the acquisition of up to 156 acres of land, including up to 134 acres of prime farmland, and the loss of up to 11 residences, a commercial establishment, and possibly, a church and six outbuildings. The project would also result in the loss of up to 15 acres of wetlands. Upland vegetation losses would total up to 293 acres. The project would traverse four to six floodplains and four to six potentially hazardous waste sites. Construction activities could adversely affect water quality in 46 to 61 streams and small tributaries. The corridor would be characterized by numerous highway-railroad at-grade crossings and 12 to 18 railroad-railroad at-grade crossings. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000189, 381 pages and maps, June 13, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-00-01-D KW - Air Quality KW - Creeks KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Noise KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Illinois KW - Missouri KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+TO+ST.+LOUIS+HIGH-SPEED+RAIL+PROJECT+FROM+CHICAGO+TO+ST.+LOUIS%3B+COOK%2C+GRUNDY%2C+JERSEY%2C+KANKAKEE%2C+LIVINGSTON%2C+LOGAN%2C+MACOUPIN%2C+MADISON%2C+MCLEAN%2C+ST.+CLAIR%2C+SANGAMON%2C+AND+WILL+COUNTIES%2C+ILLINOIS%2C+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=CHICAGO+TO+ST.+LOUIS+HIGH-SPEED+RAIL+PROJECT+FROM+CHICAGO+TO+ST.+LOUIS%3B+COOK%2C+GRUNDY%2C+JERSEY%2C+KANKAKEE%2C+LIVINGSTON%2C+LOGAN%2C+MACOUPIN%2C+MADISON%2C+MCLEAN%2C+ST.+CLAIR%2C+SANGAMON%2C+AND+WILL+COUNTIES%2C+ILLINOIS%2C+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 13, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF TRANSPORTATION HEADQUARTERS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16352884; 8025 AB - PURPOSE: The leasing of space for use as the headquarters of the Department of Transportation (DOT), located in the city of Washington in the District of Columbia, is proposed. The General Services Administration (GSA) would acquire new or renovated headquarters space for the DOT. The DOT's headquarters operations are currently housed primarily in two leased locations, namely, the Nassif Building at 400 Seventh Street Southwest and the Transpoint Building at 2100 Second Street Southwest. In addition, the DOT occupies smaller blocks of leased space, less than 50,000 usable square feet (sf), in other buildings in the city and utilizes Federal Office Building 10A as the headquarters for the Federal Aviation Administration (FAA). The lease for the Nassif building expired on March 31, 2000. The lease at the Transpoint building is set to expire in May 2003. DOT seeks, through competitive acquisition of a long-term lease, to update its facilities, maximize efficiency, reorganize, and consolidate its operations currently housed in multiple and disparate locations. The action would not result in the relocation of the FAA, which operates in federally-owned space. In November 1999, the GSA issued a competitive solicitation for offers setting forth, among other things, the DOT's requirements for consolidated headquarters and the evaluation factors pursuant to which a selection decision would be made. The solicitation specified the desire for a 15-year lease. The new or renovated DOT headquarters is expected to house approximately 7,500 DOT employees and contractors. For the purposes of analysis, a conservative estimate of 7,900 office workers was used to analyze the impacts of leasing. The usual area required would include 833,000 sf of general office space, 145,000 sf of joint use space, and 121,900 sf of special space. The space would be contiguous in no more than four buildings, and not single building would include less than 250,000 rentable sf. A successful lease offer would incorporate at least the number of parking spaces required under District of Columbia zoning rules and ensure ease of access to public transportation facilities. Five alternative sites and a No Action Alternative, are considered in this draft EIS. The fives alternative sites, located in the central employment area of the District of Columbia, include the 801 New Jersey Avenue Northwest site, the 400 Seventh Street Southwest site, the 1200 Maryland Avenue Southwest site, and the Southeast Federal Center site between M and Tingey streets near the Anacostia River waterfront. Two options are considered with respect to the Southeast Federal Center site. POSITIVE IMPACTS: By consolidating and upgrading DOT operations, the leasing arrangements would improve the efficiency of the DOT's activities and the quality of the working environment. NEGATIVE IMPACTS: The use of the leased facilities would increase traffic on surrounding streets and, in some cases, place extreme pressure on available parking. Certain sites could overlie archaeological resources and historically significant structures could be adversely affected, particularly due to visual encroachment. The estimated water consumption would amount to 118,500 gallons per day, sewage outflow from the facility would amount to 197,500 gallons per day, and the facility would generate 13,000 pounds of solid waste per day. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 000177, 327 pages, June 2, 2000 PY - 2000 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Central Business Districts KW - Historic Sites KW - Leasing KW - Parking KW - Sewage Disposal KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wastes KW - Water Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+TRANSPORTATION+HEADQUARTERS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+TRANSPORTATION+HEADQUARTERS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: June 2, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 52209162; 2001-057542 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Kotzias, Panaghioti C AU - Stamatopoulos, Aris C AU - Zhang, Zhongjie AU - Tumay, Mehmet T Y1 - 2000/06// PY - 2000 DA - June 2000 SP - 577 EP - 580 PB - American Society of Civil Engineers, New York, NY VL - 126 IS - 6 SN - 1090-0241, 1090-0241 KW - soils KW - granulometry KW - fuzzy logic KW - soil mechanics KW - penetration tests KW - strength KW - cone penetration tests KW - classification KW - compressibility KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52209162?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Kotzias%2C+Panaghioti+C%3BStamatopoulos%2C+Aris+C%3BZhang%2C+Zhongjie%3BTumay%2C+Mehmet+T&rft.aulast=Kotzias&rft.aufirst=Panaghioti&rft.date=2000-06-01&rft.volume=126&rft.issue=6&rft.spage=577&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 8 N1 - PubXState - NY N1 - Document feature - illus. N1 - SuppNotes - For reference to original see Zhang, Zhongjie and Tumay, Mehmet T., J. Geotech. and Geoenviron. Eng., Vol. 125, No. 3, March 1999 N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - classification; compressibility; cone penetration tests; fuzzy logic; granulometry; penetration tests; soil mechanics; soils; strength ER - TY - RPRT T1 - NORTH SPOKANE CORRIDOR, SPOKANE COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1997). AN - 36408379; 8018 AB - PURPOSE: The construction of a four- to eight-lane, fully-controlled-access highway between Interstate Highway 90 (I-90) on the southern terminus (mile post 283.44) and US Route 2 (US 2)/US 395 on the northern terminus, located in northeastern Washington, is proposed. The North Spokane Corridor (formerly known as the North Spokane Freeway) would address transportation safety and mobility through the city of Spokane and Spokane County between I-90 and Canada. The project area is located in the northeast quadrant of Spokane County and the city of Spokane. The approximately 10-mile-long facility would include up to seven interchanges. Three alternatives, including a No Action Alternative, were considered in the final EIS of 1997. The preferred alternative (the Market/Greene Alternative) as documented in the final EIS would begin with a interchange connection with I-90 near Thor/Freya Street. The freeway would then extend north along the same line as Greene Street. After crossing the Spokane River, it would continue north past Wellesley Avenue and Francis Avenue, to Lincoln Road. The roadway would follow the vacant Burlington Northern Railroad property just east of Hillyard. Two optional alignments were developed to bypass the Kaiser Aluminum and Chemical Company and Bonneville Power Administration facilities. The preferred option would comprise the four-mile northern connection. The preferred alternative would also involve the implementation of mass transit and transportation system management improvements. The estimated full build-out completion date is 2021. This draft supplement to the final EIS documents changes to the proposed action since the issuance of the final EIS and covers portions of the corridor between the Spokane River and US 395 at Wandermere. The Revised Market/Greene Alternative and the VE North Alternative are under consideration and compared with the final EIS Market/Greene and North Option. The estimated project construction costs for the segment under consideration in this supplemental EIS are $1.09 million POSITIVE IMPACTS: Under the preferred alternative, a transportation facility that would accommodate high-volume traffic movements, including high-capacity transportation systems between I-90 and areas north would be provided. The project would help reduce the congestion and related operational problems on city streets and county roads such as Division Street and Market Street, and remove regional trips from local streets. This would reduce congestion in the overall transportation system projected for design year 2020, reduce travel times by improving system linkages between major northside arterial and state routes, meet the needs of the Washington State Growth Management Act and regional planning guidelines, support or facilitate the implementation of multimodal system uses, conform to the state implementation plan for carbon monoxide and particulate matter emissions, provide safe movement of people and freight by providing a limited-access facility that has fewer points of conflict than local signalized major arterials, improve energy efficiency in the movement of people and freight, and accommodate or improve intermodal transfers such as park-and-ride lots and rail and truck freight movement. NEGATIVE IMPACTS: The Revised Market/Greene with VE North connection (the preferred alternative) would result in the displacement of 112 homes and 35 businesses. Approximately 286 homes along the build corridors and I-90 would experience noise levels exceeding Federal Highway Administration noise abatement criteria; the noise affecting 42 to 95 homes would remain unmitigated by noise walls. Prime farmland and farmland of state importance would be lost to highway use. According to a corridor level initial site assessment, potential hazardous waste sites would be encountered found along the build corridor, requiring remediation costing $1.87 million. The project would adversely affect common habitat and species. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 95-0457D, Volume 19, Number 5, and 97-0213F, Volume 21, Number 3, respectively. JF - EPA number: 000170, 187 pages, May 31, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-95-4-DS KW - Energy Consumption KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Noise KW - Noise Assessments KW - Particulates KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Wildlife Habitat KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SPOKANE+CORRIDOR%2C+SPOKANE+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1997%29.&rft.title=NORTH+SPOKANE+CORRIDOR%2C+SPOKANE+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1997%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: May 31, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY SAFETY AREA AND TAXIWAY IMPROVEMENTS, TWEED-NEW HAVEN AIRPORT, NEW HAVEN COUNTY, CONNECTICUT. AN - 36418396; 8012 AB - PURPOSE: The implementation of runway and taxiway improvements at Tweed-New Haven Airport (Tweed), located in the municipalities of New Haven and East Haven in southern Connecticut, is proposed. Airport operations are expected to increase significantly in the future. Tweed has deficiencies that adversely affect the ability of the airport to maintain a safe and efficient facility. The deficiencies include poor base conditions on Taxiways B and E, which currently constitute a potential safety hazard and restrict use of these taxiways; insufficient runway safety areas (RSA) on Runway 2/20, which do not meet federal safety standards; insufficient RSA on Runway 2/20, which increase emergency response times; and the absence of a full-length parallel taxiway along Runway 2/20, which is the primary runway, decreasing safety margins and impairing the efficient operation of the airport. Two alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (the proposed action) would include a series of safety improvements to Runway 2/20 and Taxiways B and E. The Runway 2 improvements would include the construction of a 1,000-foot-by-500-foot RSA and the rechannelization of a portion of Morris Creek. The Runway 20 improvements would include construction of a modified 1,000-foot-by-500-foot RSA, the rechannelization of Tuttle Brook and Morris Creek, and the relocation of Dodge Avenue. The grading of the Runway 20 safety area would create two stormwater detention basins, increasing flood storage from that capable of containing a two-year event to that capable of containing a 10-year event. The taxiway improvements would the reconstruction and strengthening of (existing) Taxiways E and the strengthening and extension of Taxiway B. Taxiway B would become a full parallel taxiway, eliminating the need to use the primary runway (Runway 2/20) for taxi movements. The estimated cost of the project is $7.37 million. POSITIVE IMPACTS: The safety and efficiency of operations at Tweed would improve substantially. NEGATIVE IMPACTS: The construction activities would displace 9.89 acres of tidal wetlands, inland (freshwater) wetlands, and watercourses. The relocated section of Dodge Avenue would pass closer to the Holmes Street residences than is currently the case, increasing noise by as much as three decibels. The construction of safety improvement would generate short-term impacts on the surrounding neighborhoods, principally in noise, fugitive dust, and traffic. 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.). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0002D, Volume 24, Number 1. JF - EPA number: 000164, 299 pages and maps, May 26, 2000 PY - 2000 KW - Air Transportation KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Flood Control KW - Noise KW - Noise Assessments KW - Roads KW - Safety KW - Traffic Analyses KW - Wetlands KW - Connecticut KW - Tweed-New Haven Airport, 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/36418396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+SAFETY+AREA+AND+TAXIWAY+IMPROVEMENTS%2C+TWEED-NEW+HAVEN+AIRPORT%2C+NEW+HAVEN+COUNTY%2C+CONNECTICUT.&rft.title=RUNWAY+SAFETY+AREA+AND+TAXIWAY+IMPROVEMENTS%2C+TWEED-NEW+HAVEN+AIRPORT%2C+NEW+HAVEN+COUNTY%2C+CONNECTICUT.&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 26, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALBANY SHAKER ROAD (ALBANY COUNTY ROUTE 151) AND WATERVLIET SHAKER ROAD IMPROVEMENTS (PIN 1753.34 AND 1754.04), TOWN OF COLONIE, ALBANY COUNTY, NEW YORK. AN - 36416080; 8015 AB - PURPOSE: The improvement of Albany Shaker Road (Albany County Route 151) and Watervliet Shaker Road in the town of Colonie, located in eastern New York, is proposed. The Albany Shaker Road segment of the project would run 2.4 miles from the road's intersection with Dalessandro Boulevard in the southern portion of the project area to New York State Route 7, while the Watervliet Shaker Road segment would run 1.3 miles from the eastern intersection with Vly Road to Albany Shaker Road. The project would address growth trends in the area surrounding the Albany International Airport. Two alternatives are considered in this final EIS. The preferred alternative (Alternative 4) would involve the construction of a four-lane road east of Airport Park. It would include the construction of 6,330 feet of a four-lane arterial west of existing Albany Shaker Road, the reconstruction of 2,760 feet of existing Albany Shaker Road to four lanes, the construction of 3,810 feet of a four-lane bypass arterial west of the existing Albany Shaker Road/Watervliet Shaker Road intersection to connect existing Watervliet Shaker Road to the newly relocated Albany Shaker Road, and the reconstruction of 4,550 feet of existing Watervliet Shaker Road to four lanes. It would also include the construction of 1,260 feet of a two-lane connector roadway between the newly relocated Albany Shaker Road and the existing Albany Shaker Road, as well as the construction of 915 feet of a two-lane roadway to the relocated western end of Siker Road. Alternative 2 would include the construction of a four-lane roadway through Airport Park. It would include the construction of 8,730 feet of a four-lane arterial west of Albany Shaker Road, the construction of 3,810 feet of a four-lane bypass arterial west of the Albany Shaker Road/Watervliet Shaker Road intersection to connect existing Watervliet Shaker Road to the newly relocated Albany Shaker Road, and the reconstruction of 4,550 feet of the existing Watervliet Shaker Road to a four-lane cross-section. It would also include the construction of 1,640 feet of a two-lane connector roadway between the newly relocated Albany Shaker Road and existing Albany Shaker Road. Both alternatives would involve the closure of Albany Shaker Road at airport Runway 10 and provisions for pedestrian and bicycle traffic via an independent multi-use path and sidewalks. Connections would be provided to the Watervliet Shaker Historic District, Ann Lee Pond Nature and Historic Preserve, Albany International Airport, and existing facilities along State Route 7 and Watervliet Shaker Road. The estimated costs of Alternative 2 and Alternative 4 are $19.4 million and $19.63 million, respectively. POSITIVE IMPACTS: The project implementation would improve traffic conditions and level of service (LOS) on some roads to provide for future traffic demand, improve the structural and geometric deficiencies of Albany Shaker Road and Watervliet Shaker Road and reduce their susceptibility to flooding from Shaker Creek, enhance the use of historically significant portions of the Watervliet Shaker Historic District, and maintain the compatibility of the regional transportation plan and arterial management strategies. NEGATIVE IMPACTS: Depending on the alternative considered, the rights-of-way requirements would result in the relocation of two to three residences and one to two businesses, as well as the loss of 2.3 acres of agricultural land used for farming. Noise levels would exceed federal standards for receptors at 21 to 29 properties. Traffic volumes would increase by 50 percent on Sand Creek Road south of Watervliet Shaker Road decreasing the LOS on Sand Creek Road from E to F. Traffic volumes on Watervliet Shaker Road west of New Karner Road would increase by 10 percent; the level of service (currently F) would remain the same. The total annual transportation energy consumption would increase. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0385D, Volume 23, Number 4. JF - EPA number: 000167, Final EIS--423 pages and maps, Wetland Delineation Report--267 pages and maps, Visual Impact Assessment Report--41 pages, Air Quality Analysis Report--75 pages and maps, Endangered and Threatened Species Report--86 pages and maps, May 26, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-99-03-F KW - Airports KW - Air Quality Assessments KW - Cultural Resources Assessments KW - Energy Consumption KW - Energy Consumption Assessments KW - Farmlands KW - Flood Protection KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation Surveys KW - Visual Resources Surveys KW - Wildlife Surveys KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36416080?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALBANY+SHAKER+ROAD+%28ALBANY+COUNTY+ROUTE+151%29+AND+WATERVLIET+SHAKER+ROAD+IMPROVEMENTS+%28PIN+1753.34+AND+1754.04%29%2C+TOWN+OF+COLONIE%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=ALBANY+SHAKER+ROAD+%28ALBANY+COUNTY+ROUTE+151%29+AND+WATERVLIET+SHAKER+ROAD+IMPROVEMENTS+%28PIN+1753.34+AND+1754.04%29%2C+TOWN+OF+COLONIE%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: May 26, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE CONNECTOR PROJECT, ALLEGHENY COUNTY, PENNSYLVANIA. AN - 16352359; 8014 AB - PURPOSE: The extension of the existing light rail transit (LRT) system from the Golden Triangle of downtown Pittsburgh to the North Shore area, located in southwestern Pennsylvania, is proposed. The study area includes portions of the Golden Triangle and nearly all of the North Shore. The Golden Triangle, located between the Allegheny and Monongahela rivers, has historically served as the central business district for the city of Pittsburgh and the surrounding region. The North Shore has been the location for major urban renewal and redevelopment over the past and continues to experience additional growth and development. The North Shore also provides the site for a stadium used by professional football and baseball teams. A study of the area highlighted the need to address traffic problems, increase parking supply, improve intra-area and regional transit connections, consider future transportation connections into the North Side, and improve pedestrian connections. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The Gateway LRT Alternative would comprise a fixed-guideway LRT system extending 1.6 miles from the existing Gateway Center LRT Station via a subway section, passing under the Allegheny River in a submerged tube, surfacing on the North Shore north of General Robinson Street, crossing over Allegheny Avenue to an Intermodal Transport Center (ITC), and returning to an at-grade alignment to terminate east of the West End Bridge. It would also include a subway extension from the existing Steel Plaza LRT Station to a station near the Convention Center. Both Steel Plaza LRT Alternative A and Steel Plaza LRT Alternative B would comprise a fixed-guideway LRT system extending 2.1 miles from the existing Steel Plaza Station via a subway section to the Convention Center where the alignment would emerge above grade within Eleventh Street then cross the Allegheny River on a new bridge immediately parallel to the Fort Wayne Bridge. On the North Shore, the Steel Plaza LRT Alternative A would turn west to continue over Anderson and Sandusky streets then descend to an at-grade crossing of Federal Street. From there, it would continue west at-grade across Steeler Way and transition to an aerial structure over Allegheny Avenue to the ITC before returning to an at-grade alignment to the terminus east of the West End Bridge. Steel Plaza LRT Alternative B would turn west and transition to a subway section on the North shore and continue as a subway to the western terminus east of the West End Bridge. A transportation system management alternative is also under consideration. The estimated capital cost for the basic LRT system is $306.6 million to $615.5 million. The estimated capital cost for supporting bus service is $7.0 million regardless of the alternative considered. The annual operating costs for the LRT alternatives and associated bus service are $8.5 million to $9.9 million. POSITIVE IMPACTS: The expanded LRT service would improve access between and within the North Shore area and the central business district, supporting existing and proposed development within the area. The system would be capable of future expansion into nearby established neighborhoods. Increased LRT ridership expected due to expansion of the system would reduce daily vehicle miles of travel, traffic congestion, and the attendant noise and air pollution. NEGATIVE IMPACTS: The rights-of-way requirements would displace one to three businesses. The Gateway LRT Alternative would require the relocation of an culturally significant sculpture, and all alternatives could adversely affect historic buildings and districts. The construction activities would adversely affect parklands temporarily and could adversely affect habitat for the endangered peregrine falcon, water quality, and floodplains; all, temporarily. The LRT alternatives would result in vibration affecting residential and other land uses; mitigation could be warranted. The construction activities could encounter 16 to 17 contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Rivers and Harbors 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: 000166, 503 pages and maps, May 26, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Bridges KW - Central Business Districts KW - Cultural Resources KW - Demolition KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Historic Sites KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Urban Development KW - Urban Renewal KW - Allegheny River KW - Monongahela River KW - Pennsylvania 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/16352359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.title=NORTH+SHORE+CONNECTOR+PROJECT%2C+ALLEGHENY+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Philadelphia, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 26, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHAWNEE HIGHWAY; MCDOWELL, MERCER, RALEIGH, AND WYOMING COUNTIES, WEST VIRGINIA. AN - 36408176; 8008 AB - PURPOSE: The construction of the Shawnee Highway, located in southern West Virginia, is proposed. The study corridor extends from Flat Top to Three Corners Junction, the latter being the intersection of McDowell, Mercer, and Wyoming counties. The corridor is characterized by numerous deficiencies along the existing roadway network, including substandard roadway geometry along all routes that comprise the study route. As a result, travel within the study corridor is inefficient and substandard, with roadways characterized by narrow roadway and shoulder widths, a high proportion of no passing zones, sharp horizontal curves, steep vertical grades, and a mixture of pavement types. With the exception of transport by rail, the only means of moving people and goods into or out of the study area is by way of vehicles using the existing roadway system. Residents of the area lack adequate access to both the regional roadway network (Interstate Highway 77 (I-77) and I-64) and the local roadway network (US Highway 19 (US 19), West Virginia State Highway 10, and US 52). Six alternatives, including a No Action Alternative, are considered in this draft EIS. The Transportation Systems Management Alternative would include operational and traffic management improvements which would de-emphasize large capital-intensive projects in order to maximize the efficiency of the present roadway system. The Improved Roadway Alternative would include upgrading and improving the study route to current design standards. The Mass Transit Alternative would include options such as providing bus and rail service. The two build alternatives would involve the construction of a two-lane highway extending from the Ghent Interchange on I-77 near Flat Top on the north to McDowell County Route 14 in the vicinity of Ashland on the south. Alternative A would have one 12-foot lane in each direction, feature six-foot shoulders, have a design speed of 55 miles per hour (mph), and extend 22 miles. Alternative B would have one 11-foot lane in each direction, feature six-foot shoulders, have a design speed of 35 mph, and extend 23 miles. The estimated construction costs of Alternative A and Alternative B are $264 million and $276 million, respectively. The respective estimated rights-of-way costs are $11 million and $11.5 million. POSITIVE IMPACTS: The project would increase area travel efficiency, reduce emergency response times, and provide safer and more efficient access to the regional transportation network. The traffic flow efficiency improvement would reduce corridor air pollutant emissions. NEGATIVE IMPACTS: Under Alternative A and Alternative B, the rights-of-way requirements would result in the displacement of 54 and 44 residences, two and three commercial and industrial properties businesses, and three and two institutional (public and church) facilities, respectively. The respective losses of wetlands would be 1.55 and 0.89 acres. The respective lengths of stream crossings would be 85 and 45 feet of stream. Under both build alternatives, five acres of floodplain would be adversely affected. Under Alternative A and Alternative B, the highway would cross 56 and 34 acres of abandoned mine lands, respectively. The respective areas having a high probability of containing archaeological resources traversed would be 52 and 42 acres, and the respective areas having a medium probability of containing such resources would be 145 and 176 acres. Three historic sites of state importance and two uninventoried districts that could have historic significance would be adversely affected. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000160, 287 pages and maps, May 25, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-98-01-D KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Creeks KW - Floodplains KW - Highways KW - Historic Sites KW - Industrial Districts KW - Mines KW - Motor Vehicles KW - Municipal Services KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Transportation KW - Wetlands KW - West Virginia 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 - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408176?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHAWNEE+HIGHWAY%3B+MCDOWELL%2C+MERCER%2C+RALEIGH%2C+AND+WYOMING+COUNTIES%2C+WEST+VIRGINIA.&rft.title=SHAWNEE+HIGHWAY%3B+MCDOWELL%2C+MERCER%2C+RALEIGH%2C+AND+WYOMING+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: May 25, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHAWNEE HIGHWAY, MCDOWELL, WYOMING, MERCER, AND RALEIGH COUNTIES, WEST VIRGINIA. AN - 36398210; 9101 AB - PURPOSE: The construction of the Shawnee Highway in McDowell, Wyoming, Mercer, and Raleigh counties of southern West Virginia is proposed. The study corridor extends from Flat Top to Three Corners Junction, the latter being the intersection of McDowell, Mercer, and Wyoming counties. The corridor is characterized by numerous deficiencies along the existing roadway network, including substandard roadway geometry along all routes that comprise the study route. As a result, travel within the study corridor is inefficient and substandard, with roadways characterized by narrow roadway and shoulder widths, a high proportion of no passing zones, sharp horizontal curves, steep vertical grades, and a mixture of pavement types. With the exception of transport by rail, the only means of moving people and goods into or out of the study area is by way of vehicles using the existing roadway system. Residents of the area lack adequate access to both the regional roadway network (Interstate 77 (I-77) and I-64) and the local roadway network (US 19, West Virginia 10, and US 52) In addition to the No Action Alternative, this final EIS considers transportation systems management actions, improvement of existing roadways, a mass transit alternative, and three alternatives involving construction of a new highway. The proposed highway would extend from the Ghent Interchange on I-77 near Flat Top on the north to McDowell County Route 14 in the vicinity of Ashland on the south. Each build alternative would provide a two-lane rural principal arterial facility. The preferred alternative, which would extend 21.7 miles, would begin at the County Route (CR) 17 southwest of Ashland, proceed in a northerly direction paralleling CR 14 west of Crumpler, cross Indian Ridge and CR 14/1 into Wyoming County, intersect with the proposed King Coal Highway north of the McDowell /Wyoming county line, continue parallel to CR 16/2, cross Pinnacle Creek, traverse the ridge south of Clark Gap, cross CR 16/7, proceed north across the railroad tunnel at Lamar, ascend the eastern side of Flat Top Mountain to intersect with CR 1 west of the Pilot Knob lookout tower, and follow CR 1 across West Virginia 10 and along Flat Top Mountain to Peak Ridge, cross Barkers Ridge, proceed northeast along the west side of Bluff Mountain, intersect with CR 1 south of Egeria, shift to the north across Flat Top Mountain into Raleigh County in the vicinity of Bald Knob, proceed northwest crossing back into Mercer County, diverge northward away from CR 1 west of the Flat Top interchange on I-77, cross back into Raleigh County proceeding in a northerly direction to intersect with CR 48 in Ghent, turn westerly and follow CR 48 to its terminus at the I-77 Ghent interchange. Estimated cost of the preferred alternative is $175 million. POSITIVE IMPACTS: The project would provide a transportation system with minimal geometric constraints, increase travel efficiency within the study area, reduce emergency response times, and provide safer and more efficient access to the regional transportation network for residents of the communities in the area. Improvement in traffic flow efficiency would reduce the emissions of air pollutants within the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in displacement of 50 residences, two businesses, three institutional facilities, 5.3 acres of prime farmland and 288 acres of farmland of statewide importance. The project would displace 1.06 acres of wetlands and affect 1.7 miles of stream. Five acres of floodplain would be affected. The highway would traverse 56 acres of abandoned mine lands and two gas wells. Thirteen cemeteries would be affected. The facility would traverse 57 acres having a high probability of containing archaeological resources and 188 acres having a medium probability of containing such resources. Noise levels would exceed state standards at 10 sensitive receptor sites. LEGAL MANDATES: Executive Orders 11988 and 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0310D, Volume 24, Number 3. JF - EPA number: 010529, 301 pages and maps, May 25, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-98-01-F KW - Archaeological Sites KW - Air Quality KW - Cemeteries KW - Floodplains KW - Highways KW - Mines KW - Natural Gas KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Water Quality KW - Wells KW - Wetlands KW - Wildlife KW - West Virginia 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 - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36398210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHAWNEE+HIGHWAY%2C+MCDOWELL%2C+WYOMING%2C+MERCER%2C+AND+RALEIGH+COUNTIES%2C+WEST+VIRGINIA.&rft.title=SHAWNEE+HIGHWAY%2C+MCDOWELL%2C+WYOMING%2C+MERCER%2C+AND+RALEIGH+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 - Final. Preparation date: May 25, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FLORIDA STATE ROUTE 423 (JOHN YOUNG PARKWAY) FROM FLORIDA STATE ROUTE 50 TO FLORIDA STATE ROUTE 434, ORANGE COUNTY, FLORIDA. AN - 36408992; 7999 AB - PURPOSE: The expansion and extension of Florida State Route 423 (FL 423), the John Young Parkway, located in central Florida, is proposed. The facility would be expanded from four to six lanes from FL 50 (Colonial Drive) to FL 500 (US Route 441), a distance of 3.5 miles, and extended on a new alignment from FL 500 to FL 434 (Forest City Road) at FL 424, a distance of one mile. A primary factor supporting the need for the improvements is a deficiency in roadway capacity, resulting in poor levels of service. Additionally, predicted future development in the area leaves the current level of service inadequate and unacceptable. Seven alternatives, including a No-Build Alternative, are considered in this final EIS. Four new alignment alternatives would provide a multilane arterial on new location from FL 500 to FL 434. Each new alignment alternative would include the construction of additional lanes from FL 50 to FL 500, with grade separation at FL 500. The preferred alternative (Alternative A) would follow the existing roadway alignment from FL 50 to FL 500, widening the existing four-lane roadway to six 12-foot lanes. The widening could be accommodated within the existing median, resulting in minimal right-of-way impacts. The new alignment would begin just south of the existing FL 500/Lake Breeze Drive intersection, turning to the north and bridging FL 500 and the Florida Central Rail Line. It would transition to a short section parallel and adjacent to the Florida Central Rail Line, in the existing alignment of Carder Road. The alignment would then turn to the east crossing the northwest corner of the Florida Rock Industries property, proceed northeast through the Trotwood Park residential area, and then connect with the FL 424/FL 434 intersection. The Improvement of Existing Facilities Alternative would include the widening of FL 423 from FL 50 to FL 500 and the widening of Lee Road (FL 423) and Edgewater Drive (FL 424). The Transportation System Management Alternative would incorporate improvements designed to maximize utilization and efficiency of the present transportation system, and include components such as ridesharing, high-occupancy-vehicle lanes, reversible-flow roadway systems, intersection improvements, turn lanes, and transit. The estimated rights-of-way acquisition and construction costs for the preferred alternative are $16.7 million and $20.3 million, respectively. POSITIVE IMPACTS: The project would improve traffic flow and reduce congestion on the local roadway network. The FL 423 improvements and extension would be an integral component of the northwest Orange County transportation network for several years. The extension would provide the last segment in a continuous multilane arterial facility connecting Longwood and Kissimmee. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 34 residences and six businesses as well as the loss of 0.19 acres of wetlands. The project would encroach onto a 100-year floodplain. Federal noise abatement criteria would be exceeded at noise sensitive sites; the preferred alternative would have noise impacts on 11 dwelling units. A total of 56 potential contamination sites would be impacted by 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 EIS, see 00-0097D, Volume 24, Number 1. JF - EPA number: 000151, 242 pages and maps, May 19, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-99-01-F KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Traffic Analyses 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/36408992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FLORIDA+STATE+ROUTE+423+%28JOHN+YOUNG+PARKWAY%29+FROM+FLORIDA+STATE+ROUTE+50+TO+FLORIDA+STATE+ROUTE+434%2C+ORANGE+COUNTY%2C+FLORIDA.&rft.title=FLORIDA+STATE+ROUTE+423+%28JOHN+YOUNG+PARKWAY%29+FROM+FLORIDA+STATE+ROUTE+50+TO+FLORIDA+STATE+ROUTE+434%2C+ORANGE+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 19, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MTA/LONG ISLAND RAILROAD EAST SIDE ACCESS; KINGS, NASSUA, NEW YORK, QUEENS, AND SUFFOLK COUNTIES, NEW YORK. AN - 36407345; 8001 AB - PURPOSE: The implementation of the East Side Access Project to improve access to Manhattan's East Side for commuters in the Long Island Transportation Corridor, located in southeastern New York, is proposed. The corridor consists of the boroughs of Manhattan, Queens, and Brooklyn in New York City, and Nassau and Suffolk counties on Long Island. Without the project, transportation conditions in the corridor will deteriorate: the Long Island Rail Road (LIRR) will not be able to accommodate demand for service into Manhattan, causing severe overcrowding on peak hour trains; commuting on the LIRR is characterized by crowding and delays and, as the situation deteriorates, trips to East Midtown will become more time-consuming, causing millions of person-hours of delay each year; inadequate transit service will worsen already serious congestion on the region's roads and highways, as residents of Long Island and eastern Queens choose to drive to avoid the growing inconvenience of mass transit; and commuters in aggregate will travel hundreds of thousands of miles in automobiles each day, worsening already poor air quality conditions. Major issues identified during scoping include those related to service, ridership, accessibility, highway congestion, land use, neighborhoods, visual and aesthetic resources, natural resources, water quality, air quality, noise and vibration, energy, contaminated materials, and cultural resources. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative would bring Long LIRR trains from Long Island and Queens through the existing 63rd Street Tunnel to a new LIRR terminal at Grand Central Terminal (GCT). A tunnel would be constructed in Queens to connect the LIRR Main Line and Port Washington tracks south of Sunnyside Yard to the lower level of the existing 63rd Street Tunnel under 41st Avenue. In Manhattan, the tunnel alignment would curve southward from the existing tunnel at 63rd Street and Second Avenue to Park Avenue, where it would continue beneath the existing Metro-North tunnels to GCT. Two engineering options for the Manhattan alignment are under consideration. Option 1 would use the lower level of GCT for a new LIRR terminal. Option 2 would remain deep after leaving the 63rd Street Tunnel and construct a new LIRR station beneath the lower level of GCT. A transportation system management alternative is also under consideration. Depending on the engineering option considered, the estimated capital cost for the project is $4.35 billion or $4.7 billion. POSITIVE IMPACTS: The project would improve the system by expanding seating capacity on the LIRR system, reduce the number of standees on LIRR trains during peak hours, relieve train and pedestrian congestion at Pennsylvania Station, and balance utilization of Manhattan's railroad terminals. As automobiles would be removed from the highway network and East River crossings, air quality would also be improved. NEGATIVE IMPACTS: The project facilities could create land use conflicts at the Hazeltine, Babylon, and Riverhead yards sites. The rights-of-way requirements would result in the displacement of up to five residences and 14 businesses employing 200 workers. The residential displacements would occur in Yaphank East, Yaphank West, and Riverhead. The project would encounter historically significant resources at the Grand Central Terminal, at tunnel entrances and vent structures, and at various sites in Manhattan. Historically significant Pilgrim Hospital structures could require demolition. The likelihood that significant archaeological sites would be encountered would be high. Approximately 2,000 riders would be added to the overcrowded southbound Lexington Avenue subway, and up to 11 buses would be added to peak hour traffic on Madison and Lexington avenues. Parking facilities would not be able to accommodate all commuters at LIRR stations. The increase in LIRR service would result in noise levels in excess of federal standards for some receptors, and vibratory impacts would also be significant. The project would result in conflicts with utilities in Manhattan and Queens. Hazardous waste sites could be encountered during construction. Several wetland sites, floodplain land, and the Carmans River, a state designated wild and scenic river, could be adversely affected. Visual aesthetics could be marred by project structures in Hazeltine, Babylon, Yaphank East, and Riverhead. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000153, Draft EIS--783 pages, Appendices--702 pages, May 19, 2000 PY - 2000 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wetlands KW - Wild and Scenic Rivers KW - New York KW - Department of Transportation Act of 1966, as amended, Compliance KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MTA%2FLONG+ISLAND+RAILROAD+EAST+SIDE+ACCESS%3B+KINGS%2C+NASSUA%2C+NEW+YORK%2C+QUEENS%2C+AND+SUFFOLK+COUNTIES%2C+NEW+YORK.&rft.title=MTA%2FLONG+ISLAND+RAILROAD+EAST+SIDE+ACCESS%3B+KINGS%2C+NASSUA%2C+NEW+YORK%2C+QUEENS%2C+AND+SUFFOLK+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (TEXAS STATE HIGHWAY 99) SEGMENT C FROM US ROUTE 59 TO TEXAS STATE HIGHWAY 288, BRAZORIA AND FORT BEND COUNTIES, TEXAS. AN - 36409622; 7997 AB - PURPOSE: The construction of Segment C of the Grand Parkway, located southwest of Houston in southeastern Texas, is proposed. The 26-mile segment of Texas State Highway 99 (TX 99) would run from US Route 59 (US 59) near the intersection of existing Segment D to TX 288. The Grand Parkway, a planned scenic highway, would form a 170-mile circumferential freeway around the greater metropolitan area of Harris County. It would be a four-mainlane, controlled-access freeway in a 300-foot right-of-way width expanding to 400 feet at the ramps and isolated frontage road locations. It would provide access to radial freeways and serve as a third loop around Houston. The parkway would traverse Harris, Montgomery, Liberty, Chambers, Galveston, Brazoria, and Fort Bend counties. Severe traffic congestion has resulted from high population growth and the resulting increases in residential and commercial development. Moreover, the area is in need of an emergency evacuation route in the event of a hurricane. Issues of concern include forested wetlands and Columbia bottomland forest in the Rabbs Bayou-Big Creek corridor, and encroachment on the secondary management zone of the bald eagle nest located north of the Brazos Bend State Park. Various alternatives, including a No-Build Alternative, are considered in this draft EIS. Transportation management alternatives would improve existing facilities using low-cost transportation improvements in place of, or in addition to, large-scale changes. These could include park-and-ride lots, ridesharing, high-occupancy-vehicle (HOV) facilities, traffic signal coordination, and intersection improvements. Travel demand management alternatives would involve actions or programs which encourage people to travel at alternative times or using fewer vehicles in order to reduce congestion. These could include carpooling and vanpooling, employee trip reduction programs, compressed work weeks, telecommuting, flex-time, and employer incentives. Modal alternatives could include improved bus transit service, HOV lanes, commuter rail, and bicycle and pedestrian alternatives. Added single-occupancy-vehicle capacity alternatives could include the widening of existing arterials, the construction of arterials, and the construction of a controlled-access highway. The preferred design concept for a transportation facility is a new location four-lane, controlled-access highway. Eight representative alternatives are under consideration for the four-lane, controlled-access highway. A preferred alternative has not been selected at this time. The right of way required for the eight representative alternatives is 981 acres to 1,152 acres, depending on the alternative considered. The total construction costs of the eight representative alternatives are $139 million to $167 million, depending on the alternative considered. POSITIVE IMPACTS: The facility would provide access to radial freeways and serve as a third loop around the city of Houston at a radial distance of approximately 20 to 30 miles outside the downtown area. Congestion along parallel and alternate routes as well as other routes in the region would be relieved, and the need for a hurricane evacuation corridor would be met. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of up to three businesses and possibly one single-family residence and one church, as well as the loss of 573 to 990 acres of farmland. From 25.3 to 67.2 acres of wetland would be adversely affected, and the facility would cross the floodplains of the Brazos Rivers and certain tributaries. The project would be located in a nonattainment zone for ozone, but no substantial impacts to air quality would be expected to result from the project. From 23 to 71 sensitive receptors would experience noise in excess of federal standards. Four of the alternatives would encroach on an existing bald eagle nesting area. Five documented archaeological sites would lie within the project corridor, though three of these have already been destroyed. Four hazardous materials sites would lie within the rights-of-way. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000149, Draft EIS--249 pages, Appendices--364 pages and maps, May 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TEA-EIS-99-06-D KW - Air Quality KW - Air Quality Standards Violations KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hurricanes KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Texas KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409622?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28TEXAS+STATE+HIGHWAY+99%29+SEGMENT+C+FROM+US+ROUTE+59+TO+TEXAS+STATE+HIGHWAY+288%2C+BRAZORIA+AND+FORT+BEND+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28TEXAS+STATE+HIGHWAY+99%29+SEGMENT+C+FROM+US+ROUTE+59+TO+TEXAS+STATE+HIGHWAY+288%2C+BRAZORIA+AND+FORT+BEND+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: May 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 65 AND US ROUTE 36, LIVINGSTONE COUNTY, MISSOURI. AN - 16355830; 7996 AB - PURPOSE: The improvement to expressway and freeway standards of 10 miles of US Route 65 (US 65) and four miles of US 36, located in northern Missouri, is proposed. US 65 is a critical element in the development of a primary north-south corridor for north-central Missouri. The project would provide for a four-lane facility with a design speed of 70 miles per hour on freeway right-of-way around Chillicothe and on expressway right-of-way outside the Chillicothe city limits. The US 65 segment of the project would extend from a point 1.3 miles north of Missouri State Route 190 to Route H. The US 36 segment of the project would extend from a point four miles east of US 65 to two miles west of US 65. In addition to a No-Build Alternative and a transportation system management alternative, this draft EIS considers 10 build alignment alternatives across four corridor sections. Six combination alternatives are under consideration. Interchanges would be provided at the east and west junctions of US 65 and US 36 and at the US 65/Business Route 65 junction on the north edge of Chillicothe, and provisions would be made for future construction of an interchange at Route V. The US 65/US 36 interchange would be designed as a freeway-to-freeway facility. Much of the facility would be constructed as an expressway, providing at-grade intersections at many of the existing crossroads. The preferred alternative is the alternative combination A-1, B-2, C-1, D2. The estimated construction costs are $65.2 million to $74.1 million, and rights-of-way acquisition costs are $1.6 million to $2.0 million, depending on the combination alternative considered. The estimated costs of the preferred alternative are approximately $66.0 million and approximately $1.7 million, respectively. POSITIVE IMPACTS: The project would provide a bypass of Chillicothe, separate through traffic from local traffic, remove truck traffic from the city, maintain a linkage with the statewide highway system, and improve safety within the corridor. NEGATIVE IMPACTS: The rights-of-way requirements for the preferred alternative would result in the displacement of six residences and four commercial establishments and the acquisition of 394.9 acres of prime or unique farmland and 217.2 acres of important farmland. Under the preferred alternative, the project would also result in the loss of 17.8 acres of wetlands and 17.42 acres of other waters. It would traverse 3,200 feet of floodplain associated with Blackwell Branch, 18,900 feet of floodplain associated with Grand River, and 1,500 feet of floodplain associated with Mound Creek. The construction and operation of the facility would adversely affect habitat of the Indiana bat, a federally protected species. One known cultural resource of historic importance could be adversely affected. The project would encounter three hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000148, 166 pages and maps, May 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-00-01-D KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Blackwell Branch KW - Grand River KW - Missouri KW - Mound Creek KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16355830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+65+AND+US+ROUTE+36%2C+LIVINGSTONE+COUNTY%2C+MISSOURI.&rft.title=US+ROUTE+65+AND+US+ROUTE+36%2C+LIVINGSTONE+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 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SCHOFIELD BARRACKS WASTEWATER TREATMENT PLANT EFFLUENT TREATMENT AND DISPOSAL, OAHU ISLAND, HONOLULU COUNTY, HAWAII. AN - 16352714; 7994 AB - PURPOSE: The provision of a long-term means to dispose wastewater received by the wastewater treatment plant (WTP) serving the Schofield Barracks, located on Oahu Island in Hawaii, is proposed. The Army currently pays the Dole Food Company (DFC) to receive its secondary treatment (R-2 class) effluent under an agreement scheduled to expire in the year 2001. The Army hopes to negotiate agreements with DFC and other agricultural users beyond that date. However, the Army's current R-2 class effluent has limited potential for irrigation use under the State Department of Health's current guidelines, which imply imminent regulation of reclaimed water quality and reuse practices. Five alternatives, including a No Action Alternative, which would dispose of R-2 class effluent to the DFC irrigation system, are considered in this final EIS. The preferred alternative (Alternative 2) would produce and convey reclaimed water for Army reuse and disposal to the DFC irrigation system. It involve the upgrade of the existing Schofield Barracks WTP (SBWTP) from a secondary treatment facility to an advanced tertiary treatment facility and the use of R-1 quality reclaimed water from the SBWTP for irrigation on agricultural lands in Central Oahu. Such lands would include those served by the DFC irrigation system as well as those of other agricultural interests with whom the Army could negotiate contacts to receive the reclaimed water. Wet weather discharge and storage, as required by Hawaii State Reuse Guidelines, would be accommodated in existing holding ponds located on DFC lands or, if necessary, in Wahiawa Reservoir by discharge through a new deepwater outfall. Approximately 7,550 acres of land on the north slope of the Schofield Plateau have been identified as the potential reuse area for Alternative 2 effluent. The Army would seek additional agricultural customers for the reclaimed water. Alternative 1A would produce and convey reclaimed water for Army reuse and to City and County of Honolulu (CCH) facilities at Honouliuli. It would upgrade the Schofield Barracks WTP to an advanced tertiary facility which would produce tertiary (R-1) quality reclaimed water, downgrade the Wahiawa WTP to a pre-treatment facility and wastewater pump station (WPS), and construct two pipelines along a 14-mile route to the Honouliuli WTP. It would convey the R-1 effluent for Army reuse and to the CCH's proposed reclaimed water distribution system at Honouliuli to service golf courses and other developments located on the Ewa Plain for ocean disposal, depending on facility availability or demand. Alternative 1B would continue secondary treatment at the WTP and convey the R-2 effluent for Army reuse and to the CCH facilities at Honouliuli for further treatment and reuse or ocean disposal. Alternative 1C would downgrade the WTP to a WPS and convey the effluent to the Honouliuli WTP for further treatment and reuse or ocean disposal. The estimated cost of the preferred alternative is $50.0 million. POSITIVE IMPACTS: In addition to allowing the WTP effluent to meet state reuse standards, use of the R-1 effluent for irrigation purposes would support agricultural land uses on the island. NEGATIVE IMPACTS: The construction at the WTP and the pipeline would result in noise and dust emissions and disrupt traffic flows, and the operation of the plant would generate odors and traffic. The pipeline construction could require the temporary closure of the existing bikeways along portions of Kunia Road and Fort Weaver Road, requiring bicyclists to use alternate routes. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Coastal Zone Management Act of 1972 (43 U.S.C. 1241), Clean Water Act of 1977, as amended (33 U.S.C. 1344 et seq.), and Executive Order 11990. PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0400D, Volume 22, Number 4. JF - EPA number: 000146, 523 pages and maps, May 15, 2000 PY - 2000 KW - Wastes KW - Air Quality KW - Irrigation KW - Military Facilities (Army) KW - Noise KW - Pipelines KW - Regulations KW - Reservoirs KW - Trails KW - Traffic Analyses KW - Wastewater KW - Wastewater Treatment KW - Water Quality KW - Water Supply KW - Water Storage KW - Water Treatment KW - Hawaii KW - Schofield Barracks, Hawaii KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Endangered Species Act of 1973, as amended, Animals KW - Coastal Zone Management Act of 1972, Compliance KW - Clean Water Act of 1977, as amended, Section 402 KW - Executive Order 11990, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SCHOFIELD+BARRACKS+WASTEWATER+TREATMENT+PLANT+EFFLUENT+TREATMENT+AND+DISPOSAL%2C+OAHU+ISLAND%2C+HONOLULU+COUNTY%2C+HAWAII.&rft.title=SCHOFIELD+BARRACKS+WASTEWATER+TREATMENT+PLANT+EFFLUENT+TREATMENT+AND+DISPOSAL%2C+OAHU+ISLAND%2C+HONOLULU+COUNTY%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 - Final. Preparation date: May 15, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RENO RAILROAD CORRIDOR, RENO, WASHOE COUNTY, NEVADA. AN - 16343206; 7990 AB - PURPOSE: The implementation of freight railroad grade separation improvements in the central portion of the city of Reno, located in northwestern Nevada, is proposed. The improvements would be made along the existing Union Pacific Railroad (UPRR) mainline, which connects the western and eastern portions of the Unites States. The improvement plan has emerged from an historic desire to eliminate at-grade conflicts in central Reno, a desire increased by the recent merger of the UPRR and Southern Pacific Railroad. Issues of concern primarily revolve around traffic congestion within Reno and continued freight and passenger service by rail. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. Alternative 2 (the Depressed Trainway Alternative) would involve the construction of a depressed trainway, 54 feet wide and 31 feet deep, from the vicinity of West Second Street on the west to Sutro Street on the east. Four west-end overpasses (Keystone Avenue, Vine Street, Washington Street, and Ralston Street) would become overpass structures ranging in height above grade of from 11.5 feet at Keystone Avenue to 3.6 feet at Ralston Street. The remaining north-south street in the central portion of Reno would be constructed as at-grade bridges across the corridor. The depressed trainway would be designed to permit maximum operating speeds of 60 miles per hour. The existing Amtrak station boarding area would be replaced with a platform in the depressed railway. Alternative 3 would be essentially the same as Alternative 2, except that it would begin approximately 1,300 feet further west, enabling all the north-south streets to cross the corridor at grade. It would be constructed via the conventional method or a staging method. The latter would permit construction in the downtown area without a temporary shoofly, a temporary railroad used for the passage of trains while the main line tracks are out of service. As Alternative 3 would be slightly deeper than the other alternatives, it would be longer, extending to the vicinity of Sage Street. Alternative 4 would resemble Alternative 3, except that it would provide a rectangular cut-and-cover tunnel through the downtown core. The walls and top lid of the tunnel would be constructed, then the interior would be excavated to make room for the finished railroad corridor. This would allow all streets in the central portion of the downtown core to cross at-grade, and it could be built without the need for a shoofly in the downtown area. The estimated project cost is $213 million to $262 million, depending on the alternative considered. POSITIVE IMPACTS: By eliminating existing grade crossings in the central portion of the city, the project would improve vehicular, pedestrian, and bicycle circulation; improve public safety; allow continued freight rail service to the city, fostering positive economic conditions within the region; promote the economic development of the city and county; maintain direct access via Amtrak passenger service to the downtown core of Reno; reduce or eliminate noise and vibration affecting city residents and visitors; and reduce air emissions from locomotives and automobiles, which would no longer be required to idle at rail crossings. The construction activities would employ 2,200 to 6,500 workers. NEGATIVE IMPACTS: Under the action alternatives, from 409,460 to 619,900 cubic yards of soil would be excavated and disposed. Petroleum hydrocarbons could be found in the 12.5 million gallons of captured groundwater. Erosion resulting from construction activities could result in sediment being delivered to the Truckee River, which would also be adversely affected by effluent from a new outfall near Morrill Avenue. Particulate emissions from construction vehicles could adversely affect air quality, and worse-case particulate emissions could exceed federal standards. Noise impacts from construction activities and shoofly operations could adversely affect several receptor sites. Vibration impacts could adversely affect one residence. Building demolition could result in the loss of bat roosting habitat. Alternative 2 would result in the displacement of four single-family and 12 multifamily residences, and all build alternatives would displace businesses, ranging from 24 to 30 establishments. Temporary residential and commercial land acquisitions and easements would be required during construction, and 229 parking spaces would be temporarily rendered unusable. Construction activities would cause traffic delays and restrict public service access. The historic Amtrak Depot, the Men's Club, the Freight House, and the Freight House platform could be damaged or altered during the construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000142, Draft EIS--787 pages, Map Supplement, May 11, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-00-01 KW - Air Quality KW - Air Quality Standards Violations KW - Cost Assessments KW - Demolition KW - Easements KW - Emissions KW - Employment KW - Highways KW - Highway Structures KW - Historic Sites KW - Hydrocarbons KW - Municipal Services KW - Noise KW - Noise Standards Violations KW - Parking KW - Particulates KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Sediment KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Tunnels (Railroads) KW - Water Quality KW - Water Resources KW - Wildlife Habitat KW - Nevada KW - Truckee River KW - Department of Transportation Act of 1966, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, 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/16343206?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RENO+RAILROAD+CORRIDOR%2C+RENO%2C+WASHOE+COUNTY%2C+NEVADA.&rft.title=RENO+RAILROAD+CORRIDOR%2C+RENO%2C+WASHOE+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 11, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BUFFALO INNER HARBOR DEVELOPMENT PROJECT, BUFFALO, ERIE COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). AN - 16346968; 7981 AB - PURPOSE: The implementation of an urban renewal and transit project at the 12.5-acre Inner Harbor Project site along the Buffalo River in downtown Buffalo, located in northeastern New York, is proposed. The site is located on approximately 12.5 acres near the southern terminus of the Niagara Frontier Transit Authority light rail rapid transit (LRRT) system at the foot of Main Street. The site is bounded on the north by Marine Drive, Pearl Street, and Hanover Street; on the east by Main Street; on the south by the Buffalo River; and on the west by Erie Street. Portions of the existing abutting street rights-of-way and the river are considered part of the site. The site currently contains the Buffalo and Erie Canal Naval and Military Museum and Veteran's Memorial Park. Five alternatives, including a No Action Alternative, were considered in the final EIS of October 1999. Regardless of the action alternative considered, the project would involve the construction of a series of intermodal transportation components to provide linkages between harbor and landside modes, including pedestrian paths, bus stop and shelter facilities, and a road through the site; the construction of a 10,000-square-foot city-owned Naval Museum building to replace the current facility and the development of an 8,000-square-foot outdoor exhibit area to display military artifacts; the construction of a 2,500-square-foot city-owned Maritime Visitor Center designed to house ticket and information functions of the development as well as exhibits and office space for a harbor master; the excavation of at least two inlets to provide safe moorage for Naval vessels, tourist vessels, tour boats, canal boats, water taxis, and transient boats; the construction of a waterfront esplanade along the reconfigured shoreline and a Harbor Plaza for festivals; the construction of a road through the site; and the conversion of Marine Drive from a one-way to a two-way street. The current Naval and Military Museum and several small structures within the Veteran's Memorial Park would be demolished. The proposed action would involve a more detailed version of the above-mentioned actions. The estimated budget for the first phase of the project is $27.1 million. This draft supplement has been prepared in response to issues raised in a lawsuit against the Federal Transit Authority, et al. The lawsuit was primarily concerned with protecting historical resources within the project area. The draft supplement presents additional information pursuant to Decisions and Orders issued by the U.S. District Court for the Western District of New York requiring further assessment of the project's impact on historic resources encountered during field excavations and work conducted as part of the project's approved archaeological data recovery/mitigation program. The sites encountered include two slips that once connected the Erie Canal with the Buffalo River, Hanover Street, Lloyd Street, Prime Street, certain building foundations, Dugs Dive, a wharf, Lower Commercial Street, and Commercial Street to Evans Slip in Veteran's Memorial Park. Moreover, the entire area could be eligible for designation as an historic district. Four alternatives, including a No Action Alternative, are considered in this draft supplement. The preferred alternative (Alternative 1) would include the preservation of the affected resources in place. It would attempt to avoid impact to the Commercial Slip wall remnant through refinements to the master plan documented in the final EIS. Interpretation of this resource would be achieved through special landscape design treatments at grade and through selective reuse of other recovered resources to communicate the historic spatial relationships between the slip and adjacent buildings and streets. Alternative 2 would include the full excavation and display of the resources in place. Alternative 3 would include the partial removal and relocation of the resources above grade for display. POSITIVE IMPACTS: The development of the site would enhance public access to the Buffalo River at the project site, enhance ridership on the LRRT system, encourage intermodal connections across waterborne, transit, road, pedestrian, and bicycle routes, and facilitate private investment by capitalizing on intermodal opportunities. The project would add $4.2 million to annual state and county sales and income tax revenues and provide employment for an additional 459 workers. The preferred alternative would result in complete avoidance and preservation of the Commercial Slip wall in its current historical context. NEGATIVE IMPACTS: An increase in vessel use in the Buffalo River Channel would place additional burdens on navigation management authorities. Noise levels near the site would increase slightly. The excavation of soils for navigational purposes would result in short-term sedimentation, and the canal and basins would increase the possibility of accumulation of harbor drift, particularly during the spring season. Structures associated with project would result in visual impacts that would adversely affect low-income groups in a disproportionate manner; new recreational amenities at the site would be used to offset the adverse impacts. The preferred alternative would result in the lack of visual access to the slip wall remnant; this would be somewhat mitigated through the interpretation of the resource at the surface, however, this would not replace true visibility in terms of value. LEGAL MANDATES: National Historic Preservation Act of 1966, amended (16 U.S.C. 470 et seq.), Department of Transportation Act of 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 Land and Water Conservation Fund Act of 1965, as amended (P.L. 88-578). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 98-0430D, Volume 22, Number 4, and 99-0171F, Volume 23, Number 2, respectively. JF - EPA number: 000133, 197 pages, May 10, 2000 PY - 2000 KW - Water KW - Air Quality Assessments KW - Archaeological Sites KW - Buildings KW - Cultural Resources KW - Harbor Structures KW - Harbors KW - Historic Sites KW - Motor Vehicles KW - Museums KW - Navigation KW - Noise KW - Parks KW - Rapid Transit Systems KW - Recreation Facilities KW - Rivers KW - Sediment KW - Trails KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Urban Development KW - Waterways KW - Buffalo River KW - New York KW - National Historic Preservation Act of 1966, as amended, Section 106 KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites 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, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUFFALO+INNER+HARBOR+DEVELOPMENT+PROJECT%2C+BUFFALO%2C+ERIE+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.title=BUFFALO+INNER+HARBOR+DEVELOPMENT+PROJECT%2C+BUFFALO%2C+ERIE+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 10, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEIGS 124-21.16 TRANSPORTATION CORRIDOR, MEIGS COUNTY, OHIO. AN - 16357504; 7984 AB - PURPOSE: The relocation of Ohio State Route 124 and US Route 33 (US 33), located in southeastern Ohio, is proposed. The two-lane, controlled-access highway would extend 16 miles, replacing the existing, substandard, two-lane state highways that connect the city of Pomeroy and the William S. Ritchie Bridge crossing the Ohio River. The project under consideration and the related project involving the upgrading of US 33 from the south side of the city of Athens to Darwin in Meigs County are part of an effort to upgrade the US 33 transportation link from Columbus, Ohio, to the Ohio River. Five alternatives, including a No-Build Alternative, were considered in the draft EIS. The major portions of the build alternatives are combinations of crossover configurations along two basic route alternatives. Any build alternative would be constructed as a super 2 highway, which is a two-lane facility within a right-of-way capable of accommodating a four-lane divided highway. The facility would be provide for horizontal and vertical geometry meeting interstate freeway standards, with shoulders, left-turn lanes as necessary, and controlled-access features. This draft EIS considered the impacts of the full-build, four-lane facility. The preferred alignment is Alternative 3, which was chosen due to its low level of impacts to historic, recreational, and ecological resources as compared to the other build alternatives. The estimated cost of the Alternative 3 is $88.2 million. This abbreviated final EIS provides a summary of the alternatives and a series of exhibits related to responses to the proposed project. POSITIVE IMPACTS: The upgraded, relocated facility would improve movement of people and goods throughout Meigs County and more generally throughout southeast Ohio. NEGATIVE IMPACTS: The stream crossings and relocations would adversely affect 32,002 feet of stream. The rights-of-way requirements, which would total 470.4 acres, would result in the displacement of 20 residences and the loss of 161 acres of farmland and two acres of wetlands. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0098D, Volume 24, Number 1. JF - EPA number: 000136, 164 pages, May 4, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-99-01-F KW - Bridges KW - Creeks KW - Cultural Resources KW - Farmlands KW - Highway Structures KW - Highways KW - Historic Sites KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Rivers KW - Socioeconomic Assessments KW - Wetlands KW - Wildlife Habitat 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/16357504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEIGS+124-21.16+TRANSPORTATION+CORRIDOR%2C+MEIGS+COUNTY%2C+OHIO.&rft.title=MEIGS+124-21.16+TRANSPORTATION+CORRIDOR%2C+MEIGS+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: May 4, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MISSISSIPPI RIVER CROSSING, RELOCATED INTERSTATE HIGHWAY 70 AND INTERSTATE HIGHWAY 54 CONNECTOR, ST. CLAIR COUNTY, ILLINOIS, AND CITY OF ST. LOUIS, MISSOURI. AN - 16357439; 7978 AB - PURPOSE: The reconstruction of the interstate network connection between the city of St. Louis in eastern Missouri and the city of East St. Louis in western Illinois is proposed. The project would address congestion and accidents on the Poplar Street Bridge across the Mississippi. The only core-area interstate crossing of the Mississippi River, the eight-lane Popular Bridge, is severely overburdened. The capacity of the existing facility is inadequate to meet the needs of through and local motorists, including truckers, traveling on and between Interstate Highway 55 (I-55), I-44, I-64, and I-70. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. Under the action alternative, I-70 would be reconstructed on a new alignment, including a new eight-lane bridge across the Mississippi River on the north side of the downtown area. An I-64 connector would link I-64 in Illinois to the new bridge. The existing I-55/I-70/I-64 interchange in Illinois would be raised above the water table, and the substandard Poplar Street Bridge approach interchange in Missouri would be rebuilt to provide a simplified approach and enhance I-55 access. The existing segment of I-70 between the new I-70 bridge and the Poplar Street Bridge would be resigned as I-44, and I-44 would be signed common with I-55 from the Poplar Street Bridge to the divergence of the two interstates immediately to the south. Both eastbound and westbound I-70 would incorporate access to and from both Tucker and Fourteenth streets, which are major arterials in the least-congested northwest sector of downtown Saint Louis. The project would also include downtown traffic control measures and peak-period transit pricing incentives for commuters traveling between Illinois and the downtown area. POSITIVE IMPACTS: The facilities would decrease the distances of through trips on I-70 and I-64/I-70 by 2.2 miles and 1.6 miles, respectively. By reducing congestion, the project would enhance air quality in the corridor. The project would generate some 21,000 person-years of direct, indirect, and induced employment, inject $1.2 billion into the local economy, and otherwise stimulate economic development in the core area. The estimated cost of the project is $587.8 million. NEGATIVE IMPACTS: The right-of-way would require 328 acres and result in the displacement of 13 occupied residences housing low-income, minority persons as well as 50 commercial establishments employing some 400 workers. The rights-of-way requirements would also adversely affect 37 acres of wetlands and result in the loss of habitat for the federally and state protected decurrent false aster plant. Approximately 16.6 acres of fill will be placed within 100-year floodplain land, and an additional 6.7 acres of floodplain would be bridged by a ramp. Four industrial buildings in Missouri considered eligible for inclusion in the National Register of Historic Places. Archaeological resources associated with the prehistoric Cohokia Mound builders and pre-1900 archaeological resources could be encountered during the construction. Less than one acre of parkland within the 90-acre Jefferson National Expansion Memorial would be adversely affected by a construction easement. Noise levels would continue to exceed federal standards for some receptors, though noise walls would be constructed where feasible. The construction activities would encounter 100 hazardous materials sites, including three sites falling under federal jurisdiction. LEGAL MANDATES: Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (42 U.S.C. 961(h)), 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: 000130, 197 pages and maps, April 25, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Easements KW - Employment KW - Endangered Species (Plants) KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Mississippi KW - Mississippi River KW - Missouri KW - Comprehensive Environmental Response, Compensation, and Liability Act of 1980, Compliance KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16357439?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MISSISSIPPI+RIVER+CROSSING%2C+RELOCATED+INTERSTATE+HIGHWAY+70+AND+INTERSTATE+HIGHWAY+54+CONNECTOR%2C+ST.+CLAIR+COUNTY%2C+ILLINOIS%2C+AND+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=MISSISSIPPI+RIVER+CROSSING%2C+RELOCATED+INTERSTATE+HIGHWAY+70+AND+INTERSTATE+HIGHWAY+54+CONNECTOR%2C+ST.+CLAIR+COUNTY%2C+ILLINOIS%2C+AND+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 25, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WOODROW WILSON BRIDGE IMPROVEMENT STUDY, INTERSTATE HIGHWAY 95 FROM TELEGRAPH ROAD TO MARYLAND STATE ROUTE 210, CITY OF ALEXANDRIA AND FAIRFAX COUNTY, VIRGINIA, PRINCE GEORGES COUNTY, MARYLAND, AND WASHINGTON, DISTRICT OF COLUMBIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1997). AN - 36418982; 7975 AB - PURPOSE: The improvement of the Woodrow Wilson bridge crossing the Potomac River, a project that would affect the District of Columbia, Maryland, and Virginia, is proposed. The Interstate Highway 95 (I-95) corridor, in addition to being the major north-south corridor from Florida to Maine in the metropolitan Washington area, 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-long drawspan, with a 50-foot-high 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 Maryland State Route 210 (Indian Head Highway) in Maryland. The draft supplement of January 1996 to the draft EIS considered a revised set of six build alternatives, developed by a multi-jurisdictional coordination committee formed after the issuance of the draft EIS. Alternative 2 would replace the existing bridge with a tunnel for both eastbound and westbound traffic. The tunnel would be 7,500 feet long and contain four tubes. Alternative 3A would replace the existing bridge with a drawbridge built 30 feet south of the existing bridge and a tunnel built 60 feet south of the new bridge. Alternative 4A would replace the existing bridge with two parallel drawbridges, each 6,075 feet long. Alternative 4B would involve the construction of a double-deck swingspan bridge, to be built 200 feet south of the existing bridge; both the upper and lower decks of this bridge would swing open to allow the passage of marine vessels. Alternative 5 would replace the existing bridge with a high-level bridge 12,040 feet long without a movable span. A second draft supplement considered modified versions of Alternative 3A and Alternative 4A. Both revisions would involve changing the proposed bridge from a moveable-span structure with a 71-foot clearance over the navigational channel to a fixed bridge with a 135-foot clearance. This final supplemental impact statement addresses design changes in the preferred alternative (Alternative 4A) based on litigation initiated by the city of Alexandria, Virginia. POSITIVE IMPACTS: The 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. The preferred alternative would provide the highest level of traffic handling capacity at the lowest cost. NEGATIVE IMPACTS: The rights-of-way requirements would result in the acquisition of 52.9 acres of land. The selection of the existing bridge alignment in combination with a new bridge or the tunnel alternatives would result in the displacement of 336 residences and 23 businesses. All build alternatives would result in the taking of parklands. Wetlands and floodplains associated with the Potomac River would be adversely affected under all of the alternatives. Numerous sensitive receptors would be subject to noise levels in excess of federal standards. The preferred alternative would adversely affect three properties listed on the National Register of Historic Places. Three submerged archaeological sites 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). PRIOR REFERENCES: For the abstract of the draft supplement to the final EIS, see 00-0111D, Volume 24, Number 1. For the abstract of the final EIS, see 97-0364F, Volume 21, Number 5. For the abstract of the second draft supplement to the draft EIS, see 96-0367D, Volume 20, Number 4. For the abstract of the first draft supplement to the draft EIS, see 96-0059D, Volume 20, Number 1. For the abstract of the draft EIS, see 91-0331D, Volume 15, Number 5. JF - EPA number: 000127, Volume I--387 pages; Volume II--622 pages, April 20, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MD-VA-DC-EIS-91-01-FS-3 KW - Air Quality KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Health Hazards KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - District of Columbia KW - Maryland KW - Potomac River 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/36418982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WOODROW+WILSON+BRIDGE+IMPROVEMENT+STUDY%2C+INTERSTATE+HIGHWAY+95+FROM+TELEGRAPH+ROAD+TO+MARYLAND+STATE+ROUTE+210%2C+CITY+OF+ALEXANDRIA+AND+FAIRFAX+COUNTY%2C+VIRGINIA%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND%2C+AND+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1997%29.&rft.title=WOODROW+WILSON+BRIDGE+IMPROVEMENT+STUDY%2C+INTERSTATE+HIGHWAY+95+FROM+TELEGRAPH+ROAD+TO+MARYLAND+STATE+ROUTE+210%2C+CITY+OF+ALEXANDRIA+AND+FAIRFAX+COUNTY%2C+VIRGINIA%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND%2C+AND+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 20, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TENNESSEE STATE ROUTE 374 (NORTH PARKWAY) FROM TENNESSEE STATE ROUTE 13 TO TENNESSEE STATE ROUTE 76, CLARKSVILLE, MONTGOMERY COUNTY, TENNESSEE. AN - 36407478; 7972 AB - PURPOSE: The construction of an extension of Tennessee State Route 374 (TN 374) in the city of Clarksville, located in north-central Tennessee, is proposed. The project would extend from TN 13 to TN 76, providing the final link in a circumferential loop around Clarksville, which is identified in the 1995 Regional Long Range Transportation Plan for the Clarksville, Tennessee-Kentucky Metropolitan Area. The project would provide an improved and more efficient transportation corridor between the areas to the south of Clarksville and the areas to the west of the city. Currently, this area is undergoing rapid development and is expected to continue in the future. Issues include the effects on land use, farmland, socioeconomics, pedestrians and bicyclists, air quality, noise, floodplains, navigation, water quality, wetlands, endangered species, cultural resources, hazardous materials, visual resources, and energy. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the four-lane divided facility with partially-controlled access would involve both construction on a new location and improvements to existing facilities. The two 12-foot traffic lanes in each direction would be separated by either a 48-foot median or a turn lane. Each alignment alternative would cross the Cumberland River at two locations, once at a new location and once via an existing bridge. The crossing would involve the construction of 3,000- to 4,200-foot bridge. The bridge would span the CXS Railroad, the river, and the designated floodway Alternative A would cross the river near river mile (RM) 123. Alternative B would cross the river at RM 121. Alternative C would cross the river near RM 119. Other alternatives under consideration include improvements to existing facilities, transit options, and traffic system management options. POSITIVE IMPACTS: By closing the last gap in the circumferential loop, the project would improve local and regional accessibility, improve safety and operating conditions in the corridor, and generally provide enhanced traffic service. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 243.6 to 276.7 acres, including 49 to 113 acres of prime farmland. The project would require the relocation of seven to 18 residences. The facility would traverse the Cumberland River floodplain, resulting in the possible loss of 0.2 acre of wetland. Two alternatives would adversely affect one historic site. One to three archaeological sites lie within or near the alternative corridors. LEGAL MANDATES: Department of Transportation Act of 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: 000124, 166 pages, April 19, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-00-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Land Use KW - Marine Systems KW - Navigation KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Cumberland River 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 - 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/36407478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TENNESSEE+STATE+ROUTE+374+%28NORTH+PARKWAY%29+FROM+TENNESSEE+STATE+ROUTE+13+TO+TENNESSEE+STATE+ROUTE+76%2C+CLARKSVILLE%2C+MONTGOMERY+COUNTY%2C+TENNESSEE.&rft.title=TENNESSEE+STATE+ROUTE+374+%28NORTH+PARKWAY%29+FROM+TENNESSEE+STATE+ROUTE+13+TO+TENNESSEE+STATE+ROUTE+76%2C+CLARKSVILLE%2C+MONTGOMERY+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: April 19, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ABERDEEN-HOAQUIAM CORRIDOR PROJECT, GRAYS HARBOR COUNTY, WASHINGTON. AN - 16344048; 7970 AB - PURPOSE: The establishment of a transportation corridor for US Route 12 (US 12), US 101, and Washington State Route 109 (WA 109) through the cities of Aberdeen and Hoquiam, located in coastal western Washington, is proposed. The project area begins in the vicinity of US 12 and South Fleet Street intersection in Aberdeen and terminates in the vicinity of the WA 109 and WA 109 Spur junction in Hoquiam, a distance of approximately eight miles. The US 101 corridor is the main route between the metropolitan Puget Sound region, the Pacific Ocean Beaches, and the western Olympic Peninsula. Besides handling significant volumes of local and truck traffic, the corridor conveys thousands of tourists during peak spring and summer periods. The existing facility consists of a single couplet of two-lane, one-way streets that are frequently congested. A designated truck-route bypass is located in the industrial areas south of the US 101 couplet; most trucks do not use the bypass because it has no connection across the Hoquiam River. The existing bridges over the Wishkah River and Hoquiam River are low-level movable structures that can, when open to river traffic, have significant impact on traffic flows. Three of the four bridges are between 45 and 70 years old and have high maintenance needs requiring periodic closure. Four alternatives, including a No Action Alternative (Alternative I), are considered in this final EIS. All three of the build alternatives would make multi-modal improvements such as increasing the number of buses, constructing bus pull-outs, and constructing bicycle/pedestrian facilities. Alternative II-B would make low-cost improvements to the existing system, but would not involve any new bridge construction. Alternative III-B would involve constructing a new Hoquiam River Bridge as well as connections and improvements to the existing truck route. Alternative IV would construct new bridges over Hoquiam River and Wishkah River, complete the interchange for the Chehalis River Bridge, and construct a highway alignment using railroad right-of-way and existing streets. The preferred alternative would be a combination of segments from various alternatives. The estimated cost of the preferred alternative is $156.6 million. POSITIVE IMPACTS: Under the proposed action, the project would improve traffic flow conditions along the US 101 corridor, relieve existing traffic congestion, improve safety, and promote economic growth for the region by improving truck access to port facilities and decreasing travel time through the area. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of up eight businesses, 17 single-family units, and six multi-family units, and adversely affect some wetland areas near the Grays Harbor National Wildlife Refuge. Unavoidable noise increases would impact some residences under the preferred alternative. Two properties within the corridor are listed in the National Register of Historic Places, and fourteen others are eligible for listing. LEGAL MANDATES: Department of Transportation Act of 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 96-0487D, Volume 20, Number 5. JF - EPA number: 000122, Final EIS--497 pages and maps, Appendices--288 pages and maps, April 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-95-5-F KW - Biologic Assessments KW - Bridges KW - Harbors KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise KW - Noise Assessments KW - Preserves KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Washington KW - Department of Transportation Act of 1966, as amended, Historic Sites 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/16344048?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ABERDEEN-HOAQUIAM+CORRIDOR+PROJECT%2C+GRAYS+HARBOR+COUNTY%2C+WASHINGTON.&rft.title=ABERDEEN-HOAQUIAM+CORRIDOR+PROJECT%2C+GRAYS+HARBOR+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 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 35 IMPROVEMENTS (FEDERAL PROJECT DPR-CM-0035 (107)) INTERSTATE HIGHWAY 64 TO HENDERSON, MASON AND PUTNAM COUNTIES, WEST VIRGINIA. AN - 16339439; 7971 AB - PURPOSE: The improvement of a 37-mile section of US Route 35 (US 35) from Interstate Highway 64 (I-64) to the city of Henderson, located in western West Virginia, is proposed. Within the study area, US 35 is a two-lane highway generally following the Kanawha River. The project would widen the highway to a four-lane facility with partial control of access and a 46-foot median within a 151-foot right-of-way. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The Central Alternative has three interchange options and the West Alternative has six interchange options. The preferred alternative (the Central Alternative) would cross I-64 with a new interchange near Crooked Creek, approximately 1.7 miles east of the West Virginia 34 (WV 34) interchange. The I-64 interchange would provide access to Putnam County Route 33 (CR 33), also known as Teays Valley Road. The alignment would continue to the northwest and cross WV 34 near CR 34/2. After crossing WV 34, the alignment would turn north near Tucker Branch and then northwest to generally parallel US 35. From just north of CR 15, the alignment would run parallel to and west of US 35 in Henderson. Between CR 15 and the Putnam County/Mason County border, the alignment would run 0.5 mile west of existing US 35. In Mason County, the alignment would run 0.7 to 0.9 mile west of existing US 35. The estimated costs of the preferred alternative are $14.0 million to $18.0 million, depending on the interchange option. Also under consideration are a transportation system management alternative and a multi-modal system alternative. POSITIVE IMPACTS: The project implementation would facilitate safe and efficient movement of people and goods within western West Virginia and encourage economic development along the corridor. Through and local traffic would be separated by the bypass. Accidents along US 35 would decline. NEGATIVE IMPACTS: Depending on the alternative selected, the project would result in the displacement of 103 to 151 residences and two to 12 businesses. The West Alternative would take one church and one cemetery. The rights-of-way development would adversely affect 227 to 249 acres of farmland, 20.9 to 23.0 acres of wetlands, 1.3 to 4.8 acres of floodplain, 0.5 acres of open water, and 59.6 to 68.7 acres of forested land. From 29,302 to 29.310 feet of stream would be adversely affected. Noise levels in excess of federal standards would adversely affect 26 to 27 homes under the Central Alternative and 36 homes under the West Alternative. Two recreational areas could be adversely affected under the West Alternative, namely, the privately-owned FMC Sportsman's Club under the Central Alternative and the putting green and driving range at Sleepy Hollow Golf Club by two options associated with the West Alternative. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-083D, Volume 23, Number 4. JF - EPA number: 000123, 527 pages and maps, April 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-00-01-F KW - Cemeteries KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Wetlands KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16339439?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+35+IMPROVEMENTS+%28FEDERAL+PROJECT+DPR-CM-0035+%28107%29%29+INTERSTATE+HIGHWAY+64+TO+HENDERSON%2C+MASON+AND+PUTNAM+COUNTIES%2C+WEST+VIRGINIA.&rft.title=US+ROUTE+35+IMPROVEMENTS+%28FEDERAL+PROJECT+DPR-CM-0035+%28107%29%29+INTERSTATE+HIGHWAY+64+TO+HENDERSON%2C+MASON+AND+PUTNAM+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 - Final. Preparation date: April 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MISSISSIPPI RIVER CROSSING, RELOCATED INTERSTATE HIGHWAY 70 AND INTERSTATE HIGHWAY 54 CONNECTOR, SAINT CLAIR COUNTY, ILLINOIS, AND SAINT LOUIS COUNTY, MISSOURI. AN - 36397100; 8448 AB - PURPOSE: The reconstruction of the interstate network between the cities of Saint Louis and East Saint Louis in order to relieve congestion and reduce accidents on the Poplar Street Bridge across the Mississippi River, located in eastern Missouri and western Illinois, is proposed. The eight-lane Popular Bridge, which is the only core-area interstate crossing of the Mississippi River between Saint Louis in Missouri and East Saint Louis in Illinois, is severely overburdened. The capacity of the existing facility is inadequate to meet the needs of through and local motorists, including truckers, traveling on and between Interstate Highway 55 (I-55), I-44, I-64, and I-70. Issues include socioeconomics, residential and business displacements, environmental justice, tax revenues, historic and archaeological resources, air quality, noise, natural resources, water resources, floodplain, wetlands, wastes, parkland, and aesthetics. Two alternatives, including a No-Build Alternative, are considered in this condensed final EIS. Under the action alternative, I-70 would be reconstructed on a new alignment, including a new eight-lane bridge across the Mississippi River on the north side of the downtown area. An I-64 connector would link I-64 in Illinois to the bridge. The existing I-55/I-70 /I-64 interchange in Illinois would be raised above the water table, and the substandard Poplar Street Bridge approach interchange in Missouri would be rebuilt to provide a simplified approach and enhance I-55 access. The existing segment of I-70 between the new I-70 bridge and the Poplar Street Bridge would be resigned as I-44, and I-44 would be signed common with I-55 from the Poplar Street Bridge to the divergence of the two interstates immediately to the south. Both eastbound and westbound I-70 would incorporate access to and from both Tucker and Fourteenth streets, which are major arterials in the least congested northwest sector of downtown Saint Louis. The project would also include downtown traffic control measures and peak-period transit pricing incentives for commuters traveling between Illinois and the downtown Saint Louis area. The estimated cost of the project is $587.8 million. POSITIVE IMPACTS: The facilities would decrease the distances of through trips on I-70 and I-64/I-70 by 2.2 miles and 1.6 miles, respectively. By reducing congestion, the project would enhance air quality in the corridor. The project would generate some 21,000 person-years of direct, indirect, and induced employment, inject $1.2 billion into the local economy, and otherwise stimulate economic development in the core area. NEGATIVE IMPACTS: The rights-of-way would require 328 acres, resulting in the displacement of 13 occupied residences housing low-income, minority persons as well as 50 commercial establishments employing some 400 workers. The project would also result in the loss of 37 acres of wetlands and habitat for the federally and state protected decurrent false aster plant. Approximately 16.6 acres of fill would be placed within 100-year floodplain land, and an additional 6.7 acres of floodplain would be bridged by a ramp. Four industrial buildings in Missouri considered eligible for inclusion in the National Register of Historic Places. Archaeological resources associated with the prehistoric Cahokia Mound builders and pre-1900 archaeological resources could be encountered during construction. Less than one acre of parkland within the 90-acre Jefferson National Expansion Memorial would be affected by a construction easement. Noise levels would continue to exceed federal standards for some receptors, though noise walls would be constructed where feasible. Construction activities would encounter 100 hazardous materials sites, including three sites falling under federal jurisdiction. LEGAL MANDATES: Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (42 U.S.C. 961(h)), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0302D, Volume 24, Number 3. JF - EPA number: 010126, 197 pages and maps, April 16, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-01-D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Easements KW - Employment KW - Endangered Species (Plants) KW - Environmental Justice KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Mississippi KW - Mississippi River KW - Missouri KW - Comprehensive Environmental Response, Compensation, and Liability Act of 1980, Compliance KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36397100?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MISSISSIPPI+RIVER+CROSSING%2C+RELOCATED+INTERSTATE+HIGHWAY+70+AND+INTERSTATE+HIGHWAY+54+CONNECTOR%2C+SAINT+CLAIR+COUNTY%2C+ILLINOIS%2C+AND+SAINT+LOUIS+COUNTY%2C+MISSOURI.&rft.title=MISSISSIPPI+RIVER+CROSSING%2C+RELOCATED+INTERSTATE+HIGHWAY+70+AND+INTERSTATE+HIGHWAY+54+CONNECTOR%2C+SAINT+CLAIR+COUNTY%2C+ILLINOIS%2C+AND+SAINT+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 5L/23R, NEW OVERNIGHT EXPRESS AIR CARGO SORTING AND DISTRIBUTION FACILITY, AND ASSOCIATED DEVELOPMENTS, PIEDMONT TRIAD INTERNATIONAL AIRPORT, GREENSBORO, GUILFORD COUNTY, NORTH CAROLINA. AN - 36415861; 7949 AB - PURPOSE: The implementation of runway and other improvements at the Piedmont Triad International Airport (PTIA), located in the city of Greensboro in north-central North Carolina, is proposed. The Piedmont Triad Airport Authority (PTAA) has been approached by Federal Express, an overnight express air cargo operator, which has selected PTIA as the site for the establishment of a new hub to serve its eastern United States market. The establishment of an overnight express air cargo hub at PTIA requires that certain airside, landside, and surface transportation improvements be implemented. Six alternatives, including a No Action Alternative, are considered in this draft EIS. The PTAA's proposal (the proposed action, Alternative W2-A) would include the construction of a parallel transportation category runway (5L/23R), 9,000 feet long and 150 feet wide, on the western side of the airport, as well as the construction of an overnight express air cargo sorting and distribution facility, roadway improvements, the installation of navigational aids for Runway 5L/23R, and associated property acquisition and the relocation of several airport tenant operations. Other alternatives under consideration involve various runway and surface transportation configurations as well as terminal facilities. The estimated cost of Alternative W2-A is 221.3 million. The estimated costs of the other action alternatives range from $226.6 million to $414.6 million. No preferred alternative has yet been identified. POSITIVE IMPACTS: The PTAA's proposal would meet all the needs for an overnight express hub at PTIA. The proposed runway would improve airfield capacity during both visual meteorological conditions and instrument meteorological conditions. Under the proposed action, PTIA would be a major employment center, generating economic growth in the region. Any of the action alternative would create 16,308 direct and indirect jobs and contribute $7.5 billion to the regional economy. NEGATIVE IMPACTS: Under the proposed action, the land acquisition and development would result in the relocation of 21 persons in nine households and 10 businesses. The project would result in the loss of 40.5 acres of biotic communities, 9.8 acres of wetlands, 23.1 acres of floodplain land, and 2.1 acres of farmland. It would adversely affect one historic site. Under the other action alternatives, the land acquisition and development would result in the relocation of 12 to 182 persons living in five to 77 households and 10 to 21 businesses. The project would result in the loss of 273.4 to 448.1 acres of biotic communities, 27.3 to 36.8 acres of wetlands, 23.1 to 49.6 acres of floodplain land, and 2.1 to 9.8 acres of farmland. It would adversely affect one to three historic sites. Airport operations would result in noise adversely affecting an additional 531 persons under the proposed alternative and an additional 549 to 7,713 persons under the other action alternatives. The construction and operation activities would have significant adverse impacts on air and water quality. Any of the action alternatives would generate 22,150 cubic yards of solid waste. Any of the action alternative would encounter six sites potentially containing hazardous materials. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47191(b)), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000101, Volume 1--412 pages and maps, Volume 2--621 pages and maps, Volume 3--431 pages, April 6, 2000 PY - 2000 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Piedmont Triad International Airport, North Carolina KW - Airport and Airway Improvements Act of 1982, Compliance KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415861?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+5L%2F23R%2C+NEW+OVERNIGHT+EXPRESS+AIR+CARGO+SORTING+AND+DISTRIBUTION+FACILITY%2C+AND+ASSOCIATED+DEVELOPMENTS%2C+PIEDMONT+TRIAD+INTERNATIONAL+AIRPORT%2C+GREENSBORO%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA.&rft.title=RUNWAY+5L%2F23R%2C+NEW+OVERNIGHT+EXPRESS+AIR+CARGO+SORTING+AND+DISTRIBUTION+FACILITY%2C+AND+ASSOCIATED+DEVELOPMENTS%2C+PIEDMONT+TRIAD+INTERNATIONAL+AIRPORT%2C+GREENSBORO%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, College Park, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: April 6, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EVOLVED EXPENDABLE LAUNCH VEHICLE PROGRAM, BREVARD COUNTY, FLORIDA, AND SANTA BARBARA COUNTY, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1998). AN - 36404716; 7948 AB - PURPOSE: The addition of up to five strap-on solid rocket motors (SRMs) to the Atlas V lift vehicle and the use of larger SRMs on the Delta IV lift vehicle are proposed. Both vehicles would be part of the Evolved Expendable Launch Vehicle (EELV) program. The development, deployment, and operation of evolved expendable launch vehicle (EELV) systems to replace current launch systems used to lift payloads into earth orbit was assesses in the final EIS of April 1998. The EELV systems would replace current Atlas IIA, Delta II and Titan IVB launch systems. EELV systems are designed to meet the requirements of the U.S. National Executable Mission Model (NMM) for both medium-lift (2,500 to 17,000 pounds) and heavy-lift (13,500 to 41,000 pounds) payloads for government space launches at a lower cost than the present expendable launch systems. EELV systems would support military and intelligence launches, as well as civil contractor launches. EELV systems would be the Department of Defense's source of expendable medium- and heavy-lift vehicles for launching payloads into orbit through the year 2020. The launch locations for the EELV program would be Cape Canaveral Air Force Station (CCAFS) in Florida, and Vandenberg Air Force Base (VAFB) in California. Four alternatives, including a No Action Alternative, which would involve the continuation of the existing launch systems as opposed to implementation of the EELV program, were considered in the final EIS. The proposed action would include three concepts. Concept A and Concept B would depict each of the two EELV contractor concepts. Concept A would use Space Launch Complex 41 (SLC-41) at CCAFS and SLC-3W at VAFB for EELV system activities. Under Concept B, the contractors would use SLC-37 at CCAFS and SLC-6 at VAFB. Under Concept A/B, the contractors would use SLC-41 and SLC-37 at CCAFS and SLC-3W and SLC-6 at VAFB. Regardless of the concept chosen, other facilities at both CCAFS and VAFB would be used. The number of launches analyzed for each of these concepts includes the U.S. NMM as well as 16 commercial launches per year. Under Concept A/B, there would be no distinction between government and commercial flights. This final supplement to the final EIS considers a proposal which would allow the addition of up to five strap-on solid rocket motors (SRMs) to the Lockheed Martin Astronautics Atlas V lift vehicle and to allow the use of larger SRMs on the Boeing Delta IV lift vehicle, both of which are part of the EELV program. The launch locations for the Atlas V and Delta IV systems are CCAFS and VAFB. For the analysis in the final supplement, each contractor is assumed to launch approximately 50 percent of EELV flights with SRMs (approximately 30 launches per year overall). The No Action Alternative addressed in this final supplement is the previously approved implementation of the EELV program as analyzed in the final EIS. POSITIVE IMPACTS: Employment associated with launch activities would increase temporarily during program development under the proposed action and the No Action Alternative. Under the proposed action, costs for delivering payloads into space would decrease significantly. NEGATIVE IMPACTS: Under the proposed action and the No Action Alternative, traffic would increase slightly during construction activities, resulting in changes to level-of-service for both installations. Total hazardous materials and hazardous waste would increase; levels under the proposed action would be higher than that generated by the No Action Alternative, which would be greater than those generated under the existing launch system programs or under the EELV program as proposed in the final EIS. Under the No Action Alternative, the construction activities would uncover and disturb soils, increasing the potential for wind and water erosion. Under the proposed action, there would be additional paving for vehicle turnaround at CCAFS. The use of additional SRMs would result in increased deposition of hydrogen chloride into surface waters at both launch installations. Under both alternatives, construction-related activities would generate an increase in local concentrations of particulates, NOx, and other pollutants. The use of SRMs would increase emissions of some criteria pollutants, as well as increased emissions of aluminum oxide, nitrogen oxides, and chlorine compounds into the stratosphere that would adversely affect stratospheric ozone. Sonic booms over the Channel Islands could disturb marine mammals with launches VAFB. Both the proposed action and the No Action Alternative could result in the contribution to the existing orbital debris level. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft supplement, see 00-0019D, Volume 24, Number 1. For the abstracts of the draft and final EISs, see 97-0445D, Volume 21, Number 6, and 98-0161F, Volume 22, Number 3, respectively. JF - EPA number: 000100, 579 pages, April 6, 2000 PY - 2000 KW - Defense Programs KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Cultural Resources Assessments KW - Dredging KW - Employment KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Missiles KW - Noise Assessments KW - Particulates KW - Sonic Booms KW - Water Quality Assessments KW - Wildlife KW - California KW - Cape Canaveral Air Station, Florida KW - Florida KW - Vandenberg Air Force Base, California KW - Clean Air Act of 1977, as amended, Emission Standards KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EVOLVED+EXPENDABLE+LAUNCH+VEHICLE+PROGRAM%2C+BREVARD+COUNTY%2C+FLORIDA%2C+AND+SANTA+BARBARA+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1998%29.&rft.title=EVOLVED+EXPENDABLE+LAUNCH+VEHICLE+PROGRAM%2C+BREVARD+COUNTY%2C+FLORIDA%2C+AND+SANTA+BARBARA+COUNTY%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1998%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Analysis Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 6, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROVINCETOWN MUNICIPAL AIRPORT IMPROVEMENTS PROGRAM, PROVINCETOWN, BARNSTABLE COUNTY, MASSACHUSETTS. AN - 36407823; 7939 AB - PURPOSE: The improvement of the operation and design of Provincetown Municipal Airport, located in Provincetown at the northern tip of Cape Cod in southeastern Massachusetts, is proposed. The commercial service airport is located two miles from the center of Provincetown on 322 acres within the Cape Cod National Seashore. The airport has one 3,500-foot runway (runway 7/25), no associated runway safety areas, and limited instrument landing capability for use in inclement weather. Since 1990, commercial service at the airport has been growing at the rate of 15 percent per year. Three projects are considered in this final EIS, including a runway safety areas project, a general aviation parking apron areas project, and a runway extensions project. Four alternatives, including a No-Build Alternative (Alternative 4), are under consideration for the parking aprons; five alternatives, including a No-Build Alternative (Alternative 5), are under consideration for the safety areas; and six alternatives, including a No-Build Alternative (Alternative 6), are under consideration for the extensions. The proposed action would involve the construction of runway safety areas, a garage for storing firefighting equipment, general aviation parking apron areas to accommodate 40 aircraft, and an additional 700 feet of usable runway. The preferred alternative for the general aviation parking aprons (Alternative A3) would include an 850-foot-by-15-foot paved extension over turf area, a 510-foot-by-70-foot turf extension north of the taxiway, and a 650-foot-by-45-foot turf apron extension. The preferred alternative for the runway safety area (Alternative 4) would include 150-foot-by-300-foot runway safety areas at each end, the relocation of the threshold by 200 feet, the relocation of the localizer, the relocation of the medium-intensity approach light system facility 200 feet to the east, and the construction of an access road. The preferred alternative for the runway extensions (Alternative 5) would include the extension of runway 7 by 150 feet, the extension of runway 25 by 350 feet, and associated 150-foot-by-300-foot safety areas. POSITIVE IMPACTS: The would satisfy safety mandates of the Federal Aviation Administration; the runway extension would ensure that the airport is capable of supporting a viable level of commercial air service into the next century. NEGATIVE IMPACTS: The runway construction would require the taking of 1.8 acres of wetlands and create a slight visual intrusion in the national seashore area. The general aviation parking aprons would require the taking of 0.06 acres of wetlands. The runway safety areas would displace an additional 0.44 acres of wetlands. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), 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 98-0063D, Volume 22, Number 2. JF - EPA number: 000090, 419 pages and maps, March 27, 2000 PY - 2000 KW - Air Transportation KW - Airports KW - Cost Assessments KW - Floodplains KW - Parking KW - Parks KW - Regulations KW - Safety KW - Section 4(f) Statements KW - Shores KW - Wetlands KW - Wildlife Surveys KW - Cape Cod National Seashore KW - Massachusetts KW - Provincetown Municipal Airport, Massachusetts KW - Airport and Airway Improvements Act of 1982, Compliance 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/36407823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROVINCETOWN+MUNICIPAL+AIRPORT+IMPROVEMENTS+PROGRAM%2C+PROVINCETOWN%2C+BARNSTABLE+COUNTY%2C+MASSACHUSETTS.&rft.title=PROVINCETOWN+MUNICIPAL+AIRPORT+IMPROVEMENTS+PROGRAM%2C+PROVINCETOWN%2C+BARNSTABLE+COUNTY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 27, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORFOLK-VIRGINIA BEACH LIGHT RAIL TRANSIT SYSTEM EAST/WEST CORRIDOR PROJECT, CITY OF NORFOLK AND CITY OF VIRGINIA BEACH, VIRGINIA. AN - 16355111; 7934 AB - PURPOSE: The construction of an 18.25-mile light rail transit (LRT) system between downtown Norfolk and the Virginia Beach Pavilion Convention Center in Virginia Beach, located in southeastern Virginia, is proposed. The project study area, known as South Hampton Roads, includes a 30-mile corridor extending from Virginia Beach to downtown Norfolk and the Norfolk Naval Base. Problems cited include congestion, capacity constraints on the existing system, insufficient and inadequate infrastructure, growth in vehicle miles traveled and air pollution, and the need to increase capacity to respond to growth in tourism. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The locally preferred alternative would include the LRT served by 13 stations, of which eight would provide both bus and park-and-ride access, as well as an expanded bus feeder system. Stations would be located at Plume Street, Government Center, Harbor Park, Norfolk State University, Military Highway, Newton Road, Witchduck Road, the Virginia Beach Central Business District (Pembroke), Princess Ann Plaza, Lynnhaven Road, Oceana, Lake Holly, and the Pavilion Convention Center. The LRT system would be comprised of an exclusive transit-only double-track guideway generally following the Norfolk-Southern Railroad right-of-way. A maintenance yard and ship would be located in Virginia Beach near the Oceana Naval Base; two alternative sites are under evaluation. Elevated grade separations would be constructed to provide crossings of Rosemont Road, Princess Anne Road, Witchduck Road, and Independence Boulevard. Both at-grade and elevated grade separations are under consideration for Lynnhaven Parkway and First Colonial Road. A transportation system management alternative would consist of current Tidewater Regional Transit bus routes and facilities, as well as service and facility improvements. The estimated capital costs of the preferred alternative are $525 million. The estimated operation and maintenance costs for the year 2018 are $51.48 million. POSITIVE IMPACTS: The preferred alternative and associated bus and park-and-ride facilities would improve access, operation, and reliability of the transportation system; provide a balanced system with good linkages; reduce total vehicle miles and, thereby, improve air quality; and meet the transportation needs of the growing tourism industry in the Virginia Beach area. NEGATIVE IMPACTS: The rights-of-way development would result in the loss of three residences, two businesses, and 50 trailers as well as 14.5 to 30.5 acres of vegetation and 4.04 acres of wetland. The Plume Street Station would lie within an historic district, which could also contain significant archaeological resources. Noise and vibration resulting from operation of the system would adversely affect 22 acres of land. The construction activities would encounter four properties that could contain contaminated soils. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0285D, Volume 23, Number 3. JF - EPA number: 000085, Final EIS--607 pages and maps, Map supplement--94 pages, March 24, 2000 PY - 2000 KW - Roads and Railroads KW - Archaeological Sites KW - Hazardous Wastes KW - Historic Sites KW - Noise KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16355111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-03-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORFOLK-VIRGINIA+BEACH+LIGHT+RAIL+TRANSIT+SYSTEM+EAST%2FWEST+CORRIDOR+PROJECT%2C+CITY+OF+NORFOLK+AND+CITY+OF+VIRGINIA+BEACH%2C+VIRGINIA.&rft.title=NORFOLK-VIRGINIA+BEACH+LIGHT+RAIL+TRANSIT+SYSTEM+EAST%2FWEST+CORRIDOR+PROJECT%2C+CITY+OF+NORFOLK+AND+CITY+OF+VIRGINIA+BEACH%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Philadelphia Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 24, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DOWNTOWN SACRAMENTO-FOLSOM CORRIDOR PROJECT, SACRAMENTO, SACRAMENTO COUNTY, CALIFORNIA. AN - 16355070; 7935 AB - PURPOSE: The improvement of transit services in the US Route 50 (US 50)/Folsom Boulevard corridor in the cities of Folsom and Sacramento and Sacramento County, located in northwestern California, is proposed. The study area contains slightly less than 25 percent of the county population, but it provides almost half of the county employment base. Traffic volumes on US 50, the only freeway serving the downtown Sacramento-Folsom Corridor, are projected to increase substantially throughout the length of the corridor as the area grows, with a 27 percent increase in the west end of the corridor and an 82 percent increase in the east end. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (the Light Rail Transit (LRT) Alternative) would include a double-track extension of the existing LRT service from the St. Rose of Lima Station to the Amtrak Station in downtown Sacramento, double-tracking of existing single-track segments at the Bee Bridge and east of the Brighton Bridge within Sacramento, and a double-track extension of LRT service from the current Mather Field Station eastward to a point approximately two miles east of Sunrise Boulevard, with a single track east to Iron Point Road and into downtown Folsom. Under financially constrained options, the LRT Alternative could be phased to an interim terminus at Sunrise Boulevard and four LRT stations (Horn Road, Coloma Road, Kilgore Road, and Silverbrook) evaluated in this EIS could be deferred. It would construct the Folsom extension as far eastward as available funding allows; hence, the four future stations would be more likely to be deferred than the LRT extension from Sunrise to downtown Folsom. The LRT alternative would also include a LRT vehicle storage and maintenance facility in the area between the Sunrise and Hazel LRT stations and peak period express LRT service between downtown Sacramento and downtown Folsom. A transportation systems management (TSM) alternative is also under consideration. The estimated capital costs for the TSM alternative and the LRT alternative are $7.7 million and $183.7 million, respectively. The respective estimated annual operating costs for the year 2015 are $109.9 million and $222.5 million. POSITIVE IMPACTS: The project would reduce travel times and traffic and enhance accessibility along the corridor. Regional connectivity would be improved, and future travel demand would be accommodated. Increased transportation efficiency would translate to increased economic output because households and businesses would spend marginally less time and money on transportation in the corridor than they would have without the improvements. Growing traffic congestion on the US 50 freeway section connecting downtown Sacramento, the community of Rancho Cordova, and the city of Folsom would be alleviated, as would growing parking demand in downtown Sacramento and corridor employment centers. The reduction in the use of automobiles would improve regional air quality. Local economic and land development goals would be supported. A total of 917 on-site and 2,111 total jobs would be created by LRT construction. The removal of the existing wooden trestle at Alder Creek would benefit floodplain values. NEGATIVE IMPACTS: The LRT would displace two businesses and 13 employees, as result in the loss of 10.4 acres of valley elderberry savannah, 0.44 acres of seasonal ponded depressions, 22.0 acres of annual grassland, and 0.07 acres of wetland. The habitat loss would adversely affect the federally-listed threatened valley elderberry longhorn beetle and the threatened vernal pool fairy tadpole shrimp. Traffic congestion at intersections that provide access to LRT park-and-ride facilities would increase, and noise from rail operations would adversely affect residents and other persons within the corridor. LRT facilities would intrude visually on surrounding neighborhoods. The construction would occur within one 100-year floodplain in three locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601) 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 99-0403D, Volume 23, Number 4. JF - EPA number: 000086, Volume 1--422 pages, Volume 2--205 pages, March 24, 2000 PY - 2000 KW - Roads and Railroads KW - Air Quality KW - Employment KW - Endangered Species (Animals) KW - Flood Hazards KW - Hazardous Wastes KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Seismic Surveys KW - Wetlands KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - National Historic Preservation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16355070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-03-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DOWNTOWN+SACRAMENTO-FOLSOM+CORRIDOR+PROJECT%2C+SACRAMENTO%2C+SACRAMENTO+COUNTY%2C+CALIFORNIA.&rft.title=DOWNTOWN+SACRAMENTO-FOLSOM+CORRIDOR+PROJECT%2C+SACRAMENTO%2C+SACRAMENTO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 24, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH LAWRENCE TRAFFICWAY (PROJECT 10-23K-3359-13) FROM US ROUTE 59 TO K-10 HIGHWAY, DOUGLAS COUNTY, KANSAS (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1990). AN - 16355042; 7932 AB - PURPOSE: The construction of a roadway around the western and southern sides of the city of Lawrence, located in eastern Kansas, is proposed. The facility, to be known as the South Lawrence Trafficway (SLT), would follow the existing 31st Street alignment between Louisiana Street and Haskell Avenue, running adjacent to the Haskell Indian Nations University (HINU) campus. The proposed action would include the construction of a four-lane divided roadway with access limited to interchanges and at-grade construction; the acquisition of right-of-way, typically 450 feet; the construction of grade-separation interchanges at several locations; and on- and off-site enhancements. New information brought forth by the administration of HINU has made it necessary to study further the impacts of the proposed action in the vicinity of the HINU campus and review the alternatives to the proposed action. The analysis presented in this final supplemental EIS is limited to the area between US Route 59 (US 59) on the west and Kansas Route 10 on the east, a distance of approximately six miles. The northern and southern limits of this corridor are 23rd Street and the Wakarusa River, respectively. The portion of the project from the Kansas Turnpike (Interstate Highway 70) to US 59 has been constructed and is open to traffic. The construction on the portion of the project under consideration in the final supplemental EIS has been suspended to address spiritual, cultural, academic, and development concerns expressed by HINU authorities. Four alternatives, including a No-Build Alternative, the 31st Street Alternative, the 35th Street Alternative, and the 38th Street Alternative are under consideration. The preferred alternative for the SLT bounded by US 59 on the west and K-10 on the east is the No-Build Alternative. POSITIVE IMPACTS: The elimination of the segment of the project bordering HINU would preserve the cultural, spiritual, and academic character of the campus. Under the preferred alternative, there would be no displacement of residences and agricultural land and ecologically sensitive areas, such as state-designated critical habitat for a federally-designated endangered species. NEGATIVE IMPACTS: The preferred alternative would not contribute to relieving congestion on existing 23rd Street and Iowa Street. The Douglas County circumferential transportation system would be incomplete. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) PRIOR REFERENCES: For the abstract of the draft supplement, see 95-0470D, Volume 19, Number 4. For the abstracts of the draft and final EISs, see 87-0111D, Volume 11, Number 3, and 90-0044F, Volume 14, Number 1, respectively. JF - EPA number: 000083, Final Supplemental EIS--121 pages and maps, Appendices--722 pages, March 22, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-95-01-FS KW - Community Development KW - Cultural Resources KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Indian Reservations KW - Minorities KW - Noise Assessments KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16355042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LAWRENCE+TRAFFICWAY+%28PROJECT+10-23K-3359-13%29+FROM+US+ROUTE+59+TO+K-10+HIGHWAY%2C+DOUGLAS+COUNTY%2C+KANSAS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1990%29.&rft.title=SOUTH+LAWRENCE+TRAFFICWAY+%28PROJECT+10-23K-3359-13%29+FROM+US+ROUTE+59+TO+K-10+HIGHWAY%2C+DOUGLAS+COUNTY%2C+KANSAS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1990%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: March 22, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COALFIELDS EXPRESSWAY; BUCHANAN, DICKENSON, AND WISE COUNTIES, VIRGINIA. AN - 36394267; 7928 AB - PURPOSE: The construction of a section of the Coalfields Expressway from the city of Pound to the West Virginia state line near the city of Paynesville, located in southwestern Virginia, is proposed. The project area currently lacks a four-lane divided highway. US Route 83 (US 83), the area's only major east-west roadway, and US 460 are approaching capacity and US 83's accident, injury, and fatality rates are slightly above the state average. The highway would largely follow a new alignment, extending from Route 23 near Pound to the state line east of Slate. The facility would connect with West Virginia's section of the Coalfields Expressway, which would extend from the Virginia state east to Beckley, West Virginia. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. The lengths of the build alternative alignments would range from 50.7 miles to 55.1 miles. The highway would be a four-lane, divided, limited-access facility with a desired design speed of 65 miles per hour. The estimated costs of the project are approximately $1.1 billion to $1.5 billion, depending on the alternative. POSITIVE IMPACTS: The expressway would greatly improve traffic movement into and through the three affected counties, an area of southwestern Virginia historically known for its coal mining. Roadway deficiencies would be corrected, improving safety and efficiency of travel. NEGATIVE IMPACTS: The rights-of-way development would result in the loss of 82 to 195 residences, up to four community facilities, and four to 10 businesses, as well as 1.5 to 6.2 acres of wetlands, 50.3 to 99.2 acres of farmland, 1,245 to 1,358 acres of forested land, and up to one acre of floodplain regulated by the Federal Emergency Management Agency. One alternative would displace 76 families residing in low-income housing. The project would affect 4.7 to 9.6 linear miles of surface waters. One residence located adjacent to one of the alternatives would experience a substantial increase in noise. One alternative would result in significant intrusion into the landscape. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 000079, 312 pages and maps, March 13, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-99-01-D KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Visual Resources KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36394267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-03-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COALFIELDS+EXPRESSWAY%3B+BUCHANAN%2C+DICKENSON%2C+AND+WISE+COUNTIES%2C+VIRGINIA.&rft.title=COALFIELDS+EXPRESSWAY%3B+BUCHANAN%2C+DICKENSON%2C+AND+WISE+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: March 13, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - T.F. GREEN AIRPORT, WARWICK, KENT COUNTY, RHODE ISLAND. AN - 36408254; 8038 AB - PURPOSE: The implementation of improvements designed to reduce noise levels related to the operation of T.F. Green Airport, located in the city of Warwick in central Rhode Island, is proposed. The airport, which lies approximately 11 miles south of Providence, consists of two primary runways (R/23L and 16/34) and one shorter runway (5L/23R) used for general aviation, air taxi, and military aircraft. The airport supported 156,141 operations in 1998; this figure is expected to increase to 193,900 by 2003. Proposals under consideration include those associated with proposed air traffic control operational actions contained in the 1999 update of the airports Noise Compatibility Program (NCP) and an increase in the use of a Severe Weather Alternative Procedure (SWAP) route along the East Coast between the airport and Baltimore-Washington International Airport (BWI). While both actions would affect air traffic routes, the NCP alternatives would be designed to abate jet only flight tracks/corridors developed to mitigate noise impacts around the airport's perimeter. The NCP update assesses noise conditions at the airport for the years 1998 through 2003. The study produces noise exposure maps and analyses potential noise abatement and land use measures to reduce noise exposure or reduce the extent of incompatible land uses near the airport. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. The proposed action (Alternative 3) would involve a series off departure turns from the two primary runway systems to corridors over the most noise-compatible areas in the vicinity of the airport. The plan would also provide for one arrival procedure which calls for aircraft landing on Runway 34 to turn on final approach before crossing the shoreline at Rocky Point Beach on Warwick Neck. Arrivals at the airport generally approach the airspace from the southwest and must be vectored to the runway of intended landing. Departures from the airport are normally vectored to the Putnam, Connecticut, departure fix or south out the 180-degree radial of the Providence navigational aid. The increased utilization of the BWI SWAP route would not require changing the NCP measures. Regardless of which runway the affected aircraft used, the aircraft could use an appropriate flight path noise abatement procedure. The estimated funding for land use actions proposed in the NCP update is $75.5 million, including $50 million for voluntary acquisition of property, $24.9 million for sound insulation for impacted housing units, and $635,000 for sound insulation for a local school. POSITIVE IMPACTS: The implementation of the proposals would improve the noise environment associated with the airport while maintaining safety margins and requirements and provide additional use of a SWAP route for aircraft departing to BWI and, thereby, reduce delay times. A total of 1,571 fewer housing units would experience substantial noise impacts as compared to 1998 conditions. NEGATIVE IMPACTS: The contours of areas affected by aircraft noise would be enlarged in certain areas, though, for the most part, noise levels affecting incompatible uses would remain unchanged even when substantial increases in operations are taken into account. Aircraft noise would adversely affect 1,679 housing units and 4,400 residents. 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: 000072, 207 pages, March 7, 2000 PY - 2000 KW - Air Transportation KW - Air Quality KW - Air Quality Assessments KW - Aircraft Noise KW - Airports KW - Historic Sites KW - Historic Sites Surveys KW - Impact Monitoring Plans KW - Navigation KW - Navigation Aids KW - Noise KW - Noise Assessments KW - Noise Control KW - Relocations-Property Acquisitions KW - Traffic Control KW - T.F. Green Airport, Rhode Island KW - Rhode Island KW - Airport and Airway Improvements 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/36408254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-03-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=T.F.+GREEN+AIRPORT%2C+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=T.F.+GREEN+AIRPORT%2C+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&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 7, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - The FAA's postmortem forensic toxicology self-evaluated proficiency test program: the first seven years. AN - 71072850; 10782965 AB - Existing proficiency-testing (PT) programs do not address the complexity of postmortem forensic toxicology. These programs do not include decomposed samples and solid tissues. Therefore, the Federal Aviation Administration in July 1991 started such a needed PT program. This program is used to: (i) professionally develop and maintain technical currency on a voluntary, interlaboratory, and self-evaluation basis, and (ii) quantifiably assess methods in the absence and presence of interfering substances. There are currently about 30 laboratories in the program. Functioning under various governmental/non-governmental agencies and academic institutions, these laboratories represent a broad cross-section of the country. PT samples are distributed quarterly, and result summaries are sent to the participants, while maintaining their anonymity. Since the inception of the program, 28 PT samples encompassing whole blood, plasma, urine, kidney, or liver, with (or without) drugs, metabolites, and common chemicals (nicotine, caffeine, beta-phenylethylamine, etc.) have been analyzed by the participants. Analytical findings were generally consistent with the anticipated values, but they were dependent on the nature and conditions of the specimens and types of the added analytes. Some incidences of false positives of concern were noted, as well. This PT program is one of the few programs recommended by the American Board of Forensic Toxicology in which laboratories may participate for their accreditation by the Board. It is anticipated that this PT program will continue to play a critical part in supporting the quality assurance/quality control (QA/QC) component of forensic toxicology, thereby enhancing operational performance. JF - Journal of forensic sciences AU - Chaturvedi, A K AD - Toxicology and Accident Research Laboratory, Aeromedical Research Division, Civil Aeromedical Institute, Federal Aviation Administration, US Department of Transportation, Oklahoma City, OK 73125-5066, USA. Y1 - 2000/03// PY - 2000 DA - March 2000 SP - 422 EP - 428 VL - 45 IS - 2 SN - 0022-1198, 0022-1198 KW - Index Medicus KW - Toxicology -- standards KW - Humans KW - Professional Competence KW - Quality Control KW - Education, Medical, Continuing KW - Forensic Medicine -- standards KW - Accidents, Aviation KW - Aircraft UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/71072850?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+forensic+sciences&rft.atitle=The+FAA%27s+postmortem+forensic+toxicology+self-evaluated+proficiency+test+program%3A+the+first+seven+years.&rft.au=Chaturvedi%2C+A+K&rft.aulast=Chaturvedi&rft.aufirst=A&rft.date=2000-03-01&rft.volume=45&rft.issue=2&rft.spage=422&rft.isbn=&rft.btitle=&rft.title=Journal+of+forensic+sciences&rft.issn=00221198&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2000-06-09 N1 - Date created - 2000-06-09 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - The estimation of 3-dimensional state of stresses and strains in different landfill cover thicknesses for the Nevada Test Site AN - 52270298; 2001-008688 AB - The specific goal of this research was to ascertain the potential for a soil landfill cover to exhibit tensile cracking under the stresses imposed by subsidence and distortion. This was completed by first estimating the settlement of the waste and soil contained in the landfill and then estimating the ensuing subsidence and distortion of a monolithic landfill cover, ranging in thickness between 6 feet and 10 feet. The estimation of cover behavior was completed using a combination of statistical analysis, a comprehensive and enterprising soils testing regimen, and an extensive analysis incorporating finite element modeling. JF - Proceedings of the Symposium on Engineering Geology and Geotechnical Engineering AU - Elfuss, Sherif AU - Ozmen, Ertan AU - Davis, Shari AU - Fordham, Mike AU - Valceschini, Robert B AU - Robinson, Lee Y1 - 2000/03// PY - 2000 DA - March 2000 SP - 196 EP - 209 PB - [publisher varies], [location varies] VL - 35 KW - United States KW - soil mechanics KW - strain KW - moisture KW - landfills KW - stress KW - statistical analysis KW - settlement KW - subsidence KW - triaxial tests KW - radioactive waste KW - models KW - Nevada Test Site KW - finite element analysis KW - confining pressure KW - Nevada KW - Atterberg limits KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52270298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Symposium+on+Engineering+Geology+and+Geotechnical+Engineering&rft.atitle=The+estimation+of+3-dimensional+state+of+stresses+and+strains+in+different+landfill+cover+thicknesses+for+the+Nevada+Test+Site&rft.au=Elfuss%2C+Sherif%3BOzmen%2C+Ertan%3BDavis%2C+Shari%3BFordham%2C+Mike%3BValceschini%2C+Robert+B%3BRobinson%2C+Lee&rft.aulast=Elfuss&rft.aufirst=Sherif&rft.date=2000-03-01&rft.volume=35&rft.issue=&rft.spage=196&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 - 35th symposium on Engineering geology and geotechnical engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 4 N1 - Document feature - illus. incl. 2 tables N1 - SuppNotes - Theme; engineering for geologic and environmental hazards N1 - Last updated - 2012-06-07 N1 - CODEN - #02957 N1 - SubjectsTermNotLitGenreText - Atterberg limits; confining pressure; finite element analysis; landfills; models; moisture; Nevada; Nevada Test Site; radioactive waste; settlement; soil mechanics; statistical analysis; strain; stress; subsidence; triaxial tests; United States ER - TY - JOUR T1 - Assault-on-basalt; geoarchaeological approaches to non-obsidian igneous source materials in Southwest Montana AN - 52225280; 2001-040783 AB - Archaeologists have long been interested in the identification of the specific source areas of rock used by prehistoric people in Montana for making stone tools. Knowledge of where a particular lithic material was extracted can be helpful in studying ancient settlement, travel and trade networks. X-ray fluorescence (xrf) analyses of trace elements in obsidian, for example, have been demonstrated to be successful in geochemically "typing" different flows. More recently, this same approach is being applied to other non-obsidian igneous rocks of prehistoric economic value (basalt, dacite, and rhyolite) with promising results. This paper discusses one such joint archaeological and geological effort to study sources of fine-grained, black igneous rock of Eocene age in Southwestern Montana's Madison Valley. The study focuses on an important prehistoric quarry site located west of McAllister where the material, previously referred to as "Madison basalt" by archaeologists, had been intensively mined for use in stone tool manufacture. Petrographic and geochemical studies have determined the rock to be rhyodacite. This presents the possibility of identifying a specific source signature for archaeologists. JF - Abstracts with Programs - Geological Society of America AU - Baumler, Mark F AU - Helm, Cora G AU - Platt, Stephen S K AU - Anonymous Y1 - 2000/03// PY - 2000 DA - March 2000 SP - 2 PB - Geological Society of America (GSA), Boulder, CO VL - 32 IS - 5 SN - 0016-7592, 0016-7592 KW - United States KW - archaeology KW - volcanic rocks KW - glasses KW - Eocene KW - igneous rocks KW - quarries KW - Stone Age KW - Paleogene KW - Madison County Montana KW - artifacts KW - Montana KW - Cenozoic KW - provenance KW - Tertiary KW - southwestern Montana KW - obsidian KW - Madison Valley KW - basalts KW - rhyodacites KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52225280?accountid=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=Assault-on-basalt%3B+geoarchaeological+approaches+to+non-obsidian+igneous+source+materials+in+Southwest+Montana&rft.au=Baumler%2C+Mark+F%3BHelm%2C+Cora+G%3BPlatt%2C+Stephen+S+K%3BAnonymous&rft.aulast=Baumler&rft.aufirst=Mark&rft.date=2000-03-01&rft.volume=32&rft.issue=5&rft.spage=2&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Rocky Mountain Section, 52nd annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2001-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - archaeology; artifacts; basalts; Cenozoic; Eocene; glasses; igneous rocks; Madison County Montana; Madison Valley; Montana; obsidian; Paleogene; provenance; quarries; rhyodacites; southwestern Montana; Stone Age; Tertiary; United States; volcanic rocks ER - TY - JOUR T1 - Izmit (Kocaeli), Turkey, earthquake of August 17, 1999; including Duzce earthquake of November 12, 1999 lifeline performance AN - 51937248; 2003-071280 JF - Technical Council on Lifeline Earthquake Engineering Monograph AU - Bazos, Nesrin AU - Byers, William AU - Cooper, Tom AU - Edwards, Curt AU - Eidinger, John AU - Elliott, Teresa AU - Lau, David AU - Lo, Robert AU - Lund, Le Val AU - Pickett, Mark A AU - Tang, Alex AU - Yashinsky, Mark Y1 - 2000/03// PY - 2000 DA - March 2000 SP - 290 PB - American Society of Civil Engineers (ASCE), Reston, VA VL - 17 KW - North Anatolian Fault KW - Duzce earthquake 1999 KW - communications KW - Izmit earthquake 1999 KW - magnitude KW - Lifeline Earthquake Engineering KW - damage KW - Turkey KW - power plants KW - preventive measures KW - rupture KW - risk assessment KW - aseismic design KW - Asia KW - earthquakes KW - Middle East KW - Istanbul Turkey KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51937248?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=Bazos%2C+Nesrin%3BByers%2C+William%3BCooper%2C+Tom%3BEdwards%2C+Curt%3BEidinger%2C+John%3BElliott%2C+Teresa%3BLau%2C+David%3BLo%2C+Robert%3BLund%2C+Le+Val%3BPickett%2C+Mark+A%3BTang%2C+Alex%3BYashinsky%2C+Mark&rft.aulast=Bazos&rft.aufirst=Nesrin&rft.date=2000-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Izmit+%28Kocaeli%29%2C+Turkey%2C+earthquake+of+August+17%2C+1999%3B+including+Duzce+earthquake+of+November+12%2C+1999+lifeline+performance&rft.title=Izmit+%28Kocaeli%29%2C+Turkey%2C+earthquake+of+August+17%2C+1999%3B+including+Duzce+earthquake+of+November+12%2C+1999+lifeline+performance&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 - PubXState - VA N1 - Document feature - illus. incl. 16 tables, geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #05635 N1 - SubjectsTermNotLitGenreText - aseismic design; Asia; communications; damage; Duzce earthquake 1999; earthquakes; Istanbul Turkey; Izmit earthquake 1999; Lifeline Earthquake Engineering; magnitude; Middle East; North Anatolian Fault; power plants; preventive measures; risk assessment; rupture; Turkey ER - TY - RPRT T1 - Colorado Rockfall Simulation Program; version 4.0 (for Windows) AN - 51913071; 2003-078340 AB - This rockfall computer program, which simulates rocks tumbling down a slope, predicts the statistical distribution of speed and bounce height and can be used for locating and designing rockfall mitigation. The model takes into account slope profile, rebound and friction characteristics of the slope and rotational energy of the rocks. Spherical, cylindrical and disk shaped rocks can be simulated. At each impact, the slope angle is randomly varied from the nominal value input by the user within the limit set by the maximum probable variation in the slope. The model is recommended as a tool for the geologist and engineer responsible for analyzing and mitigating rockfall hazards. JF - Colorado Rockfall Simulation Program; version 4.0 (for Windows) AU - Jones, Christopher L AU - Higgins, Jerry D AU - Andrew, Richard D Y1 - 2000/03// PY - 2000 DA - March 2000 SP - 127 KW - United States KW - soil mechanics KW - rockfalls KW - geologic hazards KW - computer languages KW - statistical analysis KW - roughness KW - data processing KW - friction KW - calibration KW - simulation KW - computer programs KW - mitigation KW - Colorado Rockfall Simulation Program KW - mathematical methods KW - mass movements KW - manuals KW - algorithms KW - Colorado KW - BASIC KW - slope stability KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51913071?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=Jones%2C+Christopher+L%3BHiggins%2C+Jerry+D%3BAndrew%2C+Richard+D&rft.aulast=Jones&rft.aufirst=Christopher&rft.date=2000-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Colorado+Rockfall+Simulation+Program%3B+version+4.0+%28for+Windows%29&rft.title=Colorado+Rockfall+Simulation+Program%3B+version+4.0+%28for+Windows%29&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. 8 tables N1 - SuppNotes - Includes appendices and one CD-ROM N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - UPGRADED EARLY WARNING RADAR, NATIONAL MISSILE DEFENSE DEPLOYMENT; DENALI BOROUGH, ALASKA, YUBA COUNTY, CALIFORNIA, AND BARNSTABLE COUNTY, MASSACHUSETTS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1999). AN - 16343720; 7917 AB - PURPOSE: The replacement of electronic hardware and computer software of the early warning radar (EWR) at Clear Air Force Station (AFS) in central Alaska, Beale Air Force Base (AFB) in north-central California, and Cape Cod AFS in southeastern Massachusetts, is proposed. The proposed action would be in support of the deployment of a national missile defense (NMD) program. The NMD program would be the defense of the United States against a threat of a limited strategic ballistic missile attack. The NMD system would be a fixed, land-based, non-nuclear missile defense system with a land- and space-based detection system capable of responding to limited strategic ballistic missile threats. The NMD system would consist of ground-based interceptors, X-band radar, upgraded EWR (UEWR), a space-based detection system, and battle management, command, control, and communications. The PAVE PAWS (PAVE is an Air Force program name and PAWS is phased array warning system) EWR at Clear AFS and the existing PAVE PAWS EWRs at Beale AFB and Cape Cod AFS would be used by the NMD program. The interior electronic hardware and computer software replacement would provide more precise tracking and identification of ballistic missiles launched against the U.S. Issues of concern include health and safety, and cultural resources. Two alternatives, including a No Action Alternative, are considered in the draft supplement to the draft EIS of September 1999. The proposed action would replace electronic hardware and computer software at the existing EWRs at Clear AFS, Beale AFB, and Cape Cod AFS. The hardware modifications would consist of replacing existing computers, graphic displays, communication equipment, and radar receivers/exciters. The EWR software would be rewritten to incorporate the NMD function and allow the acquisition, tracking, and classification of small objects near the horizon. There would be no change to either peak or average power levels emitted by the radar. Staffing levels and daily operations would remain essentially unchanged. POSITIVE IMPACTS: The UEWRs would be able to search for different types of missiles, distinguish hostile objects such as warheads from other objects, and provide this data to other NMD elements using improved communications systems. NEGATIVE IMPACTS: No unavoidable adverse environmental effects are expected. LEGAL MANDATES: National Environmental Policy Act of 1969, as amended (49 U.S.C. 303). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0324D, Volume 23, Number 4. JF - EPA number: 000061, 146 pages, February 25, 2000 PY - 2000 KW - Defense Programs KW - Archaeological Sites KW - Biologic Assessments KW - Communication Systems KW - Cultural Resources KW - Employment KW - Geologic Sites KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Missiles KW - Radar KW - Safety KW - Site Planning KW - Subsistence KW - Weapon Systems KW - Wetlands KW - Alaska KW - Beale Air Force Base, California KW - Cape Cod Air Force Station, Massachusetts KW - Clear Air Force Station, Alaska KW - North Dakota KW - National Environmental Policy Act of 1969, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16343720?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UPGRADED+EARLY+WARNING+RADAR%2C+NATIONAL+MISSILE+DEFENSE+DEPLOYMENT%3B+DENALI+BOROUGH%2C+ALASKA%2C+YUBA+COUNTY%2C+CALIFORNIA%2C+AND+BARNSTABLE+COUNTY%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1999%29.&rft.title=UPGRADED+EARLY+WARNING+RADAR%2C+NATIONAL+MISSILE+DEFENSE+DEPLOYMENT%3B+DENALI+BOROUGH%2C+ALASKA%2C+YUBA+COUNTY%2C+CALIFORNIA%2C+AND+BARNSTABLE+COUNTY%2C+MASSACHUSETTS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Space and Missile Defense Command, Huntsville, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 25, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MISSOURI STATE ROUTE 19 MISSOURI RIVER BRIDGE (MODOT JOB NUMBER J3P0584), GASCONADE AND MONTGOMERY COUNTIES, MISSOURI. AN - 16354971; 7906 AB - PURPOSE: The replacement of the Missouri State Route 19 (MO 9) Missouri River bridge, located in the city of Hermann in east-central Missouri, is proposed. The 3.4-mile project corridor extends from the MO 19/MO 94 intersection one mile north of the bridge to a point on MO 19 approximately two miles south of the bridge. The corridor also extends one mile east and west of MO 19 at the existing bridge. Improvements along MO 19 beyond the bridge approaches would be limited to those necessary for realigning the roadway or developing a new or modified roadway cross-section to tie into a new bridge location or lane configuration. Improvements would also include reconstructing a short segment of new causeway between the north end of the bridge and the existing MO 19 causeway and adding turning lanes at the MO 19/East MO 100 intersection. Although the construction of a toll booth as proposed by Hermann Transportation Corporation is not part of the project, impacts related to the toll booth are addressed. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Two build alternatives are considered in this final EIS. Under the two build alternatives, the project would provide a new bridge approximately 50 feet east or west of the existing structure. Under the preferred alternative (Alternative 5-W1), which would lie west of the existing structure, the last curved span of the existing causeway would be replaced with a straight span, aligning the causeway with the new bridge. North of the Missouri River, this alternative would eliminate two existing horizontal curves on the causeway. South of the river, the alternative would joint MO 19 approximately 20 feet west of the existing bridge touch down point. The other action alternative (Alternative 5-E1), which would lie east of the existing structure, would include the construction of an S-shaped curve to connect with the bridge. It would join MO 19 approximately 20 feet east of the existing bridge touch down point. Under either alternative, one or more protected bike lanes would be provided and the toll booth would be located 1,050 feet north of the Loutre River on MO 19. The estimated costs of Alternative 5-W1 and Alternative 5-E1 are $29 million and $29.3 million, respectively. POSITIVE IMPACTS: The bridge would safely serve existing and projected traffic volumes, improve operational efficiency for local and through traffic on MO 19, and maintain, or possibly enhance, the economic viability of the area served by the bridge. The replacement of the existing, substandard bridge would improve the reliability of travel, reduce accidents and operating costs, and provide a safe travel way for pedestrians and bicyclists. NEGATIVE IMPACTS: The rights-of-way requirements for Alternative 5-W1 and Alternative 5-E1 would result in the acquisition of 0.3 acres and 0.4 acres of land, respectively. Alternative 5-W1 would result in the loss of 3.9 acres of woodland and 3.4 acres of floodplain. Alternative 5-E1 would result in the loss of 3.7 acres of woodland and 3.7 acres of floodplain. Either alternative would result in the loss of 0.8 acre of wetland. Either alternative would include one river/stream crossing. The Pilot House steamboat replica would be relocated on the northwest corner of the MO 19/East MO 100 intersection under Alternative 5-W1, and the service station on the northeast corner of the MO 19/East MO 100 intersection would be relocated under Alternative 5-E1. The project would adversely affect the existing bridge structure, which is eligible for listing in the National Register of Historic Places. The project could adversely affect the habitats of federally-protected species including pallid sturgeons, piping plovers, Indiana bats, and least interior terns. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 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.), 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 99-0158D, Volume 23, Number 2. JF - EPA number: 000050, 204 pages and maps, February 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-99-01-F KW - Bridges KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Missouri KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Endangered Species Act of 1973, as amended, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MISSOURI+STATE+ROUTE+19+MISSOURI+RIVER+BRIDGE+%28MODOT+JOB+NUMBER+J3P0584%29%2C+GASCONADE+AND+MONTGOMERY+COUNTIES%2C+MISSOURI.&rft.title=MISSOURI+STATE+ROUTE+19+MISSOURI+RIVER+BRIDGE+%28MODOT+JOB+NUMBER+J3P0584%29%2C+GASCONADE+AND+MONTGOMERY+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: February 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BEREA/I-X CENTER RED LINE EXTENSION PROJECT, SOUTHWEST CORRIDOR MAJOR INVESTMENT STUDY, CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 16340081; 7907 AB - PURPOSE: The implementation of transit improvements in the Southwest Corridor, located in the city of Cleveland in northern Ohio, is proposed. The Greater Cleveland Regional Transit Authority adopted a long-range plan that included an extension of the Red Line heavy rail rapid transit service from its current terminus at Cleveland Hopkins International Airport (CHIA) to the International Exposition Center (I-X Center). The study area for the Southwest Corridor extends from the junction of Interstate Highway 71 (I-71) and I-480 south for 6.6 miles along Ohio State Route 237 (OH 237). The study area is generally bounded by Brookpark Road on the north, Engle Road on the east, Sprague Road on the south, and Columbia and Fitch roads on the west. The study area includes CHIA and portions of Berea, Brook Park, Cleveland, Middleburg Heights, Olmsted Falls, and Olmsted Township, all of which are part of the Greater Cleveland Metropolitan Area. Three rail build alternatives incorporating three subalternatives, a transportation system management (TSM) alternative, and a No-Build Alternative are considered in this draft EIS. All three build alternatives would provide for an extension of the Red Line with direct service to the southwest suburbs, the I-X Center, CHIA, and downtown Cleveland. Depending on the alternative chosen, the rail line would extend 3.16 to 6.8 miles. All alignments would share a common alignment option through the airport terminating at the I-X Center station located near the junction of Eastland Road and OH 237. The new rail system would be supported by changes in bus services for the affected area. The estimated cost of the rail line is $134 million to $255.5 million. The estimated cost of the TSM alternative is $12.9 million. POSITIVE IMPACTS: The rail extension would provide enhanced transportation access throughout the corridor, support economic revitalization of the southwest suburbs through greater transit accessibility, stimulate economic development at the I-X Center by improving transit access between downtown Cleveland and the exposition facility, contribute to higher transit mode share for commuters between the southwest suburbs and downtown Cleveland, improve access to work opportunities and reverse commute transportation options, help achieve regional clean air goals, and improve travel efficiencies in the Southwest Corridor. Rail construction would create 514 to 1,156 jobs. The development resulting from rail line construction would result in creation of 1,589 to 3,067 jobs. NEGATIVE IMPACTS: The acquisition of 23.5 to 78.5 acres of rights-of-way for rail construction would result in the displacement of two residences and 0.5 to 7.3 acres of wetlands. The habitat for one or two endangered species would be adversely affected. The acquisition of four acres of rights-of-way for the TSM alternative would also displace two residences. The rail service could conflict with traffic on local streets and structures would impinge on visual aesthetics somewhat. One rail build alternative would result in the removal of on- and off-street parking spaces on or near Front Street. Another rail build alternative would result in significant vibration impacts. The project would encounter two to 11 hazardous waste sites, and could adversely affect one to four historic sites and one historic district and one park. 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: 000051, Draft EIS--433 pages and maps, Map Supplement, February 18, 2000 PY - 2000 KW - Roads and Railroads KW - Endangered Species (Animals) KW - Employment KW - Hazardous Wastes KW - Historic Sites KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Urban Development KW - Visual Resources KW - Wetlands KW - Ohio KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16340081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BEREA%2FI-X+CENTER+RED+LINE+EXTENSION+PROJECT%2C+SOUTHWEST+CORRIDOR+MAJOR+INVESTMENT+STUDY%2C+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=BEREA%2FI-X+CENTER+RED+LINE+EXTENSION+PROJECT%2C+SOUTHWEST+CORRIDOR+MAJOR+INVESTMENT+STUDY%2C+CLEVELAND%2C+CUYAHOGA+COUNTY%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: February 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ARIZONA STATE ROUTE 260, PAYSON TO HEBER; COCONINO, GILA, AND NAVAJO COUNTIES, ARIZONA. AN - 16343476; 7901 AB - PURPOSE: The upgrading from two to four lanes of an approximately 40-mile section of Arizona State Route 260 (AZ 260) from the intersection of AZ 87 and AZ 260 in the community of Payson to the west side of the community of Heber, located in east-central Arizona, is proposed. The project traverses land managed by the Apache-Sitgreaves and Tonto national forests. AZ 260 is the primary access route of motorists from the Phoenix metropolitan area to the recreational areas above and below the Mogollon Rim in the neighboring Tonto and Apache-Sitgreaves national forests. The existing roadway, which is classified as a minor rural arterial highway and designated as US Route 053 in the proposed National Highway System, also serves as a commercial route between the Phoenix area and Interstate Highway 40 in northwestern Arizona. Issues identified in the scoping process include roadway safety, traffic flow, wildlife crossings, scenic benefits, wildlife habitat, water resources, material sources, rights-of-way, access, bicyclists, roadway signage, noise, costs, rest areas, design criteria, and economics. The alternatives under consideration in this final EIS include a No Action Alternative and multiple design concept alternatives in each of nine study zones along the existing highway. Under the proposed action, the project would provide four 12-foot-wide travel lanes, safety shoulders and variable width medians that retain native vegetation. Bridges would be provided at major stream crossings and at known wildlife crossings to facilitate wildlife movements across the highway and reduce the number of vehicle-wildlife conflicts. Action alternatives would include constructing alignments parallel to the existing highway alignment, and constructing new alignments in Preacher Canyon, Kohls Ranch, and Christopher Creek. POSITIVE IMPACTS: The project would relieve traffic congestion and reduce the frequency of accidents. Secondary benefits related to these improvements would include long-term improved air quality and fuel efficiency due to the future lack of congestion. NEGATIVE IMPACTS: The AZ 260 improvements would result in the removal of up to 1,000 acres of upland forested habitat, the displacement of four businesses and 18 mobile homes and sites, the relocation of two publicly-owned campgrounds, and the disturbance and/or destruction of archaeological resources. Riparian habitat would be encountered at the three new potential alignments, and wetland habitat would be encountered above and below the Mogollon Rim. The construction would result in temporary air, noise, and localized stormwater runoff pollution. Noise would also be a long-term adverse operational effect of the project. Minor impacts to Mexican spotted owl habitat would also occur. 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 95-0566D, Volume 19, Number 6. JF - EPA number: 000045, 441 pages and maps, February 15, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-AZ-EIS-94-01-F KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Creeks KW - Drainage KW - Energy Consumption KW - Forests KW - Highways KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Apache-Sitgreaves National Forest KW - Arizona KW - Tonto National Forest 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/16343476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARIZONA+STATE+ROUTE+260%2C+PAYSON+TO+HEBER%3B+COCONINO%2C+GILA%2C+AND+NAVAJO+COUNTIES%2C+ARIZONA.&rft.title=ARIZONA+STATE+ROUTE+260%2C+PAYSON+TO+HEBER%3B+COCONINO%2C+GILA%2C+AND+NAVAJO+COUNTIES%2C+ARIZONA.&rft.issn=&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 - Final. Preparation date: February 15, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 14/16 (PROJECT ID 1646-07-01), WESTBY TO VIROQUA, VERNON COUNTY, WISCONSIN. AN - 16354552; 7900 AB - PURPOSE: The improvement of 17 miles of US Highway 14/61 (US 14/61) from Wisconsin State Trunk Highway 27/82 south of the city of Viroqua to Vernon County Trunk Highway GG west of the city of Westby, located in southwestern Wisconsin, is proposed. US 14/61 is a major regional highway serving Vernon County and providing links to communities in southwestern Wisconsin. Within the study area, the facility passes through Viroqua and Westby. Travel efficiency and safety are affected by high traffic volumes in Viroqua, heavy track traffic in Viroqua and Westby, numerous driveways and local road intersections, an incompatible mix of through and local traffic, and insufficient roadway capacity. Key issues include the removal of trucks from downtown Viroqua and Westby, school bus operations and safety, and the effects of highway improvements on rural residential and farm properties, the rural character, open space, and natural resources. Several build alternatives and a No Action Alternative are considered in this draft EIS. The build alternatives comprise two southern section alternatives (Alternative S-1 and Alternative S-2), two central section alternatives (Alternative C-4 and Alternative C-5), and three northern section alternatives (Alternative N-3, Alternative N-4, and Alternative N-7). The facility would either include a bypass west of Viroqua and west of Westby or a bypass east of Viroqua and west of Westby. The bypass segments on new locations would be two-lane rural roadways with controlled access regulating the number and spacing of access points, preserving traffic carrying capacity, and enhancing safety. Reasonable access, including access via side roads, driveways, and farm crossings would be provided as appropriate. The portion of US 14/61 between Viroqua and Westby that would be incorporated into either alternative would be a four-lane divided rural roadway. Where it were possible, the existing roadway would serve as two lanes of the future four-lane facility. POSITIVE IMPACTS: Either bypass would separate through traffic from local traffic, relieving congestion, removing truck traffic from city streets, and generally improving safety within the corridor. Access control would also improve safety and efficiency on US 14/61. NEGATIVE IMPACTS: The rights-of-way requirements could result in the displacement of up to nine residences, three commercial establishments, 319.1 acres of agricultural land, and three acres of wetland. One historic site could be adversely affected, and certain residential receptors would experience noise levels in excess of federal standards. The facility would traverse floodplain land and up to six streams. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 000044, 167 pages and maps, February 11, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-2000-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Transportation KW - Wetlands KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+14%2F16+%28PROJECT+ID+1646-07-01%29%2C+WESTBY+TO+VIROQUA%2C+VERNON+COUNTY%2C+WISCONSIN.&rft.title=US+HIGHWAY+14%2F16+%28PROJECT+ID+1646-07-01%29%2C+WESTBY+TO+VIROQUA%2C+VERNON+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 11, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE LOCATION, ADOPTION, AND CONSTRUCTION OF CALIFORNIA STATE ROUTE 125 BETWEEN CALIFORNIA STATE ROUTE 905 ON OTAY MESA AND CALIFORNIA STATE ROUTE 54, SPRING VALLEY, SAN DIEGO COUNTY, CALIFORNIA. AN - 16352690; 7899 AB - PURPOSE: The construction of an 11.2-mile-long, controlled-access highway from Otay Mesa Road, also called California State Route 905 (CA 905), to CA 54, located in Bonita/Spring Valley in southwestern California, is proposed. The project would consist of six mixed-flow lanes and a median with a sufficient width to accommodate two high-occupancy-vehicle (HOV) lanes or transit facilities. Nine build alternative segments, one variation segment, and a No Action Alternative are considered in this final EIS. Under the preferred alternative, the facility would be operated as a tollway. Initially, CA 125 would be constructed as a four-lane, controlled-access highway, with local interchanges at Telegraph Canyon Road/Otay Lakes Road and East H Street and a freeway-to-freeway interchange with CA 54. The initial southern terminus would be a local street connection at Otay Mesa Road and a transition to existing CA 905 south of Otay Mesa Road. The implementation of HOV lanes would not be expected until after the expiration of a 35-year franchise period. The estimated cost of the preferred alternative is $286 million. A March 1999 draft supplement to the draft EIS of June 1996 addressed impacts to the Quino checkerspot butterfly, a federally-listed endangered species, as well as project changes due to updated studies and various concerns raised to date. POSITIVE IMPACTS: The highway would constitute an important link in the Outer Loop freeway system included in the adopted San Diego Association of Governments Regional Transportation Plan. Potential benefits would include a reduction in energy consumption by eliminating out of direction travel, increased accessibility for residents and business concerns, and relief of traffic congestion on regional and local transportation systems. Research on the Quino checkerspot butterfly would contribute to its possible recovery and removal from the endangered species list. NEGATIVE IMPACTS: The rights-of-way development affecting 759 acres would result in the displacement of 11 residences and five businesses and disrupt neighborhood cohesion. The project would result in the after-mitigation loss of 119 to 168 acres of open space, 81 acres of park land, 5.26 acres of wetland, 0.24 acre of vernal pool, 60.5 acres of coastal sage scrub, 5.6 acres of maritime succulent scrub, and 7,000 Otay tarplants. Four sites providing habitat for San Diego fairy shrimp, one population of Quino checkerspot butterfly, 23 to 24 pairs of California gnatcatchers, and eight pairs of Least Bell's vireo would also be adversely affected. The project would require the relocation of four trails and the severing of one trail. Traffic-generated noise levels would exceed federal standards for some sensitive receptors. One archaeological site would be disturbed. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft supplement to the draft EIS, see 99-0168D, Volume 23, Number 2. For the abstract of the draft EIS, see 96-0359D, Volume 20, Number 4. JF - EPA number: 000043, Volume I--1,015 pages and maps, Volume II--410 pages, February 11, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-EIS-96-01-F KW - Archaeological Sites KW - Biologic Assessments KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Insects KW - Noise Standards Violations KW - Open Space KW - Parks KW - Relocations-Property Acquisitions KW - Trails KW - Vegetation KW - Wildlife Habitat KW - California KW - Endangered Species Act of 1973, as amended, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+LOCATION%2C+ADOPTION%2C+AND+CONSTRUCTION+OF+CALIFORNIA+STATE+ROUTE+125+BETWEEN+CALIFORNIA+STATE+ROUTE+905+ON+OTAY+MESA+AND+CALIFORNIA+STATE+ROUTE+54%2C+SPRING+VALLEY%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=ROUTE+LOCATION%2C+ADOPTION%2C+AND+CONSTRUCTION+OF+CALIFORNIA+STATE+ROUTE+125+BETWEEN+CALIFORNIA+STATE+ROUTE+905+ON+OTAY+MESA+AND+CALIFORNIA+STATE+ROUTE+54%2C+SPRING+VALLEY%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 11, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF MARINE CORPS AIR STATION EL TORO, IRVINE, ORANGE COUNTY, CALIFORNIA. AN - 16339309; 7898 AB - PURPOSE: The disposal and reuse of Marine Corps Air Station (MCAS) El Toro, located in the city of Irvine in southern California, is proposed. MCAS El Toro, which encompasses 4,738 acres northeast of the convergence of Interstate 5 (I-5) and I-405, closed on July 2, 1999, pursuant to the Defense Base Closure and Realignment Act of 1990 as implemented by the base closure process of 1993. Orange County has been designated the Local Redevelopment Authority. Key issues identified during scoping include those related to land use, socioeconomics, recreation, aesthetics, public services and utilities, historic and archaeologic resources, biological resources, topography, soils, geology, hydrology and water quality, hazardous wastes and materials, public health and safety, traffic and transportation, air quality, and noise. Six alternatives, including a No Action Alternative, under which the base would be retained by the federal government under caretaker status, are considered in this draft EIS. The preferred alternative (the Commercial Aviation Alternative) would involve the development of an international airport on 2,015 acres and nonaviation development on 1,748 acres. The airport would accommodate 38 million passengers annually. The alternative assumes that the John Wayne Airport would operate at its approved annual operational allowance of 8.4 million passengers and be closed to commercial aviation in the year 2020. The airport at MCAS El Toro, which would provide air passenger and cargo services, would consist of the existing airfield, a passenger terminal complex, aviation-related uses (airline maintenance areas, overnight aircraft parking, remote boarding for commuter aircraft, etc.), airport support facilities, cargo facilities, and automobile parking. Four of the existing five runways would be used for civilian aviation. Two of the runways would be relocated to provide adequate separation according to Federal Aviation Administration standards. Aircraft operations in the year 2020 would total 447,000 operations, including 376,000 passenger operations, 43,000 cargo operations, 24,000 general aviation operations, and 4,000 military operations. The nonaviation uses in the lands surrounding the airport would include community services, open space, public services, utilities, infrastructure, institutional uses, agricultural and residential development, research and development and light industrial uses, education, a transportation center, recreational facilities, a maintenance yard, commercial and office space, and a conference center. POSITIVE IMPACTS: In addition to providing a multi-use international airport facility, the reuse plan would accommodate compatible land uses that would provide employment and otherwise enhance the local and regional economy. NEGATIVE IMPACTS: Public service and utilities capacities within the area would be exceed due to the influx of workers and visitors, and traffic congestion on regional highways would increase significantly. The projected local concentrations of nitrogen dioxide and particulate matter would violate federal standards. Construction equipment emissions and emissions from demolished building materials could also exceed government standards. Planned residential developments would lie within areas adversely affected by aircraft noise in excess of federal standards for residential uses, and motor vehicle traffic generated by site uses would raise ambient noise levels somewhat. The project would result in the loss of approximately 1.5 acres of waters that would be either filled or channelized. The demolition and grading activities would generate fugitive dust. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Defense Base Closure and Realignment Act of 1990 (10 U.S.C. 2687), and Defense Base Closure Community Redevelopment and Homeless Assistance Act of 1994 (P.L. 103-421). JF - EPA number: 000042, Volume 1--488 pages and maps, Volume 2--401 pages and maps, February 11, 2000 PY - 2000 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Commercial Zones KW - Demolition KW - Employment KW - Housing KW - Industrial Parks KW - Military Facilities (Marine Corps) KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wetlands KW - California KW - Marine Corps Air Station El Toro, California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - Defense Base Closure Community Redevelopment and Homeless Assistance Act of 1994, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16339309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+MARINE+CORPS+AIR+STATION+EL+TORO%2C+IRVINE%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=DISPOSAL+AND+REUSE+OF+MARINE+CORPS+AIR+STATION+EL+TORO%2C+IRVINE%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, BRAC Program Office, San Diego, California; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 11, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 215 IMPROVEMENTS, ORANGE SHOW ROAD TO CALIFORNIA STATE ROUTE 30, SAN BERNARDINO, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 36404781; 7895 AB - PURPOSE: The upgrading of Interstate Highway 215 (I-215) between I-10 and California State Route 30 (CA 30), located in the city of San Bernardino in southeastern California, is proposed. I-215 provides a major north-south regional connection in the San Bernardino and Riverside areas. Approximately 60 miles in total length, the interstate varies in width from six to eight lanes. The improvements would consist of adding an additional traffic lane in each direction and constructing new ramps and frontage roads throughout six miles of I-215, from I-10 to CA 30. Issues include transportation, land use and economic factors, community facilities and services, relocations, visual impacts, air quality, noise, geotechnical considerations, water quality, wildlife and vegetation, wetlands and floodplains, hazardous wastes, energy, historic and archaeological resources, and construction impacts. Four alternatives, including a No Action Alternative, are considered in this final EIS. All of the build alternatives would involve the addition of one traffic lane 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 build alternatives would also involve the total reconstruction of the freeway, including the replacement of structures overcrossing the freeway, the elimination of existing access ramps, and the construction of ramps and/or frontage roads intersecting with major local arterial streets. The build alternatives would differ from one another in their configuration of ramps connecting local streets directly to the freeway and one-way, limited-access frontage roads paralleling the freeway through two or more local streets and having slip ramps connecting them to the freeway. Alternative 1 would provide northbound and southbound frontage roads between Inland Center Drive and Mill Street, and a northbound frontage road between Second and Fifth streets. Alternative 2 would provide northbound and southbound frontage roads between Orange Show Road and Inland Center Drive, and northbound and southbound frontage roads between Second and Fifth streets. Alternative 3 (the preferred alternative) would provide northbound and southbound frontage roads between Orange Show Road and Massachusetts Avenue, and a northbound frontage road between Massachusetts Avenue and 27th Street. The estimated total project costs are $214.7 million to $271.4 million; the higher figure is estimated cost of the preferred alternative. POSITIVE IMPACTS: The 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. The construction would require more than 1,100 man-years of employment and generate $245 million to $279 million in indirect economic benefits for the region. NEGATIVE IMPACTS: The acquisition and development of rights-of-way for the various alternatives would displace 47 to 71 single-family residences, 3 to 66 multifamily residences, and 16 to 26 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 constructed 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 the construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 93-0032D, Volume 16, Number 1. JF - EPA number: 000039, 359 pages and maps, February 8, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-93-02-F KW - Community Development KW - Employment KW - Energy Consumption KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Housing KW - Noise KW - Noise Control KW - Relocations-Property Acquisitions KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wildlife Surveys KW - Land Use KW - Wetlands KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+215+IMPROVEMENTS%2C+ORANGE+SHOW+ROAD+TO+CALIFORNIA+STATE+ROUTE+30%2C+SAN+BERNARDINO%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+HIGHWAY+215+IMPROVEMENTS%2C+ORANGE+SHOW+ROAD+TO+CALIFORNIA+STATE+ROUTE+30%2C+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 - Final. Preparation date: February 8, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 101/INTERSTATE HIGHWAY 580 ON US ROUTE 101 FROM LUCKY DRIVE TO NORTH SAN PEDRO ROAD AND INTERSTATE HIGHWAY 580 FROM IRENE STREET TO US ROUTE 101, MARIN COUNTY, CALIFORNIA. AN - 36409465; 7894 AB - PURPOSE: The implementation of a project to close the gap in the high-occupancy-vehicle (HOV) lane system on US Route 101 (US 101) between Lucky Drive in Corte Madera and North San Pedro Road, located in the city of San Rafael in northern California, is proposed. The current gap in the HOV system extending between the Richardson Bay Bridge and California State Route 37 (CA 37). Within this gap, the existing facility is a six-lane freeway with narrow shoulders and a narrow median, while the highway sections on either side of the gap provide eight lanes. These conditions result in delays during both morning and evening peak-hours. Issues of concern include the loss of residences and businesses, changes in highway landscaping and associated views, the construction of additional noise barriers, and the modification and loss of riparian and wetlands habitat. Four alternatives, including the No-Build Alternative, are considered in this final EIS. The preferred alternative (the Southbound/Reversible HOV Lane Gap Closure Alternative) would involve the construction of a southbound HOV lane and, at a later point in time, the conversion of the southbound HOV lane into a reversible southbound and northbound lane. The reversible lane would be converted from northbound to southbound or vice versa by a transport vehicle that would alter a moveable barrier. The project would also include improvements to the US 101/Interstate HIghway 580 interchange, the relocation of a portion of the Northwestern Pacific Railroad right-of-way, the relocation of Francisco Boulevard West, and the placement of noise control barriers. The estimated cost of the preferred alternative is $88.5 million in 1998 dollars; this figure includes $2.2 million in estimated operating and maintenance costs related to the moveable barrier. POSITIVE IMPACTS: The completion of a continuous HOV lane system between the Richardson Bay Bridge and CA 37 in this portion of Marin County would reduce traffic delays and encourage HOV use, improve highway operations and safety, and improve access to the Commercial Francisco Boulevard West area and to other areas in San Rafael. Noise levels within the corridor would decline significantly. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 45 homes and 11 businesses. It would also result in the loss of 0.1 acres of oak/bay woodlands. The facility's structures would shade portions of the waters at Corte Madera and San Rafael creeks and require the placement of 20 permanent and 105 temporary piles in Corte Madera Creek. The project would encounter eight contaminated sites in the Francisco Boulevard West area and require the excavation for footings in potentially contaminated soils beneath the San Rafael Viaduct. Approximately 220 parking spaces could be lost. The project would result in the temporary realignment of bicycle and pedestrian traffic. Temporary construction impacts would include pile driving for bridge widening and temporary trestles, air pollution from construction equipment, increased marine activity around Larkspur Ferry Terminal, temporary lane closures, bicycle lane closures and detours, temporary restriction of public access to some areas along Madera Creek, and temporary construction congestion on US 101. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0280D, Volume 21, Number 4. JF - EPA number: 000038, Volume I--131 pages and maps, Volume II--231 pages, February 7, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-97-03-F KW - Creeks KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wetlands KW - California KW - Corte Madera Creek KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+101%2FINTERSTATE+HIGHWAY+580+ON+US+ROUTE+101+FROM+LUCKY+DRIVE+TO+NORTH+SAN+PEDRO+ROAD+AND+INTERSTATE+HIGHWAY+580+FROM+IRENE+STREET+TO+US+ROUTE+101%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=US+ROUTE+101%2FINTERSTATE+HIGHWAY+580+ON+US+ROUTE+101+FROM+LUCKY+DRIVE+TO+NORTH+SAN+PEDRO+ROAD+AND+INTERSTATE+HIGHWAY+580+FROM+IRENE+STREET+TO+US+ROUTE+101%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: February 7, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TYLER LOOP 49 WEST FROM TEXAS STATE HIGHWAY 155 TO INTERSTATE HIGHWAY 20, SMITH COUNTY, TEXAS. AN - 16344952; 7893 AB - PURPOSE: The construction of the western section of Loop 49 around the urbanized area of the city of Tyler, located in northeastern Texas, is proposed. The project would constitute a component of a 40-mile, circumferential, controlled-access highway. The western section would extend 15.77 to 16.61 miles, depending on the alternative chosen, from Texas State Highway 155 (TX 155) to Interstate Highway 20 (I-20). The region has experienced population growth and accompanying economic growth. Thirteen alternatives, including a No-Build Alternative, are considered in this draft EIS. The facility would be a parkway, with no frontage roads, in some areas and a freeway, with frontage roads, in others. The preferred alternative (Alternative N-C/S-A), which would be the easternmost of the alternatives, would extend approximately 15.86 miles. From I-20, the alignment would proceed south through mixed pastureland and forestland for 1.45 miles, cross TX 110 to continue south for 2.27 miles before crossing Smith County Road 46 (CR 46), turn to the southeast for 2.71 miles to Farm-To-Market Road 724 (FM 724), swing southwest for the next 0.86 miles before crossing TX 64, continue in a more southeasterly direction for 1.78 miles to CR 1145, pass west of the Westridge subdivision to approach TX 31, continue to the south and southeast for 3.99 miles to cross CR 1134 as well as the Union Pacific Railroad and CR 1227 before reaching CR 1113, turn to the east for approximately 1.95 miles to cross CR 196 and terminate at TX 155. The facility would include a two-level diamond interchange at I-20, with the option of a three-level interchange should Loop 49 ever be extended north of I-20. Full diamond interchanges would be provided at TX 110, CR 46, and TX 64, TX 31, CR 1227, CR 1113, and TX 155. A half-diamond interchange would be provided at FM 724. Grade separation structures would be provided at CR 1134, CR 1130, and CR 196. The estimated cost of the project is $95.1 million. POSITIVE IMPACTS: The project would help alleviate traffic congestion on existing roadways in urbanized Smith County, provide a safer, more convenient route for traffic traversing the Tyler area, and increase mobility and provide access, including emergency access, to the western portion of the county. The Loop 49 project would serve outlying development expected to continue due to economic trends in the East Texas region. Connections would be provided to Tyler's Pounds Field Airport, planned industrial and manufacturing facilities, and interstate routes located north and west of Tyler. Improved traffic flow would decrease the levels of volatile organic compounds and carbon monoxide. The project would generate 2,400 person-years of employment, $25.6 million in income, and $327 million in secondary economic benefits. NEGATIVE IMPACTS: The development of new rights-of-way would result in the displacement of 1,171 to 1,274 acres of primarily agricultural land. From 27 to 50 residences and six to seven commercial establishments would be displaced. Additional land would be displaced by development resulting from enhanced access provided by the facility. The route would traverse 22 distinct floodplains, adversely affecting wetlands, vegetation, and wildlife communities. Two structures potentially eligible for inclusion in the National Register of Historic Places could be adversely affected, and there is a high likelihood that archaeological resource sites would be encountered during construction. Local access patterns would be altered. Noise levels would increase along the corridor, but these levels would not violate federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000037, 327 pages and maps, February 7, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-98-02-D KW - Archaeological Sites KW - Cultural Resources Surveys KW - Employment KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, 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/16344952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TYLER+LOOP+49+WEST+FROM+TEXAS+STATE+HIGHWAY+155+TO+INTERSTATE+HIGHWAY+20%2C+SMITH+COUNTY%2C+TEXAS.&rft.title=TYLER+LOOP+49+WEST+FROM+TEXAS+STATE+HIGHWAY+155+TO+INTERSTATE+HIGHWAY+20%2C+SMITH+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: February 7, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARSHALLS CREEK TRAFFIC RELIEF STUDY, US ROUTE 209, MONROE COUNTY, PENNSYLVANIA. AN - 36408020; 7887 AB - PURPOSE: The construction of a four-lane, limited-access highway in the village of Marshalls Creek, located in eastern Pennsylvania, is proposed. The highway would provide a connection between US Route 209 (US 209), Business US 209, and Pennsylvania State Route 402 (PA 402), while bypassing existing intersections in the village, thereby alleviating severe traffic congestion problems. US 209 is a major north-south arterial highway in the heart of the Pocono Mountain resort area, providing a vital link between Interstate Highway 80 (I-80) and I-84. Issues of concern include the acquisition of property and impacts on people and the environment, Van D. Yetter Mobile Home Park, side roads, noise levels, and resources affected by new land development. Five alternatives, including a No-Build Alternative, were considered in the draft EIS of October 1995. A January 1998 draft supplement to the draft EIS identified two additional alternatives. Yet another alternative was developed to avoid impacts to habitat for two rare species of fish, bridle shiner (Notropis bifrenatus) and ironcolor shiner (Notropis chalybaeus), federally-listed endangered species. The preferred alternative identified in the supplement (Alternative 3D1 MOD-3) would follow the same general route as the existing Oak Grove Drive, which would be relocated to the east. In addition, an access road would be established to the west of Oak Grove Drive for direct access to PA 402 from Russell Ridge Road. Other service roads would be updated as well. The preferred alternative, which would consist of the alternative developed to reduce impacts on the fish, would largely follow the design and alignment of Alternative 3D1RB Modified. The project would also include congestion management system strategies to further relieve traffic congestion within this portion of Monroe and Pike counties. The estimated total cost of the preferred alternative is $57.8 million. POSITIVE IMPACTS: The project would provide smoother highway transitions from I-80 to PA 209 and PA 402, improved mobility for those who live and work in the area, improved traffic safety conditions, improved access and mobility for emergency management services vehicle operations, and lower accident levels. NEGATIVE IMPACTS: Due to local terrain characteristics, all build alternatives would present the possibility of difficult excavation, sinkhole involvement, debris fragments, and slope stability concerns. Some 70.45 acres of erosion-prone soils would be disturbed by construction activity, as well as 20,384 square yards of floodplain, 12 wetlands areas, and 755.3 feet of stream. The loss of various types of vegetation would result in the loss of 419.57 habitat units. Three waste sites would be located in possible project corridors. The project would result in the displacement of 23 residential units and three businesses. Two visual resource areas and 12 archaeological resource sites would be adversely affected. Traffic-generated noise levels would exceed federal standards at 25 receptor locations. The projected total fiscal impacts on Monroe County municipal finances are losses of $49,732. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft supplement to the draft EIS, see 98-0114D, Volume 22, Number 2. For the abstract of the draft EIS, see 95-0472D, Volume 19, Number 5. JF - EPA number: 000030, Volume 1--344 pages and maps, Volume 2--297 pages and maps, Volume 3--448 pages and maps, February 2, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-95-06-F KW - Archaeological Sites KW - Cost Assessments KW - Erosion KW - Floodplains KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Visual Resources KW - Wastes KW - Wetlands KW - Marshalls Creek KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARSHALLS+CREEK+TRAFFIC+RELIEF+STUDY%2C+US+ROUTE+209%2C+MONROE+COUNTY%2C+PENNSYLVANIA.&rft.title=MARSHALLS+CREEK+TRAFFIC+RELIEF+STUDY%2C+US+ROUTE+209%2C+MONROE+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 2, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INDIANA STATE ROUTE 641 TERRE HAUTE BYPASS FROM US ROUTE 41 TO INTERSTATE HIGHWAY 70, VIGO COUNTY, INDIANA. AN - 36406985; 7886 AB - PURPOSE: The construction of a four-lane, divided, fully-controlled-access highway, designated Indiana State Route 641 (IN 641), linking US Route 41 (US 41) south of Terre Haute with Interstate Highway 70 (I-70) east of Terre Haute, located in western Indiana, is proposed. The project would provide future and local through traffic a way to bypass heavy congestion on US 41 south of I-70. Traffic demand already uses all available capacity in portions of this section of US 41, and conditions will worsen as time goes on. Five alternatives, including a No Action Alternative, are considered in this final EIS. Under the proposed action, a 6.2-mile link would connect US 41 near Bono Road to IN 46 at I-17, bypassing Terre Haute. The project would extend from a new interchange on US 41 approximately 4.3 miles south of I-70 and 4.9 miles east of US 41. Intermediate interchanges would be constructed at Wolf Road/Canal Road and at Riley Road/IN 46. East of US 41, Bono and Eaton roads would be closed at US 42 but alternative local access to the facility would be provided. Eaton Road would most likely be linked north and west via a new local service road connecting directly to US 41. On the west side of US 41, access to Ivy Tech State College (Ivy Tech) would be maintained via a new road constructed north from Dallas Road through a cultivated farm field to Rice Road, which would also be closed at US 41. The new link would be aligned to Wabash Road. The new links serving Ivy Tech and the Youngstown community in the Eaton/Bono Road area would be constructed by the Indiana Department of Transportation and then turned over to Vigo County. The bypass would proceed northeast from US 41, passing over the CSX railroad and then Woodsmall Road. A service road would be constructed north from Woodsmall Road to serve farmland that would otherwise be landlocked on the east side of the bypass. After the Wolf/Canal Road interchange, the bypass would pass over the ConRail and SOO railroad lines and thence over Feree Road. The next interchange would carry Riley Road over the bypass, with a service road mostly likely to be provided along the south side of the bypass from Riley Road west to access farm fields that otherwise would be landlocked. Proceeding northeast to the point where the bypass would meet existing IN 46, the facility would pass over Moyer Road, with service drives provided on either side of the bypass north of Moyer Road. The I-70/IN 46 interchange would be reconstructed. The estimated cost of the project is $76.9 million in 1999 dollars, including $2.9 million, $4.7 million, and $69.3 million for design, rights-of-way acquisition, and construction, respectively. Also under consideration are low-cost transportation system management techniques, travel demand management techniques, and mass transit. POSITIVE IMPACTS: The establishment of the link would provide better local access to Vigo County residents by creating an alternative travel route around a currently congested section of US 41, improve conditions on US 41 for those accessing the congested commercial areas, provide a bypass of Terre Haute for through travelers moving between US 41 and I-17 east, and improve access to the Hulman Regional Airport and the Vigo County Industrial park. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 20 residences, two tenant-occupied units, two businesses, one vacant commercial location, two part-time farms, and five full-time farms. The project would also result in the loss of 466 acres of land, including 211 acres of cultivated farmland, 50 acres of uncultivated farmland, 107 acres of woodlands, 15 acres of institutional land, 13 acres of palustrine open water habitat, 17 acres of other wetlands, 52 acres of residential property, and 2.2 acres of commercial property. Intermittent watercourses would be crossed at six locations and semipermanent watercourses at three points, and one stream would be channelized. The project would landlock 102 acres of land, including 33 acres of farmland. Traffic noise and highway structures would be introduced into a rural area, and the bypass would result in some loss of business along existing US 41. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0065D, Volume 23, Number 1. JF - EPA number: 000029, 228 pages and maps, February 2, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-IND-EIS-98-01-F KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Wetlands 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/36406985?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-02-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIANA+STATE+ROUTE+641+TERRE+HAUTE+BYPASS+FROM+US+ROUTE+41+TO+INTERSTATE+HIGHWAY+70%2C+VIGO+COUNTY%2C+INDIANA.&rft.title=INDIANA+STATE+ROUTE+641+TERRE+HAUTE+BYPASS+FROM+US+ROUTE+41+TO+INTERSTATE+HIGHWAY+70%2C+VIGO+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 2, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - An approach for estimating deformation moduli from self-boring pressuremeter test data AN - 52206634; 2001-057484 AB - During a self-boring pressuremeter test (SBPMT) a cylindrical cavity is expanded from a finite radius. To determine undrained shear strength, C (sub u) , of a saturated clay, SBPMT data is analyzed using the cylindrical cavity expansion theory, and curve fitting methods. At present, there is no completely consistent and reliable method to estimate the value of modulus of elasticity. In this paper, an alternative method has been presented to first estimate C (sub u) and limit pressure, pL, using a logarithmic model and then determine initial tangent modulus, E (sub i) , secant modulus at failure, E (sub sf) , and secant modulus at half the value of (sigma (sub 1) -sigma (sub 3) ) (sub f) , E (sub 50) , using a hyperbolic-model. Values of C (sub u) determined from this method compare well with those determined from other methods. The predicted values of E (sub i) and E (sub 50) compare well with those determined from the triaxial tests. The values of E (sub 50) also compare well with the values of modulus determined from unload-reload cycle of SBPMT. JF - Soils and Foundations AU - Gupta, Ramesh Chandra Y1 - 2000/02// PY - 2000 DA - February 2000 SP - 23 EP - 33 PB - Japanese Society of Soil Mechanics and Foundation Engineering, Tokyo VL - 40 IS - 1 SN - 0038-0806, 0038-0806 KW - clay KW - soil mechanics KW - shear strength KW - Poisson's ratio KW - elasticity KW - earth pressure KW - strain KW - clastic sediments KW - stress KW - elastic constants KW - deformation KW - triaxial tests KW - pressuremeters KW - pore pressure KW - sediments KW - testing KW - shear modulus KW - plasticity KW - Young's modulus KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52206634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Soils+and+Foundations&rft.atitle=An+approach+for+estimating+deformation+moduli+from+self-boring+pressuremeter+test+data&rft.au=Gupta%2C+Ramesh+Chandra&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2000-02-01&rft.volume=40&rft.issue=1&rft.spage=23&rft.isbn=&rft.btitle=&rft.title=Soils+and+Foundations&rft.issn=00380806&rft_id=info:doi/ L2 - http://ci.nii.ac.jp/vol_issue/nels/AA00700879_en.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 28 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - SOIFBE N1 - SubjectsTermNotLitGenreText - clastic sediments; clay; deformation; earth pressure; elastic constants; elasticity; plasticity; Poisson's ratio; pore pressure; pressuremeters; sediments; shear modulus; shear strength; soil mechanics; strain; stress; testing; triaxial tests; Young's modulus ER - TY - JOUR T1 - Ships' Waste in the Marine Environment - A Problem that Can be Solved! AN - 17685489; 4715525 AB - Pollution from shipping is a global problem. In all regional seas, on the open sea and on the coasts of the world discharges from ships are causing a number of negative environmental effects. Birds are killed by oil, marine mammals are entangled in marine debris and lost or discarded fishing gear continues to fish as ghost nets. However, there are now good examples of how these important issues can be effectively addressed through international global and regional co-operation. JF - Ports & Harbors AU - Olson, PH AD - Swedish Maritime Administration Y1 - 2000/02// PY - 2000 DA - Feb 2000 SP - 27 EP - 29 VL - 45 IS - 1 SN - 0554-7555, 0554-7555 KW - Pollution Abstracts; ASFA 3: Aquatic Pollution & Environmental Quality; Oceanic Abstracts KW - Ships KW - Ocean dumping KW - International cooperation KW - Wildlife KW - Environmental impact KW - Water pollution control KW - Marine pollution KW - Shipping KW - Waste disposal KW - Pollution control KW - O 4090:Conservation and Environmental Protection KW - P 1000:MARINE POLLUTION KW - Q5 08505:Prevention and control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17685489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aasfaaquaticpollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Ports+%26+Harbors&rft.atitle=Ships%27+Waste+in+the+Marine+Environment+-+A+Problem+that+Can+be+Solved%21&rft.au=Olson%2C+PH&rft.aulast=Olson&rft.aufirst=PH&rft.date=2000-02-01&rft.volume=45&rft.issue=1&rft.spage=27&rft.isbn=&rft.btitle=&rft.title=Ports+%26+Harbors&rft.issn=05547555&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2014-05-06 N1 - SubjectsTermNotLitGenreText - Marine pollution; International cooperation; Environmental impact; Shipping; Pollution control; Water pollution control; Ocean dumping; Ships; Wildlife; Waste disposal ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, NEW MEXICO AND TEXAS. AN - 36412774; 7883 AB - PURPOSE: The establishment of an electronic scoring site (ESS) system to support realistic B-52 and B-1 bomber training operations, located in northeastern New Mexico and/or western Texas, is proposed. The ESS site would be at a site or sites within approximately 600 nautical miles of Barksdale Air Force Base (AFB) in Louisiana and Dyess AFB in Texas. The realistic bomber training initiative to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), under which bombers would continue the use of existing airspace and existing ESSs at current levels, are considered in this final EIS. The action alternatives would involve changes in the structure and use of airspace, the closure of ESSs at Harrison in Arkansas and La Junta in Colorado, and the construction of ten emitter sites and two ESS sites. The airspace modifications would include the creation of airspace in some areas and the elimination of airspace in others. Alternative B (the Air Force's environmentally preferred alternative) and Alternative C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternative B, Alternative C, and Alternative D would cover approximately 85, 80, and 90 percent of the existing airspace, respectively. POSITIVE IMPACTS: The action alternatives would allow B-52 and B-1 aircrews to receive training. NEGATIVE IMPACTS: Aircraft noise would increase by one to 13 decibels in some parts of the military training routes associated with Alternative B and Alternative C, and one to 18 decibels in portions of the military training route for Alternative D. Alternative C would have substantive conflicts with federal jet routes. These conflicts would require changes in airspace management and could reduce the Texon military operations area's usefulness for training. Alternative B, Alternative C, and Alternative D would result in overflights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be adversely affected by any action alternative, although this would not constitute in irreversible change in land use. Alternative B and Alternative C would adversely affect biological resources through low-altitude overflights over estimated aplomado falcon historic range. Alternative D would increase low-altitude overflights of known or suspected habitat for federally-listed threatened or endangered bird species, namely, peregrine falcons, Mexican spotted owls, and bald eagles. One archeological site could be adversely affected under Alternative B, two under Alternative C, and five under Alternative D. LEGAL MANDATES: Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0107D, Volume 23, Number 2. JF - EPA number: 000026, Final EIS--261 pages, Comments and Responses--777 pages; Appendices--144 pages, January 28, 2000 PY - 2000 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Barksdale Air Force Base, Louisiana KW - Dyess Air Force Base, Texas KW - Louisiana KW - New Mexico KW - Texas KW - Endangered Species Act of 1973, as amended, Compliance KW - National Historic Preservation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+NEW+MEXICO+AND+TEXAS.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+NEW+MEXICO+AND+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 28, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TEXAS STATE HIGHWAY 130 FROM INTERSTATE HIGHWAY 35 NORTH OF GEORGETOWN TO INTERSTATE HIGHWAY 10 NEAR SEGUIN; CALDWELL, GUADALUPE, TRAVIS, AND WILLIAMSON COUNTIES, TEXAS. AN - 36408867; 7881 AB - PURPOSE: The construction of an approximately 91-mile, controlled-access segment of Texas State Highway 130 (TX 130) proceeding north to south from Interstate Highway 35 (I-35) at TX 195 north of Georgetown to I-10 near Seguin, located in central Texas, is proposed. I-35, the existing major freeway serving the Austin-San Antonio corridor and interregional travelers, has grown congested through central Texas, resulting in poor levels of service, long travel times at peak periods, and high accident rates. Nine alternatives, including a No Action Alternative, are considered in this draft EIS. Alignment alternatives are evaluated for each of three segments into which the project has been divided. Under the preferred alternative (Alternative 3), the facility would extend from I-35 at TX 195, north of Georgetown in Williamson County, to I-10 near Sequin in Guadalupe County. The highway would generally parallel I-35 on the east side of the interstate, running east of the urban areas of Austin, San Marcos, New Braunfels, and San Antonio. The project would provide a controlled-access, multimodal transportation facility consisting of six main lanes and frontage roads as appropriate, though most of the corridor would be without frontage roads. Median width would be sufficient to accommodate additional transportation modes. The facility could be developed as a toll road. The project would be phased. The frontage roads could be constructed initially depending on funding, accessibility, and other factors. The full highway could be initially constructed with fewer lanes than the ultimate facility. Additional capacity would be added as traffic demand and conditions warrant. The estimated cost of the preferred action is $913.9 million. POSITIVE IMPACTS: The highway would relieve congestion on I-35 and other major transportation routes within the Austin-San Antonio corridor, improving mobility and enhancing access to important public facilities. NEGATIVE IMPACTS: The preferred alternative would have high neighborhood impacts. The rights-of-way requirements, amounting to 5,288 acres, would result in the loss of 186 residences, 26 businesses, and two public facilities. It would also result in the loss of 2,695 acres of prime farmland and 1,017 acres of statewide important farmland. Two parks and four historic sites would also be adversely affected. Traffic-generated noise would exceed federal standards for 214 receivers. The facility would cross 69 drainages and result in the loss of 128.7 acres of high-quality wildlife habitat. It would directly affect 1,895.3 acres of grassland, 1,437.3 acres of cropland, 55 acres of aquatic vegetation, 829.4 acres of mesquite and hackberry brush and woods, 205.9 acres of upland woods and savannah, and 73.7 acres of riparian woods. It would also adversely affect approximately 1.2 acres of wildlife habitat and 128.7 acres of highest-quality wildlife habitat. The preferred alternative would directly affect one prehistoric/historic archeological site that is listed on the National Register of Historic Places (NRHP) and five prehistoric/historic archeological sites that are potentially eligible for the NRHP. It would also adversely affect four architectural sites that are listed on the NRHP and six architectural sites that are potentially eligible for the NRHP. The construction activities would affect seven hazardous materials sites. The preferred alternative would not be compatible with three plans and policies of local governments. The facility would alter the local landscape and adversely affect the aesthetic quality of the surrounding area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000024, 512 pages and maps, January 27, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-01-D KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wildlife Habitat KW - Texas KW - Department of Transportation Act of 1966, as amended, Parks KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TEXAS+STATE+HIGHWAY+130+FROM+INTERSTATE+HIGHWAY+35+NORTH+OF+GEORGETOWN+TO+INTERSTATE+HIGHWAY+10+NEAR+SEGUIN%3B+CALDWELL%2C+GUADALUPE%2C+TRAVIS%2C+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=TEXAS+STATE+HIGHWAY+130+FROM+INTERSTATE+HIGHWAY+35+NORTH+OF+GEORGETOWN+TO+INTERSTATE+HIGHWAY+10+NEAR+SEGUIN%3B+CALDWELL%2C+GUADALUPE%2C+TRAVIS%2C+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FALLON RANGE TRAINING COMPLEX REQUIREMENTS, NAVAL AIR STATION FALLON; CHURCHILL, EUREKA, LANDER, MINERAL, NYE, AND WASHOE COUNTIES, NEVADA. AN - 36408435; 7878 AB - PURPOSE: The implementation of changes to the Fallon Range Training Complex (FRTC) at Naval Air Station (NAS) Fallon, located in west-central Nevada, is proposed. NAS Fallon lies approximately 70 miles east of Reno and six miles southeast of the city of Fallon. NAS Fallon administers 7,872 acres of withdrawn and acquired land associated with the air station and 234,124 acres of land associated with the FRTC. The FRTC includes four geographically separate training ranges, three Range Air Surveillance System sites, a tracking system, a electronic warfare (EW) threat simulation system, and special use airspace. The existing NAS Fallon training assets were evaluated and compared against Navy tactical aviation training objectives to determine changes necessary to meet mandated training requirements. Five alternatives, including a No Action Alternative, are considered in this final EIS. The proposed action (the Four Valleys-Fixed Alternative) would involve the development of four fixed EW sites on public lands in Edwards Creek Valley, Gabbs Valley, Smith Creek Valley, and Big Smoky Valley. Three fixed EW sites would be developed on Navy-administered land in north Dixie Valley, at B-19, and at B-20. An existing EW site on public lands in the Dixie Valley, EW-10, would be enlarged to approximately four acres. Up to 15 mobile sites would be developed on Navy-administered lands in the Dixie Valley. Four 16-foot-by-16-foot tracking instrumentation subsystem (TIS) sites would be developed on Bureau of Land Management-administered lands: TIS-37 would be developed on a peak south of the highway across from New Pass; TIS-45 would be developed on a peak north of Railroad Pass on the east side of the Smith Creek Valley; TIS-47 would be developed south of Hickison Summit between Big Smoky and Monitor valleys; and TIS-49 would be collocated on one of two existing communication sites north of Mt. Moses in north Dixie Valley. Live mortar ranges and helicopter ordnance and gunnery targets would be developed at B-17, and a rough terrain helicopter gunnery target would be developed at B-19. Fiber optic cable would be run from the NAS to the B-16 and B-19 training ranges. The Navy would perform close air support training, including laser spotting, on Navy-administered lands in the Dixie Valley. The Navy would perform Hellfire missile training and high altitude weapons delivery training at the B-17 and B-20 training ranges; new restricted area airspace would be developed above existing restricted area airspace to 35,000 feet above mean sea level (flight level 350) to accommodate high altitude weapons delivery training). Adjustments to special use airspace would be made to change the use of times of the Reno military operations area from 10:00 AM to 6:00 PM, Tuesday through Saturday, to 8:00 AM to 6:00 PM, Monday through Friday. Alternative I (the Four Valley-Fixed and Mobile Alternative) would be the same as the proposed action except that fixed EW sites on public lands would be reduced in size, EW-10 would be reduced in size, and the smaller fixed EW sites in the eastern valleys would be supplemented with four or five mobile EW sites up to one-third acre per site in each valley for a total of 18 mobile sites. The preferred alternative (Alternative II, the Two Valleys-Fixed and Four Valley-Mobile Alternative) would be the same as Alternative I except that two 5.7-acre fixed sites would be developed on public lands in Edwards Creek Valley, and no fixed EW sites would be developed in Smith Creek Valley and Big Smoky Valley. To compensate for the lack of fixed EW sites in these two valleys, fixed communication relay towers on 0.10 acre of land would be developed. Five mobile EW sites would be developed in each valley for a total of 20 mobile sites. POSITIVE IMPACTS: The FRTC would meet training needs for Navy pilots and support personnel, helping to ensure the nation's defense readiness. The development of additional TIS sites would increase the Navy's ability to track aircraft in areas that currently have poor coverage and provide better pilot accountability. By increasing the altitudes of existing restricted areas without increasing the number of operations would probably reduce impacts to Native American religious activities. NEGATIVE IMPACTS: Under the preferred alternative, approximately 34 acres of public land would be adversely affected at two EW sites (including roads and powerlines), one expanded EW site, two fixed communication hubs, 20 mobile EW sites, and four TIS sites. Approximately 12 acres would be closed to public access for the fixed and the expanded EW sites. Five cultural resource sites would be adversely affected. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0322D, Volume 23, Number 4. JF - EPA number: 000021, 331 pages and maps, January 27, 2000 PY - 2000 KW - Defense Programs KW - Agency number: FES 00-03 KW - Aircraft KW - Biologic Assessments KW - Cultural Resources KW - Historic Sites KW - Military Facilities (Navy) KW - Military Operations (Navy) KW - Vegetation KW - Wildlife Habitat KW - Visual Resources Surveys KW - Naval Air Station Fallon, Nevada KW - Nevada KW - Federal Land Policy and Management Act of 1976, Compliance KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FALLON+RANGE+TRAINING+COMPLEX+REQUIREMENTS%2C+NAVAL+AIR+STATION+FALLON%3B+CHURCHILL%2C+EUREKA%2C+LANDER%2C+MINERAL%2C+NYE%2C+AND+WASHOE+COUNTIES%2C+NEVADA.&rft.title=FALLON+RANGE+TRAINING+COMPLEX+REQUIREMENTS%2C+NAVAL+AIR+STATION+FALLON%3B+CHURCHILL%2C+EUREKA%2C+LANDER%2C+MINERAL%2C+NYE%2C+AND+WASHOE+COUNTIES%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Air Station Fallon, Fallon, Nevada; NAVY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 27, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GREAT RIVER BRIDGE, DESHA COUNTY, ARKANSAS, TO BOLIVAR COUNTY, MISSISSIPPI. AN - 36392706; 7882 AB - PURPOSE: The construction of a bridge over the Mississippi River connecting Desha County in southeastern Arkansas with Rosedale in northwestern Mississippi, is proposed. The project corridor would extend 25 to 34 miles, depending on the route alternative selected. Rosedale, which is located at the convergence of the Arkansas and Mississippi rivers, is the site of a developing water port. Since 1977, key area leaders have argued that a bridge carrying rail and highway traffic over the Mississippi River would spur economic development. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Each build alternative would consist of a two-lane highway with no control of access and a single-track railroad located immediately adjacent to and parallel to the roadway. The typical right-of-way width for the bridge would be 200 feet between the Mississippi River levees and 250 feet outside the levees. Outside the levees, the highway and railroad would lie on earthen embankment with infrequent bridge or culvert structures for the crossing of minor streams and drainageways. Between the Mississippi River levees, the improvements would be constructed entirely on bridge structures. The bridge crossings of the main channels of the Arkansas and Mississippi rivers would be accomplished in accordance with federal navigational requirements. Configurations options for the main span bridges would include a combination roadway/railroad bridge or separate bridges; either configuration would fit within the typical right-of-way. The preferred alternative (Alternative 5, the Southern Alternative) would connect US Route 65 and the Union Pacific Railroad on the north side of McGehee in Arkansas and cross the Mississippi River approximately two miles north of Arkansas City in Arkansas, immediately downstream of Cypress Bend and Catfish Point. The eastern terminus of this alternative would consist of a connection to Mississippi State Route 1 and the Great River Railroad a short distance north of Benolit in Mississippi, approximately 14 miles south of Rosedale. The facility would extend 24.6 miles. The estimated low- and high-end capital costs for the project are $520 million and $610 million, respectively. POSITIVE IMPACTS: The structure would provide a convenient river crossing for those living near Rosedale in Mississippi and Dumas in Arkansas. It would also attract industry to the region, expand existing industry in the region, expand the employment base, and attract tourists to the area. NEGATIVE IMPACTS: The bridge would have a major adverse aesthetic and visual effect on views of the river, including the view from the Great River Road State Park. Two residences in Arkansas and one church in Mississippi would be exposed to increased noise levels. Approximately 60 percent of the alignment of the project would pass through minority census areas and 40 percent would pass through low-income areas. The project would result in the loss of approximately 587 acres of farmland. It would also adversely affect 47 acres of bottomland hardwood wetlands, 36.9 swamp forest wetlands, 7.2 acres of riverfront forest wetlands, 2.3 acres of emergent wetlands, and 13.6 acres of farmed wetlands. The project would traverse 11.7 miles within five floodplains. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 102-240). PRIOR REFERENCES: For the abstract of the draft supplement to the draft EIS, see 99-0404D, Volume 23, Number 4. For the abstract of the draft EIS, see 96-0566D, Volume 20, Number 6. JF - EPA number: 000025, Final EIS--241 pages and maps, Draft EIS--253 pages and maps; Supplemental EIS--224 pages and maps, January 27, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-96-02-F KW - Bridges KW - Cultural Resources Assessments KW - Floodplains KW - Highway Structures KW - Highways KW - Minorities KW - Noise KW - Railroads KW - Railroad Structures KW - Rivers KW - Transportation KW - Visual Resources KW - Wetlands KW - Arkansas KW - Arkansas River KW - Mississippi KW - Mississippi River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREAT+RIVER+BRIDGE%2C+DESHA+COUNTY%2C+ARKANSAS%2C+TO+BOLIVAR+COUNTY%2C+MISSISSIPPI.&rft.title=GREAT+RIVER+BRIDGE%2C+DESHA+COUNTY%2C+ARKANSAS%2C+TO+BOLIVAR+COUNTY%2C+MISSISSIPPI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 27, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WASHINGTON STATE ROUTE 16, UNION AVENUE VICINITY TO WASHINGTON STATE ROUTE 302 VICINITY, TACOMA, PIERCE COUNTY, WASHINGTON. AN - 36407007; 7874 AB - PURPOSE: The improvement of 12 miles of Washington State Route 16 (WA 16) extending from Union Avenue in the city of Tacoma to the WA 302 exit in Purdy, located in west-central Washington, is proposed. The project corridor includes the Tacoma Narrows Bridge. WA 16 is a four-lane principal state highway connecting Tacoma with Gig Harbor and Bremerton on the Kitsap Peninsula. Within the project area, peak and non-peak travel demand between Interstate Highway 5 (I-5) and the Kitsap Peninsula and at the Tacoma Narrows crossing is substantially greater than system capacity. Issues of concern include Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. Alternative 1 would include regionally planned measures of transportation system management and transportation demand management, surveillance control and driver identification systems, on-ramp metering, and a seismic upgrade of the existing Tacoma Narrow Bridge and approaches. Various transit improvements would include the expansion of park-and-ride facilities and the extension of some bus services. Both Alternative 2 and Alternative 3 would include an additional lane in each direction throughout the entire project corridor operating as high-occupancy-vehicle (HOV) lanes. The existing lanes would operate as two general purpose lanes in each direction. Also included would be an initial two person carpool definition for HOV lanes, stormwater facilities to regulate flows and treat runoff, and a split interchange with eastbound on- and off-ramps at 36th Street NW and westbound on- and off-ramps at 24th Street NW. This interchange would include a WA 16 undercrossing at 24th Street NW, on-ramp metering, the replacement of the existing WA 16 eastbound access at 24th Street NW and the westbound exit at 14th Avenue NW, and modifications to Pearl, Jackson, and Pioneer /Wollochet interchanges. Alternative 2 and Alternative 3 would also include an automated, high-speed electronically- and manually-operated toll plaza west of 24th Street NW. Both alternatives could include the transit improvements described in Alternative 1, as well as other bus route service improvements and potential future park-and-ride lots in Tacoma, Gig Harbor, and Purdy. Both alternatives would also include the closure and relocation of an existing commercial access to WA 16 near Haven of Rest cemetery between the Rosedale Street NW overpass and 96th Street NW (Bujacich Road), with alternative access provided by frontage road between Rosedale Street NW and the existing access driveway (Option 1) or a connection to Burnham Drive NW at 96th Street NW with the frontage road running adjacent to the WA 16 right-of-way to the Haven of Rest cemetery (Option 2). Also included in both alternatives would be a 10-foot-wide multi-use trail with asphalt surface along WA 16 between Union Avenue and the Tacoma Narrows Bridge. Under Alternative 2, the improvements related to the Tacoma Narrows crossing would involve the construction of a second deck on the existing bridge. Under Alternative 3 (the preferred alternative), the improvements related to the Tacoma Narrows crossing would involve the construction of a parallel suspension bridge. The estimated cost of the implementation of Alternative 1, Alternative 2, and Alternative 3 are $19.0 million, $452 million, and $411 million, respectively. POSITIVE IMPACTS: The implementation of the project would help achieve the goals of the State Highway System Plan for the period 1999-2018 with respect to Washington State Department of Transportation Puget Sound Core HOV lane strategies. The project would provide a direct continuation of the HOV lanes planned as part of the I-5 Core HOV project on I-5 and the Nalley Valley Bridge, which would end near WA 16 and Union Avenue in Tacoma. The diversion to arterials and other roadways adjacent to WA 16 would decline, traffic capacity within the corridor would increase, and safety on the Narrows crossing would be improved. The multi-use trail would provide a non-motorized transportation option for bicyclists, pedestrians, and others within the congested corridor. NEGATIVE IMPACTS: Regardless of the alternative considered, federal noise and air quality standards would be violated. The construction of the second bridge would require activity within and above the Tacoma Narrows, adversely affecting water quality. Under the preferred alternative, the development of 93.8 acres of right-of-way for the project proper and approximately ten acres for the provision of new access to the Haven of Rest Cemetery would displace 29 residential units, 14 businesses, one publicly-owned park, 58 acres of grassland habitat as well as small areas of shrub habitat, grassland and mixed forest habitat, forest habitat, and wetland. The habitat for bald eagles could be adversely affected, and activities associated with the bridge could adversely affect Chinook salmon. During the 52-month construction period, traffic flows would be impeded at some locations. The project could conflict with the planned WA 16 non-motorized trail. Noise barriers could adversely affect visual aesthetics in the vicinity of the structures, and the new bridge would alter the historic setting of the existing bridge. Hazardous waste sites would be encountered during the construction. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), 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.), River and Harbor Act of 1899, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0250D, Volume 22, Number 3. JF - EPA number: 000017, Draft EIS--721 pages and maps, Appendices--217 pages and maps, Responses to Comments--821 pages, January 20, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-98-4F KW - Air Quality Standards Violations KW - Biologic Assessments KW - Bridges KW - Cemeteries KW - Drainage KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Relocations-Property Acquisitions KW - Trails KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Parks KW - Endangered Species Act of 1973, as amended, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407007?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WASHINGTON+STATE+ROUTE+16%2C+UNION+AVENUE+VICINITY+TO+WASHINGTON+STATE+ROUTE+302+VICINITY%2C+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=WASHINGTON+STATE+ROUTE+16%2C+UNION+AVENUE+VICINITY+TO+WASHINGTON+STATE+ROUTE+302+VICINITY%2C+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 - Final. Preparation date: January 20, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MINILLAS EXTENSION, TREN URBANO TRANSIT PROJECT, SAN JUAN METROPOLITAN AREA, PUERTO RICO (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1995). AN - 36406452; 7871 AB - PURPOSE: The implementation of transit improvements within a 1.6-kilometer (approximately one-mile) corridor extending from the Sagrado Corazon Station to the Minillas area within the Santurce ward of the municipality of San Juan, located in northeastern Puerto Rico, is proposed. The metropolitan area faces severe and growing traffic congestion as a result of concentrated population and employment densities and centralized development patterns, high and increasing travel demand, limited capacity of the network of highways and streets, and inadequate public transportation service. Santurce encompasses approximately 12.8 square kilometers (approximately 4.94 acres) comprising a rich mixture of residential and other uses, making it one of San Juan's most prominent neighborhoods. The neighborhoods include the tourists areas and affluent precincts of Condado, Ocean park, and Miramar to the north and west and the neighborhoods of Barrio Obrero, Villa Palmeras, and Las Casas to the south and east. The high concentration of development between Sagrado Corazon and Minillas, along with the limited availability of public transportation services from other parts of the San Juan metropolitan area to this corridor, has led to significant traffic congestion. The street system cannot be expanded without great cost and community disruption. The project would be Phase 1A of the Tren Urbano and constitute an extension the system. The final EIS addressed the Tren Urbano heavy rail system, extending from the municipality of Bayamon to the Sagrado Corazon Station, a distance of 17.2 kilometers (approximately 10.66 miles). Two alternatives, including a No-Build Alternative, are considered in this final supplement to the final EIS. The locally preferred alternative, which is the preferred heavy rail alternative, would extend 1.64 kilometers (approximately 1.02 miles), plus an additional 200 meters (approximately 650 feet) of curved track and a pocket track necessary for turn-back operation. The facility would consist of a two-track heavy rail system in an aerial configuration with a cut-and-cover subway, beginning at the tail tracks of the Sagrado Corazon Station, crossing under Fernandez Juncos Avenue, the curving westward under Ponce de Leon Avenue in a dual-bored tunnel. The first station, San Mateo Station, would be located between Fidalgo Diaz and Bolivar streets. Beyond this station, the alignment would continue in bored tunnel under Ponce De Leon Avenue, entering the Minillas Station approximately 65 meters (approximately 215 feet) west of the point where the alignment crossed under the Minillas Tunnel (PR-22). Beyond Minillas Station, the alignment would continue under Ponce de Leon Avenue as two tracks with a crossover to allow for the turning back of trains such that the system could accommodate short headways should the line be extended further west in the future. An optional crossover could be provided just east of the Minillas Station to further improve operational flexibility. The estimated capital cost of the locally preferred alternative is $478.3 million in 1997 dollars. The estimated annual operating and maintenance costs are $3.4 million in 1997 dollars. POSITIVE IMPACTS: The rail system would dramatically improve transportation mobility within the affected area, reducing travel times and connecting key institutions and job centers, expand public transit service capacity to accommodate passenger volumes in the year 2010, improve air quality by reducing auto traffic volume, reduce the need for additional highway construction, and support economic growth within the metropolitan area. The project would support nearly numerous construction-related jobs and some permanent jobs. NEGATIVE IMPACTS: The rights-of-way requirements for the preferred alternative would result in the displacement of 67 residences housing 214 persons. Twenty-one commercial establishments, containing an estimated 155 jobs, would be affected. Aerial structures would alter the visual appearances of the affected portions of the corridor. Those properties that abut the rail line would experience increased noise levels. Two known hazardous waste sites are proximate to the rail alignments. 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.), 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 supplement to the final EIS, see 98-0253D, Volume 21, Number 4. For the abstracts of the draft and final EISs, see 95-0148D, Volume 19, Number 2, and 95-0481F, Volume 19, Number 5, respectively. JF - EPA number: 000014, Final Supplemental EIS--223 pages, Response to Comments--311 pages, January 19, 2000 PY - 2000 KW - Roads and Railroads KW - Commercial Zones KW - Employment KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Noise KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Puerto Rico 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 KW - Urban Mass Transportation Act of 1964, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MINILLAS+EXTENSION%2C+TREN+URBANO+TRANSIT+PROJECT%2C+SAN+JUAN+METROPOLITAN+AREA%2C+PUERTO+RICO+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1995%29.&rft.title=MINILLAS+EXTENSION%2C+TREN+URBANO+TRANSIT+PROJECT%2C+SAN+JUAN+METROPOLITAN+AREA%2C+PUERTO+RICO+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 19, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 65 (JOB NUMBER J8P0514), COUNTY ROAD 65-122 SOUTH TO MISSOURI ROUTE EE, DALLAS COUNTY, MISSOURI. AN - 16346520; 7870 AB - PURPOSE: The improvement of US Route 65 (US 65) to expressway and freeway standards, including the relocation of the facility to an alignment west of Buffalo, located in southwest-central Missouri, is proposed. The existing facility is characterized by inadequate design and capacity and a high accident rate. The improved 9.74-mile facility would extend from County Road 65-122 south of Louisburg, at a point three miles north of Missouri Route C (Route C), to a point just north of Route EE south of the city of Buffalo. The facility would be a four-lane highway with a design speed of 70 miles per hour within a freeway right-of-way from south of Buffalo to Route C north of Buffalo. From Route C north to the project terminus, the improvements would lie within an expressway right-of-way. An interchange would be constructed at the intersection of US 65 and Missouri State Route 32 (SR 32), west of Buffalo. Eight alternatives, including a No-Build Alternative, are considered in this draft EIS. Under the preferred alternative (Alternative C-5-A), the 9.74-mile facility would begin at Point 22C and follow Alternative C to Point 23C, and then follow Connector 5 from Point 23C to Point 24. From this point, it would follow Alternative A to the end of the project, Point 25. The estimated cost of the preferred alternative is $36.5 million, including $33.2 million in construction costs and $3.3 million in rights-of-way costs. POSITIVE IMPACTS: The improved facility would enhance traffic movement and reduce accidents within the corridor. Linkage to other regional and local routes would be improved. NEGATIVE IMPACTS: The rights-of-way requirements would require the displacement of 14 residences housing 42 persons. It would also result in the loss of 393.4 acres of farmland, 7.9 acres of wetlands, and 12 acres of floodplain. Highway structures would degrade the visual environment. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000013, 97 pages and map supplement, January 19, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-99-02-D KW - Air Quality KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Land Use KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Threatened Species (Animals) KW - Transportation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+65+%28JOB+NUMBER+J8P0514%29%2C+COUNTY+ROAD+65-122+SOUTH+TO+MISSOURI+ROUTE+EE%2C+DALLAS+COUNTY%2C+MISSOURI.&rft.title=US+ROUTE+65+%28JOB+NUMBER+J8P0514%29%2C+COUNTY+ROAD+65-122+SOUTH+TO+MISSOURI+ROUTE+EE%2C+DALLAS+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: January 19, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KING COAL HIGHWAY (STATE PROJECT X169-SHA/WN-1 03, FEDERAL PROJECT DPS-0012(013)), WILLIAMSON TO BLUEFIELD; TAZEWELL COUNTY, VIRGINIA, AND LOGAN, MCDOWELL, MERCER, MINGO, AND WYOMING COUNTIES, WEST VIRGINIA. AN - 36418456; 7869 AB - PURPOSE: The construction of a 96-mile highway, to be know as the King Coal Highway, from the vicinity of Williamson to the vicinity of Bluefield, located in southwestern West Virginia, is proposed. While the project would be primarily located in West Virginia, two build alternatives extend into southwestern Virginia for approximately one mile. The route, US Route 52 (US 52), represents the primary highway system currently utilized within the study area. The route not only serves through traffic between Williamson and Bluefield, but also serves as a the main street with collector movement characteristics through several communities. The existing facility has many geometric constraints that inhibit the smooth flow of traffic, including varying lane widths, areas of reduced speed, a high percentage of no-passing zones, and steep grades. The project would provide a four-lane divided highway with partially-controlled access that would address the region's transportation demands and resolve isolation problems. The logical termini for the highway have been determined to be US 52 at the intersection of US 119 on the west and Interstate Highway 77 (I-77) at the US 52/I-77 interchange on the east. Eight alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative, which is a combination of the other six build alternatives under consideration, would also include a 4.9-mile connector road to facilitate efficient access from the facility to Williamson and to the Mingo County Airport. Interchanges and grade separations would be provided as necessary. The estimated cost of the project is $1.1 billion. POSITIVE IMPACTS: The facility would improve the movement of through traffic and local access regionally. Travel times within the corridor in the year 2020 would be decreased by nearly on half. Transportation energy consumption within the corridor would decline significantly, which would improve regional air quality. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 277 residences, seven businesses, and 11 community facilities. The project would result in the loss of 17.44 acres of wetlands and result in a loss of 23,655 wildlife habitat units. The facility would cross 108 streams, affecting 25 miles of streams, and encroach on 71 acres of floodplain. Approximately 340 acres or prime farmland or farmland of statewide importance would be taken. The project would affect two architecturally significant structures and four cemeteries eligible for listing on the National Register of Historic Places as well 73 other historic resource sites and traverse 37 acres land with a high probability of containing archaeological resource sites and 788 acres with a moderate probability of containing such resources. Traffic-generated noise within the corridor would violate federal and/or standards for 129 receptors. The construction activities would encounter two sites possibly containing hazardous waste. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000012, Draft EIS--301 pages and maps, Appendices (Volume I)--237 pages and maps, Appendices (Volume II)--221 pages and maps, January 18, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-99-03-D KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Virginia KW - West Virginia KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Funding KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36418456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KING+COAL+HIGHWAY+%28STATE+PROJECT+X169-SHA%2FWN-1+03%2C+FEDERAL+PROJECT+DPS-0012%28013%29%29%2C+WILLIAMSON+TO+BLUEFIELD%3B+TAZEWELL+COUNTY%2C+VIRGINIA%2C+AND+LOGAN%2C+MCDOWELL%2C+MERCER%2C+MINGO%2C+AND+WYOMING+COUNTIES%2C+WEST+VIRGINIA.&rft.title=KING+COAL+HIGHWAY+%28STATE+PROJECT+X169-SHA%2FWN-1+03%2C+FEDERAL+PROJECT+DPS-0012%28013%29%29%2C+WILLIAMSON+TO+BLUEFIELD%3B+TAZEWELL+COUNTY%2C+VIRGINIA%2C+AND+LOGAN%2C+MCDOWELL%2C+MERCER%2C+MINGO%2C+AND+WYOMING+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: January 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK AND NEW JERSEY HARBOR NAVIGATION STUDY, HUDSON COUNTY, NEW JERSEY, AND KINGS AND RICHMOND COUNTIES, NEW YORK. AN - 36406686; 7868 AB - PURPOSE: The implementation of channel improvement throughout the Port of New York and New Jersey is proposed. The project area would include the South Brooklyn Marine and Red Hook container terminals, Staten Island, and adjacent areas. The channel improvements would be undertaken to meet the changing trend toward larger cargo vessels in the world fleet. Projections of the volume of commerce passing through the port over the period extending from 2010 to 2060 exceed port capacity, with or without channel improvements. Several alternatives are considered including a No Action Alternative, non-structural alternatives, and structural alternatives. The recommended plan would provide for navigation improvements affecting nine channels (Ambrose, Anchorage, Bay Ridge, Port Jersey, Kill Van Kull, Newark Bay, Elizabeth, South Elizabeth, and Arthur Kill channels), which would permit access by larger, deeper-draft vessels to four main container terminals. The improvements would consist of channel deepening, channel realignment, turning basin construction, and berth deepening. No expansion of port facilities would be directly attributable to the recommended plan. Economic forecasts project an increase in port commerce regardless of whether navigation improvements are implemented. The project would last eight to 12 years. The estimated initial cost of the project is $1.8 billion, and the estimated benefit-cost ratio is 1.4. POSITIVE IMPACTS: Increasing the depth of the existing channels in the port would allow the passage of deeper-draft vessels, ensuring the continued viability of the port in the face of a changing world fleet. NEGATIVE IMPACTS: The primary adverse impact related to the project would consist of the loss of shallow water habitat. Navigation improvement would disturb existing channel habitat and change some shallow areas to deeper habitat. The recommended plan would disturb 6.26 acres of littoral zone habitat. Of this total, 3.23 acres would lie in the channel from Arthur Kill to Howland Hook, 2.72 acres adjacent to the Newark Bay Channel, 0.25 acres in the South Elizabeth Channel, and 0.06 acres in Kill Van Kull Channel. The recommended plan would disturb 42.03 acres of sublittoral zone habitat. Of this total, 12.35 acres in the Jersey Flats near the Port Jersey Channel, 1.41 acres in the Kill Van Kull Channel, 3.22 acres in the channel from Arthur Kill to Howland Hook, 7.79 acres in Newark Bay Channel, 15.84 acres in the South Elizabeth Channel, and 1.42 acres in the Elizabeth Channel. Slight increases in salinity and decreases in dissolved oxygen levels would result from channel deepening. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1996 (P.L. 104-303). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0437D, Volume 23, Number 4. JF - EPA number: 000011, Main Report--607 pages and maps, Appendix A--1,029 pages, January 18, 2000 PY - 2000 KW - Water KW - Fish KW - Channels KW - Cost Assessments KW - Geologic Surveys KW - Disposal KW - Dredging KW - Harbor Improvements KW - Harbors KW - Hydrology KW - Navigation KW - Salinity KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Water Quality Assessments KW - New Jersey KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1996, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406686?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK+AND+NEW+JERSEY+HARBOR+NAVIGATION+STUDY%2C+HUDSON+COUNTY%2C+NEW+JERSEY%2C+AND+KINGS+AND+RICHMOND+COUNTIES%2C+NEW+YORK.&rft.title=NEW+YORK+AND+NEW+JERSEY+HARBOR+NAVIGATION+STUDY%2C+HUDSON+COUNTY%2C+NEW+JERSEY%2C+AND+KINGS+AND+RICHMOND+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: January 18, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WEST VIRGINIA STATE ROUTE 65, CORRIDOR G TO NAUGATUCK (FEDERAL PROJECT NUMBER STP-0065(008)EQ), MINGO COUNTY, WEST VIRGINIA. AN - 36404929; 7867 AB - PURPOSE: The improvement of West Virginia State Route 65 (WV 65) from the intersection of WV 65 and US Route 119 (US 119) near Belo westward to US 52 at Naugatuck, located in southwestern West Virginia, is proposed. The project would involve the construction of a four-lane divided highway with partial control of access. The project was considered in the early 1990s to supplement US 52 and address the deficiencies in an insufficient link, which carries a large volume of coal truck traffic, between US 119 and US 52 North. Areas of analysis include the effects on social and economic development, planned and programmed roadway improvements, highway capacity, and modal interrelationships. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. Action alternatives include the upgrading of the existing roadway and two relocation alternatives. The preferred alternative (Alternative A) would begin on the north side of the existing roadway where it would interchange with US 52. It then would cross over existing WV 65 east of County Road 65 (CR 65)/CR 1, and continue on the south side of Pigeon Creek for the entire 6.1-mile length of the project to an interchange with US 119. It would attempt to follow the contours of Pigeon Creek as much as possible to minimize the extent of cut required. Connector roads to existing WV 65 would be provided at Naugatuck, CR 3/CR 5 at Lenore, and CR 65/CR 11. Alternative B would begin on the north side of the existing roadway where it would interchange with US 52, remaining on the north side of the roadway for the entire 6.8-mile length of the project to the US 119 interchange. Connector roads to existing WV 65 would be provided at Naugatuck, CR 3/CR 5 at Lenore, and the Belo Connector. Alternative C (the Improve Existing WV 65 Alternative) would follow the existing alignment for the entire 6.8-mile length of the project except in areas where curves would be straightened to meet design standards. All improvements would take place on the north side of the existing 6.8-mile roadway. The existing two-lane roadway would be utilized as either the eastbound travel lanes or as an access road. Interchanges would be provided at US 52 and US 119. The estimated costs of Alternative A, Alternative B, and Alternative C are $148.9 million, $199.6 million, and $117.0 million, respectively. POSITIVE IMPACTS: The upgrading of WV 65 would improve the level of service for the user and increase the capacity of the WV 65. Vehicle-hours traveled on WV 65 would decline significantly as travel speeds increased. The facilities would also reduce accidents along the corridor and improve access for emergency vehicles. Only the relocation alternatives would meet the need to increase design speed of the facility to 60 miles per hour. NEGATIVE IMPACTS: The implementation of the preferred alternative would require the displacement of 23 residences, two businesses, and two cemeteries. It would also result in the loss of 395.0 acres of forested land, including 74.7 acres of developed land, 8.5 acres of farmland, 8.2 acres of bottomland hardwoods, 265.5 acres of mixed mesophytic vegetation, and 121.3 acres of oak-hickory stands. Running buffalo clover and Virginia spiraea, both of which are federally protected species, could be adversely affected by the project. Two bridges and five culverts would be required to traverse streams, and the facility would encroach on 24 acres of floodplain. The facility could impact one surface mine and five natural gas wells. Noise levels along the facility would exceed federal standards for 89 receptors by the design year 2020. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 000010, 241 pages and maps, January 14, 2000 PY - 2000 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Mines KW - Natural Gas KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wildlife Habitat KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+VIRGINIA+STATE+ROUTE+65%2C+CORRIDOR+G+TO+NAUGATUCK+%28FEDERAL+PROJECT+NUMBER+STP-0065%28008%29EQ%29%2C+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.title=WEST+VIRGINIA+STATE+ROUTE+65%2C+CORRIDOR+G+TO+NAUGATUCK+%28FEDERAL+PROJECT+NUMBER+STP-0065%28008%29EQ%29%2C+MINGO+COUNTY%2C+WEST+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 14, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RULE FOR THE USE OF LOCOMOTIVE HORNS AT HIGHWAY-RAIL GRADE CROSSINGS. AN - 36393011; 7863 AB - PURPOSE: The promulgation of a rule for the use of locomotive horns at at-grade highway-rail crossings throughout the country is proposed. The rail transport system incorporates over 159,000 public and 103,000 private at-grade highway-rail crossings. Collisions at such crossings are second only to trespassing as the leading cause of death and serious injury associated with rail operations. Train horns provide an audible warning of approaching trains, indicating their speed, direction, and proximity. A number of communities across the nation have regulated or attempted to regulate the use of locomotive horns in their jurisdictions in order to lessen the noise impacts associated with the blowing of train whistles at grade crossings. Following the large-scale imposition of train whistle bans in Florida, the Federal Railroad Administration (FRA) became aware that there was a strong relationship between the use of locomotive horns and collision rates at highway-rail crossings. In April 1995, the FRA published a nationwide study on train whistle bans examining the nationwide safety implications of whistle bans. The study showed that, absent compensatory safety measures, whistle bans substantially increase the risk of deaths and injuries at crossings. Under the Swift Rail Development Act, the FRA was authorized to promulgate rules on the use of train horns at crossings. Two alternatives, including a No Action Alternative, are considered in this draft EIS. The proposed action would involve the full implementation of a rule requiring that horns be sounded at virtually all public at-grade crossings in the United States. The rule would include additional noise mitigation provisions that would set a maximum sound level for locomotive horns, limit sound directed to the side, prescribe when and how to sound a horn, and provide an opportunity to any community to establish a quiet zone. These provisions would apply to the use of locomotive horns at all public highway-rail grade crossings, including those currently subject to whistle bans established by local or state authorities. POSITIVE IMPACTS: The enforcement of the rule would significantly increase the safety of highway-rail crossings, reducing the number of deaths and injuries resulting from train collisions with motor vehicles. NEGATIVE IMPACTS: In the absence of decisions by others to apply the projects proposed mitigation measures, the rule would result in noise impacts potentially affecting up to 365,010 persons across the country. LEGAL MANDATES: Swift Rail Development Act (P.L. 103-440). JF - EPA number: 000006, 168 pages, January 14, 2000 PY - 2000 KW - Roads and Railroads KW - Highways KW - Noise KW - Noise Assessments KW - Noise Control KW - Noise Standards KW - Roads KW - Railroads KW - Safety KW - Safety Analyses KW - Swift Rail Development Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RULE+FOR+THE+USE+OF+LOCOMOTIVE+HORNS+AT+HIGHWAY-RAIL+GRADE+CROSSINGS.&rft.title=RULE+FOR+THE+USE+OF+LOCOMOTIVE+HORNS+AT+HIGHWAY-RAIL+GRADE+CROSSINGS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Office of Railroad Development, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 14, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 71, TEXARKANA TO DEQUEEN; LITTLE RIVER, MILLER, AND SEVIER COUNTIES, ARKANSAS, AND BOWIE COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1997). AN - 36407180; 7861 AB - PURPOSE: The construction of a four-lane, divided highway extending north to south approximately 57 to 63 miles, connecting Texarkana in Arkansas and Texas and US Highway 71 (US 71) north of DeQueen in Arkansas, is proposed. The highway would replace existing US 71, a two-lane highway with basic design deficiencies. The project would be built to interstate standards and utilize sections of existing and proposed Loops 245 and 151 to reach Interstate 30 on the north side of Texarkana. The facility, which would be part of the National Highway System, would constitute one section of a freeway connecting Kansas City, Missouri, and Shreveport, Louisiana. For analysis purposes, the project area was divided into seven corridors and two to four build alternatives are considered within each corridor. Nineteen alternatives, including a No-Build Alternative, were considered in the draft EIS. From the north side of Texarkana, the proposed alignments cross Interstate Highway 30, either in northwest Texarkana (Texas) or northeast Texarkana (Arkansas), and extend northward across the Red River. The alternatives then run north-south and vary from locations just east of existing US 71 on the east to locations near Horatio and Arkansas State Highway 41 on the west. This supplemental EIS documents the two Best Few Alternative (C-10 and D-18) identified from the 18 final build alternatives in the draft EIS as well as the development of new alternatives added since the publication of the draft EIS. The currently preferred alternative identified in this supplement would involve the development of a 37.03-mile corridor through northwest Texarkana in Texas on the west side of the Northern Loop, a corridor east of the Loop 245 Park on the east side of the Northern Loop, and a crossing of the Red River west of Summerhill Lake. The facility would include 14 interchanges and 10 grade separation structures. The estimated cost of the project is $252.6 million. POSITIVE IMPACTS: The project would relieve traffic congestion along the existing US 71, enhance economic development in northwestern Arkansas, and improve regional transportation. NEGATIVE IMPACTS: The rights-of-way requirements would displace 85 residences, one church, nine businesses, and two farm operations. The project would also displace 1,923 acres land, including 55.1 acres of wetlands, 42 acres of forested wetlands, 941 acres of floodplain, and 422.9 acres of forested land and the associated wildlife habitat. The facility would traverse 11 perennial streams and 20 intermittent streams, requiring 0.4 mile of channel relocations, and would traverse 19 miles of Red River floodplain. Noise levels would increase substantially in selected areas; up to 156 sensitive receptors would be adversely affected. The project would adversely affect five historic sites, eight archaeological sites, and one cemetery. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0137D, Volume 21, Number 2. JF - EPA number: 000004, Draft EIS--381 pages and maps, Appendices--389 pages and maps, January 11, 2000 PY - 2000 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-97-01-SD KW - Air Quality KW - Archaeological Sites KW - Cemeteries KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Arkansas KW - Red River KW - Texas KW - Department of Transportation Act of 1966, as amended, Archaeological 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, 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/36407180?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+71%2C+TEXARKANA+TO+DEQUEEN%3B+LITTLE+RIVER%2C+MILLER%2C+AND+SEVIER+COUNTIES%2C+ARKANSAS%2C+AND+BOWIE+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1997%29.&rft.title=US+HIGHWAY+71%2C+TEXARKANA+TO+DEQUEEN%3B+LITTLE+RIVER%2C+MILLER%2C+AND+SEVIER+COUNTIES%2C+ARKANSAS%2C+AND+BOWIE+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 11, 2000 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Stable carbon isotope record of middle to late Holocene climate changes from land snail shells at Hinds Cave, Texas AN - 52271460; 2001-010824 JF - Quaternary International AU - Goodfriend, Glenn A AU - Ellis, G Lain A2 - Wolfe, Stephen A. A2 - Goodfriend, Glenn A. A2 - Baker, R. Y1 - 2000 PY - 2000 DA - 2000 SP - 47 EP - 60 PB - Pergamon, Oxford VL - 67 SN - 1040-6182, 1040-6182 KW - United States KW - Rabdotus alternatus KW - isotopes KW - Val Verde County Texas KW - paleoclimatology KW - Holocene KW - stable isotopes KW - climate change KW - Cenozoic KW - radioactive isotopes KW - dates KW - carbon KW - amino acids KW - absolute age KW - Invertebrata KW - Great Plains KW - Mollusca KW - organic carbon KW - Southern Great Plains KW - North America KW - shells KW - Plantae KW - Quaternary KW - middle Holocene KW - isotope ratios KW - Gastropoda KW - C-13/C-12 KW - Texas KW - Hinds Cave KW - organic compounds KW - organic acids KW - racemization KW - reconstruction KW - C-14 KW - upper Holocene KW - preservation KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52271460?accountid=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=Quaternary+International&rft.atitle=Stable+carbon+isotope+record+of+middle+to+late+Holocene+climate+changes+from+land+snail+shells+at+Hinds+Cave%2C+Texas&rft.au=Goodfriend%2C+Glenn+A%3BEllis%2C+G+Lain&rft.aulast=Goodfriend&rft.aufirst=Glenn&rft.date=2000-01-01&rft.volume=67&rft.issue=&rft.spage=47&rft.isbn=&rft.btitle=&rft.title=Quaternary+International&rft.issn=10406182&rft_id=info:doi/ L2 - http://www.sciencedirect.com/science/journal/10406182 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 62 N1 - Document feature - illus. incl. 3 tables, sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - absolute age; amino acids; C-13/C-12; C-14; carbon; Cenozoic; climate change; dates; Gastropoda; Great Plains; Hinds Cave; Holocene; Invertebrata; isotope ratios; isotopes; middle Holocene; Mollusca; North America; organic acids; organic carbon; organic compounds; paleoclimatology; Plantae; preservation; Quaternary; Rabdotus alternatus; racemization; radioactive isotopes; reconstruction; shells; Southern Great Plains; stable isotopes; Texas; United States; upper Holocene; Val Verde County Texas ER - TY - JOUR T1 - Intergranular state variables and stress-strain behaviour of silty sands AN - 52232531; 2001-039193 AB - Relative contributions by the coarser and finer grains in a silty sand to its stress-strain response are affected by the intergranular matrix structure. The nature of this contribution is illustrated using an intergranular matrix phase diagram in terms of void ratio (e), fines content (FC), and intergranular and interfine void ratios (e (sub s) and e (sub f) ). New intergranular state parameters (psi (sub s) , psi (sub f) ) and (e (sub s) , e (sub f) ) are introduced as state variables to characterize silty sands; e (sub s) and e (sub f) dictate the steady-state characteristics of silty sand at low and high fines contents, respectively; psi (sub s) and psi (sub f) reflect the plastic compressibility characteristics at low and high fines contents, respectively. Using these state variables, the anticipated stress-strain-strength behaviour of silty sand in comparison to that of the host sand is presented. Similar stress-strain behaviour is expected at the same e (sub s) and initial confining stress sigma ' (sub c) , with a few exceptions. At a constant void ratio e, e, increases while e (sub f) decreases with addition of fines; a silty sand passes through different states. First, at low fines content, e (sub s) (e (sub max,HS) ; case 3), the stress-strain curves, normalized with respect to sigma ' (sub c) , are similar at the same e, (or at the same psi or psi (sub s) ). Third, with further addition of fines beyond a threshold value, e (sub f) becomes sufficiently low (case 4); the fines impart a significant influence, while the role of intergranular (coarser-grain) friction diminishes; the silty sand is expected to behave similarly (not identical) to the host fines at the same e (sub f) and psi (sub r) ; at this stage, with further addition of fines, the collapse potential decreases. JF - Geotechnique AU - Thevanayagam, S AU - Mohan, S Y1 - 2000 PY - 2000 DA - 2000 SP - 1 EP - 23 PB - Institution of Civil Engineers, London VL - 50 IS - 1 SN - 0016-8505, 0016-8505 KW - soil mechanics KW - sand KW - experimental studies KW - pressure KW - density KW - collapse structures KW - strain KW - clastic sediments KW - grain size KW - fines KW - stress KW - friction KW - silt KW - equations KW - liquefaction KW - compaction KW - laboratory studies KW - pore pressure KW - sediments KW - compressibility KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52232531?accountid=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=Geotechnique&rft.atitle=Intergranular+state+variables+and+stress-strain+behaviour+of+silty+sands&rft.au=Thevanayagam%2C+S%3BMohan%2C+S&rft.aulast=Thevanayagam&rft.aufirst=S&rft.date=2000-01-01&rft.volume=50&rft.issue=1&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Geotechnique&rft.issn=00168505&rft_id=info:doi/ L2 - http://www.thomastelford.com/journals/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from PASCAL, Institute de l'Information Scientifique et Technique, Vandoeuvre-les-Nancy, France N1 - Date revised - 2001-01-01 N1 - Number of references - 40 N1 - Document feature - 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - GTNQA8 N1 - SubjectsTermNotLitGenreText - clastic sediments; collapse structures; compaction; compressibility; density; equations; experimental studies; fines; friction; grain size; laboratory studies; liquefaction; pore pressure; pressure; sand; sediments; silt; soil mechanics; strain; stress ER - TY - JOUR T1 - Geomorphology and hydrology of a mitigation wetland site, Oceana Ridge, Virginia Beach, Virginia AN - 52206307; 2001-057261 JF - Virginia Journal of Science AU - Whittecar, Richard G AU - Frisch, Melanie A AU - Anonymous Y1 - 2000 PY - 2000 DA - 2000 SP - 118 PB - Virginia Academy of Science, Richmond, VA VL - 51 IS - 2 SN - 0042-658X, 0042-658X KW - United States KW - hydrology KW - Oceana Ridge KW - recharge KW - Virginia KW - wetlands KW - Virginia Beach Virginia KW - well-logging KW - applications KW - ground water KW - aquifers KW - 23:Geomorphology KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52206307?accountid=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=Virginia+Journal+of+Science&rft.atitle=Geomorphology+and+hydrology+of+a+mitigation+wetland+site%2C+Oceana+Ridge%2C+Virginia+Beach%2C+Virginia&rft.au=Whittecar%2C+Richard+G%3BFrisch%2C+Melanie+A%3BAnonymous&rft.aulast=Whittecar&rft.aufirst=Richard&rft.date=2000-01-01&rft.volume=51&rft.issue=2&rft.spage=118&rft.isbn=&rft.btitle=&rft.title=Virginia+Journal+of+Science&rft.issn=0042658X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 78th annual meeting of the Virginia Academy of Sciences N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - PubXState - VA N1 - Last updated - 2012-06-07 N1 - CODEN - VJSCAI N1 - SubjectsTermNotLitGenreText - applications; aquifers; ground water; hydrology; Oceana Ridge; recharge; United States; Virginia; Virginia Beach Virginia; well-logging; wetlands ER - TY - JOUR T1 - Fractures, dewatering, and carbonate blocks in a lake deposit at Gray, northeastern Tennessee; a window into Southeastern U.S. Pleistocene(?) tectonics and possible seismicity AN - 52145723; 2002-013881 AB - The Gray Site, recently discovered near Johnson City, Tennessee, is a mid-Pleistocene(?) lake deposit. It consists of dark, gray organic-rich clay entombing abundant mammalian, amphibian, and plant fossils, overlain by medium gray varved clay with minor sand interbeds, overlain by late Pleistocene to Holocene alluvium. The varved clay contains well-developed systematic joints with orientations parallel to known sets in nearby Paleozoic bedrock (approx. E-W, N-S, 045, and 315), and sets not present in the underlying Paleozoic "basement" (approx. 030, 055). It also contains isolated massive blocks of Ordovician Knox Group carbonate up to 4 m that disturbed the layering immediately surrounding them. The larger blocks lie along the same stratigraphic horizon, implying that they arrived coevally. The largest block is enveloped by a breccia of carbonate, chert, and clay some 25 cm thick, whereas the next-to-largest folded the layering immediately beneath it. A zone of dewatering and related minor faulting (3 m displacement) occurs nearby along the contact between the clays. The combination of the large isolated carbonate blocks and dewatering structures is difficult to explain, and could be unrelated. A working hypothesis that explains most structural features present involves initial erosion that produced a pinnacled karst surface on the Knox carbonate bedrock; some of the pinnacles could have formed "precariously balanced" rocks and arches. Such features are known in modern eastern Tennessee. A moderate-size (m = 5-6) earthquake in the East Tennessee seismic zone could have set the blocks in motion, causing them to bounce and roll into the existing lake, with their sudden impact producing local dewatering of lake sediments. JF - Abstracts with Programs - Geological Society of America AU - Hatcher, Robert D, Jr AU - Whisner, S Christopher AU - Munsey, Jeffrey W AU - Moore, Harry AU - Anonymous Y1 - 2000 PY - 2000 DA - 2000 SP - 28 PB - Geological Society of America (GSA), Boulder, CO VL - 32 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - clay KW - Washington County Tennessee KW - northeastern Tennessee KW - joints KW - karst KW - displacements KW - Cenozoic KW - fractures KW - varves KW - sedimentary rocks KW - style KW - Knox Group KW - folds KW - Tennessee KW - sediments KW - tectonics KW - Southeastern U.S. KW - sedimentary structures KW - faults KW - bedrock KW - sand KW - orientation KW - Quaternary KW - clastic sediments KW - Paleozoic KW - Eastern U.S. KW - Johnson City Tennessee KW - planar bedding structures KW - lacustrine environment KW - Pleistocene KW - alluvium KW - carbonate rocks KW - Gray Tennessee KW - earthquakes KW - lake sediments KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52145723?accountid=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=Fractures%2C+dewatering%2C+and+carbonate+blocks+in+a+lake+deposit+at+Gray%2C+northeastern+Tennessee%3B+a+window+into+Southeastern+U.S.+Pleistocene%28%3F%29+tectonics+and+possible+seismicity&rft.au=Hatcher%2C+Robert+D%2C+Jr%3BWhisner%2C+S+Christopher%3BMunsey%2C+Jeffrey+W%3BMoore%2C+Harry%3BAnonymous&rft.aulast=Hatcher&rft.aufirst=Robert&rft.date=2000-01-01&rft.volume=32&rft.issue=7&rft.spage=28&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2000 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2002-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - alluvium; bedrock; carbonate rocks; Cenozoic; clastic sediments; clay; displacements; earthquakes; Eastern U.S.; faults; folds; fractures; Gray Tennessee; Johnson City Tennessee; joints; karst; Knox Group; lacustrine environment; lake sediments; northeastern Tennessee; orientation; Paleozoic; planar bedding structures; Pleistocene; Quaternary; sand; sedimentary rocks; sedimentary structures; sediments; Southeastern U.S.; style; tectonics; Tennessee; United States; varves; Washington County Tennessee ER - TY - JOUR T1 - Pavement deflection and seismic refraction for determining bedrock type, depth, and physical properties beneath roads AN - 52131128; 2002-023604 AB - We examined the relationship between three data types-geologic maps, measurements of pavement deflection under load, and seismic refraction data-from diverse geologic settings in Texas to determine (1) whether geologic maps and seismic refraction data might be used to interpret deflections and assess pavement condition and (2) whether deflections and refraction data acquired on pavement might have geologic applications. Engineers assess pavement condition by applying a known load to a road and measuring vertical pavement deflection using the Falling-Weight Deflectometer (FWD). Our comparisons of deflections with mapped geologic units in four physiographic regions of Texas revealed differences in FWD response that are related to differences in either bedrock depths or physical properties of geologic units that range from Precambrian to Holocene in age and that include many different sedimentary, igneous, and metamorphic rocks. At the FWD sensor most distant (1.8 m) from the load, deflections are greatest where roads are underlain by clastic sedimentary rocks (sandstones, mudstones, and shales) and unconsolidated alluvium. Lowest deflections are measured over stiffer limestones and igneous and metamorphic rocks. Ratios calculated by dividing the deflections measured 0.3 m (W2 sensor) and 1.8 m (W7 sensor) from the load are better discriminators. These ratios are highest where pavement is underlain by rigid rock types such as granites, gneisses, and schists (ratios of 17:1 to 40:1), are intermediate where the underlying bedrock is limestone (10:1 to 27:1), and are lowest over sandstones, mudstones, and unconsolidated sediments (6:1 to 14:1). These results suggest that geologic maps are useful in FWD analysis and that FWD data alone might be used to predict rock type, allowing the FWD to be used in applications such as geologic mapping and sinkhole detection. We employed the FWD and a modified soil-probe hammer as seismic refraction sources to determine whether the correlation between rock type and pavement deflections is caused by differing rock properties or bedrock depth. These tests revealed that the FWD is a viable seismic source and that refraction data can be acquired on pavement. The refraction experiments and the rock type-deflection relationship show that (1) pavement deflections can help the geologist make geologic maps, (2) geologic maps can help the engineer interpret pavement deflections, and (3) seismic refraction measurements can assist both geologist and engineer in determining bedrock depths, rock properties, and rock types. JF - Report of Investigations - Texas, University, Bureau of Economic Geology AU - Paine, Jeffrey G AU - Murphy, Michael R Y1 - 2000 PY - 2000 DA - 2000 SP - 52 PB - University of Texas at Austin, Bureau of Economic Geology, Austin, TX SN - 0082-335X, 0082-335X KW - United States KW - geophysical surveys KW - engineering properties KW - Edwards Plateau KW - site exploration KW - igneous rocks KW - Bastrop County Texas KW - mapping KW - Hays County Texas KW - refraction methods KW - rock mechanics KW - sedimentary rocks KW - metamorphic rocks KW - Great Plains KW - Archer County Texas KW - construction materials KW - Gillespie County Texas KW - bedrock KW - North America KW - Burnet County Texas KW - geophysical methods KW - Blanco County Texas KW - Texas KW - Gulf Coastal Plain KW - falling-weight deflectometers KW - depth KW - seismic methods KW - case studies KW - Zapata County Texas KW - Young County Texas KW - physical properties KW - surveys KW - Jim Hogg County Texas KW - Llano County Texas KW - roads KW - instruments KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52131128?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=Paine%2C+Jeffrey+G%3BMurphy%2C+Michael+R&rft.aulast=Paine&rft.aufirst=Jeffrey&rft.date=2000-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Pavement+deflection+and+seismic+refraction+for+determining+bedrock+type%2C+depth%2C+and+physical+properties+beneath+roads&rft.title=Pavement+deflection+and+seismic+refraction+for+determining+bedrock+type%2C+depth%2C+and+physical+properties+beneath+roads&rft.issn=0082335X&rft_id=info:doi/ L2 - http://begstore.beg.utexas.edu/store/14-reports-of-investigations LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 20 N1 - PubXState - TX N1 - Document feature - illus. incl. sects., 3 tables, sketch maps N1 - SuppNotes - Includes appendix N1 - Last updated - 2014-08-14 N1 - CODEN - TUGRAO N1 - SubjectsTermNotLitGenreText - Archer County Texas; Bastrop County Texas; bedrock; Blanco County Texas; Burnet County Texas; case studies; construction materials; depth; Edwards Plateau; engineering properties; falling-weight deflectometers; geophysical methods; geophysical surveys; Gillespie County Texas; Great Plains; Gulf Coastal Plain; Hays County Texas; igneous rocks; instruments; Jim Hogg County Texas; Llano County Texas; mapping; metamorphic rocks; North America; physical properties; refraction methods; roads; rock mechanics; sedimentary rocks; seismic methods; site exploration; surveys; Texas; United States; Young County Texas; Zapata County Texas ER - TY - JOUR T1 - Geotechnical aspects and paleontology of the "I-279 fossil collecting locality" AN - 52082593; 2002-060918 JF - Guidebook for the Annual Field Conference of Pennsylvania Geologists AU - Harper, John A AU - Adams, William R, Jr A2 - Harper, John A. Y1 - 2000 PY - 2000 DA - 2000 SP - 38 EP - 49 PB - [Field Conference of Pennsylvania Geologists], [Harrisburg, PA] VL - 65 SN - 0375-5630, 0375-5630 KW - United States KW - fossil localities KW - Pennsylvanian KW - ichnofossils KW - sandstone KW - Ostracoda KW - Crinoidea KW - Pisces KW - Foraminifera KW - bedding KW - sedimentary rocks KW - Echinodermata KW - Upper Pennsylvanian KW - Brachiopoda KW - Invertebrata KW - Mollusca KW - sedimentary structures KW - Plantae KW - collecting KW - Chordata KW - Protista KW - biostratigraphy KW - Paleozoic KW - Gastropoda KW - Crustacea KW - Crinozoa KW - Ames Limestone KW - Carboniferous KW - Cephalopoda KW - tracks KW - Bivalvia KW - planar bedding structures KW - Conemaugh Group KW - Allegheny County Pennsylvania KW - Arthropoda KW - Mandibulata KW - Vertebrata KW - Pennsylvania KW - clastic rocks KW - microfossils KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52082593?accountid=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=Guidebook+for+the+Annual+Field+Conference+of+Pennsylvania+Geologists&rft.atitle=Geotechnical+aspects+and+paleontology+of+the+%22I-279+fossil+collecting+locality%22&rft.au=Harper%2C+John+A%3BAdams%2C+William+R%2C+Jr&rft.aulast=Harper&rft.aufirst=John&rft.date=2000-01-01&rft.volume=65&rft.issue=&rft.spage=38&rft.isbn=&rft.btitle=&rft.title=Guidebook+for+the+Annual+Field+Conference+of+Pennsylvania+Geologists&rft.issn=03755630&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 65th annual field conference of Pennsylvania geologists N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - PubXState - PA] N1 - Document feature - illus. incl. sect., 1 table, sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - APGGBK N1 - SubjectsTermNotLitGenreText - Allegheny County Pennsylvania; Ames Limestone; Arthropoda; bedding; biostratigraphy; Bivalvia; Brachiopoda; Carboniferous; Cephalopoda; Chordata; clastic rocks; collecting; Conemaugh Group; Crinoidea; Crinozoa; Crustacea; Echinodermata; Foraminifera; fossil localities; Gastropoda; ichnofossils; Invertebrata; Mandibulata; microfossils; Mollusca; Ostracoda; Paleozoic; Pennsylvania; Pennsylvanian; Pisces; planar bedding structures; Plantae; Protista; sandstone; sedimentary rocks; sedimentary structures; tracks; United States; Upper Pennsylvanian; Vertebrata ER - TY - JOUR T1 - Rapid reactivation of a large composite earth slide-earth flow AN - 52080286; 2002-057349 AB - A dormant earth flow crossed by Forest Highway 78 in Montrose County, Colorado, reactivated as an earth slide-earth flow in June 1997. The earth slide-earth flow moved at rates of up to a few meters per day and accumulated more than 150 meters of displacement during the summer of 1997, causing considerable damage to the highway and temporary road closures. An irrigation ditch crossing the earth slide-earth flow was also damaged and required reconstruction several times during the summer. Movement slowed rapidly and has essentially stopped. This paper presents the investigation into the cause of the reactivation, the rapid cessation of movement, and the probability of a similar period of activity occurring in the future. The investigation includes study of subsurface conditions, sliding history in the area, climate, and manmade impacts to the slide, such as the road and irrigation ditch. JF - Geotechnical Special Publication AU - Anderson, Scott A AU - Holder, T Samuel AU - Dodd, Gene A2 - Griffiths, D. V. A2 - Fenton, Gordon A. A2 - Martin, Timothy R. Y1 - 2000 PY - 2000 DA - 2000 SP - 1 EP - 17 PB - American Society of Civil Engineers, New York, NY VL - 101 SN - 0895-0563, 0895-0563 KW - United States KW - shear strength KW - earthflows KW - drainage KW - Montrose County Colorado KW - analysis KW - reactivation KW - landslides KW - mass movements KW - Forest Highway 78 KW - Cimarron Valley KW - Wells Basin landslide KW - risk assessment KW - Colorado KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52080286?accountid=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=Rapid+reactivation+of+a+large+composite+earth+slide-earth+flow&rft.au=Anderson%2C+Scott+A%3BHolder%2C+T+Samuel%3BDodd%2C+Gene&rft.aulast=Anderson&rft.aufirst=Scott&rft.date=2000-01-01&rft.volume=101&rft.issue=&rft.spage=1&rft.isbn=0784405123&rft.btitle=&rft.title=Geotechnical+Special+Publication&rft.issn=08950563&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geo-Denver 2000 N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - Number of references - 13 N1 - PubXState - NY N1 - Document feature - illus. incl. 1 table, sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - analysis; Cimarron Valley; Colorado; drainage; earthflows; Forest Highway 78; landslides; mass movements; Montrose County Colorado; reactivation; risk assessment; shear strength; United States; Wells Basin landslide ER - TY - JOUR T1 - Update on engineering geology in the Pittsburgh area AN - 52077065; 2002-060916 JF - Guidebook for the Annual Field Conference of Pennsylvania Geologists AU - Hamel, James V AU - Adams, William R, Jr A2 - Harper, John A. Y1 - 2000 PY - 2000 DA - 2000 SP - 15 EP - 27 PB - [Field Conference of Pennsylvania Geologists], [Harrisburg, PA] VL - 65 SN - 0375-5630, 0375-5630 KW - United States KW - mining KW - mines KW - geologic hazards KW - coal mines KW - prediction KW - preventive measures KW - environmental effects KW - landslides KW - Allegheny County Pennsylvania KW - sedimentary rocks KW - geographic information systems KW - mining geology KW - coal KW - mass movements KW - floods KW - risk assessment KW - information systems KW - Pennsylvania KW - slope stability KW - construction KW - Pittsburgh Pennsylvania KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52077065?accountid=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=Guidebook+for+the+Annual+Field+Conference+of+Pennsylvania+Geologists&rft.atitle=Update+on+engineering+geology+in+the+Pittsburgh+area&rft.au=Hamel%2C+James+V%3BAdams%2C+William+R%2C+Jr&rft.aulast=Hamel&rft.aufirst=James&rft.date=2000-01-01&rft.volume=65&rft.issue=&rft.spage=15&rft.isbn=&rft.btitle=&rft.title=Guidebook+for+the+Annual+Field+Conference+of+Pennsylvania+Geologists&rft.issn=03755630&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 65th annual field conference of Pennsylvania geologists N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2002-01-01 N1 - PubXState - PA] N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - APGGBK N1 - SubjectsTermNotLitGenreText - Allegheny County Pennsylvania; coal; coal mines; construction; environmental effects; floods; geographic information systems; geologic hazards; information systems; landslides; mass movements; mines; mining; mining geology; Pennsylvania; Pittsburgh Pennsylvania; prediction; preventive measures; risk assessment; sedimentary rocks; slope stability; United States ER - TY - JOUR T1 - The lay and way of the land on Black Mesa; geomorphology, geology, and ethnography of the indigenous peoples; Navajo and Hopi; two cultures at Hard Rock AN - 51958417; 2003-052115 AB - This session will examine the shape and form of the land on Black Mesa, and will present an overview of the historical geology of this region of the Colorado Plateau, along with a study of the origins and present day lives of the two American Indian indigenous cultures which have made this area of northern Arizona their home for centuries. Black Mesa is the westernmost major geologic structural basin of the Colorado Plateau, and is characterized by several unique topographical & geological features; unique inhabitants, and a set of present day circumstances which make the area of critical importance within the educational and professional communities. The session will seek to facilitate an understanding of the unique geologic forces which have shaped this area and resulted in one of the most concentrated deposits of high-grade coal in the North American continent. Two indigenous cultures, the Navajo and the Hopi, have lived here for centuries, their daily lives and spiritual essence being defined by the land itself. The small community of Hard Rock, AZ sits in a strategic location upon the vast expanses of Black Mesa. Designated as one of the 110 local Chapters of the Navajo Nation, the community has a rich history of two distinct American Indian cultures living in harmony, side by side, for centuries. The name itself comes from the Navajo term for the predominant rock exposure, the Cretaceous Sandstone of the Mesa Verde group. This session will provide resources and tools for the participants to explore the physical and cultural history of Black Mesa, the land and it's ancestral, aboriginal inhabitants, and to analyze the forces at work which will determine both the fate of their respective cultural identities and the very land upon which they live. This session will be of particular interest to professional geologists, environmental scientists, cultural anthropologists, sociologists, planners, and any concerned citizens who care deeply about this nation's energy policy, past, present, & future, and the effect this policy has had, & will have, on the land, the Navajo, the Hopi, and the lives of all citizens of planet Earth. JF - Abstracts with Programs - Geological Society of America AU - Taylor, Samuel Glen AU - Anonymous Y1 - 2000 PY - 2000 DA - 2000 SP - 269 PB - Geological Society of America (GSA), Boulder, CO VL - 32 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Hopi Indian Reservation KW - Colorado Plateau KW - Cretaceous KW - Navajo Indian Reservation KW - Mesaverde Group KW - northern Arizona KW - Upper Cretaceous KW - Mesozoic KW - Hard Rock Arizona KW - topography KW - Black Mesa KW - Arizona KW - geomorphology KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51958417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+lay+and+way+of+the+land+on+Black+Mesa%3B+geomorphology%2C+geology%2C+and+ethnography+of+the+indigenous+peoples%3B+Navajo+and+Hopi%3B+two+cultures+at+Hard+Rock&rft.au=Taylor%2C+Samuel+Glen%3BAnonymous&rft.aulast=Taylor&rft.aufirst=Samuel&rft.date=2000-01-01&rft.volume=32&rft.issue=7&rft.spage=269&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, 2000 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2003-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Arizona; Black Mesa; Colorado Plateau; Cretaceous; geomorphology; Hard Rock Arizona; Hopi Indian Reservation; Mesaverde Group; Mesozoic; Navajo Indian Reservation; northern Arizona; topography; United States; Upper Cretaceous ER - TY - JOUR T1 - Modes of slope instability within anticlines controlled by fracture AN - 51887798; 2004-014940 AB - Folding strata into an anticline creates shear stresses parallel to bedding within the fold crest and proximal limbs and tensional stresses due to flexure that are radial to the crest. These stresses commonly produce two predominant joint sets, S1 coincident with bedding (S0) and S2 perpendicular to bedding. For slopes that strike parallel to the fold axis, these two joint sets can produce three structurally-controlled modes of slope failure. Dip slope failures along bedding and joint set S1 are common and can be very large. Where bedding dips favorably into the slope, failures along joint set S2 and across bedding can also occur. Lastly, flat or shallowly dipping (even favorably so) S0/S1 joints and intersecting S2 joints define blocks that can be mobilized by high groundwater pressures. JF - Abstracts with Programs - Geological Society of America AU - Badger, Thomas C AU - Anonymous Y1 - 2000 PY - 2000 DA - 2000 SP - 475 PB - Geological Society of America (GSA), Boulder, CO VL - 32 IS - 7 SN - 0016-7592, 0016-7592 KW - failures KW - pressure KW - shear stress KW - flexure KW - stress KW - structural controls KW - ground water KW - bedding KW - fractures KW - controls KW - strike KW - planar bedding structures KW - dip KW - folds KW - slope stability KW - sedimentary structures KW - anticlines KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51887798?accountid=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=Modes+of+slope+instability+within+anticlines+controlled+by+fracture&rft.au=Badger%2C+Thomas+C%3BAnonymous&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2000-01-01&rft.volume=32&rft.issue=7&rft.spage=475&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, 2000 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2004-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - anticlines; bedding; controls; dip; failures; flexure; folds; fractures; ground water; planar bedding structures; pressure; sedimentary structures; shear stress; slope stability; stress; strike; structural controls ER - TY - JOUR T1 - Roadway embankment stabilization using a superlight weight fill AN - 50314754; 2001-074846 AB - This paper discusses NYSDOT's first use of superlight weight expanded polystyrene (EPS) blocks as a soil substitute to treat an unstable roadway embankment with limited right of way. A brief history of the unstable embankment, remedial measures taken to alleviate the slope movement as well as the rational of selecting a superlight weight fill as opposed to other treatment alternatives will be discussed. Furthermore, design considerations, construction and installation procedures, material properties and performance monitoring will also be presented. Field monitoring data have confirmed that the superlight weight fill performs very well in reducing roadway embankment movement, as no significant movements have been recorded since treatment completion. JF - Developments in Arid Regions Research Series AU - Mathioudakis, M AU - Jutkofsky, W A2 - Mohamed, A. M. O. A2 - Al Hosani, K. I. Y1 - 2000 PY - 2000 DA - 2000 SP - 155 EP - 163 PB - A.A.Balkema, Rotterdam VL - 1 KW - United States KW - stabilization KW - North America KW - embankments KW - drainage KW - stability KW - reinforced materials KW - Appalachians KW - New York KW - Hunter New York KW - movement KW - Greene County New York KW - polystyrene KW - Catskill Mountains KW - slope stability KW - construction KW - roads KW - filling materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50314754?accountid=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=Developments+in+Arid+Regions+Research+Series&rft.atitle=Roadway+embankment+stabilization+using+a+superlight+weight+fill&rft.au=Mathioudakis%2C+M%3BJutkofsky%2C+W&rft.aulast=Mathioudakis&rft.aufirst=M&rft.date=2000-01-01&rft.volume=1&rft.issue=&rft.spage=155&rft.isbn=&rft.btitle=&rft.title=Developments+in+Arid+Regions+Research+Series&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - First international conference on Geotechnical, geoenvironmental engineering and management in arid lands N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 9 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - #05884 N1 - SubjectsTermNotLitGenreText - Appalachians; Catskill Mountains; construction; drainage; embankments; filling materials; Greene County New York; Hunter New York; movement; New York; North America; polystyrene; reinforced materials; roads; slope stability; stability; stabilization; United States ER - TY - JOUR T1 - Ground penetrating radar survey of Interstate 70 across Missouri AN - 50312335; 2000-046830 AB - This study summarizes a ground penetrating radar survey along Interstate 70 across the state of Missouri. Goals of this survey were threefold: 1) determine asphalt and concrete layer thickness every tenth mile; 2) update history information related to types of pavements that make up I70 across Missouri; and 3) note regions where the radar signal appears anomalous. Goals (1) and (2) are related and were the primary goals. Goal (3) required visually interpreting the full data set and was done as a guide for further investigation. The result is an extensive data set allowing the user to visualize the east and westbound pavement profiles in comparison to design history information, view a table of surface types and anomalous regions associated with those profiles, and cross-reference this information with the radar-interpreted layer data at 0.1 mile marks in spreadsheet form. JF - Proceedings of SAGEEP AU - Cardimona, Steve AU - Willeford, Brent AU - Webb, Doyle AU - Lippincott, Todd AU - Wenzlick, John AU - Anderson, Neil A2 - Powers, Michael H. A2 - Ibrahim, Abou-Bakr A2 - Cramer, Lynn Y1 - 2000 PY - 2000 DA - 2000 SP - 577 EP - 585 PB - Environmental and Engineering Geophysical Society, Wheat Ridge, CO VL - 2000 KW - United States KW - asphalt KW - geophysical surveys KW - site exploration KW - Missouri KW - ground-penetrating radar KW - geophysical methods KW - radar methods KW - calibration KW - anomalies KW - concrete KW - bitumens KW - electromagnetic methods KW - surveys KW - roads KW - construction materials KW - field studies KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50312335?accountid=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+SAGEEP&rft.atitle=Ground+penetrating+radar+survey+of+Interstate+70+across+Missouri&rft.au=Cardimona%2C+Steve%3BWilleford%2C+Brent%3BWebb%2C+Doyle%3BLippincott%2C+Todd%3BWenzlick%2C+John%3BAnderson%2C+Neil&rft.aulast=Cardimona&rft.aufirst=Steve&rft.date=2000-01-01&rft.volume=2000&rft.issue=&rft.spage=577&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+SAGEEP&rft.issn=1554-8015&rft_id=info:doi/ L2 - http://scitation.aip.org/sageep/ LA - English DB - GeoRef N1 - Conference title - Symposium on the Application of geophysics to engineering and environmental problems N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2000-01-01 N1 - Number of references - 2 N1 - PubXState - CO N1 - Document feature - sects. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - anomalies; asphalt; bitumens; calibration; concrete; construction materials; electromagnetic methods; field studies; geophysical methods; geophysical surveys; ground-penetrating radar; Missouri; radar methods; roads; site exploration; surveys; United States ER - TY - JOUR T1 - Geophysical site characterization in support of highway expansion project AN - 50309410; 2000-046831 AB - We performed an integrated survey using ground penetrating radar (GPR), shallow high-resolution reflection seismic and dipole-dipole electrical resistivity methods in order to characterize a site slated for roadway development. The intent of this project was to investigate the subsurface and determine the structure of the dolomite bedrock along a proposed expansion area for Highway 63, near Cabool, Missouri. We acquired a total of 68 GPR profiles to cover the area of highest interest, including a sinkhole visible at the time of the survey. Five high-resolution seismic reflection profiles and four multi-channel resistivity lines were positioned along key GPR survey lines. The soil to weathered bedrock interface appears as high amplitude disturbed reflections and diffractions on the GPR profiles. The seismic images contain anomalous sections of bedrock represented by diffractions and missing or offset reflections. Pseudo-section resistivity data indicates highly resistive regions within the subsurface that correlate with areas of concern on both the seismic and GPR data. We ranked areas based on whether one, two, or all three of the methods indicated anomalies. The correlation of anomalous areas across data from all three geophysical methods provides the spatial information necessary for further geotechnical investigation prior to construction. JF - Proceedings of SAGEEP AU - Lippincott, Todd AU - Cardimona, Steve AU - Anderson, Neil AU - Hickman, Shane AU - Newton, Tim A2 - Powers, Michael H. A2 - Ibrahim, Abou-Bakr A2 - Cramer, Lynn Y1 - 2000 PY - 2000 DA - 2000 SP - 587 EP - 596 PB - Environmental and Engineering Geophysical Society, Wheat Ridge, CO VL - 2000 KW - United States KW - reflection KW - geophysical surveys KW - site exploration KW - Missouri KW - ground-penetrating radar KW - characterization KW - dolostone KW - sedimentary rocks KW - Cabool Missouri KW - ground truth KW - bedrock KW - high-resolution methods KW - seismic profiles KW - radar methods KW - correlation KW - anomalies KW - resistivity KW - Texas County Missouri KW - sinkholes KW - surveys KW - geophysical profiles KW - carbonate rocks KW - solution features KW - roads KW - instruments KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50309410?accountid=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+SAGEEP&rft.atitle=Geophysical+site+characterization+in+support+of+highway+expansion+project&rft.au=Lippincott%2C+Todd%3BCardimona%2C+Steve%3BAnderson%2C+Neil%3BHickman%2C+Shane%3BNewton%2C+Tim&rft.aulast=Lippincott&rft.aufirst=Todd&rft.date=2000-01-01&rft.volume=2000&rft.issue=&rft.spage=587&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+SAGEEP&rft.issn=1554-8015&rft_id=info:doi/ L2 - http://scitation.aip.org/sageep/ LA - English DB - GeoRef N1 - Conference title - Symposium on the Application of geophysics to engineering and environmental problems N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2000-01-01 N1 - Number of references - 8 N1 - PubXState - CO N1 - Document feature - illus. incl. sects. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - anomalies; bedrock; Cabool Missouri; carbonate rocks; characterization; correlation; dolostone; geophysical profiles; geophysical surveys; ground truth; ground-penetrating radar; high-resolution methods; instruments; Missouri; radar methods; reflection; resistivity; roads; sedimentary rocks; seismic profiles; sinkholes; site exploration; solution features; surveys; Texas County Missouri; United States ER - TY - JOUR T1 - The Immediate Effects of Glare and Electrochromic Glare-Reducing Mirrors in Simulated Truck Driving AN - 17734361; 4798573 AB - In this experiment 12 experienced truck drivers drove a fixed-base driving simulator for three 8-h sessions under simulated nighttime driving conditions. Sessions included (a) no glare, (b) intermittent glare presented in the exterior rearview mirrors to simulate following vehicles, and (c) intermittent glare with electrochromic glare reduction. The driving task combined vehicle control on straight and curved road segments with detection of pedestrians appearing alongside the road and targets appearing in the rearview mirrors. The presence of glare slowed detection of pedestrians and, to a lesser extent, slowed the detection of targets appearing in mirrors. Glare was also associated with increased lane position variability, reduced speed on curves, and, most consistently, increased steering variability. We found only meager evidence that electrochromic glare reduction improved target detection performance and no evidence that glare reduction improved vehicle control, despite the fact that participants consistently voiced positive preferences for glare reduction. The results will aid decision making that requires incorporation of the benefits of electrochromic glare-reducing mirrors. JF - Human Factors AU - Ranney, T A AU - Simmons, LA AU - Masalonis, A J AD - Transportation Research Center Inc., VRTC/USDOT, 10820 SR 347, East Liberty, OH 43319-0337, USA, tom.ranney@nhtsa.dot.gov Y1 - 2000 PY - 2000 DA - 2000 SP - 337 EP - 347 VL - 42 IS - 2 SN - 0018-7208, 0018-7208 KW - driving ability KW - glare reducing mirrors KW - traffic safety KW - Health & Safety Science Abstracts KW - Motor vehicles KW - Simulation KW - Trucks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17734361?accountid=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=Human+Factors&rft.atitle=The+Immediate+Effects+of+Glare+and+Electrochromic+Glare-Reducing+Mirrors+in+Simulated+Truck+Driving&rft.au=Ranney%2C+T+A%3BSimmons%2C+LA%3BMasalonis%2C+A+J&rft.aulast=Ranney&rft.aufirst=T&rft.date=2000-01-01&rft.volume=42&rft.issue=2&rft.spage=337&rft.isbn=&rft.btitle=&rft.title=Human+Factors&rft.issn=00187208&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Simulation; Motor vehicles; Trucks ER - TY - RPRT T1 - DISPOSAL OF PORTIONS OF THE FORMER HOMESTEAD AIR FORCE BASE, DADE COUNTY, FLORIDA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1994). AN - 16352015; 7751 AB - PURPOSE: The disposal and reuse of the remaining surplus property at Homestead Air Force Base (AFB), located in southern Florida, is proposed. The 2,938-acre base is located within five miles of the cities of Homestead and Florida City, and 20 miles south of Miami; the AFB was significantly damaged by Hurricane Andrew in August 1992. As a result of recommendations made by the 1993 Defense Base Closure and Realignment Commission, Homestead AFB was scheduled to be realigned on March 31, 1994. A final EIS of February 1994 addressed the disposal of approximately 2,055 acres of the base, including all or parts of the airfield, aviation support, industrial, commercial, residential, and recreation areas. An additional 868 acres, roughly 30 percent of the total base area, was retained by the United States government and used in military/government cantonments. The government units that continue to use the facility include the Air Force Reserves 482nd Fighter Wing and 301st Rescue Squadron, the Florida Air National Guard, and the U.S. Customs Service. 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. Five alternatives, including the No Action Alternative, are considered in this draft supplement to the final EIS. The proposed action would include the transfer of the remaining surplus property at Homestead AFB, approximately 1,632 acres including the airfield, to Miami-Dade County for the development of a one-runway commercial airport, designated the Homestead Regional Airport. The airport would function primarily for scheduled air passenger services, with some unscheduled passenger charters, air freight, air cargo, and general aviation flights also accommodated. The runway at Homestead would accommodate all types of aircraft in the civil fleet and remain active in the future in any case to serve military and US Customs Service aircraft. Given the modest numbers of military/government aircraft, Miami-Dade County's proposal would match the circumstances of an under-utilized runway with a future need for additional commercial runway capacity. The surplus property proposed for transfer would include the airfield and its runway, covering approximately 915 acres, and approximately 327 acres expected to be used for aviation support activities. The initial development would include approximately 350,000 square feet (sf) of new facilities and 180,000 sf of reused facilities. Further expansion of passenger terminals and cargo and maintenance hangars could result in approximately 1.4 million square feet of new facilities by 2015 and a total facility area of 2.4 million square feet by full buildout. The development would also include roadway and access improvements and the construction of parking areas for employees, passengers, and customers. About 339 acres would be developed for airport-related and other industrial and commercial businesses. Commercial development, principally between 2005 and 2015, would result in about 1.6 million sf of facilities. Industrial development would likely be similar. This land could accommodate about 3.8 million sf of new commercial and industrial at full buildout. A 24-acre vacant area between the existing Job Corps and Homeless Trust Center would be used for educational, local government, or other institutional use. The 28 acres of open space around Mystic Lake would remain as such. The lake would retain stormwater and could be developed for informal public recreation. 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 development opportunities and cost savings for the local community. The redevelopment activities would generate employment. The redevelopment project would provide increased income and earnings and generally improve related economic indicators. NEGATIVE IMPACTS: The redevelopment activities would increase congestion on area roads, increasing daily vehicular trips significantly. Hazardous materials handling and waste generation would increase, largely as a result of asbestos removal from buildings and greater reliance on pesticides. A significant area would be exposed to noise levels in excess of 65 decibels; Biscayne and Everglades national parks would experience increased aircraft noise. Carbon monoxide and volatile organic compound emissions would increase, but these increases would not affect the area's attainment of the ozone standard. Polycyclic aromatic hydrocarbon emission would also increase. LEGAL MANDATES: Coastal Zone Management Act of 1972, as amended (43 U.S.C. 1241) and Defense Base Closure and Realignment Act of 1990 (P.L. 101-510). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 93-0392D, Volume 17, Number 6, and 94-0009F, Volume, 18, Number 1, respectively. JF - EPA number: 990500, Summary--88 pages, Volume I--689 pages, Volume II--641 pages, December 30, 1999 PY - 1999 KW - Defense Programs KW - Aircraft Noise KW - Airports KW - Air Quality KW - Biologic Assessments KW - Buildings KW - Employment KW - Hazardous Wastes KW - Housing KW - Industrial Parks KW - Land Use KW - Lakes KW - Military Facilities (Air Force) KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Parks KW - Pesticides KW - Prisons KW - Recreation Facilities KW - Socioeconomic Assessments KW - Soils Surveys KW - Terminal Facilities KW - Traffic Analyses KW - Volatile Organic Compounds KW - Biscayne National Park KW - Everglades National Park KW - Florida KW - Homestead Air Force Base, Florida KW - Coastal Zone Management Act of 1972, as amended, Compliance KW - Defense Base Closure and Realignment Act of 1990, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+OF+PORTIONS+OF+THE+FORMER+HOMESTEAD+AIR+FORCE+BASE%2C+DADE+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1994%29.&rft.title=DISPOSAL+OF+PORTIONS+OF+THE+FORMER+HOMESTEAD+AIR+FORCE+BASE%2C+DADE+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1994%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Planning Division, Arlington, Virginia; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 30, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 71, BELLA VISTA TO PINEVILLE, BENTON COUNTY, ARKANSAS, AND MCDONALD COUNTY, MISSOURI. AN - 36407680; 7750 AB - PURPOSE: The upgrading to interstate standards of 16.4 miles of US Route 71 (US 71), from the McKisc Creek interchange south of Bella Vista in northwestern Arkansas to Missouri Route H southwest of Pineville in southwestern Missouri, is proposed. Within the project area, the US 71 roadway consists of a rural two-lane highway with stabilized shoulders and partially-limited access control. The freeway section around Bentonville consists of a four-lane roadway with a grassy, depressed median. At the Missouri state line, the highway transitions to a four-lane divided highway. In 1991, Congress identified the existing US 71 corridor extending from Kansas City, Missouri, to Shreveport, Louisiana, as a high-priority corridor. In response, Arkansas and Missouri have undertaken projects to upgrade portions of US 71. Four alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (the Far West Alternative) would involve the construction of the roadway on a new alignment in predominantly rural areas three to five miles west of the existing highway, thereby eliminating the safety hazard of mixing the local, elderly traffic with the higher-speed through traffic. The estimated construction cost of the project is $174.5 million. POSITIVE IMPACTS: The project would relieve traffic congestion along the existing US 71, improve traffic safety by upgrading current design deficiencies and separating through and local traffic, and enhance economic development in the project area. NEGATIVE IMPACTS: The rights-of-way requirements under the preferred alternative would displace 15 residences, four mobile homes, and two businesses. The project would also displace approximately 52.8 acres (21.4 hectares) of prime farmland and approximately 137.5 acres (55.7 hectares) of statewide important farmland, as well as approximately 1,001.8 acres (405.6 hectares) of forest, woodlot, and pasture. Some of the 27 architectural sites in the project area would be adversely affected. The highway would cross 12 streams, eight by bridge and four by culvert, and encroach on approximately 38.8 acres (15.7 hectares) of floodplain. Noise levels would increase substantially for 58 receptors. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0122D, Volume 22, Number 2. JF - EPA number: 990499, 501 pages and maps, December 29, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-98-01-F KW - Cost Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Traffic Analyses KW - Transportation KW - Arkansas KW - Missouri KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36407680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+71%2C+BELLA+VISTA+TO+PINEVILLE%2C+BENTON+COUNTY%2C+ARKANSAS%2C+AND+MCDONALD+COUNTY%2C+MISSOURI.&rft.title=US+ROUTE+71%2C+BELLA+VISTA+TO+PINEVILLE%2C+BENTON+COUNTY%2C+ARKANSAS%2C+AND+MCDONALD+COUNTY%2C+MISSOURI.&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: December 29, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EXPANSION OF FLYING CLOUD AIRPORT, EDEN PRAIRIE, HENNEPIN COUNTY, MINNESOTA. AN - 16342296; 7747 AB - PURPOSE: The extension of the main runway and of a parallel runway, the expansion of the building area, and associated land acquisition and other developments at Flying Cloud Airport (FCA), located in Eden Prairie in southeastern Minnesota, are proposed. The airport is classified as a general aviation minor airport in the Metropolitan Airport System (MAS), which included Minneapolis-St. Paul International Airport, St. Paul Downtown Airport, six minor airports, and three special purpose airports. FCA was one of the first airports in the region and has had a more sophisticated mix of aircraft types than many of the other general aviation airports. The project would implement the airport development plan that best satisfies the year 2010 aviation needs of FCA and the MAS, as stated in the Aviation Chapter of the Metropolitan Development Guide of the Metropolitan Council. Major issues identified during scoping include that associated with the natural environment, economic conditions, land use compatibility, aircraft noise, social impacts, historic resources, a wildlife refuge near the airport, and bird-aircraft collisions, including collisions with bald eagles. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the main runway (9R/27L) would be extended from 3,900 feet to 5,000 feet and the parallel runway (9L/27L) from 3,600 feet to 3,900 feet, while shifted 120 feet to the west. The proposed action would include the acquisition of approximately 76.1 acres of land and 24 acres of aviation easements for approach protection. Also included would be a new airport access road from County Road 4 connecting with the new south building area. The Metropolitan Airport Commission's (MAC's) preferred alternative (Alternative E) would be the same as the proposed action but with changes to the MAC's Ordinance 51. The ordinance would be revised to allow the use of the airport by Stage III jet aircraft of 22,500 pounds or less basic empty weight, allowing maximum utilization of the extended main runway by general aviation aircraft; basic empty weight is essentially the weight of the aircraft without fuel, crew, and passengers. Other jet aircraft would continue to be restricted to 20,000 pounds or less maximum takeoff weight. The estimated cost of the project is $26.9 million in 1999 dollars. The estimated cumulative development cost is $49.7 million. The estimated benefit-cost ratio is 1.59. POSITIVE IMPACTS: The plan would satisfy aviation requirements of the airport through the year 2010. Sufficient land would be acquired to protect aviation operations from incompatible development, and sufficient hangar space would be provided to accommodate existing and future demand. The lengthening of the main runway would induce appropriate general aviation aircraft operators to use the airport rather than Minneapolis-St. Paul International Airport and meet the requirements of insurers. NEGATIVE IMPACTS: A 5,000-foot main runway would be less than necessary for full utilization under all conditions by all of the light- to medium-sized business jets. The expansion of airport activities would result in 3,600 more flights by the year 2010 over areas where birds congregate at elevations of less than 2,000 feet above ground. The plan would render an additional 29.6 acres of existing residential land and 81.5 acres of planned residential land incompatible with airport uses due to aircraft noise levels. A total of 39 dwellings, housing 110 residents, would be adversely affected by excessive noise levels. Four households would be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47101 et seq.), Federal Aviation Act of 1958, as amended (49 U.S.C. 40101 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990496, 221 pages and maps, December 28, 1999 PY - 1999 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Birds KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Land Acquisitions KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Wildlife Surveys KW - Flying Cloud Airport, Minnesota KW - Minnesota KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Federal Aviation Act of 1958, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16342296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXPANSION+OF+FLYING+CLOUD+AIRPORT%2C+EDEN+PRAIRIE%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.title=EXPANSION+OF+FLYING+CLOUD+AIRPORT%2C+EDEN+PRAIRIE%2C+HENNEPIN+COUNTY%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: December 28, 1999 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 WASHINGTON, DISTRICT OF COLUMBIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1997). AN - 16340808; 7748 AB - PURPOSE: The improvement of the Woodrow Wilson bridge crossing the Potomac River, a project that would affect the District of Columbia, Virginia, and Maryland, is proposed. The Interstate Highway 95 (I-95) corridor, in addition to being the major north-south corridor from Florida to Maine in the Washington, District of Columbia, area, serves as the eastern half of the Capital Beltway (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 Maryland Route 210 (MD 210), also called Indian Head Highway, in Maryland. The first draft supplement (issued in January 1996) to the draft EIS of August 1991 considered a revised set of six build alternatives, developed by a multi-jurisdictional coordination committee formed after the issuance of the draft EIS. Alternative 2 would replace the existing bridge with a tunnel for both eastbound and westbound traffic. The tunnel would be 7,500 feet long and contain four tubes. Alternative 3A would replace the existing bridge with a drawbridge built 30 feet south of the existing bridge and a tunnel built 60 feet south of the new bridge. Alternative 4A would replace the existing bridge with two parallel drawbridges, each 6,075 feet long. Alternative 4B would involve the construction of a double-deck swingspan bridge, to be built 200 feet south of the existing bridge; both the upper and lower decks of this new bridge would swing open to allow the passage of marine vessels. Alternative 5 would replace the existing bridge with a high-level bridge 12,040 feet long without a movable span. A second draft supplement to the draft EIS considered modified versions of Alternative 3A and Alternative 4A. Both revisions would involve changing the new bridge from a moveable-span structure with a 71-foot clearance over the navigational channel to a fixed bridge with a 135-foot clearance. This draft supplement to the final EIS of September 1997 addresses design changes associated with the bridge and the four adjacent interchanges in the selected alternative (final EIS Alternative 4A) based on litigation initiated by the City of Alexandria, Virginia. The Current Design Alternative 4A would require project extensions to the west, along the westbound lanes to the Beltway, and to the south, along Telegraph Road. A direct connection loop ramp from northbound US Route 1 (US 1) to the westbound Beltway would replace left turn access to the previously designed ramp. This revised configuration would carry the ramp further to the east than previously anticipated. The northern limit of work on I-295 would be extended further north to include the widening of I-295 and meet the ramp reconstruction at the I-295/Laboratory Road interchange. South of the Beltway, modifications to the I-295 interchange are also included. The MD 210 interchange would require design requirements, such as lane tapers and mainline roadway transitions to meet the existing Beltway. POSITIVE IMPACTS: The 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. The selected alternative would provide the highest level of traffic handling capacity at the lowest cost. NEGATIVE IMPACTS: The rights-of-way requirements would result in the acquisition of 52.9 acres of land. The selection of the existing bridge alignment in combination with a new bridge or the tunnel alternatives would result in the displacement of 336 residences and 23 businesses. All build alternatives would result in the taking of parkland on four public parks. Wetlands and floodplains associated with the Potomac River would be adversely affected under all of the alternatives. Two threatened and endangered species could be aversely affected. Numerous sensitive receptors would be subject to noise levels in excess of federal standards, including 636 dwelling units. The preferred alternative would adversely affect three properties listed on the National Register of Historic Places and three archeological sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final EIS, see 97-0364F, Volume 21, Number 5. For the abstract of the second draft supplement to the draft EIS, see 96-0367D, Volume 20, Number 4. For the abstract of the first draft supplement to the draft EIS, see 96-0059, Volume 20, Number 1. For the abstract of the draft EIS, see 91-0331D, Volume 15, Number 5. JF - EPA number: 990497, 477 pages and maps, December 28, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-MD-VA-DC-EIS-91-01-DS-3 KW - Archaeological Sites KW - Bridges KW - Floodplains KW - Hazardous Wastes KW - Health Hazards KW - Highway Structures KW - Highways KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - District of Columbia KW - Maryland KW - Potomac River 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/16340808?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-28&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+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1997%29.&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+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 28, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF NAVAL AIR STATION AGANA (TIYAN), AGANA, GUAM. AN - 36406459; 7742 AB - PURPOSE: The disposal and reuse of Naval Air Station (NAS) Agana, located in Guam, is proposed. NAS Agana, now known as Tiyan, covers 2,031.6 acres. The property to be disposed includes 1,725 acres owned in fee and 208 acres of easements. Excluded from consideration are approximately 92 acres of officer housing at the former air station, which will be the subject of a separate transfer, and two parcels being transferred to other federal agencies. Five alternatives, including a No Action Alternative (Alternative 5), which would assume the retention of ownership of the property by the Navy in a caretaker capacity with continued civil airport operations under the existing joint use agreement, are considered in this final EIS. Each of the reuse alternatives would involve the expansion of Guam International Airport, community reuse areas, and roadway improvements. The Navy's preferred alternative (Alternative 1: Airport/Business/Industry), which is also the alternative adopted by the local authority (Komitea Para Tiyan) would incorporate an expanded airport and new commercial and industrial land uses intended to maximize economic development and employment. It would include a high level of regional roadway improvement designed to facilitate traffic circulation within Tiyan and throughout the region. Land north of the airfield would provide space for office or educational facilities related to the airport. A park with bikeways, walkways, and picnic areas would provide general recreation along the bluff. A parkway facility would provide access to the area. South of the airport and along the proposed parkway, the reuse plan would reflect airport-related commerce (e.g., package express or airframe/power plant school, and an industrial park for light industry, warehouses, and freight forwarders). South of the parkway, commercial development would maximize job development while providing retail shopping and services for residents of the community of Barrigada. The preferred reuse plan would incorporate a shopping area oriented to pedestrian use with parking, and would involve reuse of existing sports facilities for community recreation purposes and an Olympics Training Center. A two-acre parcel would be reserved for homeless assistance uses; this parcel currently contains a chapel, religious center, and parking lot. The estimated construction costs are $713 million to $843 million. POSITIVE IMPACTS: The reuse of the NAS property under the preferred alternative would boost employment rolls and otherwise contribute to the economy of Guam. NEGATIVE IMPACTS: The development would increase impermeable surface and surface runoff, though no cumulative impacts would be expected. The reuse actions could place significant stress on Guam's existing infrastructure, particularly transport infrastructure and infrastructure associated with the delivery of electric power and potable water and wastewater treatment and solid waste disposal. In- migration could cause significant social impacts. The increase in demand for police and fire protection would require a 20 to 30 percent increase in budget. Increases in vehicular traffic in the area could result in exceedances of federal standards for carbon monoxide. Aircraft operations could cause exceedance of federal standards for nitrogen dioxide and noise levels by the year 2015. Should the economic development of Guam stagnate, the addition of commercial and industrial space at Tiyan would increase the excess capacity in the commercial rental market. The construction of the parkway would require the displacement of businesses and homes. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510), National Defense Authorization Act for Fiscal Year 1994 (P.L. 103-160), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0111D, Volume 23, Number 2. JF - EPA number: 990491, 515 pages and maps, December 22, 1999 PY - 1999 KW - Defense Programs KW - Aircraft Noise KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Airports KW - Buildings KW - Commercial Zones KW - Easements KW - Employment KW - Highways KW - Impact Assessment Methodology KW - Industrial Parks KW - Military Facilities (Navy) KW - Noise Assessments KW - Noise Standards Violations KW - Property Disposition KW - Relocations-Property Acquisitions KW - Guam KW - Guam International Airport, Guam KW - Naval Air Station Agana, Guam KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - National Defense Authorization Act, 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/36406459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+NAVAL+AIR+STATION+AGANA+%28TIYAN%29%2C+AGANA%2C+GUAM.&rft.title=DISPOSAL+AND+REUSE+OF+NAVAL+AIR+STATION+AGANA+%28TIYAN%29%2C+AGANA%2C+GUAM.&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 - Final. Preparation date: December 22, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ADDISON ROAD TO LARGO TOWN CENTER METRORAIL EXTENSION, PRINCE GEORGE'S COUNTY, MARYLAND. AN - 16340864; 7738 AB - PURPOSE: The construction of a 3.1-mile extension of the Blue Line route portion of the Metropolitan Washington Regional Metrorail System (Metrorail), located in south-central Maryland, is proposed. The Blue Line is one of seven branches of the Metrorail system serving Washington, District of Columbia, and surrounding areas. It presently terminates at the Addison Road Station. The proposed action would extend the rail line east to the Largo town center. The project area is one of the fastest growing areas in the metropolitan Washington area: a 64 percent increase in population is expected from 1995 to 2020, and a 126 percent increase in employment. Major roads carrying traffic through the project area are heavily congested, and parking at the Addison Road station is presently at capacity (1,268 spaces). Two alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Metrorail Extension to Largo Town Center Alternative, from the Addison Road station, the extension would follow a utility easement south of MD 214 before traveling under MD 214. The route would continue within new right-of-way, generally at-grade or in a covered box structure (except at Summerfield Station) to an aerial crossing of Interstate Highway 95 (I-95)/I-495. The line would remain elevated over Harry S. Truman Drive, turn northeast, and descend to an at-grade station on the overflow parking lot for the Capital Centre. The tailtracks (the track past the terminal station) then would extend 2,550 feet past the Largo Town Center Station and under Arena Drive. A station would also be built near the midpoint of the extension at Summerfield Boulevard. The Largo and Summerfield stations would provide 2,200 and 500 parking spaces, respectively. The total estimated capital costs of the proposed project are $399 million in 1999 dollars. The estimated annual operating and maintenance cost increases due to the extension of the Blue Line are $3.4 million in 1999 dollars. POSITIVE IMPACTS: The Metrorail extension would constitute a key component of the Metrorail system. It would greatly improve transit service for the local populations of southern Prince George's County and reduce congestion on major roadways, diverting 12,800 daily automobile trips and 92,200 daily vehicle miles. NEGATIVE IMPACTS: The acquisition of some private property, including five residences, two businesses, and one church, would be necessary. The Largo station would displace parking for the USAir Arena. Portions of two community parks would be adversely affected by planned construction activities. The alignment would encroach on a 100-year floodplain along a tributary to Southwest Branch. Train noise in excess of federal standards would occur at numerous sites along the proposed route. 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), 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 96-0491D, Volume 20, Number 5. JF - EPA number: 990487, Volume 1--481 pages, Volume 2--221 pages, December 17, 1999 PY - 1999 KW - Roads and Railroads KW - Floodplains 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 - Visual Resources KW - Wetlands KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, as amended, Parks KW - National Capital Transportation Act Amendments of 1990, Project Authorization 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/16340864?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ADDISON+ROAD+TO+LARGO+TOWN+CENTER+METRORAIL+EXTENSION%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.title=ADDISON+ROAD+TO+LARGO+TOWN+CENTER+METRORAIL+EXTENSION%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 Transit Administration, Philadelphia, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 17, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LANCASTER BYPASS (FAI-US22/US33-9.59/9.95); BERNE, GREENFIELD, HOCKING, AND PLEASANT TOWNSHIPS, FAIRFIELD COUNTY, OHIO. AN - 16340747; 7737 AB - PURPOSE: The construction of a four-lane, limited-access, divided freeway bypassing the existing portions of US Route 33 (US 33) through the city of Lancaster, located in south-central Ohio, is proposed. The construction of this bypass is considered necessary to relieve congestion and improve safety for local and regional travel. The existing US 33 through Lancaster does not operate in a manner consistent with its Macro-Corridor designation (a roadway of statewide significance) due to the large volumes of local traffic that are required to utilize it. The need for local traffic to utilize US 33 creates volumes as high as 50,000 vehicles per day. The facility, to be known as the Lancaster Bypass, is intended to route through traffic around the Lancaster bottleneck. This proposal is intended to be consistent with the mobility, access, and economic goals established for southeastern Ohio in Access Ohio, the state's long-range transportation plan. would traverse the townships of Berne, Greenfield, Hocking, and Pleasant and bypass Lancaster to the south. Alternatives under consideration in this draft EIS include improving the existing US 33 (the TSM Alternative), constructing a highway on a new alignment, and taking no action (the No-Build Alternative). The alternative on a new alignment has sub-alternatives providing for various mainline locations and interchange options. The preferred mainline alternative would comprise northern US 33 interchange Alternative A-8, southern US 33 interchange Alternative D-A, and mainline Alternative 4. POSITIVE IMPACTS: The project would maintain the ability of US 33 to carry through traffic within the study area. The project would reduce congestion on local streets and highways that intersect US 33 within Lancaster, serve as a contributing element to the access management efforts of Fairfield County, and assist local economic development. NEGATIVE IMPACTS: The rights-of-way requirements would displace 679 acres of land, including 414 acres of agricultural land, 198 acres of undeveloped land and associated wildlife habitat, and 67 acres of urban land. A total of 43 single-family residences, three farmsteads, one modern log cabin, and one privately-owned campground would also be displaced. Some 8.43 acres of wetland would be displaced. The facility would traverse six floodplains and require crossing of 24 streams. Preliminary surveys have indicated that as many as 18 hazardous waste sites could be encountered during construction. In addition, eight sites of national historic significance could be affected by the project. Potentially suitable habitat for the federally-protected Indiana bat could be adversely affected. A total of 103 receptors would experience noise levels approaching or exceeding federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990486, 398 pages and maps, December 17, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-99-02-D KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Wetlands 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/16340747?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LANCASTER+BYPASS+%28FAI-US22%2FUS33-9.59%2F9.95%29%3B+BERNE%2C+GREENFIELD%2C+HOCKING%2C+AND+PLEASANT+TOWNSHIPS%2C+FAIRFIELD+COUNTY%2C+OHIO.&rft.title=LANCASTER+BYPASS+%28FAI-US22%2FUS33-9.59%2F9.95%29%3B+BERNE%2C+GREENFIELD%2C+HOCKING%2C+AND+PLEASANT+TOWNSHIPS%2C+FAIRFIELD+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: December 17, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR MULTI-MODAL PROJECT, DENVER METROPOLITAN AREA; ARAPAHOE, DENVER, AND DOUGLAS COUNTIES, COLORADO. AN - 16350750; 7731 AB - PURPOSE: The improvement of two interstate highways and the addition of a light rail transit line, including 13 stations, located in the Southeast Corridor of the metropolitan Denver area in north-central Colorado, are proposed. The Southeast Corridor is the most heavily congested corridor, on a daily basis, in the state. The corridor follows Interstate Highway 25 (I-25), the only north-south freeway in the state, and I-225, which provides access to I-70, the region's major east-west freeway. The Southeast Corridor connects the two largest employment centers in the region, the Denver Central Business District and the Sough East Business District. Two alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative would involve improvements to I-25 and I-225 consisting of one additional lane in each direction on I-25 from Logan to I-225, two additional lanes in each direction on I-25 from I-225 to C-470/E-470 and one additional lane in each direction on I-225 from I-25 to Parker Road. The improvements would also include a collector/distributor roadway generally between Broadway and Emerson Street and between Evans Avenue and Colorado Boulevard, as well as the replacement of existing acceleration/deceleration lanes, the provision of new acceleration/deceleration lanes to fill in current gaps, and widened paved shoulders throughout the project where feasible. Eight interchanges would be reconstructed and 11 bridges replaced. Drainage upgrades would be implemented to improve the deteriorating and undersized drainage system. Transportation demand management and intelligent transportation system elements would be incorporated into the project design. The preferred alternative also includes 17.9 miles of double-tracked light rail transit (LRT), beginning at the existing Broadway Station and ending at Lincoln Avenue, on the west side of I-25. LRT would also be constructed within four miles of median along I-225 from I-25 to the existing Nine Mile Park-and-Ride. The LRT system would include 14 stations. Additional LRT stations are under consideration. The estimated capital cost of the project is $1.5 billion, and the estimated annual operation costs in the year 2020 are $233.21 million. POSITIVE IMPACTS: Highway and transit travel times would be lessened by an average of 11 minutes and 32 minutes, respectively. Safety on the improved freeway segments would be substantially enhanced. Transit travel time would be 20 minutes less than highway travel time in the year 2020, encouraging commuters to use transit services and, thereby, improving air quality within the corridor. Vehicle miles of travel would decrease on the arterial and collector road system within the corridor, and transportation delays on the freeway would decline by over 30 percent. Improvement of the drainage system would decrease flooding of the highway. Approximately 23,980 new jobs would be created in the construction industry and related industries, resulting in a $645 million increase in regional wage earnings. NEGATIVE IMPACTS: Under the preferred alternative, the rights-of-way requirements would displace six single-family residents, one duplex, 112 units in three multi- family buildings, and 26 commercial buildings, including buildings with multiple tenants. Approximately 3.45 acres of wetlands would be permanently affected. Two historic properties would be adversely affected, and limited property acquisitions would be required from three parks and four historic sites. Construction activities could encounter up to 41 hazardous waste sites. Unless noise abatement was provided, noise in the corridor would increase though, with abatement, noise levels would be expected to decrease. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0392D, Volume 23, Number 4. JF - EPA number: 990480, Volume 1--406 pages, Volume 2--391 pages, December 16, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-99-01-F KW - Bridges KW - Drainage KW - Employment KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Wetlands KW - Colorado KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16350750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR+MULTI-MODAL+PROJECT%2C+DENVER+METROPOLITAN+AREA%3B+ARAPAHOE%2C+DENVER%2C+AND+DOUGLAS+COUNTIES%2C+COLORADO.&rft.title=SOUTHEAST+CORRIDOR+MULTI-MODAL+PROJECT%2C+DENVER+METROPOLITAN+AREA%3B+ARAPAHOE%2C+DENVER%2C+AND+DOUGLAS+COUNTIES%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boulder, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 16, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EVERETT-TO-SEATTLE COMMUTER RAIL PROJECT, KING AND SNOHOMISH COUNTIES, WASHINGTON. AN - 36405706; 7722 AB - PURPOSE: The construction and operation of the Sounder commuter rail system along a 35-mile corridor between Everett and Seattle, located in western Washington, is proposed. The project is a component of the Sound Move plan, a 10-year plan for regional high-capacity transportation adopted by the Central Puget Sound Regional Transit Authority (Sound Transit) in 1996. Traffic delays in the central Puget Sound region consistently rate among the worst in the county. The population in the region is expected to grow from 2.2 million to 2.3 million over the next 25 years. The rail system would be located within existing Burlington Northern and Santa Fe Railway Company rights-of-way. The Sounder line would connect the Seattle-to-Tacoma Sounder commuter rail service and the Link central light rail transit line between North Seattle and SeaTac, at King Street Station in downtown Seattle. The commuter rail service would consist of six trains during each peak commuting period (6:00 to 9:00 A.M. and 4:00 to 7:00 P.M.), for a total of 12 trains per day. At least two of the trains during each peak period would continue through King Street Station to Tacoma, thus providing service between Everett and Tacoma on the same train. One or two reverse-commute trips would occur during each commute period. Occasionally, special train service would be made available if demand existed. Operating the commuter service in this busy freight corridor would require improvements to the existing railroad rights-of-way and the installation of operational facilities. The improvements would include additional sidings (passing tracks) and some sections of double-tracking as well as new signal equipment. Each commuter rail station would consist of a platform (up to 1,000 feet in length and 15 to 20 feet in width) adjacent to each side of the tracks for passenger boarding. Parking facilities would be provided at most stations. Commuter rail facilities could be incorporated into facilities for other transportation modes at the planned multimodal facilities in Everett, Mukilteo, and Edmonds. Light maintenance and overnight care storage facilities would be proposed at the Everett Multimodal Facility. Heavy maintenance would be conducted at Amtrak's planned heavy maintenance yard. In addition to the proposed alternative, a No-Build Alternative, station location alternatives, and two corridor improvement alternatives are considered in this draft EIS. The estimated capital costs for the proposed action are $104 million. The estimated annual operating and maintenance costs are $9.0 million to $10 million. POSITIVE IMPACTS: The rail system would provide peak-hour commuter rail service between key activity centers along the corridor, including two of the region's largest population and employment centers, namely, Seattle and Everett. NEGATIVE IMPACTS: Intermittent steep to moderately steep bluffs, which lie adjacent to the east side of the project corridor, would be affected by rail facilities construction and operation, causing erosion and possible sedimentation of receiving waters. Landslides could also result. The rail line would lie within a seismically active area. Construction at some alternative station and corridor locations would alter drainage channels, disturb wetlands, encroach on floodplain land, disturb forest and shrub habitat, displace aquatic habitat, and/or mar visual quality. 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 99-0292D, Volume 23, Number 3. JF - EPA number: 990471, Volume 1--649 pages and maps, Volume 2--751 pages, Volume 3--688 pages and maps, Appendix A1--Map Supplement, Appendix N--27 pages, Appendix O--56 pages and maps, Attachment 7--81 pages and maps, December 10, 1999 PY - 1999 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Forests KW - Geologic Surveys KW - Historic Sites Surveys KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Seismic Surveys KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36405706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EVERETT-TO-SEATTLE+COMMUTER+RAIL+PROJECT%2C+KING+AND+SNOHOMISH+COUNTIES%2C+WASHINGTON.&rft.title=EVERETT-TO-SEATTLE+COMMUTER+RAIL+PROJECT%2C+KING+AND+SNOHOMISH+COUNTIES%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 10, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US ROUTE 231 NEW CONSTRUCTION FROM COUNTY ROUTE 200 NORTH TO COUNTY ROUTE 1150 SOUTH, DUBOIS AND SPENCER COUNTIES, INIDIAN. AN - 16359080; 7718 AB - PURPOSE: The construction of a four-lane, divided, partially-controlled-access highway to replace existing US Route 231 (US 231), located in southwestern Indiana, is proposed. The new alignment would connect County Road 200 (CR 200) North near Rockport in Spencer County to CR 1150 approximately 1.4 miles north of Interstate Highway 64 (I-64) in Dubois County, a distance of 22 miles. The project would be linked with a Kentucky project to build a bridge over the Ohio River (Natcher Bridge) at the Indiana project's southern terminus. During the design year (2016), it is anticipated that 13,900 vehicles per day (VPD) would travel the southern of the section of US 231 under consideration, while 16,900 VPD would travel the northern section; these projects assume that AK Steel would generate 3,200 VPD in the future and that Natcher Bridge would be in operation. Four alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative would link the Natcher Bridge to I-64, then continue another 1.4 miles north of I-64 to tie into existing US 231. The basic section for the highway would reflect specifications typical of a rural principal arterial, with four 12-foot-wide lanes and a 80-foot-wide median located within a 300-foot-wide right-of-way. Inside shoulders would be six feet wide, while outside shoulders would be 11 feet wide. The rights-of-way requirements could expand to 500 feet in areas where cut-and-fill sections were required. The project would include an interchange at I-64, 1,100 feet west of the current US 231 interchange near Dale; the interchange would require additional right-of-way. Connections to other crossroads would be at-grade intersections. The facility would cross all railway tracks on overpass structures to eliminate conflicts. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 55 mph. Preliminary planning suggests that the intersection with SR 68 would require signalization, and the intersection with SR 162 would also be examined for signalization based upon anticipated traffic volumes. More detailed examination of signalization would be conducted during the design phase. The estimated cost of implementation of the preferred alternative is just over $119 million in 1998 dollars. POSITIVE IMPACTS: The project would upgrade a substandard section of highway to maintain transportation in the corridor. Together with the Natcher Bridge, the project would complete a National Highway System link between Owensboro and I-61. Accidents along the corridor would decline from 196 to 141 for the year 2016, resulting in a savings of $540,000 in 1998 dollars. The project would support local planning goals. Emergency and school bus access would improve. Economic development, including that associated to tourism, would be enhanced. NEGATIVE IMPACTS: The rights-of-way acquisition would require the displacement of 22 residences, including two working farms, as well as 25 acres of residential property, and one small strip mining operation (eight acres), 410 acres of cultivated farmland, 82 acres or pasture, 24 acres of uncultivated farmland, 265 acres of woodland, 193 acres of industrial land, nine acres of institutional land associated with the Catholic Outpost Youth Camp, 19 acres of water habitat (ponds), 0.3 acres of other wetland, 0.5 acres of commercial property, and 63 acres of existing road and railroad right-of-way. In addition, one institutional relocation could be required. A gas line would also be crossed. The closure of some county roads would sever east-west access for the affected road users. Some retail trade would bypass Rockport, Chrisney, Gentrybille, and Dale. Noise levels would be introduced into a predominantly rural area. Five archaeological sites potentially eligible for inclusion in the National Register of Historic Places could be adversely 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 Uniform Relocation Assistance and Real Property. PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0252D, Volume 22, Number 3. JF - EPA number: 990467, 237 pages, December 9, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-99-01-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Mines KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Wetlands KW - Indiana KW - Kentucky KW - Federal Water Pollution Control Act of 1972, Section 404 KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359080?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+ROUTE+231+NEW+CONSTRUCTION+FROM+COUNTY+ROUTE+200+NORTH+TO+COUNTY+ROUTE+1150+SOUTH%2C+DUBOIS+AND+SPENCER+COUNTIES%2C+INIDIAN.&rft.title=US+ROUTE+231+NEW+CONSTRUCTION+FROM+COUNTY+ROUTE+200+NORTH+TO+COUNTY+ROUTE+1150+SOUTH%2C+DUBOIS+AND+SPENCER+COUNTIES%2C+INIDIAN.&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: December 9, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HAMPTON ROADS CROSSING STUDY (STATE PROJECT: 0064-114-F12, PE-102), CITIES OF CHESAPEAKE, HAMPTON, NEWPORT NEWS, NORFOLK, POQUOSON, SUFFOLK, AND VIRGINIA BEACH, AND ISLE OF WIGHT AND YORK COUNTIES, VIRGINIA. AN - 16356470; 7715 AB - PURPOSE: The construction of a crossing of Hampton Roads, located in southeastern Virginia, is proposed. Hampton Roads is the waterbody and harbor located between the mouth of the James River to the west and the Chesapeake Bay to the east. The term has been adopted locally and also refers to the metropolitan region that surrounds the Hampton Roads Harbor. The study areas includes the cities of Chesapeake, Hampton, Poquoson, Newport News, Norfolk, Suffolk, and Virginia Beach, as well as the counties of Isle of Wight and York. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. Project termini would include the Interstate Highway 64 (I-64)/I-664 interchange in Hampton, the I-64/I-564 interchange in Norfolk, Virginia Route (VA) 164 near Coast Guard Boulevard in Portsmouth, and the I-64/I-264/I-664 interchange in Chesapeake. Two potential tunnel designs are under consideration for each of the candidate build alternatives, namely, the steel tube design and the concrete tube design. The steel tube design, which is similar to the existing I-664 tunnel, is based on a generally circular tube section that provides space above and below the travelway for ventilation. The ventilation is accommodated with a fully transverse system. French air is supplied from ducts under the traffic, passed through the travelway, and exhausted in ducts above the ceiling. The overall height of the circular, steel tube section in 40 feet. The concrete tube design offers some advantages due to its smaller outside dimensions. The design features a rectangular section and employs a jet air longitudinal ventilation system that supplies fresh air from one end of the tunnel and pumps it longitudinally in accordance with traffic movements, prevailing winds, and weather conditions. The overall height of the tube section in 30 feet. Regardless of the alternative route and tube design chosen, the crossing would include bridge tunnel, bridge, and culvert sections. The estimated costs of the action alternatives range from $1.2 billion to $2.7 billion. POSITIVE IMPACTS: The project would improve accessibility, mobility, and goods movement in the Hampton Roads metropolitan area, relieve congestion affecting the I-64 Hampton Roads Bridge Tunnel. The reduced height of the concrete tube design, as compared to the steel tube design, would decrease the area and volume of dredging required for the tunnel, thereby reducing excavation costs and habitat impacts. An armor stone structure would crease 74 to 138 acres of benthic habitat. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement 39 to 128 residences, eight to 10 businesses, and possibly one church, one community facility, and one government building, and two utilities. In addition, 2.3 to 116.6 acres of farmland would be displaced. Traffic-generated noise in excess of federal standards would affect 66 to 373 dwelling units, but only 11 to 25 units would experience substantial increases over current noise levels. From 27 to 43 dwelling units would experience both absolute and relative increases in noise levels. Construction activities could affect the piping plover, a federally protected species. The structure would traverse approximately 30,000 to approximately 55,000 feet of waterbodies, impacting 72 to 136 acres of benthic habitat and encroaching directly on 0.96 to 18.31 acres of wetlands and indirectly on 1.38 to 7.2 acres of wetlands. One district listed on the National Register of Historic Places and one district considered eligible for listing could be affected, and two land areas eligible or considered eligible could also be affected. The project would encounter a number of hazardous waste sites. LEGAL MANDATES: Executive Order 11990, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.), 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: 990464, 401 pages, December 9, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-99-01-D KW - Birds KW - Bridges KW - Community Facilities KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Wetlands KW - Hampton Roads KW - Virginia KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 11900, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Efficiency Act of 1991, Funding KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16356470?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HAMPTON+ROADS+CROSSING+STUDY+%28STATE+PROJECT%3A+0064-114-F12%2C+PE-102%29%2C+CITIES+OF+CHESAPEAKE%2C+HAMPTON%2C+NEWPORT+NEWS%2C+NORFOLK%2C+POQUOSON%2C+SUFFOLK%2C+AND+VIRGINIA+BEACH%2C+AND+ISLE+OF+WIGHT+AND+YORK+COUNTIES%2C+VIRGINIA.&rft.title=HAMPTON+ROADS+CROSSING+STUDY+%28STATE+PROJECT%3A+0064-114-F12%2C+PE-102%29%2C+CITIES+OF+CHESAPEAKE%2C+HAMPTON%2C+NEWPORT+NEWS%2C+NORFOLK%2C+POQUOSON%2C+SUFFOLK%2C+AND+VIRGINIA+BEACH%2C+AND+ISLE+OF+WIGHT+AND+YORK+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 9, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WESTERN WAKE FREEEWAY, FROM NC 55 AT SR 1172 (OLD SMITHFIELD ROAD) TO NC 55 NEAR SR 1630 (ALSTON AVENUE), APPROXIMATELY 12 MILES (STATE PROJECT NUMBER 6.408006T; TIP PROJECT NUMBER R-2635), WAKE COUNTY, NORTH CAROLINA. AN - 36413453; 7726 AB - PURPOSE: The construction of a 12.4-mile-long, six-lane, median-divided freeway, to be known as the Western Wake Freeway, located in east-central North Carolina, is proposed. The project is to provide high-speed, multi-lane, controlled-access transportation to accommodate increasing demand in the Raleigh area. The facility would traverse the western incorporated limits of the town of Apex and the extraterritorial jurisdiction of the town of Cary as well as unincorporated areas of western Wake County. More specifically, the freeway would begin just north of North Carolina State Route 1172 (SR 1172), which is Old Smithfield Road between Apex and Holly Springs at North Carolina Highway 55 (NC 55, and extend to a point near SR 1630 (Alston Avenue at NC 55 north of Cary. Five alternatives, including a No-Build Alternative, which would be inconsistent with the transportation goals of Wake County, are considered in this draft EIS. Each of the build alternatives (Alternative A and Alternative C) would provide five interchanges to be located at the proposed Holly Springs Bypass, US Route 1 (US 1), Old US 1, US 64, and SR 1615 (Green Level Road). One grade separated railroad crossing would be required. The project would tie into Northern Wake Freeway at an interchange with NC 55 north of Cary and to the Southern Wake Freeway with an interchange at the Holly Springs Bypass south of Apex. Also under consideration are the Transportation System Management Alternative and the Mass Transit Alternative. The estimated costs of the alternatives range from $22.9 million to $57.6 million. POSITIVE IMPACTS: The freeway would constitute an important part of the proposed Raleigh Outer Look and help abate congestion on Interstate 440 as well as local arterials such as North Carolina (NC) 55 and NC 54. The area's attractiveness to industrial and institutional expansion would be enhanced, possibly increasing property values along the corridor. NEGATIVE IMPACTS: The rights-of-way requirements, totaling 267.5 to 336.4 acres, would result in the displacement of 22 to 146 residences and up to one business and one school. One or two parks, two or three cemeteries, and one nationally significant historic district would be adversely affected, and one electrical transmission line, three or four gas pipelines, eight or nine sewer lines, and eight or nine streams would be traversed. From 3,379 to 3,576 feet of stream would require relocation. The facility could form a physical and psychological barrier adversely affecting connectivity between western and eastern portions of the corridor. Traffic-generated noise would impact 267 to 291 receptors. The project would displace 278.1 to 343.4 acres of upland natural systems, 16.2 to 41.4 acres of wetlands, and 11.8 to 15.2 acres of ponds. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990475, 324 pages and maps, December 8, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-99-03-D KW - Biologic Assessments KW - Cemeteries KW - Highways KW - Highway Structures KW - Historic Sites KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers 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, 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/36413453?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTERN+WAKE+FREEEWAY%2C+FROM+NC+55+AT+SR+1172+%28OLD+SMITHFIELD+ROAD%29+TO+NC+55+NEAR+SR+1630+%28ALSTON+AVENUE%29%2C+APPROXIMATELY+12+MILES+%28STATE+PROJECT+NUMBER+6.408006T%3B+TIP+PROJECT+NUMBER+R-2635%29%2C+WAKE+COUNTY%2C+NORTH+CAROLINA.&rft.title=WESTERN+WAKE+FREEEWAY%2C+FROM+NC+55+AT+SR+1172+%28OLD+SMITHFIELD+ROAD%29+TO+NC+55+NEAR+SR+1630+%28ALSTON+AVENUE%29%2C+APPROXIMATELY+12+MILES+%28STATE+PROJECT+NUMBER+6.408006T%3B+TIP+PROJECT+NUMBER+R-2635%29%2C+WAKE+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: December 8, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 40 FROM INTERSTATE HIGHWAY 275 TO CHERRY STREET, KNOXVILLE, KNOX COUNTY, TENNESSEE. AN - 16344983; 7713 AB - PURPOSE: The improvement of a portion of existing Interstate Highway 40 (I-40) to provide a six-lane freeway extending from I-275 to Cherry Street, located in the city of Knoxville in eastern Tennessee, is proposed. The improvement of the I-40 corridor in the Knoxville area has been an ongoing process for years. The study corridor is currently affected by roadway deficiencies and inadequate capacity. Average daily traffic volume (ADT) on I-40 will increase from 93,300 vehicles per day (vpd) in 1997 to 153,000 vpd in the year 2017. ADT on SR 158 will increase from 46,200 in 1997 to 80,600 in 2017. The existing I-40 and SR 158 provides two through-travel lanes in each direction, with the exception of the section of I-40 extending from Broadway to Cherry Street, which provides three lanes in each direction. The improvements would generally remain within the existing rights-of-way. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. As part of the project, the James White Parkway, also called State Route 158 (SR 158), would be upgraded to six lanes from Summit Hill Drive to I-40. In addition, North Fifth Avenue would be upgraded and extended to Summit Hill Drive either at Mulvaney or Town View. The overall project length would be approximately two miles. The estimated costs of the build alternatives, including subalternatives, range from $130.9 million to $171.7 million. POSITIVE IMPACTS: The project would improve local and regional accessibility and traffic service, reduce traffic congestion, improve traffic flow, reduce accidents within the corridors, and improve route continuity. NEGATIVE IMPACTS: Rights-of-way acquisition would result in displacement of one to three residences, and 20 to 30 businesses and encroach somewhat on floodplain land. Noise levels within the corridors would increase somewhat The project would exacerbate visual intrusions associated with highway structures in the area. The historic neighborhood in the Fourth Avenue and Gill Street area would be affected. The project would encounter 17 hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990462, 375 pages and maps, December 6, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-98-01-D KW - Cultural Resources Surveys KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Highway Structures KW - Relocation Plans KW - Traffic Analyses KW - Visual Resources KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+40+FROM+INTERSTATE+HIGHWAY+275+TO+CHERRY+STREET%2C+KNOXVILLE%2C+KNOX+COUNTY%2C+TENNESSEE.&rft.title=INTERSTATE+HIGHWAY+40+FROM+INTERSTATE+HIGHWAY+275+TO+CHERRY+STREET%2C+KNOXVILLE%2C+KNOX+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 6, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 151, DICKEYVILLE TO BELMONT (PROJECT ID 1209-02-00), GRANT AND LAFAYETTE COUNTIES, WISCONSIN. AN - 16354027; 7710 AB - PURPOSE: The upgrading of US Highway 151 (US 151) to a four-lane facility between the communities of Dickeyville and Belmont, located in southern Wisconsin, is proposed. US 151 is the principal route linking the metropolitan areas of Dubuque, Iowa, and Madison, Wisconsin. The 18.6-mile section of US 151 between Dickeyville and Belmont is the last section scheduled for improvement. The facility would connect with the existing four-lane sections of US 151 1.0 mile south of Dickeyville and extend northeasterly to its terminus 0.4 miles west of Belmont. A No-Build Alternative and several build alternatives are considered in this final EIS. All of the build alternatives would utilize the existing highway corridor to the extent practical and bypass communities where necessary. Freeway access control standards (no access except at interchanges) would be implemented along the bypass portions of the route. Expressway standards, permitting at-grade intersections and private entrances at controlled spacings, would be applied to the rural segments located along the existing alignment. For analysis purposes, the project area has been divided into four segments. In segment 1, the preferred alternative (Alternative 1B Modified) would bypass Dickeyville to the east and rejoin the existing corridor 0.5 miles north of the village limits. In segment 2, the preferred alternative (a combination of Alternative 2B south of the wayside and Alternative 2A north of the wayside) would generally follow the existing alignment. In segment 3, the preferred alternative (Alternative 3B) would bypass Platteville to the east; a full diamond interchange would be constructed at the STH 80/81 interchange. In segment 4, the preferred alternative (Alternative 4B Modified) would generally follow the existing alignment. The estimated cost of the project is approximately $74.4 million, and the estimated benefit-cost ratio is 2.3. POSITIVE IMPACTS: The project would alleviate traffic congestion, improve route safety, provide a critical connecting link in the overall transportation system, maintain the continuity of the overall route, and enhance regional economic development. NEGATIVE IMPACTS: The rights-of-way requirements under the preferred alternative would displace 35 residences and nine businesses, and destroy 456 acres of farmland, 54 acres of woodland, 7.7 acres of wetlands, and 53 acres of other land. The facility would sever 23 farms and require the relocation of a portion of McAdam and Blackhouse creeks, adversely affecting some floodplain land. Three archaeologic sites would be adversely 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 96-0182D, Volume 20, Number 2. JF - EPA number: 990459, 386 pages and maps, December 3, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-96-03-F KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Blackhouse Creek KW - McAdam Creek KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-12-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+151%2C+DICKEYVILLE+TO+BELMONT+%28PROJECT+ID+1209-02-00%29%2C+GRANT+AND+LAFAYETTE+COUNTIES%2C+WISCONSIN.&rft.title=US+151%2C+DICKEYVILLE+TO+BELMONT+%28PROJECT+ID+1209-02-00%29%2C+GRANT+AND+LAFAYETTE+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: December 3, 1999 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Evolution of snow slope stability during storms AN - 52278259; 2001-007859 JF - Cold Regions Science and Technology AU - Conway, H AU - Wilbour, C A2 - Ashton, George D. Y1 - 1999/12// PY - 1999 DA - December 1999 SP - 67 EP - 77 PB - Elsevier, Amsterdam VL - 30 IS - 1-3 SN - 0165-232X, 0165-232X KW - snow density KW - snow cover KW - geologic hazards KW - magnitude KW - avalanche forecasting KW - models KW - avalanches KW - snow mechanics KW - mass movements KW - storms KW - avalanche mechanics KW - slope stability KW - snow cover stability KW - avalanche modeling KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52278259?accountid=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=Cold+Regions+Science+and+Technology&rft.atitle=Evolution+of+snow+slope+stability+during+storms&rft.au=Conway%2C+H%3BWilbour%2C+C&rft.aulast=Conway&rft.aufirst=H&rft.date=1999-12-01&rft.volume=30&rft.issue=1-3&rft.spage=67&rft.isbn=&rft.btitle=&rft.title=Cold+Regions+Science+and+Technology&rft.issn=0165232X&rft_id=info:doi/ L2 - http://www.sciencedirect.com/science/journal/0165232X LA - English DB - GeoRef N1 - Conference title - 1998 international snow science workshop N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 32 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - avalanche forecasting; avalanche mechanics; avalanche modeling; avalanches; geologic hazards; magnitude; mass movements; models; slope stability; snow cover; snow cover stability; snow density; snow mechanics; storms ER - TY - JOUR T1 - Bed-form geometry in sand-bed flows AN - 52266607; 2001-009950 AB - A new method is proposed for predicting relative bed-form height h/d in sand-bed flows. The proposed method is based on the concept of relating energy loss due to form drag to the head loss across a sudden expansion in open channel flows. A unique feature of the proposed method is that it can be applied to various bed forms, i.e, ripples, dunes, antidunes/standing waves, and transitional bed regimes that occur in alluvial flows. The relation thus developed was applied to a large number (251 flows, 14 different data sets) of laboratory and river data, and was found to give good agreement with the observed h/d values. In a comparison of prediction accuracies with seven existing relationships, the proposed method was found to give significantly better agreements with the observed data. Future improvements in the prediction of h/d will depend on improved formulations of the two parameters incorporated in the present relation, i.e., energy loss coefficient K, and the relative bed-form length L/d for various bed configurations. More research is needed to develop better formulations for these parameters. JF - Journal of Hydraulic Engineering AU - Karim, Fazle Y1 - 1999/12// PY - 1999 DA - December 1999 SP - 1253 EP - 1261 PB - American Society of Civil Engineers, New York, NY VL - 125 IS - 12 SN - 0733-9429, 0733-9429 KW - methods KW - sand KW - hydraulics KW - clastic sediments KW - stream sediments KW - surface water KW - sedimentation KW - prediction KW - fluvial sedimentation KW - bedforms KW - channel geometry KW - movement KW - sediments KW - fluvial environment KW - 30:Engineering geology KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52266607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Hydraulic+Engineering&rft.atitle=Bed-form+geometry+in+sand-bed+flows&rft.au=Karim%2C+Fazle&rft.aulast=Karim&rft.aufirst=Fazle&rft.date=1999-12-01&rft.volume=125&rft.issue=12&rft.spage=1253&rft.isbn=&rft.btitle=&rft.title=Journal+of+Hydraulic+Engineering&rft.issn=07339429&rft_id=info:doi/ L2 - http://scitation.aip.org/hyo/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 23 N1 - PubXState - NY N1 - Document feature - illus. incl. 5 tables N1 - Last updated - 2012-06-07 N1 - CODEN - JHEND8 N1 - SubjectsTermNotLitGenreText - bedforms; channel geometry; clastic sediments; fluvial environment; fluvial sedimentation; hydraulics; methods; movement; prediction; sand; sedimentation; sediments; stream sediments; surface water ER - TY - JOUR T1 - Centrifuge modelling of laterally loaded single battered piles in sands AN - 52237956; 2001-036312 AB - Centrifuge lateral load tests were performed on single battered piles at five pile inclinations founded in both medium-dense (relative density Dr = 55%) and loose (Dr = 36%) sands. The effects of pile batter and soil density on lateral resistance were studied. Pile batter had significant effects in dense sands but minor effects in loose sands. Based on the test results, nonlinear p-y curves, where p is the soil resistance in unit length and y is the lateral deflection of the pile, were developed for single piles at any angle (positive or negative) and sand density. The developed p-y curves were subsequently used with a Winkler model (COM624, LPILE, FLPIER, etc.) to predict all the test results with reasonable accuracy. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Zhang, Limin AU - McVay, Michael C AU - Lai, Peter W Y1 - 1999/12// PY - 1999 DA - December 1999 SP - 1074 EP - 1084 PB - National Research Council of Canada, Ottawa, ON VL - 36 IS - 6 SN - 0008-3674, 0008-3674 KW - sand KW - earth pressure KW - Edgar-Allen Sand KW - clastic sediments KW - bearing capacity KW - numerical analysis KW - loading KW - displacements KW - triaxial tests KW - models KW - centrifuge methods KW - sediments KW - piles KW - lateral loading KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52237956?accountid=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=Centrifuge+modelling+of+laterally+loaded+single+battered+piles+in+sands&rft.au=Zhang%2C+Limin%3BMcVay%2C+Michael+C%3BLai%2C+Peter+W&rft.aulast=Zhang&rft.aufirst=Limin&rft.date=1999-12-01&rft.volume=36&rft.issue=6&rft.spage=1074&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 - 2001-01-01 N1 - Number of references - 37 N1 - PubXState - ON N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - bearing capacity; centrifuge methods; clastic sediments; displacements; earth pressure; Edgar-Allen Sand; lateral loading; loading; models; numerical analysis; piles; sand; sediments; triaxial tests ER - TY - JOUR T1 - Resilient modulus and microstructure of cement-kiln-dust stabilized based/subbase aggregate AN - 50317341; 2001-004183 AB - Resilient modulus (M (sub r) ) is one of the most important parameters in the design of highway pavements, and it is an indicator of the behavior of material as a component of the pavement system which is subjected to vehicular loading. To improve on the quality of the aggregate, cement kiln dust (CKD) is being proposed as an additive to an aggregate intended for base/subbase construction of highway pavements. A series of triaxial cyclic loading tests were performed in accordance with the AASHTO T294-921 procedure to investigate effects of CKD amounts and curing time on the resilient modulus of the aggregate. It is found that the M (sub r) values increase with the CKD amount and with curing time within a certain period. The aggregate stabilized with 15% CKD is found to be best suited for base/and subbase with regard to the M (sub r) value. For 7-day and 28-day curing periods, the increase in M (sub r) values with respect to the raw aggregate can be up to 70% and 120%, respectively; however, the difference between the 28-day and 90-day stabilized aggregate is minimal. Scanning Electronic Microscopy (SEM) tests and X-ray diffraction (XRD) tests were performed to reveal the mechanism of stabilization. It is found that the increase in resilient modulus is the result of hydration of the CKD and filling of the intracluster voids of the fine particles of the aggregate. JF - Soils and Foundations AU - Zhu, Jian-Hua AU - Zaman, M AU - Laguros, J G Y1 - 1999/12// PY - 1999 DA - December 1999 SP - 33 EP - 42 PB - Japanese Society of Soil Mechanics and Foundation Engineering, Tokyo VL - 39 IS - 6 SN - 0038-0806, 0038-0806 KW - stabilization KW - shear strength KW - cyclic loading KW - aggregate KW - X-ray diffraction data KW - loading KW - deformation KW - SEM data KW - roads KW - design KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50317341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Soils+and+Foundations&rft.atitle=Resilient+modulus+and+microstructure+of+cement-kiln-dust+stabilized+based%2Fsubbase+aggregate&rft.au=Zhu%2C+Jian-Hua%3BZaman%2C+M%3BLaguros%2C+J+G&rft.aulast=Zhu&rft.aufirst=Jian-Hua&rft.date=1999-12-01&rft.volume=39&rft.issue=6&rft.spage=33&rft.isbn=&rft.btitle=&rft.title=Soils+and+Foundations&rft.issn=00380806&rft_id=info:doi/ L2 - http://ci.nii.ac.jp/vol_issue/nels/AA00700879_en.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 27 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - SOIFBE N1 - SubjectsTermNotLitGenreText - aggregate; construction materials; cyclic loading; deformation; design; loading; roads; SEM data; shear strength; stabilization; X-ray diffraction data ER - TY - RPRT T1 - Weather Sensing and Data Fusion to Improve Safety and Reduce Delays at Major West Coast Airports AN - 17490460; 4679216 AB - The objective of this study was to analyze the weather sensing and data fusion required to improve safety and reduce delays at a number of west coast airports that are not currently scheduled to receive an Integrated Terminal Weather System (ITWS). This report considers the Los Angeles (LAX), San Francisco (SFO), Seattle (SEA) and Portland, OR (PDX) international airports. A number of visits were made to the various ATC facilities to better understand their weather decision support operational needs. Analyses were made of an incident of lightning strikes to two aircraft at SEA in February 1999, and a prototype terminal winds product was developed for LAX that uses profilers as well as plane reports to update the National Weather Service (NWS) Rapid Update Cycle (RUC) wind estimates. The authors found that an augmented ITWS could potentially address safety concerns for triggered lightning strikes and vertical wind shear in winter storms at Portland and Seattle. An augmented ITWS terminal winds product (that uses wind profiler data in addition to the current ITWS sensors) could provide very large delay reductions for LAX and SFO during winter storms as a component of a wake vortex advisory system. This augmented product also could provide significant delay reduction benefits at SEA. AU - Evans, JE AU - Dasey, TJ AU - Rhoda, DA AU - Cole, R E AU - Wilson, F W Y1 - 1999/11/30/ PY - 1999 DA - 1999 Nov 30 SP - 82 KW - USA, Western KW - lightning KW - weather forecasting KW - Health & Safety Science Abstracts KW - ATC290 KW - PB2000101700 KW - F19628-95-C-0002 KW - Airports KW - Storms KW - Wind KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17490460?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=Evans%2C+JE%3BDasey%2C+TJ%3BRhoda%2C+DA%3BCole%2C+R+E%3BWilson%2C+F+W&rft.aulast=Evans&rft.aufirst=JE&rft.date=1999-11-30&rft.volume=&rft.issue=&rft.spage=82&rft.isbn=&rft.btitle=Weather+Sensing+and+Data+Fusion+to+Improve+Safety+and+Reduce+Delays+at+Major+West+Coast+Airports&rft.title=Weather+Sensing+and+Data+Fusion+to+Improve+Safety+and+Reduce+Delays+at+Major+West+Coast+Airports&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - NTIS Prices: PC A06. Available in original stock only. See also PB95-208849. Sponsored by Federal Aviation Administration, Washington, DC. Systems Research and Development Service. and Department of the Air Force, Washington, DC. N1 - Last updated - 2011-12-13 ER - TY - RPRT T1 - US 95, LAS VEGAS, CLARK COUNTY, NEVADA. AN - 36408917; 7701 AB - PURPOSE: The implementation of roadway, safety, and transit improvements along US Route 95 (US 95), Summerlin Parkway, and the local and arterial road network, located in the Northwest Region of Las Vegas in southeastern Nevada, is proposed. The Northwest Region comprises the portion of Las Vegas Valley north of Desert Inn Road and west of Interstate Highway 15 (I-15) and Martin Luther King Boulevard. The proposed project resulted from the US Route 95 (US 95) Major Investment Study, which identified and evaluated a range of alternatives to improve transportation in the project area. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The proposed action would involve the widening of US 95 and Summerlin Parkway, the construction of arterial street connections, arterial street improvements, transit system improvements, and transportation demand management (TDM) measures. The preferred alternative (Alternative A), which has been adopted by the cities of Las Vegas and North Las Vegas and Clark County, would involve the widening of US 95 to 10 lanes from Rainbow Boulevard to I-15 and to six lanes from Craig Road to Rainbow Boulevard, the widening of Summerlin Parkway from Rampart Road to Rainbow Boulevard, the construction of high- occupancy-vehicle lanes as the median lane on US 95 and Summerlin Parkway, and the installation of a freeway management system on US 95. Arterial street connections would include facilities connecting Martin Luther King Boulevard to Industrial Road Connector, and the Rancho Drive to Alta Drive Connector. The arterial street improvements would include the widening from four to six lanes of Desert Inn Road from Durango Drive to Jones Boulevard, Martin Luther King Boulevard from Craig Road to Charleston Boulevard, Valley View Drive from Sahara Avenue to Desert Inn Road, Durango Drive from Desert Inn Road to Edna Avenue, and Rancho Drive from Craig Road south to US 95, as well as the widening to four lanes of Arville Street from Charleston Boulevard to Sahara Avenue, Carey Avenue from Rancho Drive to Clayton Street, Tenaya Way from Westcliff Drive to Smoke Ranch Road, and Torrey Pines Drive from Washington Avenue to Craig Road. Transit system improvements would include the adoption of an enhanced Citizens Action Transit bus service and the development of park-and-ride lots. TDM measures would the involve the adoption of an expanded rideshare program. Alternative B would mirror Alternative A, except for the alignment of US 95. The estimated capital and operating costs of Alternative A and Alternative B are $837.0 million and $866.1 million, respectively. POSITIVE IMPACTS: The plan implementation would provide a coherent transportation strategy to meet the short, intermediate, and long-term transportation demands of the Northwest Region of Las Vegas. The project would improve transportation by increasing regional roadway capacity, increasing transit service, improving regional level of service, improving safety, improving operational efficiency of the transportation system, and increasing mobility options available to the traveling public. NEGATIVE IMPACTS: The rights-of-way development would result in the displacement of 344 to 296 residential units and 55 commercial establishments, and the destruction of six to 20 acres of natural wildlife and vegetation habitat and the encroachment on several community facilities, including school properties, a pedestrian and cycle path, outdoor parks, and recreation facilities. Alternative B would involve the widening of US 95 into the Las Vegas Valley Water District North Well Field, directly affecting water production and distribution facilities and sensitive natural, biological, and cultural resources, including the Las Vegas Springs Site, which is included in the National Register of Historic Places. The project would also adversely affect potable water wells and utilities serving the project area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0283D, Volume 23, Number 3. JF - EPA number: 990450, Volume I--571 pages and maps, Volume II (Map Supplement)--75 pages, Volume III--701 pages, November 26, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-99.02 KW - Cultural Resources KW - Highways KW - Historic Sites KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Safety KW - Trails KW - Transportation KW - Vegetation KW - Water (Potable) KW - Water Supply KW - Water Quality KW - Wells KW - Wildlife Habitat KW - Nevada KW - Department of Transportation Act of 1966, as amended, Parks KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36408917?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+95%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.title=US+95%2C+LAS+VEGAS%2C+CLARK+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 26, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CHARLOTTE/DOUGLAS INTERNATIONAL AIRPORT MASTER PLAN DEVELOPMENT, CHARLOTTE, MECKLENBURG COUNTY, NORTH CAROLINA. AN - 36412926; 7699 AB - PURPOSE: The construction of a runway and the improvement and development of ancillary facilities at Charlotte/Douglas International Airport (CDIA), located in southern North Carolina, are proposed. CDIA is a publicly-owned air carrier and air cargo airport operated by the City of Charlottte Aviation Department to provide commercial service for Charlotte, Mecklenburg County, and the Charlotte-Gastonia-Rock Hill, North Carolina-South Carolina metropolitan statistical area. The character of CDIA has changed as the US Airways hub has matured, and projected activity levels have continued to show growth. In 1997, CDIA ranked as the 16th busiest airport in the nation in operations, ranking 20th in passenger volume and 30th in cargo volume. Seven major airlines and six commuter carriers use the airport. Federal actions regarding the installation of navigational aids, airspace use, and approach and departure procedures associated with the proposed developments are addressed. Several alternatives and subalternatives, including a No Action Alternative, are considered in this draft EIS. The proposed action would construct a 9,000-foot independent IFR approach Runway 17/35 (future 18L/36R), parallel to and 3,700 feet west of existing Runway 18R/36L, with associated taxiways and instrumentation. It would also extend Runway 18R/36L to a length of 12,000 feet by constructing a 2,000-foot southerly extension with parallel and connecting taxiways and associated lighting and navigation aids relocation. In addition, the project would involve several airport support facility improvements to both the terminal area and the landside area. The latter improvements would include terminal development projects to extend Concourse A, construct a commuter concourse, extend the terminal building to relocate the Federal Inspection Services, and extend the lower level roadway, and landside development projects to expand Loop Road, relocate the rental care area, reconfigure hotel ingress/egress facilities, relocate employee parking, develop additional long-term parking, relocate West Boulevard around the south end of the airport from east of Runway 36R west to the proposed Interstate Highway 485 (I-485) interchange and close Byrum Road, relocate Wallace-Neel Road east of and parallel to the proposed I-485 Outer Belt, and relocate Old Dowd Road to the north of the new third parallel runway. POSITIVE IMPACTS: The runway improvements and associated facilities would assist CDIA in meeting requirements to serve aircraft destined to or arriving from the Pacific Rim. The project developments would also reduce delays during peak operating periods, provide sufficient terminal gate capacity for commuter aircraft as well as domestic and international jet aircraft, provide ancillary facilities to support potential increases in air transportation demand, enhance, and allow the airport to address federal noise abatement requirements. NEGATIVE IMPACTS: The acquisition of 1,475 acres for airport development would require the relocation of 123 residential and 32 business structures as well as approximately 220 mobile homes. A total of 3,000 acres of vegetated land would be disturbed, and 5.7 acres of wetland and 9.5 acres of open water would be adversely affected. Two historic structures, the Walker Homestead and the Freeman House, would be destroyed, and four historic structures would require noise abatement measures. Two archaeological sites of potentially national significance would be disturbed. Aircraft noise would increase with increasing air traffic in the vicinity of CDIA; sound insulation would be provided for 52 residential structures. Noise levels would exceed federal standards for some receptors. Roadway relocations would alter surface transportation flows. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 11900, Federal Aviation Act of 1958 (49 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0160D, Volume 22, Number 3. JF - EPA number: 990448, Final EIS--591 pages and maps, Appendices A-E--691 pages, Appendices F-J--383 pages and maps, November 22, 1999 PY - 1999 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Surveys KW - Energy Consumption Assessments KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Wetlands KW - Charlotte/Douglas International Airport, North Carolina KW - North Carolina KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 11900, Compliance KW - Federal Aviation Act of 1958, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHARLOTTE%2FDOUGLAS+INTERNATIONAL+AIRPORT+MASTER+PLAN+DEVELOPMENT%2C+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.title=CHARLOTTE%2FDOUGLAS+INTERNATIONAL+AIRPORT+MASTER+PLAN+DEVELOPMENT%2C+CHARLOTTE%2C+MECKLENBURG+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, College Park, Georgia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 22, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DANIEL ISLAND MARINE CARGO TERMINAL, CHARLESTON, CHARLESTON COUNTY, SOUTH CAROLINA. AN - 16355669; 7697 AB - PURPOSE: The development of a marine cargo terminal complex at Daniel Island on Charleston Harbor, located in the city of Charleston in southeastern South Carolina, is proposed. A recent report indicates that, unless constrained by facility limitations, the annual container throughput for the Port of Charleston can be expected to increase by 5.8 percent per year through the year 2020, reaching a level of 4.4 million twenty-foot equivalent units per year. Existing throughput capacity, however, cannot accommodate such a volume. Several alternatives are considered in the draft EIS, including a No-Build Alternative, terminal location alternatives, surface access location alternatives, facility design alternatives, construction methodology alternatives, channel modification design alternatives, dredged material disposal alternatives, wharf design and alignment alternatives, bridge design and construction alternatives, and design and construction alternatives for crossing wetlands. The preferred alternative would include approximately 1,300 acres of port terminal development at the south end of Daniel Island to provide cargo processing and storage facilities, intermodal rail facilities, and related terminal operating facilities; approximately 7,000 feet of wharf and berthing area on the Cooper River and approximately 5,000 feet of wharf and berthing area on the Wando River; approximately 37 acres of dredged berthing area, associated improvements to the Wando River, Hog Island, and Drum Island reaches of the navigation system; approximately 2.5 miles of multilane roadway construction between the proposed terminal site and Interstate 526; approximately 13 miles of rail connecting the proposed terminal facilities to the East Cooper and Berkeley Railroad; and a road bridge and rail bridge over the Beresford Creek. The project would also involve the transportation of approximately 11 million cubic yards of dredged material to the Charleston Ocean Dredged Material Disposal Site, located southeast of Morris Island in approximately 30 to 50 feet of water, for dumping. The dumping site has an areas of 11 square miles, the center of which is approximately seven miles from shore. Dredged material would be placed within a two-mile-square area within the site. POSITIVE IMPACTS: By increasing the throughput capacity of the port, the project would allow it to accommodate existing and anticipated freight traffic through the year 2020, ensuring provision of goods for the region and enhancing the local and regional economies. NEGATIVE IMPACTS: The project would have medium adverse impacts on residential land uses, low adverse impacts on commercial land uses, and high adverse impacts on industrial and institutional land uses. It would have medium adverse impacts on community features and low adverse impacts on conservation areas. The 500-foot corridor would include 174 acres of National Forest System lands. The rail corridor would directly affect three small rural neighborhoods historically occupied by minorities, many of whom are low-income persons. The terminal would generate significant amounts of additional traffic in the area. The facility would create 1,027 acres of impervious surface. Rail traffic would result in noise levels in excess of federal standards with respect to 20 buildings and 490 parcels. Eight known archaeologic sites, including seven that could be eligible for inclusion in the National Register of Historic Places, would be adversely affected. The terminal would substantially change the appearance of the south end of Daniel Island as viewed from locations on the east side of the Wando River and locations on the west side of the Cooper River. Vessel wakes could damage the shorelines of the Charleston Harbor and the Wando River. The terminal and rail corridor would lie within a flood hazard area subject to periodic inundation from storm surges. Dredging, surface water runoff, bilge wastes, and accidental spills would degrade water quality in the Charleston Harbor and its tributaries. The project would displace 88 acres of estuarine habitat, including 67 acres of salt marsh and 21 acres of open water habitat. An additional 59 acres of estuarine habitat would be modified due to dredging and partial filling. Approximately 20 acres of freshwater wetlands would be filled along the rail alignment. The project would adversely affect the habitat of the federally- listed red-cockaded woodpecker and flatbeds salamander. The increases in ship traffic due to the presence of the terminal could result in the introduction of exotic species into the local and regional ecosystems. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 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: 990446, Volume 1--399 pages and maps, Volume 2--735 pages and maps, Volume 3--488 pages and maps, Volume 4--521 pages and maps, November 22, 1999 PY - 1999 KW - Water KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Bridges KW - Channels KW - Cost Assessments KW - Dredging KW - Dredging Surveys KW - Endangered Species (Animals) KW - Hydrologic Assessments KW - Ocean Dumping KW - Railroad Structures KW - Railroads KW - Rivers KW - Section 404(b) Statements KW - Section 106 Statements KW - Sediment Analyses KW - Harbor Improvements KW - Impact Assessment Methodology KW - Islands KW - Minorities KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Beresford Creek KW - Cooper River KW - South Carolina KW - Wando River 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 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/16355669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DANIEL+ISLAND+MARINE+CARGO+TERMINAL%2C+CHARLESTON%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=DANIEL+ISLAND+MARINE+CARGO+TERMINAL%2C+CHARLESTON%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Charleston, South Carolina; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 22, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RUNWAY 8L-26R AND ASSOCIATED NEAR-TERM MASTER PLAN PROJECTS, GEORGE BUSH INTERCONTINENTAL AIRPORT/HOUSTON, HARRIS COUNTY, TEXAS. AN - 36412935; 7687 AB - PURPOSE: The construction and operation of a runway and the implementation of other improvements to George Bush Intercontinental Airport/Houston, located in the city of Houston in southeastern Texas, are proposed. The airport is the Houston/Galveston metropolitan area's only connecting hub airport. In 1997, the airport provided services for 14.2 million passengers, a figure that will rise to 30.6 million by 2017. Passenger aircraft operations account for 90 percent of all aircraft operations. At 1997 demand levels, annual average delay was approximately three minutes per aircraft operation, resulting in $26 million in additional costs to aircraft operators. By 2002, under current conditions, delay would reach 5.5 minutes per aircraft operation, resulting in additional costs amounting to $56 million. By 2007 and 2017, delays would reach 14 and 67 minutes, respectively. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The preferred alternative (Alternative B/C.4) would involve the construction of a 8,500-foot-long by 150-foot-wide Runway 8L/26R parallel to and 5,000 feet north of existing Runway 8-26. It would also include the construction of associated taxiways, the construction of drainage facilities, changes to air traffic control procedures, the construction of a firefighting facility, and the installation of lighting, navigational aids, and utilities. It would also include the extension by 10,000 feet and widening by 50 feet of Runway 15R/33L; the construction of a Taxiway SD bridge, the widening of the south ramp serving Terminals A and B, and the construction of air cargo facilities; the construction of a consolidated rental car facility to replace several separate units and provide more space for the existing companies at the airport; and the expansion of passenger processing facilities with the International Services Expansion Program. The total implementation cost would be approximately $947 million. POSITIVE IMPACTS: The projects would maintain and enhance the airport's ability to support connecting hub operations by reducing airfield congestion and aircraft delay, accommodating forecast growth in passenger and cargo activity, and enhancing the efficiency of airport operations. The extension of Runway 15R/33L would permit air carrier jets to use the runway for departures, in effect adding an air carrier departure runway. The expanded passenger facilities would enhance and maintain levels of passenger service and increase the number of air carrier gates, the extent of vehicular parking area available, and the ramp area available for aircraft circulation and parking. Noise levels associated with aircraft operation would decline significantly. NEGATIVE IMPACTS: The acquisition of 1,685 acres of land associated with Runway 8L/36R would require the relocation of 28 residences and one business, the alteration of surface transportation patterns, and the displacement of floodplain land and wildlife habitat, including forest and wetland habitat. One small subdivision would be acquired in its entirety. The acquisition of property in the North Wood Municipal Utility District could adversely affect the tax rate with respect to the remaining private properties within the district. The emissions from airport-related activities, which take place in an area in which ozone levels exceed federal standards, would increase, though decreases in aircraft delays would reduce releases per aircraft operation. In 2002, an additional 63 single- family and 109 multifamily units would experience a significant increase in aircraft noise; however, these figures would decline to 52 and zero, respectively, by 2017. One structure that could be eligible for inclusion in the National Register of Historic Places would be exposed to excessive noise levels. The construction of Runway 8L-26R would disturb the abandoned municipal landfill, which could contain hazardous materials. 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: 990436, Volume 1--391 pages and maps, Volume 2--667 pages and maps, November 15, 1999 PY - 1999 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Wetlands KW - Wildlife Habitat KW - George Bush Intercontinental Airport/Houston, Texas KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412935?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+8L-26R+AND+ASSOCIATED+NEAR-TERM+MASTER+PLAN+PROJECTS%2C+GEORGE+BUSH+INTERCONTINENTAL+AIRPORT%2FHOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=RUNWAY+8L-26R+AND+ASSOCIATED+NEAR-TERM+MASTER+PLAN+PROJECTS%2C+GEORGE+BUSH+INTERCONTINENTAL+AIRPORT%2FHOUSTON%2C+HARRIS+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: November 15, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEIGS 124-21.16 TRANSPORTATION CORRIDOR (STATE ROUTE 124), MEIGS COUNTY, OHIO. AN - 36415571; 7682 AB - PURPOSE: The relocation of State Route (SR) 124 and US 33, located in southeastern Ohio, is proposed. The two-lane, controlled-access highway would extend 16 miles, replacing the existing, substandard, two-lane state highways that connect the city of Pomeroy and the William S. Ritchie Bridge crossing the Ohio River. The project under consideration and the related project involving the upgrade of US 33 from the south side of the city of Athens to the city of Darwin are part of an effort to upgrade the US 33 transportation link from the city of Columbus to the Ohio River. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The major portions of the build alternatives are combinations of crossover configurations along two basic route alternatives. Any build alternative would be constructed as a Super 2 highway, which is a two-lane facility within a right-of-way capable of accommodating a four-lane divided highway. The facility would be provided for horizontal and vertical geometry meeting interstate freeway standards, with shoulders, left-turn lanes as necessary, and controlled access features. This draft EIS considers the impacts of the full-build, four-lane facility. The preferred alternative (Alternative 3) would have a lower level of impacts to historic, recreational, and ecological resources as compared to the other build alternatives. The estimated cost of the Alternative 3 is $88.2 million. POSITIVE IMPACTS: The upgraded, relocated facility would improve the movement of people and goods throughout Meigs County and more generally throughout southeastern Ohio. NEGATIVE IMPACTS: The stream crossings and relocations would adversely affect 32,002 feet of stream. The rights-of-way requirements, which would total 470.4 acres, would result in the destruction of 161 acres of farmland, 20 residences, and two acres of wetlands. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990431, 372 pages and maps, November 12,1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-99-01-D KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Highways KW - Relocations-Property Acquisitions KW - Rivers KW - Wetlands KW - Ohio KW - Ohio River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415571?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEIGS+124-21.16+TRANSPORTATION+CORRIDOR+%28STATE+ROUTE+124%29%2C+MEIGS+COUNTY%2C+OHIO.&rft.title=MEIGS+124-21.16+TRANSPORTATION+CORRIDOR+%28STATE+ROUTE+124%29%2C+MEIGS+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: November 12,1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - VASONA CORRIDOR LIGHT RAIL TRANSIT PROJECT, SANTA CLARA COUNTY, CALIFORNIA. AN - 16338246; 7684 AB - PURPOSE: The construction of a 6.8-mile extension of the existing light rail transit (LRT) system operated by the Santa Clara Valley Transportation Authority, located in western California, is proposed. Two alternatives, including a No Action Alternative, are considered in this draft EIS. The extension would proceed from downtown San Jose to the Vasona Junction in the town of Los Gatos, passing through portions of the cities of San Jose, Campbell, and Los Gatos. The northern terminus of the alignment would be at the intersection of West San Carlos Street and Woz Way in San Jose, where the Vasona LRT line would connect to the existing Guadalupe Corridor LRT line. From that point, the alignment would extend to the west along West San Carlos Street to Delmas Avenue, turn north along the east side of Delmas Avenue to San Fernando Street, and turn west to the San Jose/Diridon Station on an alignment to the north of San Fernando Street. A new bridge across Los Gatos Creek would be required. The segment west of Autumn Street, including the location where the LRT would cross the existing railroad yard tracks, would be underground. After crossing under the railroad yard tracks at the San Jose/Diridon Station, the alignment would return to the surface and proceed in the southern direction along the west side of the Union Pacific Railroad (UPRR) tracks. From a point just south of Park Avenue, the alignment would utilize the existing UPRR Vasona rail corridor, remaining within this corridor to Vasona Junction in Los Gatos. The existing freight rail service in the UPRR corridor would continue unchanged, though the existing single track would be relocated in many areas to allow for construction of the LRT tracks. The LRT would be both single- and double-tracked. The single-track configuration would be necessary at various locations due to right-of-way constraints posed by adjacent developments. The LRT extension would include 11 new stations, located at San Fernando Street, San Jose/Diridon Station, San Carlos Street, Race Street, Fruitdale Avenue, Bascom Avenue, Hamilton Avenue, Campbell Avenue, Winchester Avenue, Hacienda Avenue, and Vasona Junction. The estimated cost of the project is $271 million. POSITIVE IMPACTS: The project would provide a high-quality public transportation facility directly connected to other existing commuter and intercity rail lines and bus routes. The overall vehicle-miles and vehicle-hours traveled in the county would decline significantly, relieving congestion and improving air quality. NEGATIVE IMPACTS: The rights-of-way requirements would displace up to 12 residences and 27 businesses as well as destroying 0.41 acres of wetlands, 0.23 acres of riparian habitat within Los Gatos Creek, and 187 trees along the Southwest Expressway. Very minor floodplain encroachments could result, and the construction activities would temporarily degrade water quality in Los Gatos Creek. An existing private railroad crossing between Sunnyoaks Avenue and Hacienda Avenue would constitute a safety hazard. Noise levels due to moving trains would exceed federal standards for various residential receptors, and vibration levels at various residences located along the alignment could exceed federal standards. The noise inside LRT trains could be substantial along the underground portion of the alignment. The construction activities could affect steelhead rainbow trout and Chinook salmon. Although unlikely, California red-legged frogs could be adversely affected during the construction if washed into the area from upstream breeding populations. Nesting raptors and/or nesting swallows could be adversely affected during the construction. A water tank contributing the Cahil Station Historic District would be displaced. 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: 990433, Draft EIS--194 pages and maps, Technical Appendices--224 pages, November 12, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-99-XX-D KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Fish KW - Floodplains KW - Historic Sites KW - Hydraulic Assessments KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Los Gatos Creek KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16338246?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VASONA+CORRIDOR+LIGHT+RAIL+TRANSIT+PROJECT%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=VASONA+CORRIDOR+LIGHT+RAIL+TRANSIT+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 Highway Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 12, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 423 (JOHN YOUNG PARKWAY) FROM STATE ROUTE 50 TO STATE ROUTE 434 (FEDERAL AID NUMBER XA-8785-(17)), ORANGE COUNTY, FLORIDA. AN - 36406023; 7675 AB - PURPOSE: The upgrading to six lanes of State Route 423 (SR 423) (John Young Parkway) from SR 50 (Colonial Drive) to SR 500 (US 441) and the extension of SR 423 on a new alignment from SR 500 to SR 434 (Forest City Road) at SR 424, located in central Florida, are proposed. The project area, which involves 3.5 miles of existing four-lane roadway and one mile of new alignment, lies within the municipal boundaries of the city of Orlando and Orange County. Seven alternatives, including a No-Build Alternative, are considered in this draft EIS. The alternative involving the improvement of existing facilities would widen SR 423 from SR 50 to SR 500 and widen Lee Road (SR 423) and Edgewater Drive (SR 424). Four new alignment alternatives would provide a multilane arterial on new location from SR 500 to SR 434. Each new alignment alternative would include the construction of additional lanes from SR 50 to SR 500, with a grade separation structure at SR 500. The preferred alternative (Alternative A) would follow the existing roadway alignment from SR 50 to SR 500, widening the existing roadway to six lanes. The new alignment would begin just south of the existing SR 500/Lake Breeze Drive intersection, turning to the north and bridging SR 500 and the Florida Central Rail Line. The facility would transition to a short section parallel and adjacent to the Florida Central Rail Line within the existing alignment of Carder Road. The alignment would then turn to the east, crossing the northwest corner of the Florida Rock Industries property, proceed northeast through the Trotwood Park residential area, and connect with the SR 424/SR 434 intersection. A transportation system management alternative is also under consideration. The estimated rights-of-way acquisition and construction costs for the preferred alternative are $16.7 million and $20.3 million, respectively. POSITIVE IMPACTS: The project would improve traffic flow and reduce congestion on the local roadway network. The improvements and extension of SR 423 would constitute an integral component of the northwest Orange County transportation network for several years. The extension would provide the last segment in a continuous multilane arterial facility connecting Longwood and Kissimmee. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 32 residences and 16 businesses as well as 0.19 acre of wetlands. The project would encroach to a minor extent into a 100-year floodplain. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 990424, 240 pages and maps, November 8, 1999 PY - 1999 KW - Roads and Railroads KW - Floodplains KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions 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/36406023?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+423+%28JOHN+YOUNG+PARKWAY%29+FROM+STATE+ROUTE+50+TO+STATE+ROUTE+434+%28FEDERAL+AID+NUMBER+XA-8785-%2817%29%29%2C+ORANGE+COUNTY%2C+FLORIDA.&rft.title=STATE+ROUTE+423+%28JOHN+YOUNG+PARKWAY%29+FROM+STATE+ROUTE+50+TO+STATE+ROUTE+434+%28FEDERAL+AID+NUMBER+XA-8785-%2817%29%29%2C+ORANGE+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 8, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EVOLVED EXPENDABLE LAUNCH VEHICLE PROGRAM, CAPE CANAVERAL AIR STATION, BREVARD COUNTY, FLORIDA, AND VANDENBERG AIR FORCE BASE, SANTA BARBARA COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1998). AN - 16343247; 7673 AB - PURPOSE: The development, deployment, and operation of evolved expendable launch vehicle (EELV) systems to replace current launch systems used to lift payloads into Earth orbit are proposed. The EELV systems would replace current Atlas IIA, Delta II and Titan IVB launch systems. The EELV systems are designed to meet the requirements of the U.S. National Executable Mission Model (NMM) for both medium-lift (2,500 to 17,000 pounds) and heavy-lift (13,500 to 41,000) payloads for government space launches at a lower cost than the present expendable launch systems. The EELV systems would support military, intelligence, and civil contractor launches. They would also be the Department of Defense's source of expendable medium- and heavy-lift vehicles for launching payloads into orbit through the year 2020. The launch locations for the EELV program would be Cape Canaveral Air Station in eastern Florida, and Vandenberg Air Force Base (AFB) in southwestern California. The proposed action's three concepts were considered in the final EIS of April 1998. Concept A and concept B would depict each of the two EELV contractor concepts. Concept A would use space launch complex (SLC)-41 at Cape Canaveral and SLC-3W at Vandenberg AFB for the EELV system activities. Under concept B, the contractors would use SLC-37 at Cape Canaveral and SLC-6 at Vandenberg AFB. Under concept A/B, the contractors would use SLC-41 and SLC-37 at Cape Canaveral and SLC-3W and SLC-6 at Vandenberg AFB. Regardless of the concept chosen, other facilities at both Cape Canaveral and Vandenberg AFB would be used. The number of launches analyzed for each of these concepts includes the government NMM as well as 16 commercial launches per year. Under concept A/B, there would be no distinction between government and commercial flights. For the purposes of analysis, it is assumed that each contractor would launch 50 percent of the combined total of the EELV flights. A No Action Alternative, which would involve the continuation of the existing launch systems as opposed to the implementation of the EELV program, is also under consideration. This draft supplement addresses a proposal to allow the addition of up to five strap-on solid rocket motors (SRMs) to the Lockheed Martin Astronautics Atlas V launch vehicle and to allow the use of larger SRMs on the Boeing Delta IV launch vehicle, both of which are part of the EELV program. For the analysis in the SEIS, each contractor is assumed to launch approximately 50 percent of the EELV flights with SRMs (approximately 30 launches per year overall). The No Action Alternative addressed in this draft supplement is the previously approved implementation of the EELV program as analyzed in the final EIS. POSITIVE IMPACTS: Under the proposed action, the costs for delivering payloads into space would decrease significantly. Direct and indirect employment would increase temporarily during the program development. NEGATIVE IMPACTS: The quantities of hazardous waste generated by the modified EELV program would be greater than those generated under the existing launch system programs or under the EELV program as proposed in the final EIS. Dredging activities would be required at Vandenberg AFB during the construction of the necessary facilities, and wildlife at Vandenberg AFB would be exposed to sonic booms during launches. For some concept B and concept A/B commercial launches, alumina particulates and chlorine compounds would be emitted into the stratosphere, though these amounts would be minimal and occur under the No Action Alternative as well. Both the proposed action and the No Action Alternative could result in the contribution to the existing orbital debris level, though the EELV program vehicles would be designed to minimize such debris. Long-term employment would decline due to the decline in the number of workers required for the implementation of the EELV systems compared to the replaced systems. The construction associated with concept B would adversely affect an archaeologically-sensitive area within Vandenberg AFB as well as hangar C at Cape Canaveral, which may have historical significance. Concept A construction activities would adversely affect building 8510 at Vandenberg AFB, which has been determined to be eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Clean Air Act of 1977, as amended (42 U.S.C. 7411 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 97-0445D, Volume 21, Number 6, and 98-0161F, Volume 22, Number 3, respectively. JF - EPA number: 990422, 426 pages, November 5, 1999 PY - 1999 KW - Defense Programs KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Dredging KW - Employment KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Missiles KW - Noise Assessments KW - Particulates KW - Sonic Booms KW - Water Quality Assessments KW - Wildlife KW - California KW - Cape Canaveral Air Station, Florida KW - Florida KW - Vandenberg Air Force Base, California KW - Clean Air Act of 1977, as amended, Emission Standards KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16343247?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-11-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EVOLVED+EXPENDABLE+LAUNCH+VEHICLE+PROGRAM%2C+CAPE+CANAVERAL+AIR+STATION%2C+BREVARD+COUNTY%2C+FLORIDA%2C+AND+VANDENBERG+AIR+FORCE+BASE%2C+SANTA+BARBARA+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1998%29.&rft.title=EVOLVED+EXPENDABLE+LAUNCH+VEHICLE+PROGRAM%2C+CAPE+CANAVERAL+AIR+STATION%2C+BREVARD+COUNTY%2C+FLORIDA%2C+AND+VANDENBERG+AIR+FORCE+BASE%2C+SANTA+BARBARA+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1998%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Environmental Analysis Division, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 5, 1999 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Numerical analysis of laterally loaded 3X3 to 7X3 pile groups in sands AN - 52211358; 2001-049815 AB - The coupled bridge foundation-superstructure finite-element code FLPIER was employed to predict the lateral response of the single piles and 3X3 to 7X3 pile groups founded in both loose and medium dense sands. The p-multiplier factors suggested by McVay et al. for laterally loaded pile groups with multiple pile rows were implemented for the predictions. The soil parameters were obtained through a back-analysis procedure based on single pile test results. The latter, as well as the numerical predictions of both the single and group tests, are presented. It was found that the numerical code FLPIER did an excellent job of predicting the response of both the single piles and the 3X3 to 7X3 pile groups. The latter involved the predictions of lateral load versus lateral deflection of the group, the shears and bending moments developed in the individual piles, and the distributions of the lateral loads in each pile row, which were all in good agreement with the measured results. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Zhang, Limin AU - McVay, Michael C AU - Lai, Peter Y1 - 1999/11// PY - 1999 DA - November 1999 SP - 936 EP - 946 PB - American Society of Civil Engineers, New York, NY VL - 125 IS - 11 SN - 1090-0241, 1090-0241 KW - sand KW - Poisson's ratio KW - penetration tests KW - clastic sediments KW - numerical analysis KW - cone penetration tests KW - stiffness KW - statistical analysis KW - elastic constants KW - finite element analysis KW - sediments KW - dilatometers KW - piles KW - shear modulus KW - bridges KW - FLPIER KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52211358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Numerical+analysis+of+laterally+loaded+3X3+to+7X3+pile+groups+in+sands&rft.au=Zhang%2C+Limin%3BMcVay%2C+Michael+C%3BLai%2C+Peter&rft.aulast=Zhang&rft.aufirst=Limin&rft.date=1999-11-01&rft.volume=125&rft.issue=11&rft.spage=936&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2001-01-01 N1 - Number of references - 25 N1 - PubXState - NY N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; clastic sediments; cone penetration tests; dilatometers; elastic constants; finite element analysis; FLPIER; numerical analysis; penetration tests; piles; Poisson's ratio; sand; sediments; shear modulus; statistical analysis; stiffness ER - TY - JOUR T1 - Revised MLR equations for predicting lateral spread displacement AN - 52030964; 2003-009115 AB - In the early 1990's, Bartlett and Youd (1992; 1995) introduced empirical equations for predicting lateral spread displacement at liquefaction sites. Since that time, those equations have been used in engineering practice. The equations were developed from multilinear regression (MLR) of a large case history data set. Since the MLR equations were developed, several needed modifications have come to our attention. These modifications are addressed herein. (1) Bartlett and Youd, much to their chagrin, miscalculated lateral spread displacements for the 1993 Nihonkai-Chubu, Japan earthquake. This error is corrected in the re-analysis. (2) Several sites where boundary effects significantly interfered with free lateral-spread movement were removed from the data set. (3) Additional case history data were added from four recent earthquakes. (4) Additional sites were added from Port and Rokko Islands, Japan. (5) The functional form of the mean-grain-size term in the MLR equations was modified from (D50 (sub 15) ) to log (D50 (sub 15) ). (6) The functional form of the equation was additionally adjusted to the form Log (D50 (sub 15) +0.1 mm) to prevent predicted displacements from becoming large when small mean grain size are entered into the equation. (7) The maximum value of fines content entered into the equation was capped at 55 percent. (8) The form of the equation was changed from Log (R) to Log (R (super *) ), where R (super *) is a function of earthquake magnitude. This modification prevents prediction of very large displacements when R becomes small. A new predictive equation is regressed from the enlarged data set and modified form of the MLR equation. The new equation is recommended for application in engineering practice for prediction of lateral spread displacement at liquefiable sites. JF - Technical Report - Multidisciplinary Center for Earthquake Engineering Research (MCEER) AU - Youd, T Leslie AU - Hansen, Corbett M AU - Barlett, Steven F A2 - O'Rourke, Thomas D. A2 - Bardet, Jean-Pierre A2 - Hamada, Masanori Y1 - 1999/11// PY - 1999 DA - November 1999 SP - 99 EP - 114 PB - University of Buffalo, Multidisciplinary Center for Earthquake Engineering Research, Buffalo, NY KW - Japan Sea KW - degradation KW - equations KW - displacements KW - West Pacific KW - models KW - revision KW - North Pacific KW - Japan Sea earthquake 1983 KW - Pacific Ocean KW - ground motion KW - Northwest Pacific KW - MLR equations KW - earthquakes KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52030964?accountid=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=Technical+Report+-+Multidisciplinary+Center+for+Earthquake+Engineering+Research+%28MCEER%29&rft.atitle=Revised+MLR+equations+for+predicting+lateral+spread+displacement&rft.au=Youd%2C+T+Leslie%3BHansen%2C+Corbett+M%3BBarlett%2C+Steven+F&rft.aulast=Youd&rft.aufirst=T&rft.date=1999-11-01&rft.volume=&rft.issue=&rft.spage=99&rft.isbn=&rft.btitle=&rft.title=Technical+Report+-+Multidisciplinary+Center+for+Earthquake+Engineering+Research+%28MCEER%29&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Seventh U. S.-Japan workshop on earthquake resistant design of lifeline facilities and countermeasures against soil liquefaction N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2003-01-01 N1 - Number of references - 5 N1 - PubXState - NY N1 - Document feature - illus. incl. 9 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #05222 N1 - SubjectsTermNotLitGenreText - degradation; displacements; earthquakes; equations; ground motion; Japan Sea; Japan Sea earthquake 1983; MLR equations; models; North Pacific; Northwest Pacific; Pacific Ocean; revision; West Pacific ER - TY - JOUR T1 - Erosion control in the Big Sur AN - 17442310; 4658478 AB - The Big Sur coast, stretching from Carmel to San Simeon, is one of the most dynamic chunks of real estate in California. Every trip down Route 1 on the Big Sur is unique. People travel from around the world to experience the thrill ride that skirts pristine beaches, plunges into forested canyons, and climbs up rocky headlands 1,000 ft above the ocean. The town of Big Sur and other towns along the route rely heavily on the flow of tourists, and keeping the road open throughout the year is essential for the survival of business. JF - Public Works AU - Parker, B D AD - Landscape Architect with the California Department of Transportation, San Luis Obispo, California, USA Y1 - 1999/11// PY - 1999 DA - Nov 1999 SP - 26 EP - 29 VL - 130 IS - 12 SN - 0033-3840, 0033-3840 KW - USA, California, Big Sur KW - USA, California, Carmel KW - USA, California, San Simeon KW - Water Resources Abstracts KW - Tourism KW - Beaches KW - Roads KW - Erosion Control KW - Survival KW - Canyons KW - Coasts KW - SW 2080:Watershed protection UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17442310?accountid=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=Public+Works&rft.atitle=Erosion+control+in+the+Big+Sur&rft.au=Parker%2C+B+D&rft.aulast=Parker&rft.aufirst=B&rft.date=1999-11-01&rft.volume=130&rft.issue=12&rft.spage=26&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 - 2006-11-01 N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Erosion Control; Beaches; Canyons; Coasts; Tourism; Roads; Survival ER - TY - JOUR T1 - Cars and clean air: a reappraisal AN - 17405422; 4630627 AB - Concentrations of most commonplace air pollutants recorded in US urban areas have declined sharply in the past two decades, resulting in dramatic reductions in violations of national air quality standards. Much of this progress is attributable to reductions in pollutant emissions by motor vehicles, which have occurred despite sustained increases in car ownership and use. Lower emissions have resulted from tighter federal tailpipe emission standards for new cars and from federally-mandated changes in gasoline formulation. Declines in automobiles' emissions during on-road driving, however, have not kept pace with reductions in federal emissions standards for new cars; on-road emissions average four to ten times those of new cars under test conditions. The main causes of this difference are normal deterioration in new automobiles' emissions control systems as they age, differences between the carefully-controlled conditions used to measure new automobiles' emissions and those encountered in 'real-world driving', malfunctioning emissions control systems in a small fraction of cars, and evaporation of gasoline during refueling and from parked cars. Although most of the current debate over strategies to further reduce motor vehicle emissions remains focused on technologies to make new cars cleaner under test conditions, measures that reduce the gap between test and on-road emissions promise to be more effective. Pollution control efforts should be broadened to focus on other sources that have not been as extensively regulated as automobiles. JF - Transportation Research, Part A AU - Pickrell, D AD - Volpe Center DTS-40, US Department of Transportation, Cambridge, MA 02142, USA, pickrell@volpe.dot.gov Y1 - 1999/11// PY - 1999 DA - Nov 1999 SP - 527 EP - 547 VL - 33A IS - 7-8 SN - 0965-8564, 0965-8564 KW - USA KW - Pollution Abstracts KW - Government policies KW - Motor vehicles KW - Pollution control KW - Exhaust emissions KW - P 9000:ENVIRONMENTAL ACTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17405422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+A&rft.atitle=Cars+and+clean+air%3A+a+reappraisal&rft.au=Pickrell%2C+D&rft.aulast=Pickrell&rft.aufirst=D&rft.date=1999-11-01&rft.volume=33A&rft.issue=7-8&rft.spage=527&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+A&rft.issn=09658564&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - SuppNotes - Special issue: Policy in an international perspective. N1 - Last updated - 2011-12-13 N1 - SubjectsTermNotLitGenreText - Motor vehicles; Exhaust emissions; Pollution control; Government policies ER - TY - RPRT T1 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT, SEATAC, SEATTLE, AND TUKWILA, KING COUNTY, WASHINGTON. AN - 36407514; 7667 AB - PURPOSE: The construction and operation of an electric light-rail transit system by the Central Puget Sound Regional Transit Authority, located in the Central Puget Sound region (Seattle, Tukwila, and SeaTac) of west-central Washington, is proposed. The light-rail system, to be known as Central Link, would operate in an exclusive and semi-exclusive right-of-way between North Seattle and the city of SeaTac. The project would constitute a component of Sound Move, the 10-year program for regional high-capacity transportation. Issues addressed in this draft EIS include those related to land use and economic development, displacement and relocation, neighborhoods and environmental justice, visual and aesthetic resources, air quality, noise and vibration, ecosystems, water quality and hydrology, energy use, geology and soils, hazardous materials, electromagnetic radiation, public services, utilities, historic and archaeologic sites, parklands, construction impacts, and cumulative impacts. Alternatives under consideration include a No-Build Alternative, two light-rail length alternatives, 24 rail route alternatives, 61 station options, and three alternative maintenance base sites. With 24 to 29 miles of light-rail line, the corridor is divided into six geographic segments, including Segment A which runs from Northgate to the University District, Segment B which runs from the University District to Westlake Station, Segment C which runs from Westlake Station to South McClellan Street, Segment D which runs from South McClellan Street to Boeing Access, Segment E in Tukwila, and Segment F in SeaTac. For each segment, two to five route alternatives are considered. The segment alternatives would be linked to create a complete, operable light-rail system. System length alternatives would extend from the city of SeaTac, just south of Seattle-Tacoma (SeaTac) International Airport, to either Northeast Forty-Fifth Street (the University District) or Northgate in Seattle. Depending on the final decision with respect to alternative options, the estimated costs of the project are $1.1 billion to $2.1 billion. The locally preferred alternatives are identified for all but one of the segments, but no decision has been made by the federal authorities. POSITIVE IMPACTS: The system would connect the region's major activity centers, including Northgate, Roosevelt, the University District, Capitol Hill, First Hill, downtown Seattle, the Rainier Valley area, the city of Tukwila, and city of SeaTac, and the Sea-Tac International Airport. Seattle Center and Southcenter Mall could also be served. These areas include the state's highest employment concentrations and contain the highest transit ridership. The system would expand transit capacity within the region's most densely populated and congested corridor, provide a practical alternative to driving on increasingly congested roadways, support comprehensive land use and transportation planning, provide environmental benefits, and improve mobility for travel-disadvantaged residents along he corridor. NEGATIVE IMPACTS: The development of the system would result residential and commercial displacements. It would also adversely affect historic and archaeologic resources and parkland and wetland, and impede non-motorized access at some locations. Vegetation and associated wildlife would be destroyed in some areas. Some neighborhoods, including those with low-income and minority populations, would suffer some adverse impacts due to the visual intrusion of rail structures into their neighborhoods and barriers to movement resulting from the presence of the structures. Hazardous materials sites would be encountered during construction. The operation of the system would result in some adverse impacts due to noise and vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0066D, Volume 23, Number 1. JF - EPA number: 990416, Volume 1--691 pages, Volume 2--75 pages, Volume 3--549 pages, Volume 4--595 pages, Volume 5--611 pages, Volume 6 (oversized)--405 pages, Volume 7--121 pages, October 29, 1999 PY - 1999 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Land Use KW - Minorities KW - Noise KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, as amended, Compliance KW - National Historic Preservation Act of 1966, as amended, 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/36407514?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATAC%2C+SEATTLE%2C+AND+TUKWILA%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATAC%2C+SEATTLE%2C+AND+TUKWILA%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 29, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 70 UPGRADE, SUTTER AND YUBA COUNTIES, CALIFORNIA. AN - 16340871; 7662 AB - PURPOSE: The improvement of 15.5 miles of State Route (SR) 70 from south of Striplin Road to south of McGowan Parkway overcrossing, located in north-central California, is proposed. SR 70 begins at the SR 70/90 junction, just north of the city of Sacramento, and continues south to its terminus at SR 395 at Hallelujah Junction. The highway constitutes the primary route connecting Sacramento to the city of Marysville. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. All of the build alternatives would closely follow existing SR 70 except in the vicinity of East Nicolaus. Alternative 1 would provide two new lanes east of the existing highway from the SR 70/99 split to Striplin Road. Near Striplin Road, the two new lanes would transition to the west side of the existing highway and four new lands would be constructed to Marcum Road, utilizing land formerly used by the Sacramento Northern Railway. Alternative 2 would be similar to Alternative 1, except that the alignment would be shifted approximately 45 meters further to the west between Striplin and Marcum roads, to avoid wetlands located immediately west of existing SR 70. Alternative 3 would also be similar to Alternative 1, except that the alignment would be shifted to the east between Striplin and Marcum roads, again to avoid the wetlands. Alternative 3 would utilize the existing SR 70 southbound lanes and add two new lands for northbound traffic. A two-lane frontage road would be constructed to the east of the new northbound lands to accommodate local traffic under Alternative 3. Regardless of the action alternative selected, an overcrossing would be provided at Marcum Road, where the highway would turn west to bypass the town of East Nicolaus before returning to the west side of existing SR 70 near Cornelius Avenue. An interchange would be constructed at Nicolaus Avenue and an overcrossing at Cornelius Avenue. North of Cornelius Avenue, two new lanes would be constructed to the west of the existing highway. An at-grade intersection, eventually to be replaced by an interchange, would be constructed at Berry and Kempton roads. Just north of Berry and Kempton roads, the freeway would transition back to the east side of the existing roadway at the Bear River bridge. The Rio Oso Road intersection would be eliminated and frontage roads would be constructed from Rio Oso Road to the Berry Road/Kempton Road Interchange. At the Bear River, a bridge would be constructed to the east of the existing bridge for the northbound lanes. The existing bridge would be widened to accommodate the southbound lanes. An at- grade intersection, which would eventually be replaced by an interchange, would be constructed at Feather River Boulevard. The alignment would continue north with two new lanes on the east side of the existing highway. A second undercrossing would continue north with two new lanes on the east side of the existing highway. A second undercrossing at Algodon Road and a second overhead at Plumas Arboga Road would be constructed to accommodate the two new northbound lanes. At this point, the alignment would run between some high power electrical towers to the east and Plumas Arboga Road to the west and return to existing SR 70 just south of McGowan Parkway. Park-and-ride facilities have been recommended at Feather River Boulevard and Plumas Arboga and Algodon Roads. The estimated costs of the project range from $101 million to $102.3 million, depending on the alternative selected. POSITIVE IMPACTS: The upgrading of this section of SR 70 would allow it to complement the contiguous four lane section of the facility, improving traffic flow and, thereby, increasing travel speeds, and reducing air pollutant emissions within the corridor. The bypass of East Nicolaus would probably remove through traffic from local streets in that community. NEGATIVE IMPACTS: The rights-of-way requirements would result in the loss of 21 or 22 residences, one business, four farms, 14.6 to 20.6 acres of wetlands and related waters, and 111 to 190 acres of floodplain. The bypass of East Nicolaus would probably reduce drive-by commerce along existing SR 70 in the area. The project could also adversely affect the vernal pool tadpole shrimp and Swainson's hawk as well as potential habitat for the giant garter snake, steelhead trout, fall run Chinook salmon, vernal pool fairy shrimp, valley elderberry longhorn beetle, California red-legged frog, and northwestern pond turtle; all these species are federally protected. Interchanges and overcrossings would block views of agricultural lands, and the removal of large riparian trees would further degrade visual aesthetics. Noise levels at a few sensitive receptors would increase by as much as 11 decibels. The highway would lie in a corridor containing 18 sites which could be adversely affected by hazardous materials. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990411, 381 pages and maps, October 28, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-99-02-D KW - Air Quality KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Parking KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Noise KW - Wetlands KW - Bear River 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/16340871?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+70+UPGRADE%2C+SUTTER+AND+YUBA+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+70+UPGRADE%2C+SUTTER+AND+YUBA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 28, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). AN - 36415943; 13418 AB - PURPOSE: The development of a light rail transit (LRT) system to serve downtown Portland, the city of Milwaukie, and north Clackamas County, Oregon is proposed. This draft supplement updates information contained in the South/North Corridor Project draft EIS of February 1998. The supplement also considers findings from the South Corridor supplemental draft EIS of December 2002. This supplemental draft EIS considers a No-Build Alternative and the LRT alternative, which is the locally [preferred alternative (LPA). The Portland-Milwaukie Corridor constitutes part of the larger South/North Corridor and a subset of the South Corridor. The corridor is located in the Portland metropolitan area, which extends into southern Washington, connecting with the Vancouver metropolitan area. The Portland-Milwaukie Corridor includes the city of Milwaukie and much of southeast Portland and the Portland Central City, including the Central Business District, the South Waterfront District, and the Central Eastside Industrial District, all highly concentrated urban zones. The proposed Portland-Milwaukie LRT alternative would provide for a mostly double-tracked light rail between downtown Portland and Milwaukie, generally paralleling Southeast McLoughlin Boulevard to the east and terminating at either Southeast Lake Road or Southeast Park Avenue. The system would be served by 11 to 15 LRT stations. Bus network adjustments would include elimination and modification of bus routes that would duplicate LRT service and adjustment of routes to connect to LRT stations or transit centers. Three park-and-ride facilities, providing 1,475 to 2,600 spaces, would be integrated into the system. Streetcar alignments would be shifted to accommodate LRT along Southwest River Drive. Streetcar access would be provided to the new Willamette River bridge, and new bus routes would be provided to take advantage of the additional river crossing. The Ruby Junction Operations and Maintenance Facility would be expanded to accommodate 16 to 23 additional LRT vehicles. In addition to the proposed action, this draft supplemental EIS considers three 2003 LPA subalternatives and a No-Build Alternative and alternative locations for the LRT operations and maintenance facility. The 2003 LPA would provide for 6.4 miles of light rail served by 11 stations and a new bridge across the Willamette River. The LRT system would extend from a point near Portland State University at the southern end of downtown Portland, connecting with the Portland Mall light rail currently under construction at Southwest Fifth and Sixth avenues. The LPA would end in downtown Milwaukie at Southeast Lake Road. Depending on the alternative selected, the estimated costs of the LRT project range from $1.17 billion to $1.4 billion. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. The newly considered alternative would result in no residential or commercial displacements. The project would result in a slight increase in long-term employment rolls. System energy requirements would decline slightly. NEGATIVE IMPACTS: Rights-of-way requirements for project would result in the displacement of 55 to 62 full properties, 64 to 82 partial properties, two to nine residences, 53 to 62 businesses, and 15 to 17 other uses; affect three or four historic sites, traverse five to eight areas characterized by a high probability for archaeological resource sites, and affect six existing and up to two planned urban parks. With respect to the natural environment the project would fill 0.57 acre of wetlands, require the relocation of 84,350 to 101,950 linear feet of stream, increase impervious surface in the area by approximately 30 acres, and displace approximately 11 acres of vegetation. Impacts to streams would include those resulting from relocation of 188 to 302 linear feet of stream providing habitat to federally protected fish species. The LRT system would traverse 3.2 to 4.2 acres of floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of two previous draft EISs and one final EIS on the overall South/North Corridor Project, see 98-0040D, Volume 22, Number 1, 99-0282F, Volume 23, Number 3, and 00-0094F, Volume 24, Number 1, respectively. JF - EPA number: 080180, 749 pages, October 27, 1999 PY - 1999 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Creeks KW - Employment KW - Endangered Species (Plants) KW - Fish KW - Highway Structures KW - Historic Sites KW - Industrial Districts KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding 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/36415943?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.title=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). [Part 1 of 4] T2 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). AN - 36390170; 13418-080180_0001 AB - PURPOSE: The development of a light rail transit (LRT) system to serve downtown Portland, the city of Milwaukie, and north Clackamas County, Oregon is proposed. This draft supplement updates information contained in the South/North Corridor Project draft EIS of February 1998. The supplement also considers findings from the South Corridor supplemental draft EIS of December 2002. This supplemental draft EIS considers a No-Build Alternative and the LRT alternative, which is the locally [preferred alternative (LPA). The Portland-Milwaukie Corridor constitutes part of the larger South/North Corridor and a subset of the South Corridor. The corridor is located in the Portland metropolitan area, which extends into southern Washington, connecting with the Vancouver metropolitan area. The Portland-Milwaukie Corridor includes the city of Milwaukie and much of southeast Portland and the Portland Central City, including the Central Business District, the South Waterfront District, and the Central Eastside Industrial District, all highly concentrated urban zones. The proposed Portland-Milwaukie LRT alternative would provide for a mostly double-tracked light rail between downtown Portland and Milwaukie, generally paralleling Southeast McLoughlin Boulevard to the east and terminating at either Southeast Lake Road or Southeast Park Avenue. The system would be served by 11 to 15 LRT stations. Bus network adjustments would include elimination and modification of bus routes that would duplicate LRT service and adjustment of routes to connect to LRT stations or transit centers. Three park-and-ride facilities, providing 1,475 to 2,600 spaces, would be integrated into the system. Streetcar alignments would be shifted to accommodate LRT along Southwest River Drive. Streetcar access would be provided to the new Willamette River bridge, and new bus routes would be provided to take advantage of the additional river crossing. The Ruby Junction Operations and Maintenance Facility would be expanded to accommodate 16 to 23 additional LRT vehicles. In addition to the proposed action, this draft supplemental EIS considers three 2003 LPA subalternatives and a No-Build Alternative and alternative locations for the LRT operations and maintenance facility. The 2003 LPA would provide for 6.4 miles of light rail served by 11 stations and a new bridge across the Willamette River. The LRT system would extend from a point near Portland State University at the southern end of downtown Portland, connecting with the Portland Mall light rail currently under construction at Southwest Fifth and Sixth avenues. The LPA would end in downtown Milwaukie at Southeast Lake Road. Depending on the alternative selected, the estimated costs of the LRT project range from $1.17 billion to $1.4 billion. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. The newly considered alternative would result in no residential or commercial displacements. The project would result in a slight increase in long-term employment rolls. System energy requirements would decline slightly. NEGATIVE IMPACTS: Rights-of-way requirements for project would result in the displacement of 55 to 62 full properties, 64 to 82 partial properties, two to nine residences, 53 to 62 businesses, and 15 to 17 other uses; affect three or four historic sites, traverse five to eight areas characterized by a high probability for archaeological resource sites, and affect six existing and up to two planned urban parks. With respect to the natural environment the project would fill 0.57 acre of wetlands, require the relocation of 84,350 to 101,950 linear feet of stream, increase impervious surface in the area by approximately 30 acres, and displace approximately 11 acres of vegetation. Impacts to streams would include those resulting from relocation of 188 to 302 linear feet of stream providing habitat to federally protected fish species. The LRT system would traverse 3.2 to 4.2 acres of floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of two previous draft EISs and one final EIS on the overall South/North Corridor Project, see 98-0040D, Volume 22, Number 1, 99-0282F, Volume 23, Number 3, and 00-0094F, Volume 24, Number 1, respectively. JF - EPA number: 080180, 749 pages, October 27, 1999 PY - 1999 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Creeks KW - Employment KW - Endangered Species (Plants) KW - Fish KW - Highway Structures KW - Historic Sites KW - Industrial Districts KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding 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/36390170?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.title=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). [Part 4 of 4] T2 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). AN - 36389205; 13418-080180_0004 AB - PURPOSE: The development of a light rail transit (LRT) system to serve downtown Portland, the city of Milwaukie, and north Clackamas County, Oregon is proposed. This draft supplement updates information contained in the South/North Corridor Project draft EIS of February 1998. The supplement also considers findings from the South Corridor supplemental draft EIS of December 2002. This supplemental draft EIS considers a No-Build Alternative and the LRT alternative, which is the locally [preferred alternative (LPA). The Portland-Milwaukie Corridor constitutes part of the larger South/North Corridor and a subset of the South Corridor. The corridor is located in the Portland metropolitan area, which extends into southern Washington, connecting with the Vancouver metropolitan area. The Portland-Milwaukie Corridor includes the city of Milwaukie and much of southeast Portland and the Portland Central City, including the Central Business District, the South Waterfront District, and the Central Eastside Industrial District, all highly concentrated urban zones. The proposed Portland-Milwaukie LRT alternative would provide for a mostly double-tracked light rail between downtown Portland and Milwaukie, generally paralleling Southeast McLoughlin Boulevard to the east and terminating at either Southeast Lake Road or Southeast Park Avenue. The system would be served by 11 to 15 LRT stations. Bus network adjustments would include elimination and modification of bus routes that would duplicate LRT service and adjustment of routes to connect to LRT stations or transit centers. Three park-and-ride facilities, providing 1,475 to 2,600 spaces, would be integrated into the system. Streetcar alignments would be shifted to accommodate LRT along Southwest River Drive. Streetcar access would be provided to the new Willamette River bridge, and new bus routes would be provided to take advantage of the additional river crossing. The Ruby Junction Operations and Maintenance Facility would be expanded to accommodate 16 to 23 additional LRT vehicles. In addition to the proposed action, this draft supplemental EIS considers three 2003 LPA subalternatives and a No-Build Alternative and alternative locations for the LRT operations and maintenance facility. The 2003 LPA would provide for 6.4 miles of light rail served by 11 stations and a new bridge across the Willamette River. The LRT system would extend from a point near Portland State University at the southern end of downtown Portland, connecting with the Portland Mall light rail currently under construction at Southwest Fifth and Sixth avenues. The LPA would end in downtown Milwaukie at Southeast Lake Road. Depending on the alternative selected, the estimated costs of the LRT project range from $1.17 billion to $1.4 billion. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. The newly considered alternative would result in no residential or commercial displacements. The project would result in a slight increase in long-term employment rolls. System energy requirements would decline slightly. NEGATIVE IMPACTS: Rights-of-way requirements for project would result in the displacement of 55 to 62 full properties, 64 to 82 partial properties, two to nine residences, 53 to 62 businesses, and 15 to 17 other uses; affect three or four historic sites, traverse five to eight areas characterized by a high probability for archaeological resource sites, and affect six existing and up to two planned urban parks. With respect to the natural environment the project would fill 0.57 acre of wetlands, require the relocation of 84,350 to 101,950 linear feet of stream, increase impervious surface in the area by approximately 30 acres, and displace approximately 11 acres of vegetation. Impacts to streams would include those resulting from relocation of 188 to 302 linear feet of stream providing habitat to federally protected fish species. The LRT system would traverse 3.2 to 4.2 acres of floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of two previous draft EISs and one final EIS on the overall South/North Corridor Project, see 98-0040D, Volume 22, Number 1, 99-0282F, Volume 23, Number 3, and 00-0094F, Volume 24, Number 1, respectively. JF - EPA number: 080180, 749 pages, October 27, 1999 PY - 1999 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Creeks KW - Employment KW - Endangered Species (Plants) KW - Fish KW - Highway Structures KW - Historic Sites KW - Industrial Districts KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding 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/36389205?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.title=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). [Part 3 of 4] T2 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). AN - 36389178; 13418-080180_0003 AB - PURPOSE: The development of a light rail transit (LRT) system to serve downtown Portland, the city of Milwaukie, and north Clackamas County, Oregon is proposed. This draft supplement updates information contained in the South/North Corridor Project draft EIS of February 1998. The supplement also considers findings from the South Corridor supplemental draft EIS of December 2002. This supplemental draft EIS considers a No-Build Alternative and the LRT alternative, which is the locally [preferred alternative (LPA). The Portland-Milwaukie Corridor constitutes part of the larger South/North Corridor and a subset of the South Corridor. The corridor is located in the Portland metropolitan area, which extends into southern Washington, connecting with the Vancouver metropolitan area. The Portland-Milwaukie Corridor includes the city of Milwaukie and much of southeast Portland and the Portland Central City, including the Central Business District, the South Waterfront District, and the Central Eastside Industrial District, all highly concentrated urban zones. The proposed Portland-Milwaukie LRT alternative would provide for a mostly double-tracked light rail between downtown Portland and Milwaukie, generally paralleling Southeast McLoughlin Boulevard to the east and terminating at either Southeast Lake Road or Southeast Park Avenue. The system would be served by 11 to 15 LRT stations. Bus network adjustments would include elimination and modification of bus routes that would duplicate LRT service and adjustment of routes to connect to LRT stations or transit centers. Three park-and-ride facilities, providing 1,475 to 2,600 spaces, would be integrated into the system. Streetcar alignments would be shifted to accommodate LRT along Southwest River Drive. Streetcar access would be provided to the new Willamette River bridge, and new bus routes would be provided to take advantage of the additional river crossing. The Ruby Junction Operations and Maintenance Facility would be expanded to accommodate 16 to 23 additional LRT vehicles. In addition to the proposed action, this draft supplemental EIS considers three 2003 LPA subalternatives and a No-Build Alternative and alternative locations for the LRT operations and maintenance facility. The 2003 LPA would provide for 6.4 miles of light rail served by 11 stations and a new bridge across the Willamette River. The LRT system would extend from a point near Portland State University at the southern end of downtown Portland, connecting with the Portland Mall light rail currently under construction at Southwest Fifth and Sixth avenues. The LPA would end in downtown Milwaukie at Southeast Lake Road. Depending on the alternative selected, the estimated costs of the LRT project range from $1.17 billion to $1.4 billion. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. The newly considered alternative would result in no residential or commercial displacements. The project would result in a slight increase in long-term employment rolls. System energy requirements would decline slightly. NEGATIVE IMPACTS: Rights-of-way requirements for project would result in the displacement of 55 to 62 full properties, 64 to 82 partial properties, two to nine residences, 53 to 62 businesses, and 15 to 17 other uses; affect three or four historic sites, traverse five to eight areas characterized by a high probability for archaeological resource sites, and affect six existing and up to two planned urban parks. With respect to the natural environment the project would fill 0.57 acre of wetlands, require the relocation of 84,350 to 101,950 linear feet of stream, increase impervious surface in the area by approximately 30 acres, and displace approximately 11 acres of vegetation. Impacts to streams would include those resulting from relocation of 188 to 302 linear feet of stream providing habitat to federally protected fish species. The LRT system would traverse 3.2 to 4.2 acres of floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of two previous draft EISs and one final EIS on the overall South/North Corridor Project, see 98-0040D, Volume 22, Number 1, 99-0282F, Volume 23, Number 3, and 00-0094F, Volume 24, Number 1, respectively. JF - EPA number: 080180, 749 pages, October 27, 1999 PY - 1999 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Creeks KW - Employment KW - Endangered Species (Plants) KW - Fish KW - Highway Structures KW - Historic Sites KW - Industrial Districts KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding 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/36389178?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.title=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). [Part 2 of 4] T2 - SOUTH CORRIDOR: PORTLAND-MILWAUKIE LIGHT RAIL PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). AN - 36383906; 13418-080180_0002 AB - PURPOSE: The development of a light rail transit (LRT) system to serve downtown Portland, the city of Milwaukie, and north Clackamas County, Oregon is proposed. This draft supplement updates information contained in the South/North Corridor Project draft EIS of February 1998. The supplement also considers findings from the South Corridor supplemental draft EIS of December 2002. This supplemental draft EIS considers a No-Build Alternative and the LRT alternative, which is the locally [preferred alternative (LPA). The Portland-Milwaukie Corridor constitutes part of the larger South/North Corridor and a subset of the South Corridor. The corridor is located in the Portland metropolitan area, which extends into southern Washington, connecting with the Vancouver metropolitan area. The Portland-Milwaukie Corridor includes the city of Milwaukie and much of southeast Portland and the Portland Central City, including the Central Business District, the South Waterfront District, and the Central Eastside Industrial District, all highly concentrated urban zones. The proposed Portland-Milwaukie LRT alternative would provide for a mostly double-tracked light rail between downtown Portland and Milwaukie, generally paralleling Southeast McLoughlin Boulevard to the east and terminating at either Southeast Lake Road or Southeast Park Avenue. The system would be served by 11 to 15 LRT stations. Bus network adjustments would include elimination and modification of bus routes that would duplicate LRT service and adjustment of routes to connect to LRT stations or transit centers. Three park-and-ride facilities, providing 1,475 to 2,600 spaces, would be integrated into the system. Streetcar alignments would be shifted to accommodate LRT along Southwest River Drive. Streetcar access would be provided to the new Willamette River bridge, and new bus routes would be provided to take advantage of the additional river crossing. The Ruby Junction Operations and Maintenance Facility would be expanded to accommodate 16 to 23 additional LRT vehicles. In addition to the proposed action, this draft supplemental EIS considers three 2003 LPA subalternatives and a No-Build Alternative and alternative locations for the LRT operations and maintenance facility. The 2003 LPA would provide for 6.4 miles of light rail served by 11 stations and a new bridge across the Willamette River. The LRT system would extend from a point near Portland State University at the southern end of downtown Portland, connecting with the Portland Mall light rail currently under construction at Southwest Fifth and Sixth avenues. The LPA would end in downtown Milwaukie at Southeast Lake Road. Depending on the alternative selected, the estimated costs of the LRT project range from $1.17 billion to $1.4 billion. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. The newly considered alternative would result in no residential or commercial displacements. The project would result in a slight increase in long-term employment rolls. System energy requirements would decline slightly. NEGATIVE IMPACTS: Rights-of-way requirements for project would result in the displacement of 55 to 62 full properties, 64 to 82 partial properties, two to nine residences, 53 to 62 businesses, and 15 to 17 other uses; affect three or four historic sites, traverse five to eight areas characterized by a high probability for archaeological resource sites, and affect six existing and up to two planned urban parks. With respect to the natural environment the project would fill 0.57 acre of wetlands, require the relocation of 84,350 to 101,950 linear feet of stream, increase impervious surface in the area by approximately 30 acres, and displace approximately 11 acres of vegetation. Impacts to streams would include those resulting from relocation of 188 to 302 linear feet of stream providing habitat to federally protected fish species. The LRT system would traverse 3.2 to 4.2 acres of floodplain. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of two previous draft EISs and one final EIS on the overall South/North Corridor Project, see 98-0040D, Volume 22, Number 1, 99-0282F, Volume 23, Number 3, and 00-0094F, Volume 24, Number 1, respectively. JF - EPA number: 080180, 749 pages, October 27, 1999 PY - 1999 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Central Business Districts KW - Creeks KW - Employment KW - Endangered Species (Plants) KW - Fish KW - Highway Structures KW - Historic Sites KW - Industrial Districts KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Oregon KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding 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/36383906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.title=SOUTH+CORRIDOR%3A+PORTLAND-MILWAUKIE+LIGHT+RAIL+PROJECT%2C+CLACKAMAS+AND+MULTNOMAH+COUNTIES%2C+OREGON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MON/FAYETTE TRANSPORTATION PROJECT, UNIONTOWN TO BROWNSVILLE AREA, FAYETTE AND WASHINGTON COUNTIES, PENNSYLVANIA. AN - 16348714; 7659 AB - PURPOSE: The construction of a 15-mile four-lane, limited-access, tolled expressway from State Route (SR) 88/Turnpike 43 to US 119 near the city of Uniontown, located in southwestern Pennsylvania, is proposed. US 40, which accommodates traffic within the corridor study area, is characterized by numerous road deficiencies and inadequate roadway capacity. The efforts of the National Road Heritage Park in the area to protect the character of this National Road also need support. US 40 is the nation's first federal road. Known as the National Road, it was built across southwestern Pennsylvania from 1811 to 1818 to open the west for settlement. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Two route alternatives would include one on the north side of US 40 (the North Alternative) and one on the south side of US 40 (the South Alternative). The typical mainline section would consist of two 12-foot northbound lanes and two 12-foot southbound lanes, separated by a 60- foot median. The facility would be classified as a rural, limited-access facility with a design speed of 70 miles per hour. POSITIVE IMPACTS: The tolled expressway would provide a means of regulating traffic flow within the corridor, while ameliorating the problems affecting US 40 and allowing the National Road to maintain a large measure of its historical integrity. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 65 or 83 residential units, seven buildings housing four commercial establishments, up to five buildings owned by the Pennsylvania Department of Transportation, 221 to 232 acres of farmland owned by a total of 21 to 24 farm operators, 636 to 652 acres of forest, and 308 to 411 acres of rangeland. The South Alternative would displace an 80-unit apartment building currently under construction. The project would affect 5,710 to 8,995 feet of perennial stream, 8.6 to 10.3 acres of floodplain, and 6.4 to 10 acres of wetlands. Buffer zones adjacent to growths of tall larkspur and American gromwell, state-listed endangered species, would also be affected. Both alternatives would cross the National Road, adversely affecting its historic setting. The construction activities would include the traversing of one or two 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: 990408, Volume I--470 pages, Volume II--Map Supplement, October 27, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-99-01-D KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Ranges KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Wetlands KW - National Road Heritage Park 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 - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16348714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MON%2FFAYETTE+TRANSPORTATION+PROJECT%2C+UNIONTOWN+TO+BROWNSVILLE+AREA%2C+FAYETTE+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.title=MON%2FFAYETTE+TRANSPORTATION+PROJECT%2C+UNIONTOWN+TO+BROWNSVILLE+AREA%2C+FAYETTE+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH/NORTH CORRIDOR PROJECT; CLACKAMAS, MULTNOMAH, AND WASHINGTON COUNTIES, OREGON, AND CLARK COUNTY, WASHINGTON. AN - 16340687; 7660 AB - PURPOSE: The implementation of transit improvements in the metropolitan region of Portland in northern Oregon and Vancouver in southern Washington is proposed. The north/south transportation corridor includes the Clackamas Regional Center (CRC) area of unincorporated Clackamas County, a section of southeast Portland, Portland's central city, a section north/northeast of Portland, the city of Vancouver, other parts of Clark County in Washington, and the cities of Oregon City, Gladstone, and Milwaukie. Since 1980, the number of jobs and households along the corridor has been increasing at the rate of two to three percent annually. By the year 2015, the projected increases in travel miles will result in a 268 percent increase in the miles of congested roadways in the corridor and a 720 percent increase in the number of hours that drivers must sit in congested traffic. Alternatives considered in the draft EIS of February 1998 included a No-Build Alternative, four light-rail length alternatives, 16 light-rail alignment alternatives, and 22 light-rail design options. The length alternatives included a 21-mile, full-length alignment from the CRC to the VA Medical Center and Clark College in Vancouver, a 17-mile alignment from the Milwaukie Marketplace to the VA Medical Center and Clark College in Vancouver, a 12-mile alignment from the CRC to the Rose Quarter Transit Center, and a 15-mile alignment from the CRC to North Lombard Street in north Portland. Project capital costs were estimated to range from $748 million to $1.3 billion, depending on the alternative selected. A subsequent supplemental draft EIS considered a new Full-Interstate Avenue Alignment Alternative, which would provide 5.63 miles of new light rail track and nine new light rail stations. The alternative would operate on 1.46 miles of existing track between the Southwest Eleventh Avenue downtown and the Rose Quarter Transit Center, bringing the total length to 7.09 miles. The alternative forwarded as the preferred alternative in this final EIS would involve a 5.63-mile extension on track from the Rose Quarter to the Expo Center. The line would share 1.59 miles of the existing downtown light rail alignment with the east/west rail line, ending at the Eleventh Avenue turnaround. Ten new stations would be provided, along with two park-and-ride lots. Operation and maintenance would be handled through the expansion of the existing Ruby Junction Facility. The estimated cost of the preferred alternative is $350 million. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. The newly considered alternative would result in no residential or commercial displacements. The project would result in a slight increase in long-term employment rolls. System energy requirements would decline slightly. NEGATIVE IMPACTS: The rights-of-way requirements for preferred alternative would result in the displacement of 0.76 acre of wetland and filling or spanning of 0.13 acre of non-wetland waters and require the placement of 7,956 cubic yards of fill within a floodplain. LEGAL MANDATES: Coastal Zone Management Act, Amendment of 1976 (16 U.S.C. 1451 et seq.), Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1431 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0282F, Volume 23, Number 3. JF - EPA number: 990409, Final EIS--445 pages, Comments--394 pages, October 27, 1999 PY - 1999 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Employment KW - Highways KW - Industrial Parks KW - Noise Assessments KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Oregon KW - Washington KW - Coastal Zone Management Act, Amendment of 1976, Compliance KW - Endangered Species Act of 1973, as amended, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16340687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH%2FNORTH+CORRIDOR+PROJECT%3B+CLACKAMAS%2C+MULTNOMAH%2C+AND+WASHINGTON+COUNTIES%2C+OREGON%2C+AND+CLARK+COUNTY%2C+WASHINGTON.&rft.title=SOUTH%2FNORTH+CORRIDOR+PROJECT%3B+CLACKAMAS%2C+MULTNOMAH%2C+AND+WASHINGTON+COUNTIES%2C+OREGON%2C+AND+CLARK+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 27, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND HOPKINS INTERNATIONAL AIRPORT, CUYAHOGA COUNTY, OHIO. AN - 36407015; 7648 AB - PURPOSE: The implementation of runway and other improvements at Cleveland Hopkins International Airport (CLE), located in the city of Cleveland in northern Ohio, is proposed. The commercial airport is located on approximately 1,600 acres of land bounded on the north by Brookpark Road and Interstate 80, on the east by the parallel transportation corridors of the Conrail Railroad and State Route 237, on the south by the Rocky River Reservation and Abram Creek, and on the west by the National Aeronautics (NASA) and Space Administration's John Glenn Research Center. The airfield system consists of three primary runways, two parallel runways, and a crosswind runway. CLE is a major hub for Continental Airlines, which accounts for 55 percent of all passengers passing through the facility. Several other major passenger and 10 cargo carriers operate at CLE. The character of CLE has changed as the Continental hub has matured and the projected activity levels have continued to show growth. No runway at CLE completely meets current federal design standards. Six alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. The proposed action would involve the construction of a replacement Runway 5L/23R, the construction of a 3,491-foot extension to Runway 5R/23L, the development of associated ancillary facilities, and the implementation of air traffic and land use mitigation actions. Ancillary facilities would include parking, air cargo, airline maintenance, navigational aids and lighting, and other support facilities. Air traffic procedural changes would largely involve actions associated with noise abatement. Alternatives are considered for runway development and ancillary facilities, with discrete alternatives considered for noise abatement measures. POSITIVE IMPACTS: The proposed action would modernize the two main parallel runways at CLE such that airfield geometry, distance between runway centerlines, and the lengths and width of runway safety areas and object free areas meet current federal design standards. Unacceptable levels of delay with respect to takeoffs and landings would be reduced. Sufficient terminal gate capacity for commuter aircraft and domestic and international jet aircraft would be provided. Aircraft noise affecting surrounding communities would be reduced. The flow and capacity of roadway access and egress would be enhanced. NEGATIVE IMPACTS: The project could require relocation of several NASA facilities currently located at the Glenn Research Center at Lewis Field and some commercial relocations. Landing and takeoff delays would continue, though at less unacceptable levels. Aircraft emissions would increase due to greater taxi distances, and air quality standards would be violated at certain roadway intersections in the vicinity of the airport. The Rocky River Reservation, which is a federally-funded preserve, would be adversely affected by aircraft noise as would one or two public parks and nine historic structures. The historic NASA Rocket Engine Test Facility would be demolished. From 141.79 to 164.45 acres of vegetation communities would be destroyed, including 78 acres of blunt mountain mint habitat, a federally-protected plant species. Approximately five acres of floodplain and 76.06 to 87.75 acres of wetlands would be graded and filled. Hazardous waste impacts would be experiences in several areas. 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 Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 990397, Volume I--621 pages and maps, Volume II--612 pages, October 21, 1999 PY - 1999 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Endangered Species (Plants) KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Monitoring Plans KW - Navigation Aids KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Surveys KW - Cleveland Hopkins International Airport, Ohio KW - Ohio KW - Rocky River Reservation KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Federal Aviation Act of 1958, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Department of Transportation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+HOPKINS+INTERNATIONAL+AIRPORT%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+HOPKINS+INTERNATIONAL+AIRPORT%2C+CUYAHOGA+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, Minnesota; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 21, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SANDPOINT NORTH AND SOUTH US ROUTE 95, MILEPOST 466.8 TO MILEPOST 478.6, BONNER COUNTY, IDAHO. AN - 16352684; 7639 AB - PURPOSE: The improvement of an eight-mile segment of US 95, located in northern Idaho, is proposed. US 95, which extends from Canada to the Mexican border near Yuma, Arizona, is Idaho's major north-south highway. The project area is located 62 miles south of the Canadian border near the town of Sandpoint; the area lies at the foot of the Selkirk Mountains and is bisected by the Pend Oreille Lake/River complex. Traffic along US 95 is currently operating at a level of service rating of F within Sandpoint and a level of E outside of town. Traffic problems result from a heavy volume of truck traffic, inadequately designed intersections, 90-degree turning requirements, and poor traffic flow structures within the town. Three alternatives, including a No Action Alternative, are considered in this final EIS. Under the preferred alternative (the Sand Creek Two-Lane Alternative), the improvement would involve the construction of 9.3 miles of four-lane highway on existing alignment, and two miles of a new alignment adjacent to Sand Creek and the Burlington Northern Railroad depot. This interchange/bridge structure would be 2,850 feet long and two lanes wide. Long Bridge would be widened from two to four lanes. Under the Through Town Couplet Alternative, the improvement would involve the reconstruction of 10 miles of highway on existing alignment, the upgrade of the existing two-lane highway to four or five lanes depending on the approach requirements, the widening of Long Bridge from two to four lanes, the provision of a bicycle and pedestrian path, and the implementation of curve reductions and other street improvements along a one-mile stretch of the north and southbound routes in town. The estimated costs of the Through Town Couplet Alternative and the Sand Creek Two-Lane Alternative are $45.3 million and $52.8 million, respectively. The respective benefit-cost ratios are 10.9 and 6.3. POSITIVE IMPACTS: With the highway improvements, the level of service rating for US 95 should improve to a rating of C within the project area. The facility would be able to accommodate both through and local traffic. The improvement would reduce the risk of accidents. NEGATIVE IMPACTS: Under the Through Town Couplet Alternative, historic resources and hazardous materials sites could be adversely affected. The level of service for the greatest number of vehicles would improve but a non-stop facility would not be provided for through traffic. Under the Sand Creek Two-Lane Alternative, the historic railroad depot, which is listed in the National Register of Historic Places, would be displaced. The Sand Creek structure would create a visual obtrusion as it passes along the banks of the creek between the central business district and the city beach. Under this alternative, local traffic volumes would not be effectively accommodated, and traffic congestion in Sandpoint would further deteriorate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 94-0325D, Volume 18, Number 4. JF - EPA number: 990388, 474 pages and maps, October 18, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-94-01-F KW - Bridges KW - Central Business Districts KW - Cultural Resources Assessments KW - Floodplains KW - Highway Structures KW - Highways KW - Historic Sites KW - Motor Vehicles KW - Noise Assessments KW - Railroads KW - Safety KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Visual Resources KW - Idaho KW - Pend Oreille Lake KW - Pend Oreille River KW - Sand Creek KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SANDPOINT+NORTH+AND+SOUTH+US+ROUTE+95%2C+MILEPOST+466.8+TO+MILEPOST+478.6%2C+BONNER+COUNTY%2C+IDAHO.&rft.title=SANDPOINT+NORTH+AND+SOUTH+US+ROUTE+95%2C+MILEPOST+466.8+TO+MILEPOST+478.6%2C+BONNER+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 18, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MASTER PLAN UPDATE IMPROVEMENTS, SAN JOSE INTERNATIONAL AIRPORT, SAN JOSE, SANTA CLARA COUNTY, CALIFORNIA. AN - 36412904; 7636 AB - PURPOSE: The improvement of the San Jose International Airport, located in the city of San Jose in western California, is proposed. The airport, one of three primary airports that serve the San Francisco Bay area, is located on a 1,000- acre site at the southerly end of San Francisco Bay, approximately two miles north of downtown San Jose. The airport primarily serves Santa Clara, Alameda, Santa Cruz, Monterey, and San Benito counties, and serves as the primary airport for Silicon Valley residents and businesses. The airport accommodated approximately 8.35 million passengers in 1994; this figure represents 16 percent of the Bay area passenger volume. Business and personal trips from the airport constitute 46 percent and 54 percent of passenger travel, respectively. The facility has two terminals and three runways. Three alternatives, including a No Action Alternative, are considered in this final EIS. Under the proposed plan, the improvement would include the extension of Runway 12R/30L from 10,200 feet to 11,000 feet, the extension of Runway 12L/30R from 4,420 feet to 11,050 feet, the expansion of passenger and air cargo terminal facilities, the construction of additional air cargo facilities, the construction of additional airline support facilities, the reconfiguration of existing roadways and intersections, the construction of roadway segments within the existing airport boundaries and outside the airport in the cities of San Jose and Santa Clara, and the construction of additional automobile parking, transit, and rental car facilities. The estimated cost of the three-phase project is $925.7 million. POSITIVE IMPACTS: Part of a three-phase development plan, the project would increase the operational efficiency of the airport, relieve existing and projected congestion, and improve accommodation of forecast air passenger and air cargo activity through the year 2010. Economic benefits would include $4.0 billion in business revenue, $1.57 billion in personal income, and $450 million in tax revenue in the year 2000; for the year 2010, these figures would be $6.77 billion, $2.85 billion, and $740 million, respectively. The employment related to the project for the years 2000 and 2010 would be 68,000 and 111,000 jobs, respectively. The removal of existing hazardous materials tanks and improvement of airport operations safety resulting from the improvement would reduce risks of release of contaminants. NEGATIVE IMPACTS: An increase in impervious surface area at the airport, in combination with increased air and ground traffic, could increase levels of contaminants in stormwater discharges entering the Guadalupe River; runoff would be increased by 12.6 percent in the year 2000 and 16.9 percent in the year 2010. Water consumption and wastewater discharges would increase. Vegetation and associated wildlife habitat, including rural areas for a number of bird species, would be destroyed. A two-lane bridge constructed over the Guadalupe River would result in filling of approximately 525 square feet of streambed wetland, though this habitat would be replaced elsewhere. Two structures would encroach temporarily on the 100-year floodplain. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0202D, Volume 23, Number 3. JF - EPA number: 990385, Volume 1--375 pages and maps, Volume 2--342 pages and maps; Volume 3--437 pages, Volume 4--208 pages, October 15, 1999 PY - 1999 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Birds KW - Bridges KW - Cost Assessments KW - Cultural Resources Assessments KW - Employment KW - Floodplains KW - Hazardous Wastes KW - Historic Sites Surveys KW - Noise Assessments KW - Parking KW - Roads KW - Terminal Facilities KW - Traffic Analyses KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - California KW - Guadalupe River KW - San Jose International Airport, California KW - Airport and Airway Improvements Act of 1982, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412904?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MASTER+PLAN+UPDATE+IMPROVEMENTS%2C+SAN+JOSE+INTERNATIONAL+AIRPORT%2C+SAN+JOSE%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=MASTER+PLAN+UPDATE+IMPROVEMENTS%2C+SAN+JOSE+INTERNATIONAL+AIRPORT%2C+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 Aviation Administration, Burlingame, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 15, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 215 IMPROVEMENTS, RIVERSIDE COUNTY, CALIFORNIA. AN - 36407574; 7634 AB - PURPOSE: The improvement of six miles of Interstate 215 (I-215) and short segments of State Route (SR) 91 and SR 60, located in the cities of Riverside and Moreno Valley in southeastern California, is proposed. The corridor is affected by higher than average accident rates, insufficient traffic capacity along the freeway mainline, nonstandard roadway features, and inadequate loop connectors. I-215 would be improved from north of the Eucalyptus Avenue interchange to north of the Columbia Avenue interchange. SR 91 would be improved from south of the Ninth Street interchange to the SR 60/I-215 interchange. SR 60 would be improved from west of Main Street to the SR to the SR 91/I-215. The project would also include a short segment of SR 60 extending from the SR 91/I-215 interchange to east of the Day Street interchange. The project would include the reconstruction of existing interchanges and overcrossings. Three alternatives, including a No- Build Alternative, are considered in this draft EIS. One build alternative would involve the addition of mixed-flow lanes and another would involve the addition of high-occupancy-vehicle lanes (HOV). The HOV alternative would entail the construction of an HOV lane in each direction within the existing median area on I-215 between University Avenue in Riverside and Day Street on SR 60 in Moreno Valley. To facilitate movement of traffic from the HOV lanes, an HOV connector would be constructed to accommodate southbound traffic on I-215 to eastbound on SR 60 at the I-215/SR 60 interchange (E). This alternative also includes construction of two fly-over connectors at the I-215/SR 60/SR 91 interchange (W). The mixed-flow alternative, which would be almost identical to the HOV alternative in terms of alignment and impacts, would involve the construction of an additional mixed-flow lane in each direction within the existing median on I- 215 between University Avenue and Day Street on SR 60 in Moreno Valley. Either alternative would include the construction of two fly-over connectors at the I- 215/SR 60/SR 91 interchange and a truck bypass connector at the I-215/SR 60 interchange and the reconstruction of the interim truck-climbing land connecting University Avenue to Frederick Street. The estimated costs for the HOV and mixed-flow alternatives are $276 million to $272 million, respectively. POSITIVE IMPACTS: The project would improve safety and relieve congestion along I-215. The improved traffic efficiency would reduce air pollutant emissions within the corridor. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of seven residences and 24 commercial establishments, though only 17 commercial displacements would involve complete displacement. The project would traverse floodplain land, adversely affecting 0.8 acre of forested wetland and 0.5 acre of scrub-shrub wetland. Noise levels affecting receptors along the corridor would rise from one to eight decibels, though this would be mitigated via sound walls. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990383, 391 pages and maps, October 15, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-99-01-D KW - Air Quality KW - Biologic Surveys KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407574?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+215+IMPROVEMENTS%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+215+IMPROVEMENTS%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 15, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 45 FROM ANDERSON MILL ROAD TO FARM-TO-MARKET 685, TRAVIS AND WILLIAMSON COUNTIES, TEXAS. AN - 36412681; 7629 AB - PURPOSE: The construction of State Highway (SH) 45, a 15-mile controlled access, east-west facility through the rapidly urbanized north Austin area, located in central Texas, is proposed. For more than 10 years, planning has been underway for the development of an east-west freeway through the rapidly growing portions of Round Rock, Pflugerville, and northwest Austin. Currently, the majority of travel in this area occurs along Ranch-to-Market Road (RM) 620, with several two-lane city and county roads providing alternative routes. The project would extend from Anderson Mill Road, just west of US 183 in Williamson County, to Farm-to-Market Road (FM) 685 east of Interstate 35 (I-35) in Travis County. The facility would extend 14.4 to 15.4 miles, depending on the alternative selected. The project would provide a four- to six-lane divided roadway with frontage roads, freeway sections, overpasses at major thoroughfares, and director connector ramps. The corridor would also include rights-of-way for future uses, such as high-occupancy vehicle lanes (HOV) or other alternative modes of transportation. Alternatives considered in this draft EIS include a No Action Alternative; one route alternative generally following existing rights-of-way at the western end of the study area; four route alternatives along new location in the central segment between FM 734 (Parmer Lane) and I-35; and three route alternatives on existing and new location in the eastern segment between I-35 and FM 685. The preferred alternative (W-II/C-V/E-II) would lie within a 400- foot right-of-way. Ultimate build-out would provide for six standard main lanes with a design speed of 70-miles-per-hour, three-lane, one-way frontage roads, along with bicycle and pedestrian facilities, and two concurrent flow HOV lanes. The facility could be operated as a toll road, initially reducing the number of lanes as compared to the ultimate highway. POSITIVE IMPACTS: SH 45 would alleviate traffic congestion on existing roadways in the urbanized portions of Travis and Williamson counties and provide an east-west artery linking Austin and the communities of Cedar Park, Leander, Round Rock, and Pflugerville. It would also increase mobility and access consistent with the transportation plan for the region. Traffic flow and safety of north-south traffic would be improved by linking US 183 with I-35 with an east-west route. The facility would support economic development opportunities already existing in the area. NEGATIVE IMPACTS: Depending on the alternative considered, the project would displace 710 to 713 acres of land, including 206 to 218 acres of prime farmland, seven to eight residences, two churches, and 40 to 41 commercial establishments. Two structures which may be eligible for listing on the National Register of Historic Places could be adversely affected. Traffic-generated noise would adversely affect 309 to 310 receptors. The project would traverse the Edwards Aquifer recharge zone. Several floodplains would be crosses, impacting 39.5 to 53 acres and displacing associated wetlands. The construction activities would encounter a number of hazardous material or waste sites, particularly along RM 620 between Anderson Mill Road and US 183. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.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: 990378, 321 pages and maps, October 14, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-02-D KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Vegetation Surveys KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412681?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+45+FROM+ANDERSON+MILL+ROAD+TO+FARM-TO-MARKET+685%2C+TRAVIS+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=STATE+HIGHWAY+45+FROM+ANDERSON+MILL+ROAD+TO+FARM-TO-MARKET+685%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 - Draft. Preparation date: October 14, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOOP 1 EXTENSION FROM FARM-TO-MARKET 734 TO PROPOSED STATE HIGHWAY 45, TRAVIS AND WILLIAMSON COUNTIES, TEXAS. AN - 16347877; 7628 AB - PURPOSE: The extension of Loop 1 from Farm-to-Market (FM) 734 (also known as Parmer Lane) northward approximately four miles to proposed State Highway (SH) 45, located in central Texas, is proposed. Loop 1, locally known as Mopac, currently terminates as a freeway facility at FM 734, where it transitions into a four- lane farm-to-market road (FM 1325). FM 1325 continues north and northeastward to its intersection with Interstate 35 (I-35). Loop 1 is one of the three major north-south highways serving the affected sections of the counties. Development demands in the north Austin metropolitan area, including demands in the city of Round Rock, are very high and include significant residential and commercial plans. As these areas have grown, travel demand on existing Loop 1, FM 1325 and I-35 has continued to increase, with forecasts indicating a continuation of this trend through the foreseeable future. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Under the action alternatives, regardless of the route selected, the project would extend the facility as a six-lane freeway, generally following FM 1325 north. The alternative routes would diverge at different points to intersect with proposed SH 45. The preferred alternative (Build Alternative C), would extend 4.1 miles, beginning at FM 734, following existing FM 1325 north, and veering west of the existing right-of-way near the intersection with Merrilltown Drive. Approximately 1.8 miles would be on new location. The alignment would intersect with the proposed SH 45 approximately 1.9 miles west of I-35. The facility could be operated as a toll road. The estimated costs of rights-of-way acquisition and construction for the preferred alternative are $22.4 million and $105 million, respectively. POSITIVE IMPACTS: The project would relieve traffic congestion and improve mobility on existing FM 1325 and I-35, providing a safer, more efficient route for traffic traveling through this corridor. The project would also relieve congestion on parallel local routes. Opportunities for economic growth would be enhanced. NEGATIVE IMPACTS: The acquisition of 172 additional acres of rights-of-way would result in the loss of 80 acres of agricultural land, 101 acres of prime farmlands, 10 acres of woodland habitat, and eight residences. Three potentially historic sites could be indirectly affected. Traffic-related noise levels would increase substantially for 105 receptors. The alignment would traverse the floodplains of six streams and the Edwards Aquifer recharge zone, and displace 0.2 acre of wetlands. Three hazardous materials sites would lie within the rights-of-way of the project. The access provided by the new facility to undeveloped areas would probably result in the displacement of undeveloped tracts of 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990377, 238 pages and maps, October 14, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-03-D KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Vegetation Surveys KW - Water Quality Assessments KW - Wetlands KW - Wildlife Surveys KW - Texas KW - Department of Transportation Act of 1966, as amended, Historic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16347877?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOOP+1+EXTENSION+FROM+FARM-TO-MARKET+734+TO+PROPOSED+STATE+HIGHWAY+45%2C+TRAVIS+AND+WILLIAMSON+COUNTIES%2C+TEXAS.&rft.title=LOOP+1+EXTENSION+FROM+FARM-TO-MARKET+734+TO+PROPOSED+STATE+HIGHWAY+45%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 - Draft. Preparation date: October 14, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 235/MARTIN LUTHER KING, JR., PARKWAY (PROJECT NUMBER IM-235-2(229)00-13- 77), DES MOINES, POLK COUNTY, IOWA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1999). AN - 16353667; 7615 AB - PURPOSE: The reconstruction and improvement of Interstate 235 (I-235), located in south-central Iowa, is proposed. The improvements have been necessitated by land use changes and development that are occurring in the Des Moines central business district (CBD), western suburbs, and the northeast sector of the metropolitan area, which are placing considerable demands on the current surface transportation system. Without adequate capacity, continued economic development of the existing Des Moines CBD may not occur. Economic development would probably occur in a less efficient pattern throughout the rest of the urban area, or would not occur at all. Four alternatives, including a No- Build Alternative, were considered in the final EIS of February 1999. The preferred alternative would combine two alternatives presented in the draft EIS, namely, the Jack Leisch Alternative and the Limited-Build Alternative. The Jack Leisch Alternative, also known as the Full Build Alternative, would consist of a major overhaul of the existing freeway in order to meet projected traffic demands in the corridor. This overhaul would include the expansion of capacity to between six and 10 lanes, a system of collector and distributor lanes to handle merging traffic, and the upgrade of deficient components to meet present day standards. Under the Limited Build Alternative, a design with elements of compulsory transportation demand management, high-occupancy vehicle ramp, and freeway incident management strategies would be used. Since the location approval, modifications to the project alignment were proposed by the city of Des Moines, requiring this supplemental final EIS. This document pertains to two areas where there would be significant changes from the originally approved location. The locations would change for the Indianola Avenue Connection and the East 15th Street Extension. Other than the location changes, and associated impact and cost changes, the project remains the same. The estimated costs of the Indianola Avenue Connection and East 15th Street Extension alterations are $5.5 million and $30.3 million, respectively. POSITIVE IMPACTS: Under the preferred alternative, the project would address several existing and/or forecasted conditions identified as deficiencies. These conditions are high accident frequency, deficient loop ramp curvatures, the lack of proper lane balance and continuity, the failure of existing overpasses to meet Iowa Department of Transportation's minimum vertical clearance standards, pavement at or approaching design lifetime, Des Moines CBD growth in excess of highway design capacity, and the presence of bottlenecks and other congested areas at peak hours. Under the action alternatives, the project would significantly reduce vehicle hours of delay which would, in turn, result in some decreased fuel consumption and auto exhaust emissions. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 192 residences and 48 commercial properties. Eighty-four percent of the residential units are occupied by minority, low-income, or elderly residents. Most of the displacements of these disadvantaged persons would occur at strategic points along the corridor where highway and interchange improvements require the acquisition of specific buildings leaving little choice regarding who would be adversely affected. A total of 19 individual or contributing historic structures on the National Register of Historic Places would be affected. Numerous single- and multi-family residential, religious, educational, and medical receptors would experience noise levels that would either approach or exceed federal standards. The project would result in the displacement of 2.5 acres of wetland, though this loss would be mitigated via the creation of replacement wetland. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 97-0359D, Volume 21, Number 5, and 99-0160F, Volume 23, Number 2, respectively. JF - EPA number: 990364, 292 pages and maps, October 8, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-83-01-FS KW - Air Quality KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources Assessments KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Iowa 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16353667?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+235%2FMARTIN+LUTHER+KING%2C+JR.%2C+PARKWAY+%28PROJECT+NUMBER+IM-235-2%28229%2900-13-+77%29%2C+DES+MOINES%2C+POLK+COUNTY%2C+IOWA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1999%29.&rft.title=INTERSTATE+235%2FMARTIN+LUTHER+KING%2C+JR.%2C+PARKWAY+%28PROJECT+NUMBER+IM-235-2%28229%2900-13-+77%29%2C+DES+MOINES%2C+POLK+COUNTY%2C+IOWA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: October 8, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Geographic Information Systems for Water Resource Risk Assessment AN - 17647771; 4679238 AB - The use of a Geographical Information System (GIS) to locate transportation routes as well as springs, wells and surface water bodies offers the opportunity for tracking and monitoring the effects of accidental releases from transported waste in the case of an overturned truck. The four-county area of Washington, Madison, Benton, and Carroll counties in Northwest Arkansas was chosen for this GIS demonstration project. Previous work by the University of Arkansas Department of Geology and the Center for Advanced Spatial Technology (CAST) provided base maps including springs, wells, and surface water bodies in the four-county area. In addition, TIGER/Line data were readily available for locating transportation routes. The Intergraph software, GeoMedia was chosen to manipulate the data because the Arkansas Highway and Transportation Department currently uses GeoMedia for GIS applications. The report includes descriptions of data manipulation, layer construction, computer code, and a basic tutorial for the the results of this research. The resulting product is the ability to call up a region, and either 'point and click' on a particular location, or to input Universal Transverse Mercator (UTM) coordinates of a location. The software will locate the mapped water resources within a specified radius of those points. AU - Gross, MA AU - Murdoch, J F Y1 - 1999/10/05/ PY - 1999 DA - 1999 Oct 05 SP - 40 KW - Risk Abstracts; Pollution Abstracts; Water Resources Abstracts KW - MBTCFR1091 KW - PB2000101056 KW - DTRS92-G-0013 KW - Risk assessment KW - Springs KW - Disasters KW - Water resources KW - Surface Water KW - Water Pollution Control KW - Accidents KW - Transportation KW - Wells KW - Emergency preparedness KW - Mapping KW - Geographic information systems KW - Geographical Information Systems KW - SW 3010:Identification of pollutants KW - P 2000:FRESHWATER POLLUTION KW - R2 23050:Environment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17647771?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=Gross%2C+MA%3BMurdoch%2C+J+F&rft.aulast=Gross&rft.aufirst=MA&rft.date=1999-10-05&rft.volume=&rft.issue=&rft.spage=40&rft.isbn=&rft.btitle=Geographic+Information+Systems+for+Water+Resource+Risk+Assessment&rft.title=Geographic+Information+Systems+for+Water+Resource+Risk+Assessment&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - SuppNotes - NTIS Prices: PC A04/MF A01. Sponsored by Department of Transportation, Washington, DC. University Transportation Centers Program. N1 - Last updated - 2015-03-24 ER - TY - JOUR T1 - Musculoskeletal symptoms due to technical preconditions in long cycle time work in an automobile assembly plant: a study of prevalence and relation to psychosocial factors and physical exposure. AN - 70037555; 10484280 AB - The aim was to evaluate the prevailing ergonomic conditions in a parallelized flow, long cycle time, assembly system. The evaluation focused on physical exposure, psychosocial factors and work-related musculoskeletal symptoms. A random sample of 67 assembly operators was included in a cross-sectional study mainly based on questionnaires. Hand/wrist symptoms were common and related to work exposure with hand-held powered tools. In general, the self-reported physical exposure showed only a few significant associations with musculoskeletal symptoms. This may in part be explained by the ergonomic conditions generally being good, with a relatively low duration of 'combined' extreme work postures. Significant associations were found between the psychosocial work environment and musculoskeletal symptoms. JF - Applied ergonomics AU - Engström, T AU - Hanse, J J AU - Kadefors, R AD - Chalmers University of Technology, Department of Transportation and Logistics, Göteborg, Sweden. Y1 - 1999/10// PY - 1999 DA - October 1999 SP - 443 EP - 453 VL - 30 IS - 5 SN - 0003-6870, 0003-6870 KW - Index Medicus KW - Space life sciences KW - Occupational Exposure KW - Workload KW - Shoulder Pain -- etiology KW - Hand -- physiopathology KW - Neck Pain -- etiology KW - Sex Factors KW - Humans KW - Low Back Pain -- etiology KW - Workplace KW - Evaluation Studies as Topic KW - Cross-Sectional Studies KW - Risk Factors KW - Adult KW - Surveys and Questionnaires KW - Wrist -- physiopathology KW - Posture -- physiology KW - Time Factors KW - Female KW - Male KW - Prevalence KW - Musculoskeletal Diseases -- etiology KW - Human Engineering KW - Attitude to Health KW - Occupational Diseases -- etiology KW - Occupational Diseases -- psychology KW - Automobiles KW - Musculoskeletal Diseases -- psychology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/70037555?accountid=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=Applied+ergonomics&rft.atitle=Musculoskeletal+symptoms+due+to+technical+preconditions+in+long+cycle+time+work+in+an+automobile+assembly+plant%3A+a+study+of+prevalence+and+relation+to+psychosocial+factors+and+physical+exposure.&rft.au=Engstr%C3%B6m%2C+T%3BHanse%2C+J+J%3BKadefors%2C+R&rft.aulast=Engstr%C3%B6m&rft.aufirst=T&rft.date=1999-10-01&rft.volume=30&rft.issue=5&rft.spage=443&rft.isbn=&rft.btitle=&rft.title=Applied+ergonomics&rft.issn=00036870&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 1999-10-07 N1 - Date created - 1999-10-07 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - RPRT T1 - RUNWAY SAFETY AREA AND TAXIWAY IMPROVEMENTS, TWEED-NEW HAVEN AIRPORT AUTHORITY, NEW HAVEN COUNTY, CONNECTICUT. AN - 36408902; 7606 AB - PURPOSE: The implementation of runway and taxiway improvements at Tweed-New Haven Airport (Tweed), located in southern Connecticut, is proposed. In 1998, the last complete year for which data are available, Tweed enplaned 46,187 passengers and hosted 62,476 operations. Its operations are expected to increase significantly in the future. In technical analyses completed for the 1982 Master Plan and for this draft EIS, deficiencies were identified which adversely affect the ability of the airport to maintain a safe and efficient facility. The deficiencies identified include poor base conditions on taxiways B and E, which currently constitute a potential safety hazard and restrict use of these taxiways; insufficient runway safety areas on Runway 2/20, which do not meet federal safety standards; insufficient runway safety area on Runway 2/20, which increase emergency response times; and the absence of a full-length parallel taxiway along Runway 2/20, which is the primary runway, decreasing safety margins and impairing the efficient operation of the airport. The preferred alternative would provide a series of safety improvements to Runway 2/20 and taxiways B and E. More specifically, a 1,000-foot-by-500-foot safety area would be constructed to serve Runway 2, a modified 1,000-foot-by-500-foot safety area would serve Runway 20, Morris and Tuttle Brook creeks would be relocated, Dodge Avenue would be relocated, taxiways B and E would be rehabilitated, and Taxiway B would be extended. The grading of the Runway 20 safety area would create two stormwater detention basins, increasing flood storage from that capable of containing a two-year event to that capable of containing a ten-year event. The estimated cost of the project is $7.37 million. POSITIVE IMPACTS: The safety and efficiency of operations at Tweed would improve substantially, enabling the airport to take advantage of its new management under the Tweed-New Haven Airport Authority. NEGATIVE IMPACTS: The construction activities would displace 9.89 acres of tidal and freshwater wetlands and watercourses. The relocated section of Dodge Avenue would pass closer to the Holmes Street residences than is currently the case, increasing noise by as much as three decibels. 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: 990355, 293 pages and maps, October 1, 1999 PY - 1999 KW - Air Transportation KW - Airports KW - Flood Control KW - Hydraulic Assessments KW - Noise KW - Noise Assessments KW - Roads KW - Safety KW - Safety Analyses KW - Water Quality Assessments KW - Wetlands KW - Connecticut KW - Morris Creek KW - Tuttle Brook Creek 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/36408902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RUNWAY+SAFETY+AREA+AND+TAXIWAY+IMPROVEMENTS%2C+TWEED-NEW+HAVEN+AIRPORT+AUTHORITY%2C+NEW+HAVEN+COUNTY%2C+CONNECTICUT.&rft.title=RUNWAY+SAFETY+AREA+AND+TAXIWAY+IMPROVEMENTS%2C+TWEED-NEW+HAVEN+AIRPORT+AUTHORITY%2C+NEW+HAVEN+COUNTY%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, New Haven, Connecticut; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 1, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAGUARDIA AIRPORT EAST END ROADWAY IMPROVEMENTS PROJECT, QUEENS COUNTY, NEW YORK. AN - 36417639; 7603 AB - PURPOSE: The construction of four ramp connections at the 102nd Street Bridge in order to improve access/egress between Grand Central Parkway (GCP) and the east end terminals of LaGuardia Airport, located in Queens in southeastern New York, is proposed. The existing levels of service on the airport internal roadways have deteriorated as use of the east end of the airport has increased. Passenger volume at the east end of the airport is currently greater than 50 percent, compared with 29 percent in 1987. Eighteen of 22 roadway links serving the east end terminals are now operating at unacceptable levels of service during peak periods. The need for the improvements has been determined through traffic surveys and the application of a computer-based transportation model (TransCAD) that has been developed by the Port Authority of New York and New Jersey to monitor and evaluate conditions on the internal airport roadway network. Three alternatives, including a No Action Alternative, are considered in this final EIS. The proposed action would include the construction of the following four ramp connections: ramp E would carry outbound traffic of the upper-level roadway at the USAir Terminal to the westbound lanes of the GCP via a new ramp structure just west of, and parallel to, the 102nd Street Bridge; ramp F would carry outbound traffic from the 102nd Street Bridge to merge with ramp E before the new entrance to the GCP westbound lanes; ramp G would provide direct entrance from the 102nd Street Bridge to the eastbound on-airport road leading to the upper and lower levels of the east end terminals; and ramp H would provide direct exit from the upper level roadway of the USAir Terminal to the 102nd Street Bridge. In addition, access to the 102nd Street Bridge from the lower- level loop road would be improved by the construction of an at-grade intersection north of ramp H. POSITIVE IMPACTS: The proposed action would address the immediate need on roadways now operating below the acceptable range. NEGATIVE IMPACTS: The proposed action would adversely affect parklands, pedestrian circulation, intersection capacity, and visual quality. The project would require approximately 60,000 square feet of parkway embankment adjacent to the airport; although not accessible to the public, the parkway right-of-way is technically part of the New York City park system and provides a visual amenity to those traveling near the airport. The construction of egress ramps from the 102nd Street Bridge would interrupt the sidewalk on the west side of the bridge. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 95-0511D, Volume 19, Number 6. JF - EPA number: 990352, 398 pages and maps, September 30, 1999 PY - 1999 KW - Air Transportation KW - Airports KW - Bridges KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Roads KW - Safety KW - Transportation KW - LaGuardia Airport, New York KW - New York KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAGUARDIA+AIRPORT+EAST+END+ROADWAY+IMPROVEMENTS+PROJECT%2C+QUEENS+COUNTY%2C+NEW+YORK.&rft.title=LAGUARDIA+AIRPORT+EAST+END+ROADWAY+IMPROVEMENTS+PROJECT%2C+QUEENS+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 - Final. Preparation date: September 30, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW MEXICO FOREST HIGHWAY 45, SACRAMENTO RIVER ROAD, SUNSPOT TO TIMBERON, OTERO COUNTY, NEW MEXICO. AN - 36407555; 7605 AB - PURPOSE: The improvement of 13.1 miles of New Mexico Forest Highway 45 (Forest Road (FR) 537), known locally as the Sacramento River Road, located in the Sacramento Mountains in southern New Mexico, is proposed. FR 45 is a 50.7-mile route partially located in Lincoln National Forest. The facility begins in Cloudcroft at an intersection with US 82, extends to the south and east past Sunspot and through Timberon, and terminates at Pinon at a junction with State Highway (SH) 24. The section of highway under consideration extends from Sunspot to Timberon. This section is narrow and inconsistent in width, varying from 13 to 26 feet. Shoulders are inadequate or absent. The road suffers from numerous problems, including sections with inadequate vertical and horizontal sight distances and inadequate width for the accommodation of disabled vehicles. The road does not meet design standards for a rural collector road carrying either the existing or projected year 2020 traffic volumes. The project would begin at the junction of FR 537 and the State Highway (SH) 6563 near Sunspot and extend southeasterly along FR 537 and the Sacramento River to Timberon. The project would involve improving the existing one- and two-lane gravel road to a two-lane paved road. Four alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. Under the preferred alternative, the roadway would be relocated away from the canyon bottom to allow for the improvement of riparian areas, wetlands, and water quality in the canyon. The facility is currently maintained by Otero County and would continue to be maintained by the County after improvements were completed. POSITIVE IMPACTS: The improved facility would provide a safe, functional, all-weather road connection between Sunspot to Timberon, reduce adverse impacts resulting from close proximity of the existing road to the canyon stream, and improve access to Lincoln National Forest. NEGATIVE IMPACTS: The recreational experience of the remote area would be adversely affected by the presence of a modern roadway with steep, high cut slopes. The project could adversely affect the Mexican spotted owl and would damage six archaeological sites along the construction corridor. Wildlife habitat would be displaced, and increased traffic would exacerbate conflicts between wildlife and motorists. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 990354, 135 pages and maps, September 30, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-FPNM-EIS-99-1-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Highways KW - Section 4(f) Statements KW - Wildlife KW - Wildlife Habitat KW - Lincoln National Forest KW - New Mexico KW - Department of Transportation Act of 1966, as amended, Archaeologic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36407555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+MEXICO+FOREST+HIGHWAY+45%2C+SACRAMENTO+RIVER+ROAD%2C+SUNSPOT+TO+TIMBERON%2C+OTERO+COUNTY%2C+NEW+MEXICO.&rft.title=NEW+MEXICO+FOREST+HIGHWAY+45%2C+SACRAMENTO+RIVER+ROAD%2C+SUNSPOT+TO+TIMBERON%2C+OTERO+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, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 30, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE TRUNK HIGHWAY 131 FROM ROCKTON TO ONTARIO (WISDOT PROJCT ID 5111-00-03A), VERNON COUNTY, WISCONSIN. AN - 36405659; 7604 AB - PURPOSE: The relocation of 5.9 miles of State Trunk Highway (STH) 131 between the unincorporated community of Rockton and the village of Ontario, located in southwestern Wisconsin, is proposed. From Rockton south, STH 131 has already been reconstructed on a new alignment in connection with the partially completed LaFarge Dam project. From the center of Ontario north, a portion of STH 131 has also been rebuilt on new right-of-way located so as to bypass most of the built- up area of the community. The portion of STH 131 currently under consideration passes through Wildcat Mountain State Park southeast of Ontario. It provides primary access to the park from the north and south, resulting in a conflicting mix of through and park traffic. The average travel speed on this section of STH 131 is 38.1 miles per hour (mph) compared to 55.1 mph on the improved section from Rockton to LaFarge. Traffic on STH 131 is projected to increase from 380 vehicles per day (vpd) at the present date to 1,478 vpd in the year 2010. Six substandard bridges and one temporary bridge serve the facility. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. The preferred alternative would provide two 12-foot lanes with six-foot shoulders and, for the most part, with grades and curves designed to current arterial highway standards. The project would include the replacement of seven bridges. The estimated cost of the preferred alternative is $10.5 million. POSITIVE IMPACTS: By increasing speed of travel and separating through and park traffic, the project would complement existing improvements to STH 131 north and south of the study area. The separation of conflicting traffic would reduce accident rates within the corridor. NEGATIVE IMPACTS: The acquisition of 84.9 acres of rights-of-way would displace four residences, 48.3 acres of farmland, 15.3 acres of wetlands, 9.1 acres of upland forest, and four historic bridges. LEGAL MANDATES: Department of Transportation Act of 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 92-0330D, Volume 16, Number 4. JF - EPA number: 990353, 320 pages and maps, September 30, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-92-03-F KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Wildcat Mountain State Park KW - Wisconsin 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/36405659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+TRUNK+HIGHWAY+131+FROM+ROCKTON+TO+ONTARIO+%28WISDOT+PROJCT+ID+5111-00-03A%29%2C+VERNON+COUNTY%2C+WISCONSIN.&rft.title=STATE+TRUNK+HIGHWAY+131+FROM+ROCKTON+TO+ONTARIO+%28WISDOT+PROJCT+ID+5111-00-03A%29%2C+VERNON+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 30, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO COUNTY ROAD 22 (MILL HILL ROAD AND GLEN ROAD) FROM HOWARD DRIVE TO STATE ROUTE 9N INCLUDING A NEW BRIDGE OVER THE EAST BRANCH OF THE AUSABLE RIVER (PIN 1751.59), TOWN OF JAY, ESSEX COUNTY, NEW YORK. AN - 36404128; 7600 AB - PURPOSE: The reconstruction and relocation of County Road (CR) 22 (Mill Hill Road and Glen Road), including a new bridge over the East Branch of the Ausable River, located in northeastern New York, are proposed. Two main branches of the Ausable River are situated in the Western part of Essex County. These two branches unite at the hamlet of Ausable Forks, approximately six miles North of the hamlet of Jay. The principal river that drains the town of Jay is the Eastern Branch of the Ausable River, also referred to as the Little Ausable River, which flows East of Jay. The eastern branch of the Ausable River is susceptible to heavy flooding, major ice flows, and jams. The floodplain in the vicinity of the project is quite wide. In May of 1997, the existing covered bridge was found to be unsafe for public use and was closed by Essex County to all traffic. A temporary bridge was opened in July 1997 to maintain traffic. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. The Reconstruction Alternative would involve geometric improvements to CR 22 and the construction of a river crossing. Two alignments are also under consideration. The 120 Meters (400 feet) Downstream Alignment Option would involve the realignment of CR 22 from a point south of the Howard Drive intersection that would run east of the existing alignment and intersect State Route (SR) 9N approximately 500 feet east of the present SR 9N/SR 86/CR 22 intersection. Approximately 0.6 mile of two-lane roadway would be constructed on new alignment, along with a 375-foot bridge. The 430 Meters (1400 feet) Upstream Alignment Option would involve the realignment of CR 22 from a point south of the Howard Drive intersection that would run west of the existing alignment and intersect State Route (SR) 9N approximately 1500 feet west of the present SR 9N/SR 86/CR 22 intersection. Approximately 0.4 mile of two-lane roadway would be constructed on new alignment. The estimated costs of the 120 Meter Alternative and the 430 Meter Alternative are $4.47 million and $3.76 million, respectively. The estimated rights-of-way acquisition costs of the 120 Meter Alternative and the 430 Meter Alternative are $234,000 and $210,000, respectively. POSITIVE IMPACTS: The project would provide an adequate level of service for the affected stretch of CR 22, reduce or eliminate through traffic within parkland, facilitate truck traffic, and provide for dependable emergency access. NEGATIVE IMPACTS: The acquisition and development of 4.7 to 9.6 acres of rights-of-way would displace seven to 15 properties, respectively. From 0.31 to 0.71 acre of wetlands would be adversely affected. Noise levels would exceed federal standards at some receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990349, Volume 1--168 pages and maps, Appendix D--151 pages, Appendix F--89 pages, September 28, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-99-04-D KW - Bridges KW - Cultural Resources Assessments KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Safety Analyses KW - Visual Resources Surveys KW - Ausable River KW - New York KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+COUNTY+ROAD+22+%28MILL+HILL+ROAD+AND+GLEN+ROAD%29+FROM+HOWARD+DRIVE+TO+STATE+ROUTE+9N+INCLUDING+A+NEW+BRIDGE+OVER+THE+EAST+BRANCH+OF+THE+AUSABLE+RIVER+%28PIN+1751.59%29%2C+TOWN+OF+JAY%2C+ESSEX+COUNTY%2C+NEW+YORK.&rft.title=IMPROVEMENTS+TO+COUNTY+ROAD+22+%28MILL+HILL+ROAD+AND+GLEN+ROAD%29+FROM+HOWARD+DRIVE+TO+STATE+ROUTE+9N+INCLUDING+A+NEW+BRIDGE+OVER+THE+EAST+BRANCH+OF+THE+AUSABLE+RIVER+%28PIN+1751.59%29%2C+TOWN+OF+JAY%2C+ESSEX+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: September 28, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO COUNTY ROAD 22 (MILL HILL ROAD AND GLEN ROAD) FROM HOWARD DRIVE TO STATE ROUTE 9N, INCLUDING A NEW BRIDGE OVER THE EAST BRANCH OF THE AUSABLE RIVER, TOWN OR JAY, ESSEX COUNTY, NEW YORK (P.I.N. 1751.59)TOWN OF JAY, ESSEX COUNTY, NEW YORK. AN - 16363310; 9644 AB - PURPOSE: The reconstruction and relocation of County Road (CR) 22 (Mill Hill Road and Glen Road), including a new bridge over the East Branch of the Au Sable POSITIVE IMPACTS: The project would provide an adequate level of service for the affected stretch of CR 22, reduce or eliminate through traffic within parkland, facilitate truck traffic, and provide for dependable emergency access. NEGATIVE IMPACTS: Acquisition and development of 4.6 to 9.6 acres of rights-of-way would displace seven to 15 properties, though no residential relocations would be required. From 0.31 to 0.71 acre of wetlands would be affected. Noise levels would exceed federal standards at some receptors. 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 00-0084D, Volume 24, Number 1. JF - EPA number: 020425, Final EIS--488 pages and maps, Appendix D--151 pages, Appendix E--51 pages, Appendix F (Volume 1)--47 pages, Appendix F (Volume 2)--497 pages, September 28, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-99-04-F KW - Bridges KW - Cultural Resources Assessments KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Safety Analyses KW - Visual Resources Surveys KW - New York KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16363310?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+COUNTY+ROAD+22+%28MILL+HILL+ROAD+AND+GLEN+ROAD%29+FROM+HOWARD+DRIVE+TO+STATE+ROUTE+9N%2C+INCLUDING+A+NEW+BRIDGE+OVER+THE+EAST+BRANCH+OF+THE+AUSABLE+RIVER%2C+TOWN+OR+JAY%2C+ESSEX+COUNTY%2C+NEW+YORK+%28P.I.N.+1751.59%29TOWN+OF+JAY%2C+ESSEX+COUNTY%2C+NEW+YORK.&rft.title=IMPROVEMENTS+TO+COUNTY+ROAD+22+%28MILL+HILL+ROAD+AND+GLEN+ROAD%29+FROM+HOWARD+DRIVE+TO+STATE+ROUTE+9N%2C+INCLUDING+A+NEW+BRIDGE+OVER+THE+EAST+BRANCH+OF+THE+AUSABLE+RIVER%2C+TOWN+OR+JAY%2C+ESSEX+COUNTY%2C+NEW+YORK+%28P.I.N.+1751.59%29TOWN+OF+JAY%2C+ESSEX+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 28, 1999 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NATIONAL MISSILE DEFENSE DEPLOYMENT, SELECTION OF POSSIBLE DEPLOYMENT SITES, ALASKA AND NORTH DAKOTA. AN - 36422175; 7596 AB - PURPOSE: The deployment of a national missile defense (NMD) program, located in Alaska or North Dakota, is considered. The proposed purpose of the NMD would be the defense of the U.S. against a threat of a limited strategic ballistic missile attack from a so-called rogue nation. The NMD system would be a fixed, land-based, non-nuclear missile defense system with a land- and space-based detection system which would respond to limited strategic ballistic missile threats to the U.S. The potential sites in Alaska include Clear Air Station (AS) in Denali Borough, Eareckson AS on Shemya Island, Eielson Air Force Base (AFB) in Fairbanks North Star Borough, Fort Greely in Fort Greely, and Yukon Training Area in Fairbanks North Star Borough. Potential sites in North Dakota include Cavalier AS in Pembina County, Grand Forks AFB in Grand Forks County, Stanley R. Mickelsen Safeguard Complex (SRMSC) Missile Site Radar in Cavalier County, SRMSC Remote Sprint Launch Site 1 in Ramsey County, SRMSC Remote Sprint Launch Site 2 in Cavalier County, and SRMSC Remote Sprint Launch Site 4 in Walsh County. The key issues identified during the scoping include airspace restrictions from X- band radar (XBR) operation; safety risks to the public from the transportation and operation of the ground-based interceptor (GBI), electromagnetic radiation impacts to wildlife and the public, socioeconomic impacts and benefits from NMD deployment, construction and operation impacts on local water quality, increases in hazardous waste generation, increases in restricted public use around NMD deployment sites, and construction and operation impacts on vegetable, wildlife, threatened and endangered species, wetlands, and fisheries. Two alternatives, including a No Action Alternative, which would not deploy the NMD system, are considered in this draft EIS. The proposed action would deploy the NMD. The system's main elements would include a GBI, a battle management command and control system, an in-flight interceptor communications system, XBR, and fiber optic lines and utilities that link the other components of the system. Under the No Action Alternative, the NMD program would use the time to enhance the existing technologies of the various system elements. The NMD program would also have the option to add new elements if and as they were developed. For the potential sites under consideration for NMD deployment, the No Action Alternative would be a continuation of activities currently occurring or planned at those locations. POSITIVE IMPACTS: The NMD system would help protect the nation against non-nuclear missile attack. The construction and operation of the missile system would provide economic benefit to the surrounding regions. NEGATIVE IMPACTS: The construction and operation of NMD facilities would displace land, possibly including wetlands which would adversely affect vegetation and wildlife. Depending on the site chosen, permafrost and soils, historic resources, and archaeological resources could also be adversely affected. In the event of a liquid propellant leak, hazardous materials would be released into the environment, possibly causing a public health and safety risk. Prairie potholes would lie in the path of some of the fiber optic cables in North Dakota. The construction of fiber optic facilities during harvesting times for communities and subsistence users could interfere with fishery harvesting activities. There would also be the potential for adverse effects on several threatened and endangered species. Anadromous fish streams could be adversely affected by trenching and/or construction occurring nearby. With the deployment of the XBR, there would be a potential safety risk to aircraft airborne systems and fly-by-wire aircraft out to 6.7 kilometers (3.6 nautical miles) from the deployment site; the risk would be minimized through the establishment of a high-energy radiation area warning on aeronautical charts. LEGAL MANDATES: Alaska National Interest Lands Conservation Act of 1980 (Public Law 96- 487), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Resource Conservation and Recovery Act of 1976 (42 U.S.C. 6901 et seq.). JF - EPA number: 990345, Volume 1--586 pages, Volume 2--523 pages, September 24, 1999 PY - 1999 KW - Defense Programs KW - Aerospace KW - Air Quality KW - Archaeological Sites KW - Biologic Assessments KW - Communication Systems KW - Cultural Resources KW - Employment KW - Environmental Justice KW - Geologic Sites KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Land Use KW - Missiles KW - Noise KW - Radar KW - Safety KW - Socioeconomic Assessments KW - Soils Surveys KW - Subsistence KW - Transportation KW - Water Resources KW - Weapon Systems KW - Wetlands KW - Alaska KW - Cavalier Air Station, North Dakota KW - Clear Air Station, Alaska KW - Eareckson Air Station, Alaska KW - Eielson Air Force Base, Alaska KW - Fort Greely, Alaska KW - Grand Forks Air Force Base, North Dakota KW - North Dakota KW - Stanley R. Mickelsen Safeguard Complex, North Dakota KW - Yukon Training Area, Alaska KW - Alaska National Interest Lands Conservation Act of 1980, Compliance KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Resource Conservation and Recovery Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36422175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MISSILE+DEFENSE+DEPLOYMENT%2C+SELECTION+OF+POSSIBLE+DEPLOYMENT+SITES%2C+ALASKA+AND+NORTH+DAKOTA.&rft.title=NATIONAL+MISSILE+DEFENSE+DEPLOYMENT%2C+SELECTION+OF+POSSIBLE+DEPLOYMENT+SITES%2C+ALASKA+AND+NORTH+DAKOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Space and Missile Defense Command, Huntsville, Alabama; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 24, 1999 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEW YORK AND NEW JERSEY HARBOR NAVIGATION STUDY, NEW JERSEY AND NEW YORK. AN - 36419029; 7599 AB - PURPOSE: The implementation of channel improvement throughout the Port of New York and New Jersey, located in southeastern New York and northeastern New Jersey, is proposed. The channel improvements would be undertaken to meet the changing trend toward larger cargo vessels in the world fleet. The projections of the volume of commerce passing through the port over the period extending from 2010 to 2060 exceed port capacity, with or without channel improvements. This following channels are analyzed: Ambrose, Anchorage, Bay Ridge, Red Hook, Buttermilk, the Kill Van Kull, Claremont, Port Jersey, Newark Bay (including the Elizabeth and South Elizabeth channels), and the channel connecting Arthur Kill to Gulfport, as well as the anchorage areas at Stepelton, Red Hook Flats, and Gravesend Bay. Several structural and non-structural alternatives, including a No Action Alternative, are considered in this draft EIS. The recommended plan would provide for navigation improvements affecting nine channels, which would permit access by larger, deeper-draft vessels to four main container terminals. The improvements would consist of channel deepening, channel realignment, turning basin development, and berth deepening. Rock blasting as well as dredging would be required. A wide variety of alternatives for disposal of dredged material would be considered. No expansion of port facilities would be directly attributable to the recommended plan; economic forecasts project an increase in port commerce regardless of whether navigation improvements are implemented. Non-structural and structural alternatives are also under consideration. POSITIVE IMPACTS: Increasing the depth of the existing channels in the port would allow the passage of deeper-draft vessels, ensuring the continued viability of the port in the face of a changing world fleet. NEGATIVE IMPACTS: The primary adverse impact related to the project would consist of the loss of shallow water habitat. The navigation improvements would disturb existing channel habitat and change some shallow areas to deeper habitat. The recommended plan would disturb 6.27 acres of littoral zone habitat. Of this total, 3.23 acres would lie in the Arthur Kill near Howland Hook, 2.73 acres adjacent to the Newark Bay channel, 0.25 acres south of Port Elizabeth Channel, and 0.06 acres in Kill Van Kull. Losses of sublittoral habitat would include 0.12 acres in the Bay Ridge and Red Hook channels, 12.35 acres in the Jersey Flats near Port Jersey, 1.41 acres in the Kill Van Kull, 3.21 acres in Arthur Kill near Howland Hook, 7.89 acres in Newark Bay, 15.84 acres south of Port Elizabeth, and 1.42 acres south of Port Elizabeth Channel. Slight increases in salinity and decreases in dissolved oxygen levels would result from the channel deepening. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1996 (P.L. 104-303). JF - EPA number: 990348, 879 pages, September 24, 1999 PY - 1999 KW - Water KW - Fish KW - Channels KW - Cultural Resources Surveys KW - Disposal KW - Dredging KW - Harbor Improvements KW - Harbors KW - Hydrology KW - Impact Assessment Methodology KW - Navigation KW - Salinity KW - Section 404(b) Statements KW - Water Quality Assessments KW - New Jersey KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1996, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419029?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK+AND+NEW+JERSEY+HARBOR+NAVIGATION+STUDY%2C+NEW+JERSEY+AND+NEW+YORK.&rft.title=NEW+YORK+AND+NEW+JERSEY+HARBOR+NAVIGATION+STUDY%2C+NEW+JERSEY+AND+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New York, New York; ARMY N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 24, 1999 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - AUGUSTA RIVER CROSSING STUDY (PIN 556.11, STP-0556(11)), KENNEBEC COUNTY, MAINE. AN - 36406789; 7637 AB - PURPOSE: The construction of third bridge across the Kennebec River in the city of Augusta, located in southwestern Maine, is proposed. The city is centrally located within Maine and serves as a regional transportation hub, with nine major highways intersecting in the heart of the city and the Maine Turnpike/Interstate 95 (I-95) circumventing its western edge. The city is bisected by the Kennebec River. Two existing bridges, the Father Curran Bridge and the Memorial Bridge, like the east and west sides of town. These highways and bridges accommodate local traffic, regional commuters, tourists, and commercial truck traffic in every increasing numbers. The annual average daily traffic crossing the Kennebec River increased from 36,000 vehicles in 1975 to 50,000 vehicles in 1995. A similar rate of growth is expected over the next 20 to 30 years. Seven alternatives, including a No-Build Alternative, are considered in this draft EIS. Only Alternative A, which would incorporate two options, and Alternative B are considered in detail. Alternative A Option 1 would involve the construction of a 3.58-mile limited access highway, a bridge north of Augusta, and an interchange with I-95 just north of the Old Belgrade Road overpass. The highway would provide four travel lanes west of Route 201 and two lanes from Route 201 to the terminus at Routes 202/3 near the Cony/Churchill Road intersection. The only access to the highway would be at I-95 and Routes 104, 201, and 202/3. The current Route 3 state highway designation that begins at the intersection of US 202 and US 201 would be recommended to be relocated to this new corridor alternative and extend to the new I-95 interchange. Alternative A Option 2 would extend 3.45 miles and follow an alignment not unlike that for Option 1 on the west side of the river. The Option 2 alignment would turn in a slightly more southerly direction as it crosses the river and shirts the southwestern edge of the Tree Free sludge water site rather than the northern edge. The Option 2 alignment would terminate at the same location as Option 1 and provide the same lane configuration and conditions for access control. This corridor would be recommended as the new Route 3. Alternative B would begin at the same location on I-95 as the Alternative A options, but would intersect Route 104 at a more southerly location. Alternative B would cross the Kennebec River at a point just south of Savage Park, intersect Route 201, and terminate at Routes 202/3 in the vicinity of Fort Western Tire. The lane configuration and conditions for access control are the same as those under the Alternative A options. The estimated costs of Alternative A Option 1, Alternative A Option 2, and Alternative B are $33.7 million, $31.4 million, and $29.3 million, respectively. POSITIVE IMPACTS: By increasing overall capacity of facilities crossing the Kennebec River, the project would reduce congestion on the crossings, improve safety, ease emergency access, and promote neighborhood integrity and economic development. NEGATIVE IMPACTS: Depending on the alternative selected, the rights-of-way requirements would displace five to 10 residences, possibly one business, and 1.72 to 5.12 acres of wetland. The highway would traverse 1.1 to 6.1 acres of significant sand and gravel aquifers, five to 10 perennial streams, one to four archaeological sites, possibly one historic site and one public water well, and three hazardous materials sites. From 772,000 to 910,000 square feet of impervious surface would be created. The project could adversely affect one federally-listed protected species and three state-listed species. Noise levels would exceed federal standards within four or five noise service areas. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 990386, Draft EIS--101 pages and maps; Natural Resources Report--60 pages and maps, Noise Technical Memorandum--192 pages, Air Quality Technical Memorandum--234 pages, September 24, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-99-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Bridges KW - Gravel KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Wells KW - Wetlands KW - Kennebec River KW - Maine KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406789?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AUGUSTA+RIVER+CROSSING+STUDY+%28PIN+556.11%2C+STP-0556%2811%29%29%2C+KENNEBEC+COUNTY%2C+MAINE.&rft.title=AUGUSTA+RIVER+CROSSING+STUDY+%28PIN+556.11%2C+STP-0556%2811%29%29%2C+KENNEBEC+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 24, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHALEN BOULEVARD FROM I-35 E TO JOHNSON PARKWAY, 4.3 KILOMETERS (2.6 MILES) (FEDERAL PROJECT FHWA-MN-EIS-98-02-D/STATE PROJECT 6280-308), SAINT PAUL, RAMSEY COUNTY, MINNESOTA. AN - 36420845; 7593 AB - PURPOSE: The reconstruction of Phalen Boulevard on a new 2.6-mile alignment from Interstate 35E (I-35E) to Johnson Parkway, located in the city of Saint Paul in eastern Minnesota, is proposed. The roadway, which would traverse a portion of the city's East Side, would connect Johnson Parkway at the planned intersection of Prosperity Avenue, just south of Maryland Avenue, with I-35E at a point near Pennsylvania Avenue. The roadway would be located within a largely unused or underutilized railroad corridor, part of which is currently owned by the Ramsey County Regional Railroad Authority. Nine alternatives, including a No-Build Alternative and a Transportation System Management Alternative, were considered in this draft EIS. This final EIS includes only revisions to the draft EIS and ancillary documentation. The facility would include a four-lane section between I-35E and Arcade Street and a two-lane section between Arcade Street and Johnson Parkway. Phalen Boulevard would be an at-grade facility, with intersections and driveways serving industrial development sites located along much of its length. The railroad right-of-way is depressed below the surrounding land between I-35E and Earl Street. Phalen Boulevard would pass under six existing bridges between Burr Street and Earl Street. Due to the difference in elevation between the boulevard and the existing street system, connections between the reconstructed roadway and local streets would require the construction of short roadways between the two levels at critical locations. The preferred alternative would include the reconstruction of I-35E between I-94 and Maryland Avenue and the replacement of the existing Pennsylvania Avenue interchange with a new interchange at Cayuga Street. The estimated cost of the project is $81.9 million. POSITIVE IMPACTS: In addition to providing improved access to current residences and businesses within the Phalen corridor, the project would serve as a catalyst for additional development in the corridor which would, in turn, enhance employment opportunities for corridor residents, increase income in the corridor, stabilize the neighborhoods, and enhance the East Side environment. NEGATIVE IMPACTS: The rights-of-way development could result in the relocation of a portion of Gateway Trail, adverse effects to Westminster Junction Historic District and Hamms Brewery Historic District, and some disruption of neighborhood character. Project works could encounter hazards waste materials sites and would require the relocation of businesses and residents properties. Traffic noise would exceed federal standards at numerous sites. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0067D, Volume 23, Number 1. JF - EPA number: 990342, 139 pages and maps, September 22, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-98-02-F KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Trails KW - Minnesota KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36420845?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHALEN+BOULEVARD+FROM+I-35+E+TO+JOHNSON+PARKWAY%2C+4.3+KILOMETERS+%282.6+MILES%29+%28FEDERAL+PROJECT+FHWA-MN-EIS-98-02-D%2FSTATE+PROJECT+6280-308%29%2C+SAINT+PAUL%2C+RAMSEY+COUNTY%2C+MINNESOTA.&rft.title=PHALEN+BOULEVARD+FROM+I-35+E+TO+JOHNSON+PARKWAY%2C+4.3+KILOMETERS+%282.6+MILES%29+%28FEDERAL+PROJECT+FHWA-MN-EIS-98-02-D%2FSTATE+PROJECT+6280-308%29%2C+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 - Final. Preparation date: September 22, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIRPORT PARKWAY AND MISSISSIPPI 25 CONNECTORS (DPM 35(1) 65-0035-00-001 (11) AND (12)), HINDS AND RANKIN COUNTIES, MISSISSIPPI. AN - 36414948; 7592 AB - PURPOSE: The construction of the Airport Parkway/Mississippi 25 (MS 25) Connectors, located in the south-central Mississippi, is proposed. Extensive development along MS 25 and the completion of the Jackson International Airport have greatly increased traffic levels in the corridor. Areas of concern include cultural resources, wetlands, floodplains, water quality, threatened and endangered species, public lands and wildlife resources, noise, air quality, potential hazardous waste sites, residential and business displacement, economic development potential, utilities, and traffic. Eight alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. All build alternatives would involve the construction of the connectors on new alignments. Under the preferred alternative (Alternative D), the Airport Parkway, a limited-access freeway facility, would begin at the existing intersection of High Street and Interstate 55 (I-55) and extend eastward, crossing the Pearl River, for approximately 4.3 kilometers (2.6 miles) to its eastern terminus with Old Brandon and Airport Road (MS 475), south of the Jackson International Airport. The MS 25 Connector would begin at a point approximately 4.2 kilometers (2.6 miles) east of the western terminus of the Airport Parkway Connector, from which point it would proceed northeasterly for approximately 6.4 kilometers (4.0 miles) terminating at MS 25 (Lakeland Drive) within the community of Luckney. The total length of both connectors would be 14.9 kilometers (9.3 miles). A transportation system management alternative and a multimodal alternative are also under consideration. POSITIVE IMPACTS: The project would improve the operational efficiency and accessibility of the transportation system in the central and eastern portions of the Jackson metropolitan area, particularly with respect to access to the Jackson Municipal Airport. The additional crossing of the Pearl River, provided by the project, would provide needed relief to MS 25, Flowood Drive (MS 468), US 80, and I-20. NEGATIVE IMPACTS: The rights-of-way development would result in the potential relocation of five single-family dwellings, two mobile homes, two commercial structures, and one nonprofit organization (Junior Achievement of Mississippi). Noise levels at 16 occupied facilities would approach or exceed federal standards. The project would encroach on the 100-year floodplain of the Pearl River, though the encroachment would not be longitudinal in nature and floodplain areas would continue to function at current levels. Approximately 31.1 hectares (76.9 acres) of wetlands would be adversely affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0163D, Volume 23, Number 2. JF - EPA number: 990341, 344 pages, September 21, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-MS-EIS-99-01-F KW - Airports KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Assessments KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Wetlands KW - Jackson International Airport, Mississippi KW - Mississippi KW - Pearl River KW - Intermodal Surface Transportation Efficiency Act of 1991, 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/36414948?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRPORT+PARKWAY+AND+MISSISSIPPI+25+CONNECTORS+%28DPM+35%281%29+65-0035-00-001+%2811%29+AND+%2812%29%29%2C+HINDS+AND+RANKIN+COUNTIES%2C+MISSISSIPPI.&rft.title=AIRPORT+PARKWAY+AND+MISSISSIPPI+25+CONNECTORS+%28DPM+35%281%29+65-0035-00-001+%2811%29+AND+%2812%29%29%2C+HINDS+AND+RANKIN+COUNTIES%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: September 21, 1999 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MARYLAND ROUTE 331 - DOVER BRIDGE, CAROLINE AND TALBOT COUNTIES, MARYLAND. AN - 36421023; 7585 AB - PURPOSE: The reconstruction or modification of the new Maryland Route 331 (MD 331) bridge over the Choptank River, located between Talbot County and Caroline County in eastern Maryland, is proposed. The existing Dover Bridge, located six miles east of Easton, is to be replaced. The Dover Bridge is one of only three remaining single swing-span bridges in Maryland on the state system and the only remaining operating metal truss swing-span bridge in Maryland eligible for inclusion in the National Register of Historic Places. The existing bridge has recently suffered mechanical malfunctions and operational problems and is deemed functionally obsolete due to its narrow road width. Seven alternatives, including a No-Build Alternative, which would involve routine maintenance and spot improvements to the existing bridge, are considered in this final EIS. The Modification Alternative would incorporate the existing bridge by including the alteration of the curb and rail system to provide additional roadway width and the alteration of the upper diagonal architectural knees at the entrance portals of each of the three truss spans to increase roadway space for trucks and eliminate any perception of clearance constraints, as well as, if structurally feasible, the installation of a detachable walkway outside the truss on one or both sides of the span to accommodate pedestrian and bicycle traffic. The Dual Bridge Alternative would incorporate the existing bridge and provide a single- lane roadway on a new fixed structure (32-foot deck width accommodating one 12- foot lane and two 10-foot shoulders) parallel to the existing bridge to accommodate westbound traffic. Four new alignment alternatives involving the replacement of the bridge are also under consideration. Each of the new alignment alternatives would feature a 50 mile-per-hour (mph) vertical design speed with maximum vertical grades of four percent, a typical section consisting of two 12-foot lanes and two eight-foot shoulders, and a 60-mph horizontal design speed. Two of the new alignment alternatives would be located north of the bridge and two south of the bridge. The preferred alternative (Alternative S1 Modified) would involve the construction of a new bridge with 50 feet of underclearance fully along the structure as well as some improvements to the existing bridge. The estimated cost of the preferred alternative is $27.8 million. POSITIVE IMPACTS: The bridge design would accommodate vehicular, pedestrian, bicycle, and marine traffic while minimizing adverse impacts to environmental resources. Through the modification and maintenance, the historically significant existing bridge would be preserved for future generations. NEGATIVE IMPACTS: The preferred alternative would require 7.1 acres of new rights-of-way, including agricultural land and tidal marsh. Approximately 2.4 acres of prime farmland and 0.7 acres of farmland of statewide importance would be lost. One archaeological site form the early colonial period would be adversely affected by the project. Pier construction and embankment placement would displace 2.4 acres of wetlands. Floodplain land and waters of the Choptank River would also be adversely affected. Narrow pioneer edge forests would be displaced, though these are of low quality and low density and are characterized by a high occurrence of invasive alien species. A 32-inch-diameter sycamore tree would be removed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0238D, Volume 22, Number 3. JF - EPA number: 990334, 434 pages and maps, September 17, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-99-01-F KW - Bridges KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Wetlands KW - Wildlife Habitat KW - Choptank River KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404(b) Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421023?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARYLAND+ROUTE+331+-+DOVER+BRIDGE%2C+CAROLINE+AND+TALBOT+COUNTIES%2C+MARYLAND.&rft.title=MARYLAND+ROUTE+331+-+DOVER+BRIDGE%2C+CAROLINE+AND+TALBOT+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 17, 1999 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - DISPOSAL AND REUSE OF GRIFFISS AIR FORCE BASE, ONEIDA COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1995). AN - 36404830; 7635 AB - PURPOSE: The disposal and reuse of the airfield property at Griffiss Air Force Base (AFB), located in central New York, is proposed. Griffiss AFB, which consists of 3,492 acres in the city of Rome and 60 acres within the town of Floyd, has been in operation since 1942. As a result of recommendations made by the Defense Base Closure and Realignment Commission, the base was closed in September 1995. A final EIS on the disposal of most of the land and facilities associated with the base was published in 1995. At that time, the airfield property at the base was retained by the federal government and realigned as a minimum essential airfield to support the deployment of U.S. Army troops from Fort Drum in New York. Issues addressed include those related to community setting, land use and aesthetics, transportation, utilities, hazardous substances, soils and geology, water resources, air quality, noise, biological resources, and cultural and paleontological resources. Four alternatives, including a No Action Alternative, are considered in this final supplement to the final EIS of November 1995. The proposed action would involve the transfer of air operations from the Oneida County Airport to the airfield property. The remainder of the airfield property would be used for aviation support, industrial development, agricultural uses, and public, recreation, and open space purposes. A second aviation-related reuse alternative would not include the transfer of air operations from Oneida County Airport. The third alternative action would involve the reuse of the property for non-aviation-related land uses. POSITIVE IMPACTS: In general, the redevelopment would provide for aviation-related, industrial, educational, recreational, and agricultural uses of the land, contributing to the social and economic development of the city of Rome and outlying areas. NEGATIVE IMPACTS: The site developments would disturb 26 acres of grassy, landscaped area and conflict with local land use plans, which, however, are out of date. The implementation of proposed action would result in increased traffic in the vicinity of the airfield property and associated increases in noise levels. The volume of air pollutants released would increase somewhat. The activities related to the site development could damage six historic and archaeological resource sites eligible for inclusion in the National Register of Historic Places. The other action alternatives would be have similar impacts, with the non-aviation alternative having the greatest impacts and the non-preferred aviation alternative having the least. The generation of waste, including hazardous waste, from the site would increase. LEGAL MANDATES: Defense Base Closure and Realignment Act of 1990 (P.L. 101-510) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft supplement to the final EIS, see 99-0005F, Volume 23, Number 1. For the abstracts of the draft and final EISs, see 95- 0301D, Volume 19, Number 4, and 95-0517F, Volume 19, Number 6, respectively. JF - EPA number: 990384, 534 pages, September 15, 1999 PY - 1999 KW - Defense Programs KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Employment KW - Farmlands KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Industrial Parks KW - Land Use KW - Military Facilities (Air Force) KW - Noise KW - Noise Assessments KW - Open Space KW - Property Disposition KW - Recreation KW - Water Quality KW - Griffiss Air Force Base, New York KW - New York KW - Defense Base Closure and Realignment Act of 1990, Compliance KW - National Historic Preservation Act of 1966, as amended, Archaeologic Sites KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DISPOSAL+AND+REUSE+OF+GRIFFISS+AIR+FORCE+BASE%2C+ONEIDA+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1995%29.&rft.title=DISPOSAL+AND+REUSE+OF+GRIFFISS+AIR+FORCE+BASE%2C+ONEIDA+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Brooks Air Force Base, Texas; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 15, 1999 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELKINS BYPASS (STATE PROJECT X242-H-31.09 00, FEDERAL PROJECT NFA-0484(027)), RANDOLPH COUNTY, WEST VIRGINIA. AN - 36419484; 7582 AB - PURPOSE: The construction of a bypass of the city of Elkins, located in northeast- central West Virginia, is proposed. The project would involve the relocation of US 33 as a four-lane, partially-controlled-access facility from the four-lane section of US 33 near the village of Aggregates to the four-lane section of US 33 near the community of Canfield, a distance of approximately 5.7 miles. Five alternatives, including a No-Build Alternative, which would maintain the roadway network as it currently exists (only routine maintenance and repairs would be performed), are considered in this final EIS. The Build Alternative would consist of the construction of a partially-controlled-access highway on a new location. The facility would include four 3.6-meter-wide (12-feet-wide) lanes with a center median. Three alignments for the Build Alternative are under consideration, including Line 1-A (7.79 miles), Line 4-A (7.75 miles), and Railroad Line (5.94 miles); the alignments were developed to avoid averse impacts to sites eligible for inclusion on the National Register of Historic Places. Each would be associated with two connecting spurs into the city of Elkins. The preferred alternative would comprise Line 1-A-M, Spur A, Spur B and Extension D. Also under consideration are two alternatives for an extension providing a connection from the Line 1-A or Line 4-A terminus at the proposed US 219 interchange, south of Elkins, to the four-lane section of US 33 at the project limit, east of Elkins. The Transit Alternative would consist of public bus service routes along US 33 and US 219. The bus service would likely run from the Tygart Valley Mall (located on US 33) to the Randolph County Airport on US 219/US 250 south of Elkins. Bus stops would be provided at the college, hospital, shopping areas, and other facilities located along the route. The Transportation System Management Alternative would consist of applying traffic management or demand management techniques within the Elkins urban area. These techniques would include optimizing traffic signal timing and phasing, coordinating the traffic signal system, restricting certain turning movements, and eliminating on-street parking. Demand management would attempt to reduce the number of single-occupant-vehicle trips by encouraging the use of fringe parking, ride sharing, and high-occupancy vehicle lanes. The Roadway Upgrade Alternative would consist of widening the two-lane section of US 33 to five lanes on its current location. Approximately 15 meters (50 feet) of additional right-of-way would be required. The estimated cost of the Build Alternative is $103.5 million. POSITIVE IMPACTS: The bypass would remove through traffic from Elkins, the governing seat of Randolph County and the county's commercial, medical, cultural, and educational center. Through traffic volumes on the north-south through route to be bypassed would increase significantly in the absence of the bypass. The bypass would reduce traffic congestion in Elkins, eliminate roadway deficiencies, and improve safety for the traveling public. NEGATIVE IMPACTS: The rights-of-way requirements would result in the displacement of 33 homes, two businesses, and six other structures, and 69 acres of productive agricultural land. Traffic levels on the new facility would result in significant increases in noise for nine receptors, and seven receptors would experience noise levels approaching or exceeding federal standards . The Build Alternative would adversely affect 6,510 feet of stream, 6.8 acres of wetlands, 307 acres of wildlife habitat, 24 acres of floodplain, and 63 acres likely to contain archaeological resources. The facility would traverse 15 potentially contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0365D, Volume 21, Number 5. JF - EPA number: 990331, 595 pages and maps, September 14, 1999 PY - 1999 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-97-01-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Highways KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Wetlands KW - Wildlife Habitat KW - Traffic Analyses KW - Randolph County Airport, West Virginia KW - West Virginia KW - Department of Transportation Act of 1966, as amended, Compliance KW - Executive Order 11988, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36419484?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-09-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELKINS+BYPASS+%28STATE+PROJECT+X242-H-31.09+00%2C+FEDERAL+PROJECT+NFA-0484%28027%29%29%2C+RANDOLPH+COUNTY%2C+WEST+VIRGINIA.&rft.title=ELKINS+BYPASS+%28STATE+PROJECT+X242-H-31.09+00%2C+FEDERAL+PROJECT+NFA-0484%28027%29%29%2C+RANDOLPH+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 - Final. Preparation date: September 14, 1999 N1 - Last updated - 2014-01-30 ER -