TY - JOUR T1 - From vegetable box to seafood cooler: applying the community-supported agriculture model to fisheries AN - 1496958047; 4522285 AB - Community-supported fisheries (CSF) projects show signs of rapid growth. Modeled on community-supported agriculture (CSA) projects, CSFs share objectives of reducing social and physical distance between consumers and producers and re-embedding food systems in social and environmental contexts. This article offers a comparison of CSF and CSA, situated in the differences between seafood and agricultural products, and fishing and farming. We draw on economic and resource theory, past research on CSA, and a member survey from a case study CSF. Survey results show CSF members are interested in accessing high-quality, fresh, local seafood, and in supporting fishing communities, and they believe that participating in a CSF achieves both. They are less certain that a CSF can address environmental concerns, and few identify environmental motives as their primary reason for participating. The latter contrasts with CSA research results, and we contextualize these findings in our broader comparison. Reproduced by permission of Taylor and Francis Ltd. JF - Society and natural resources AU - Campbell, Lisa M AU - Boucquey, Noëlle AU - Stoll, Joshua AU - Coppola, Henry AU - Smith, Martin D AD - Duke University ; Stanford University ; University of Maine ; Maryland National Capital Park and Planning Commission Y1 - 2014/01// PY - 2014 DA - Jan 2014 SP - 88 EP - 106 VL - 27 IS - 1 SN - 0894-1920, 0894-1920 KW - Economics KW - Fishing KW - Environmental economics KW - Natural resources KW - Agricultural products KW - Fisheries KW - Food resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1496958047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aibss&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Society+and+natural+resources&rft.atitle=From+vegetable+box+to+seafood+cooler%3A+applying+the+community-supported+agriculture+model+to+fisheries&rft.au=Campbell%2C+Lisa+M%3BBoucquey%2C+No%C3%ABlle%3BStoll%2C+Joshua%3BCoppola%2C+Henry%3BSmith%2C+Martin+D&rft.aulast=Campbell&rft.aufirst=Lisa&rft.date=2014-01-01&rft.volume=27&rft.issue=1&rft.spage=88&rft.isbn=&rft.btitle=&rft.title=Society+and+natural+resources&rft.issn=08941920&rft_id=info:doi/10.1080%2F08941920.2013.842276 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2014-01-23 N1 - Last updated - 2014-02-11 N1 - SubjectsTermNotLitGenreText - 8570; 5009 5125 6431; 5141; 798 10286; 5026; 4316 4025 DO - http://dx.doi.org/10.1080/08941920.2013.842276 ER - TY - RPRT T1 - PURPLE LINE, MONTGOMERY AND PRINCE GEORGE'S COUNTY, MARYLAND. AN - 1496912080; 15860 AB - PURPOSE: The construction and operation of a 16.2-mile rapid transit line, to be known as the Purple Line, extending from Bethesda in Montgomery County to New Carrollton in Prince George's County, Maryland are proposed. The Purple Line would be located north and northeast of Washington, DC along a corridor which includes five major activity centers: Bethesda, Silver Spring, Takoma/Langley Park, College Park, and New Carrollton. The corridor currently suffers from increasing congestion on the roadway system; slow and unreliable transit travel times due to the congested roadway system; limited travel mode options; degraded mobility and accessibility between activity centers, employment hubs, and residential areas; and degraded transit accessibility to the larger metropolitan area due to inferior connections to radial Metrorail lines and to other rail and bus services. This final EIS assesses the preferred Purple Line Alternative and a No Build Alternative. The preferred alternative transitway would operate mainly in exclusive or dedicated lanes along existing roadways and would be at grade except for one short tunnel section (a 0.3-mile tunnel between Wayne Avenue and Arliss Street) and three sections elevated on structures. Seventeen stations would be at street level, three would be on aerial structures, and one would be in the tunnel portal. Passengers would access the Purple Line by walking, bicycling, transferring from other transit lines, or from existing parking facilities. The preferred alternative would include constructing the permanent Capital Crescent Trail from Bethesda to Silver Spring. System infrastructure would include an overhead contact system for electric power and 18 substations. The average daily ridership in 2040 is anticipated to be more than 74,000. The estimated capital cost for the Purple Line is $2.2 billion in year of expenditure dollars. POSITIVE IMPACTS: The Purple Line would provide improved east-west transit service connecting major activity centers. Better connections to Washington Metropolitan Area Transit Authority Metrorail stations in the corridor would benefit communities located between the Metrorail lines. The Purple Line also would provide direct transit connections to other transit services including MARC commuter rail, Amtrak, and local bus routes. NEGATIVE IMPACTS: Right-of-way requirements would result in 60 commercial, 53 residential, and three institutional displacements. Partial land acquisitions would impact forest edge and stream habitat. Roadway widening and culvert extensions would result in minor wetland and floodplain impacts. The preferred alternative would use parts of 14 publicly-owned parks or historic properties, however nine of these uses would be relatively minor. Three historic properties (Talbot Avenue Bridge, Metropolitan Branch, and Falkland Apartments) would be adversely affected. Visual character would change along the Georgetown Branch right-of-way, along Wayne Avenue, and as a result of the aerial structure and Riverdale Park Station across the intersection of Kenilworth Avenue and Riverdale Road. Operation would cause moderate noise and vibration impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0453D, Volume 32, Number 4. JF - EPA number: 130259, Final EIS--903 pages, Engineering Plans--541 pages, Technical Reports--2,843 pages, Public Comments--6,173 pages, September 6, 2013 PY - 2013 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Cost Assessments KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1496912080?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2013-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PURPLE+LINE%2C+MONTGOMERY+AND+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.title=PURPLE+LINE%2C+MONTGOMERY+AND+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, Washington, District of Columbia; DOT N1 - Date revised - 2014-01-01 N1 - SuppNotes - Final. Preparation date: September 6, 2013 N1 - Last updated - 2014-02-11 ER - TY - RPRT T1 - VIRGINIA AVENUE TUNNEL RECONSTRUCTION PROJECT, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16395387; 15808 AB - PURPOSE: The reconstruction of the Virginia Avenue Tunnel in the Capitol Hill neighborhood of the District of Columbia is proposed. CSX Transportation, Inc. (CSX) owns the tunnel which is located beneath eastbound Virginia Avenue SE from 2nd Street SE to 9th Street SE; Virginia Avenue Park between 9th and 11th Streets; and the 11th Street Bridge right-of-way. The tunnel is also aligned on the south side of Interstate 695 (I-695), previously known as I-295. The tunnel portals are located a short distance west of 2nd Street SE and a short distance east of 11th Street SE. The tunnel and rail lines are part of CSXs eastern seaboard freight rail corridor, which connects Mid-Atlantic and Midwest states. The CSX proposal includes the complete reconstruction of the 4,000-foot tunnel to transform it from a single railroad track into a two-track configuration and provide the necessary vertical clearance (minimum 21 feet) to allow double-stack intermodal container freight train operations. Four alternatives, including a No Build Alternative, are evaluated in this draft EIS. Under Alternative 2, the tunnel would be rebuilt in generally the same location, except it would be aligned seven feet to the south of the existing tunnel center line. It would be rebuilt using protected open trench construction methods. During construction, freight trains would be temporarily routed through a protected open trench outside the existing tunnel (runaround track). The runaround track would be aligned to the south and generally parallel to the existing tunnel, and would be located below street level. Under Alternative 3, the existing tunnel would be replaced with two new permanent tunnels constructed sequentially. A new parallel south side tunnel would be built first as trains continue operating in the existing tunnel. After the south side tunnel is completed, train operations would switch over to the new tunnel and the existing Virginia Avenue Tunnel would be demolished and rebuilt. With the exception of operating in a protected open trench for 230 feet immediately east of the 2nd Street portal (within the Virginia Avenue SE segment between 2nd and 3rd Streets SE), trains would operate in enclosed tunnels throughout construction. The two tunnels would be separated by a center wall aligned 25 feet south of the existing tunnel centerline, between 2nd and 9th Streets SE. Alternative 4 would result in a new partitioned tunnel with two permanent tracks. It would be aligned 17 feet south of the existing tunnels centerline. During the period of construction, a protected open trench would accommodate both construction activities and train operations. Each build alternative would include the restoration of Virginia Avenue SE, and other areas affected by construction, including Virginia Avenue Park and the Marine Corp Recreation Facility. Total costs for Alternatives 2, 3 and 4 are estimated at $175 million, $168 million and $208 million, respectively. POSITIVE IMPACTS: Addressing the structural and operational deficiencies of the century-old Virginia Avenue Tunnel would preserve the ability to provide efficient freight transportation services in the District of Columbia, the Washington metropolitan area and the eastern seaboard. NEGATIVE IMPACTS: Reconstruction would require the short-term closure of I-695 ramps and the temporary closure of Virginia Avenue SE between 2nd and 9th Streets SE. Construction noise would exceed impact criteria at noise sensitive receptors representing Capitol Quarter and Capper Senior Apartments. All three build alternatives would demolish the existing tunnel, an historic structure eligible for listing on the National Register of Historic Places. The impacts to the LEnfant Plan, Capitol Hill Historic District, and Virginia Avenue Park would be temporary, and although they would constitute a Section 4(f) use, the conclusion of construction would allow for the complete restoration of these resources. The duration of construction would be substantially longer under Alternative 4. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 130207, Draft EIS--415 pages, Appendices--1,200 pages, July 12, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-13-01-D KW - Air Quality Assessments KW - Demolition KW - Historic Districts KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Roads KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - District of Columbia KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16395387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2013-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VIRGINIA+AVENUE+TUNNEL+RECONSTRUCTION+PROJECT%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=VIRGINIA+AVENUE+TUNNEL+RECONSTRUCTION+PROJECT%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2013-10-01 N1 - SuppNotes - Draft. Preparation date: July 12, 2013 N1 - Last updated - 2013-10-30 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 32 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027033783; 15247-9_0032 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 32 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027033783?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 31 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032843; 15247-9_0031 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 31 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 30 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032820; 15247-9_0030 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 30 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032820?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 29 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032806; 15247-9_0029 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 29 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 27 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032781; 15247-9_0027 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 27 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 26 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032774; 15247-9_0026 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 26 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 25 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032761; 15247-9_0025 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 25 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032761?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 24 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032746; 15247-9_0024 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 24 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032746?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 23 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032736; 15247-9_0023 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 23 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032736?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032728; 15247-9_0022 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 22 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032718; 15247-9_0021 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 21 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 33 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032712; 15247-9_0033 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 33 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032710; 15247-9_0020 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 20 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032710?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032698; 15247-9_0019 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 19 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032687; 15247-9_0018 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 18 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 17 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032681; 15247-9_0017 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 17 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032681?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032670; 15247-9_0016 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 16 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032670?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032661; 15247-9_0015 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 15 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032649; 15247-9_0014 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 14 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032637; 15247-9_0013 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 13 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032637?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032627; 15247-9_0012 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 12 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032618; 15247-9_0011 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 11 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032600; 15247-9_0009 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 9 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032592; 15247-9_0008 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 8 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032585; 15247-9_0001 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 1 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032585?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032534; 15247-9_0006 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 6 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032533; 15247-9_0005 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 5 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032532; 15247-9_0004 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 4 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032531; 15247-9_0003 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 3 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032530; 15247-9_0002 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 2 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032477; 15247-9_0007 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 7 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1011532537; 15247 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1011532537?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-05-09 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA (TIER II FINAL ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 1] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA (TIER II FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 894158827; 15027-8_0001 AB - PURPOSE: The construction and operation of the Smithsonian Institution's National Museum of African-American History and Culture (NMAAHC) between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed. The museum would be located on a five-acre parcel within the grounds of the Washington Monument. The Tier I final EIS for the project addressed six design alternatives, as well as a No Build Alternative. This Tier II final EIS analyzes five specific build alternatives and a No Action Alternative. The build alternatives each feature a Corona as the defining form of the visible building structure and the primary location for the galleries. Generally, four interior levels would be housed within the Corona and each alternative would feature two museum levels below grade. A primary entrance on the south side of the site would feature a hardscape plaza and service access and limited vehicular access would be provided from 14th Street. The building would incorporate passive heating and cooling, day lighting, comprehensive stormwater management, and energy conservation. Under Alternative 1, the Corona would sit atop a plinth that would accommodate a large ground floor program and frame the ground floor glass enclosure. Alternative 2 is based on a plaza concept and would divide the exhibit functions and administrative functions of NMAAHC into two distinct buildings. Alternative 3, the pavilion concept, is similar to Alternative 1, but without the plinth. Alternative 4, the refined pavilion concept, is similar to Alternative 3, but would feature a Corona with reduced above-grade dimensions and would include entries on both the north and south sides of the site. The Refined Pavilion 2 Alternative is the preferred alternative and evolved through the continued development of the museum design. Under this alternative, the Corona would be a singular, three-tiered building with vertical core elements providing the primary load-bearing support for the roof and gallery floors. The interior of the penthouse/5th floor would consist of office space, meeting rooms, and support space. Two full levels (the basement and the concourse) and a mezzanine level would be located below grade. The Refined Pavilion 2 Alternative would involve the construction of up to 372,000 gross square feet with a maximum effective building footprint of 59,100 square feet covering 25.3 percent of the site. The Corona would have an apparent height of 96.5 feet above grade and the height of the penthouse would be 109 feet above grade. POSITIVE IMPACTS: The museum would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation would be removed and the viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0529D, Volume 34, Number 2. For the abstracts of the Tier I draft and final EISs, see 08-0090D, Volume 32, Number 1 and 08-0345F, Volume 32, Number 3, respectively. JF - EPA number: 110268, 598 pages, August 19, 2011 PY - 2011 VL - 1 KW - Urban and Social Programs KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/894158827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28TIER+II+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28TIER+II+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2011-09-01 N1 - SuppNotes - Final. Preparation date: August 19, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA (TIER II FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 16370690; 15027 AB - PURPOSE: The construction and operation of the Smithsonian Institution's National Museum of African-American History and Culture (NMAAHC) between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed. The museum would be located on a five-acre parcel within the grounds of the Washington Monument. The Tier I final EIS for the project addressed six design alternatives, as well as a No Build Alternative. This Tier II final EIS analyzes five specific build alternatives and a No Action Alternative. The build alternatives each feature a Corona as the defining form of the visible building structure and the primary location for the galleries. Generally, four interior levels would be housed within the Corona and each alternative would feature two museum levels below grade. A primary entrance on the south side of the site would feature a hardscape plaza and service access and limited vehicular access would be provided from 14th Street. The building would incorporate passive heating and cooling, day lighting, comprehensive stormwater management, and energy conservation. Under Alternative 1, the Corona would sit atop a plinth that would accommodate a large ground floor program and frame the ground floor glass enclosure. Alternative 2 is based on a plaza concept and would divide the exhibit functions and administrative functions of NMAAHC into two distinct buildings. Alternative 3, the pavilion concept, is similar to Alternative 1, but without the plinth. Alternative 4, the refined pavilion concept, is similar to Alternative 3, but would feature a Corona with reduced above-grade dimensions and would include entries on both the north and south sides of the site. The Refined Pavilion 2 Alternative is the preferred alternative and evolved through the continued development of the museum design. Under this alternative, the Corona would be a singular, three-tiered building with vertical core elements providing the primary load-bearing support for the roof and gallery floors. The interior of the penthouse/5th floor would consist of office space, meeting rooms, and support space. Two full levels (the basement and the concourse) and a mezzanine level would be located below grade. The Refined Pavilion 2 Alternative would involve the construction of up to 372,000 gross square feet with a maximum effective building footprint of 59,100 square feet covering 25.3 percent of the site. The Corona would have an apparent height of 96.5 feet above grade and the height of the penthouse would be 109 feet above grade. POSITIVE IMPACTS: The museum would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation would be removed and the viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0529D, Volume 34, Number 2. For the abstracts of the Tier I draft and final EISs, see 08-0090D, Volume 32, Number 1 and 08-0345F, Volume 32, Number 3, respectively. JF - EPA number: 110268, 598 pages, August 19, 2011 PY - 2011 KW - Urban and Social Programs KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16370690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2015-09-01&rft.volume=32&rft.issue=5&rft.spage=449&rft.isbn=&rft.btitle=&rft.title=Nordic+Studies+on+Alcohol+and+Drugs&rft.issn=14550725&rft_id=info:doi/10.1515%2Fnsad-2015-0045 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2011-09-01 N1 - SuppNotes - Final. Preparation date: August 19, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 33 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224406; 14855-9_0033 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224406?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224400; 14855-9_0002 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 40 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224397; 14855-9_0040 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224397?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224395; 14855-9_0001 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224388; 14855-9_0006 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224385; 14855-9_0005 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224384; 14855-9_0004 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Bettina&rft.date=2015-08-01&rft.volume=40&rft.issue=4&rft.spage=744&rft.isbn=&rft.btitle=&rft.title=Journal+of+Community+Health&rft.issn=00945145&rft_id=info:doi/10.1007%2Fs10900-015-9993-4 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224381; 14855-9_0003 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224381?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224302; 14855-9_0018 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 17 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224296; 14855-9_0017 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2014-11-01&rft.volume=29&rft.issue=8&rft.spage=815&rft.isbn=&rft.btitle=&rft.title=Journal+of+Family+Violence&rft.issn=08857482&rft_id=info:doi/10.1007%2Fs10896-014-9635-0 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224290; 14855-9_0016 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224283; 14855-9_0015 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224283?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224281; 14855-9_0014 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224277; 14855-9_0013 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224272; 14855-9_0012 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224266; 14855-9_0011 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Laghi%2C+Fiorenzo%3BMcphie%2C+Meghan+L%3BBaumgartner%2C+Emma%3BRawana%2C+Jennine+S%3BPompili%2C+Sara%3BBaiocco%2C+Roberto&rft.aulast=Laghi&rft.aufirst=Fiorenzo&rft.date=2016-02-01&rft.volume=47&rft.issue=1&rft.spage=43&rft.isbn=&rft.btitle=&rft.title=Child+Psychiatry+and+Human+Development&rft.issn=0009398X&rft_id=info:doi/10.1007%2Fs10578-015-0543-1 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 27 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224264; 14855-9_0027 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 26 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224259; 14855-9_0026 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 10 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224258; 14855-9_0010 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 25 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224255; 14855-9_0025 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224255?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224250; 14855-9_0009 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224250?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Maritt&rft.date=2013-05-01&rft.volume=104&rft.issue=3&rft.spage=E210&rft.isbn=&rft.btitle=&rft.title=Canadian+Journal+of+Public+Health&rft.issn=00084263&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 24 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224248; 14855-9_0024 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 23 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224242; 14855-9_0023 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224242?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224234; 14855-9_0022 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Jerry&rft.date=2013-01-01&rft.volume=32&rft.issue=1&rft.spage=17&rft.isbn=&rft.btitle=&rft.title=Journal+of+Social+and+Clinical+Psychology&rft.issn=07367236&rft_id=info:doi/101521jscp201332117 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224227; 14855-9_0021 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 32 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224223; 14855-9_0032 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Martha&rft.date=1990-02-01&rft.volume=71&rft.issue=2&rft.spage=93&rft.isbn=&rft.btitle=&rft.title=Families+in+Society&rft.issn=10443894&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224219; 14855-9_0020 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224219?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 31 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224213; 14855-9_0031 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224209; 14855-9_0019 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224209?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224195; 14855-9_0008 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=4&rft.spage=296&rft.isbn=&rft.btitle=&rft.title=Race+and+Social+Problems&rft.issn=18671748&rft_id=info:doi/10.1007%2Fs12552-016-9183-8 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224189; 14855-9_0007 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 30 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224091; 14855-9_0030 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224091?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 29 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224083; 14855-9_0029 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 28 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224076; 14855-9_0028 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Youth+and+Adolescence&rft.atitle=Sexual+Orientation%2C+Partnership+Formation%2C+and+Substance+Use+in+the+Transition+to+Adulthood&rft.au=Austin%2C+Erika+Laine%3BBozick%2C+Robert&rft.aulast=Austin&rft.aufirst=Erika&rft.date=2012-02-01&rft.volume=41&rft.issue=2&rft.spage=167&rft.isbn=&rft.btitle=&rft.title=Journal+of+Youth+and+Adolescence&rft.issn=00472891&rft_id=info:doi/10.1007%2Fs10964-011-9653-7 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 39 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223837; 14855-9_0039 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Maria&rft.date=2014-05-01&rft.volume=117&rft.issue=1&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Social+Indicators+Research&rft.issn=03038300&rft_id=info:doi/10.1007%2Fs11205-013-0332-9 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 38 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223832; 14855-9_0038 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223832?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 37 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223823; 14855-9_0037 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Robert&rft.date=2012-06-01&rft.volume=53&rft.issue=2&rft.spage=150&rft.isbn=&rft.btitle=&rft.title=Journal+of+Health+and+Social+Behavior&rft.issn=00221465&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 36 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223817; 14855-9_0036 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223817?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Line&rft.date=2015-07-01&rft.volume=32&rft.issue=4&rft.spage=411&rft.isbn=&rft.btitle=&rft.title=Nordic+Studies+on+Alcohol+and+Drugs&rft.issn=14550725&rft_id=info:doi/10.1515%2Fnsad-2015-0040 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 35 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223809; 14855-9_0035 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 34 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223282; 14855-9_0034 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16367567; 14855 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 10 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127223; 14765-9_0010 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 10 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127221; 14765-9_0009 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 9 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127221?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127219; 14765-9_0008 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 8 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127219?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127214; 14765-9_0007 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 7 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127214?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127205; 14765-9_0005 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 5 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127205?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127118; 14765-9_0013 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 13 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127118?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127113; 14765-9_0012 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 12 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127106; 14765-9_0011 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 11 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127106?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127100; 14765-9_0004 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 4 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127100?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127095; 14765-9_0003 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 3 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127095?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127091; 14765-9_0002 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 2 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127091?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127089; 14765-9_0001 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 1 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127089?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 13] T2 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873126663; 14765-9_0006 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 VL - 6 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY NEBRASKA AVENUE COMPLEX MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16374816; 14765 AB - PURPOSE: The adoption and implementation of a master plan for the development of a cohesive campus for the Department of Homeland Security (DHS) at the Nebraska Avenue Complex (NAC) in Northwest Washington, District of Columbia are proposed. The NAC is a 37.4-acre site located within a largely residential section and is adjacent to Glover-Archbold Park, the Gatesly House, the Washington bureau of NBC Television, and American University. The site is less than 0.75 miles from the Tenleytown-AU Metrorail Station. The NAC site is significant in the areas of education and military history and has been determined eligible for listing in the National Register as a historic district. Fourteen of the existing structures are considered contributing to at least one of the two periods of significance associated with the Mount Vernon Seminary for Girls (1916 to 1942) and the U.S. Navy cryptanalysis period (1943 to 1952). Over the past six years, various DHS components have been relocated to the NAC site as the department consolidates, placing strain on the nearly 100-year old installation. The current DHS population at the NAC is 2,390 seats and the master plan will determine how best to accommodate additional employees on site through the construction of new buildings and renovation of existing buildings. Four alternatives, including a No Action Alternative, are analyzed in this draft EIS. Under the No Action Alternative, operation of existing facilities comprising 650,000 gross square feet would continue and DHS would continue to seek a permanent location for additional employees not currently accommodated at the NAC. Alternative A would involve low density development of the site to house 3,700 seats with existing buildings and new construction totaling 1.1 million gross square feet. New construction would include an architectural parking structure and a signature landscape adjacent to Ward Circle that would create a visible building mass along Ward Circle. In addition, there would be an observable presence from this corner. This alternative would feature 1,025 parking spaces. Under Alternative B, mid-density development would house 4,200 seats with existing buildings and new construction totaling 1.2 million gross square feet. A new building would be constructed adjacent to Ward Circle and a signature landscape would complement the design of the new building. This alternative would also allow for significant open space in an area that historically contained terraced sport courts. This alternative would feature 1,150 parking spaces. High-Density Development under Alternative C would house 4,500 seats. Existing buildings and new construction would total 1.3 million gross square feet and a parking garage with a green roof would be located adjacent to Ward Circle. The garage would be recessed into the ground so that the vegetated roof, and not the building, would be visible from Ward Circle to minimize the urban presence of the campus from this corner. This alternative would feature 1,225 parking spaces. Alternatives A and C would feature three entrances to the site: two from Nebraska Avenue and one from Massachusetts Avenue. Under Alternative B, there would be one entrance from Nebraska Avenue and one entrance from Massachusetts Avenue. There would also be an exit-only driveway on Nebraska Avenue directly north of the Gatesly house. POSITIVE IMPACTS: The master plan would meet the objectives of the DHS National Capital Region Housing Master Plan which proposes to consolidate over 28,000 DHS employees currently housed at more than 40 locations into approximately 7 to 10 locations. The plan would guide future renovation and development of a cohesive campus and encourage the preservation and rehabilitation of the NACs historic landscape and buildings. Long-term, beneficial impacts on stormwater control on the site and within the local area would occur. Impervious surface cover would be reduced under each alternative through the introduction of additional open space and landscaping, the consolidation of surface parking into a parking structure, the installation of green roofs, and the use of pervious materials for pathways. Beneficial impacts to views along Nebraska Avenue, NW, at Ward Circle, and along Massachusetts Avenue, NW would occur. NEGATIVE IMPACTS: Implementation would result in minor long-term impact on local and regional air quality. Minor adverse impacts on soils would occur. Under Alternative C, long-term, minor adverse traffic impacts on the intersection of Ward Circle and Massachusetts Avenue during peak hours would occur. Adverse impacts to historic resources would be moderate due to the removal of one contributing building, with beneficial impacts from the preservation and rehabilitation of some contributing landscape features. There would be minor adverse impact on views from Glover-Archbold Park. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 110009, Draft EIS--438 pages and Appendices--947 pages on CD-ROM, January 6, 2011 PY - 2011 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Surveys KW - Demolition KW - Historic Districts KW - Historic Sites Surveys KW - Open Space KW - Parking KW - Traffic Analyses KW - Transportation Surveys KW - Underground Structures KW - Visual Resources KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16374816?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+NEBRASKA+AVENUE+COMPLEX+MASTER+PLAN%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: January 6, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127384; 14740-0_0021 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 21 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127379; 14740-0_0020 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 20 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127375; 14740-0_0019 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 19 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127372; 14740-0_0018 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 18 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 17 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127366; 14740-0_0017 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 17 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127366?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127360; 14740-0_0011 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 11 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127360?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127351; 14740-0_0003 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 3 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127346; 14740-0_0002 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 2 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127340; 14740-0_0001 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 1 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127336; 14740-0_0012 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 12 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127324; 14740-0_0005 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 5 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127312; 14740-0_0004 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 4 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127312?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127236; 14740-0_0022 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 22 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127218; 14740-0_0016 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 16 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127218?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127210; 14740-0_0015 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 15 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127207; 14740-0_0014 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 14 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127204; 14740-0_0013 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 13 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127204?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127201; 14740-0_0006 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 6 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 22] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873126786; 14740-0_0009 AB - PURPOSE: The completion of the consolidation of the Department of Homeland Security (DHS) Headquarters offices at St. Elizabeths in Southeast Washington, District of Columbia by amending the 2008 Master Plan to construct and operate just over one million gross square feet (gsf) of development within the 32-acre East Campus North Parcel site is proposed. DHS previously identified the need to provide 4.5 million gross square feet (gsf) of secure office space, plus parking, for its consolidated Headquarters and concluded that St. Elizabeths, a National Historic Landmark and former government-run hospital for the insane, was the most viable site for this consolidation. The original plan to use only the West Campus triggered concerns about the density of development that would occur. After discussions with the District of Columbia, a November 2008 Final EIS on the St. Elizabeths Campus Master Plan for the Consolidated Headquarters of the DHS assessed an alternative that would place development on both campuses. The subsequent Record of Decision selected the alternative that would consolidate 3.8 million gsf of secure office and shared-use space on the St. Elizabeths West Campus and assessed the impacts of constructing 750,000 gsf of office space, plus associated parking, on the St. Elizabeths East Campus at a programmatic level. In addition to a No Action Alternative, this Master Plan Amendment draft EIS analyzes three action alternatives for the East Campus North Parcel: Alternative A (East West Bars), Alternative B (Campus Reflection), and Alternative C (Atrium). In addition, the General Services Administration (GSA) is reevaluating transportation improvements required for the DHS consolidation that were considered in the 2008 Final Master Plan EIS. Two alternatives (1 and 2) for the Interstate 295/Malcolm X Avenue interchange and proposed West Campus Access Road, Firth Sterling Avenue/West Campus Access Road intersection, widening of Martin Luther King Jr. (MLK) Avenue, and needed transportation improvements to support the East Campus development are considered. The headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff. Occupation would occur by 2014. The new DHS/FEMA headquarters buildings would likely be five to seven stories above the current ground surface on the western side of the North Parcel. Development of the North Parcel would also include: a parking garage for approximately 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West Campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. POSITIVE IMPACTS: Completion of the consolidation of DHS Headquarters activities with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduction of pollutants into surface water, and long-term impacts on landscapes and historic buildings. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would disturb wetlands and alter groundwater hydrology and quality. Long-term adverse impacts to transportation would occur. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 100470, Draft EIS (Volume I)--636 pages and maps, Appendices (Volume II)--626 pages, December 10, 2010 PY - 2010 VL - 9 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126786?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%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 - 2011-02-01 N1 - SuppNotes - Draft. Preparation date: December 10, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA (TIER II DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 1] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA (TIER II DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 873132672; 14711-1_0001 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture (NMAAHC) between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide a permanent facility on a five-acre parcel within the grounds of the Washington Monument. The Tier I final EIS for the project addressed potential effects of six massing alternatives that varied in siting and mass, orientation, form, exterior spaces, and profiles, as well as a No Build Alternative. The Tier I EIS process concluded with a Smithsonian Record of Decision in 2008 and a set of design principles to guide the development of specific concepts for the building that would permanently house the museum collection. Since November 2009, several different architectural concepts have been developed for the NMAAHC. This Tier II draft EIS analyzes four specific build alternatives, as well as a No Action Alternative under which the project site would continue be managed and maintained as parkland. The build alternatives each feature a Corona as the defining form of the visible building structure and the primary location for the galleries. Generally, four interior levels would be housed within the Corona and each alternative would feature two museum levels below grade. A primary entrance on the south side of the site would feature a hardscape plaza; service access and limited vehicular access would be provided from 14th Street. The building would incorporate several integrated strategies for sustainability, including: passive heating and cooling, day lighting, comprehensive stormwater management, and energy conservation. Alternative 1 would employ a plinth concept. The Corona would sit atop a plinth that accommodates a large ground floor program and frames the ground floor glass enclosure. Alternative 2 is based on a plaza concept and would divide the exhibit functions and administrative functions of NMAAHC into two distinct buildings on the site: the Corona and the northern building. The primary purpose of this alternative is to preserve views of the Washington Monument from the intersection of Constitution Avenue and 14th Street. Alternative 3, the pavilion concept, is similar to Alternative 1, but without the plinth. Alternative 4, the refined pavilion concept, is similar to Alternative 3, but would feature a Corona with reduced above-grade dimensions and would include entries on both the north and south sides of the site. The build alternatives would involve construction ranging from 294,000 gross square feet for Alternative 4 to 370,000 gross square feet for Alternative 2, and building heights of 108 feet to 121.5 feet above grade. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of African-American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation would be removed and the viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstracts of the Tier I draft and final EISs, see 08-0090D, Volume 32, Number 1 and 08-0345F, Volume 32, Number 3, respectively. JF - EPA number: 100441, 329 pages on CD-ROM, November 5, 2010 PY - 2010 VL - 1 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-11-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28TIER+II+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28TIER+II+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2011-01-01 N1 - SuppNotes - Draft. Preparation date: November 5, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA (TIER II DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 16379423; 14711 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture (NMAAHC) between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide a permanent facility on a five-acre parcel within the grounds of the Washington Monument. The Tier I final EIS for the project addressed potential effects of six massing alternatives that varied in siting and mass, orientation, form, exterior spaces, and profiles, as well as a No Build Alternative. The Tier I EIS process concluded with a Smithsonian Record of Decision in 2008 and a set of design principles to guide the development of specific concepts for the building that would permanently house the museum collection. Since November 2009, several different architectural concepts have been developed for the NMAAHC. This Tier II draft EIS analyzes four specific build alternatives, as well as a No Action Alternative under which the project site would continue be managed and maintained as parkland. The build alternatives each feature a Corona as the defining form of the visible building structure and the primary location for the galleries. Generally, four interior levels would be housed within the Corona and each alternative would feature two museum levels below grade. A primary entrance on the south side of the site would feature a hardscape plaza; service access and limited vehicular access would be provided from 14th Street. The building would incorporate several integrated strategies for sustainability, including: passive heating and cooling, day lighting, comprehensive stormwater management, and energy conservation. Alternative 1 would employ a plinth concept. The Corona would sit atop a plinth that accommodates a large ground floor program and frames the ground floor glass enclosure. Alternative 2 is based on a plaza concept and would divide the exhibit functions and administrative functions of NMAAHC into two distinct buildings on the site: the Corona and the northern building. The primary purpose of this alternative is to preserve views of the Washington Monument from the intersection of Constitution Avenue and 14th Street. Alternative 3, the pavilion concept, is similar to Alternative 1, but without the plinth. Alternative 4, the refined pavilion concept, is similar to Alternative 3, but would feature a Corona with reduced above-grade dimensions and would include entries on both the north and south sides of the site. The build alternatives would involve construction ranging from 294,000 gross square feet for Alternative 4 to 370,000 gross square feet for Alternative 2, and building heights of 108 feet to 121.5 feet above grade. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of African-American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation would be removed and the viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstracts of the Tier I draft and final EISs, see 08-0090D, Volume 32, Number 1 and 08-0345F, Volume 32, Number 3, respectively. JF - EPA number: 100441, 329 pages on CD-ROM, November 5, 2010 PY - 2010 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16379423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-11-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28TIER+II+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28TIER+II+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2011-01-01 N1 - SuppNotes - Draft. Preparation date: November 5, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 29 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131499; 14449-7_0029 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 29 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 28 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131488; 14449-7_0028 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 28 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131488?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 27 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131362; 14449-7_0027 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 27 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 26 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131351; 14449-7_0026 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 26 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 32 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131348; 14449-7_0032 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 32 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131343; 14449-7_0019 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 19 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 25 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131342; 14449-7_0025 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 25 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131342?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131336; 14449-7_0018 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 18 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131331; 14449-7_0016 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 16 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131323; 14449-7_0015 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 15 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131320; 14449-7_0002 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 2 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131320?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131313; 14449-7_0001 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 1 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873131285; 14449-7_0014 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 14 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131285?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 56 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130952; 14449-7_0056 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 56 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 55 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130936; 14449-7_0055 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 55 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130936?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 54 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130923; 14449-7_0054 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 54 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130923?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 53 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130909; 14449-7_0053 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 53 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 51 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130886; 14449-7_0051 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 51 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130886?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 50 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130876; 14449-7_0050 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 50 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130876?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 49 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130866; 14449-7_0049 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 49 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130866?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 48 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130855; 14449-7_0048 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 48 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130855?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 39 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130828; 14449-7_0039 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 39 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130828?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 33 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130811; 14449-7_0033 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 33 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130811?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 58 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130465; 14449-7_0058 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 58 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 57 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130448; 14449-7_0057 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 57 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130448?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 38 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130439; 14449-7_0038 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 38 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130439?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 37 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130432; 14449-7_0037 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 37 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130432?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 36 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873130421; 14449-7_0036 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 36 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130421?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 47 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129665; 14449-7_0047 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 47 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129665?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 35 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129643; 14449-7_0035 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 35 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 34 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129617; 14449-7_0034 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 34 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 10 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129588; 14449-7_0010 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 10 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129588?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129564; 14449-7_0009 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 9 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129564?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129546; 14449-7_0008 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 8 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129546?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 24 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129538; 14449-7_0024 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 24 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129538?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129514; 14449-7_0007 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 7 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129514?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 23 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129511; 14449-7_0023 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 23 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129511?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129489; 14449-7_0022 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 22 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129451; 14449-7_0021 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 21 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129451?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129414; 14449-7_0020 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 20 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129355; 14449-7_0006 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 6 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 46 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129331; 14449-7_0046 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 46 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129325; 14449-7_0005 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 5 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 45 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129295; 14449-7_0045 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 45 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129285; 14449-7_0004 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 4 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129285?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 44 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129269; 14449-7_0044 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 44 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 43 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129231; 14449-7_0043 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 43 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129231?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 42 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873129207; 14449-7_0042 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 42 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 31 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873128903; 14449-7_0031 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 31 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128903?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 30 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127899; 14449-7_0030 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 30 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127850; 14449-7_0013 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 13 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127850?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 58] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 873127843; 14449-7_0012 AB - PURPOSE: A comprehensive management plan for the National Mall in Washington, D.C. is proposed. The National Mall stretches west from the U.S. Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are presented in this final EIS. Under all alternatives, cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the No Action Alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0080D, Volume 34, Number 1. JF - EPA number: 100257, Volume 1--658 pages and maps, Volume 2: Comments and Responses--219 pages, July 7, 2010 PY - 2010 VL - 12 KW - Parks, Refuges and Forests KW - Agency number: FES 10-25 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Mall and Memorial Parks KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-08-20 N1 - SuppNotes - Final. Preparation date: July 7, 2010 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 4] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827397; 14254-090432_0001 AB - PURPOSE: A comprehensive management plan for the National Mall, Washington, DC is proposed. The National Mall stretches west from the US Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are considered in this draft EIS. Under all alternatives cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from all of the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the no-action alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 090432, 667 pages and maps, December 10, 2009 PY - 2009 VL - 1 KW - Parks, Refuges and Forests KW - Agency number: DES 09-57 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827397?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 4] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827152; 14254-090432_0003 AB - PURPOSE: A comprehensive management plan for the National Mall, Washington, DC is proposed. The National Mall stretches west from the US Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are considered in this draft EIS. Under all alternatives cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from all of the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the no-action alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 090432, 667 pages and maps, December 10, 2009 PY - 2009 VL - 3 KW - Parks, Refuges and Forests KW - Agency number: DES 09-57 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 4] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827086; 14254-090432_0004 AB - PURPOSE: A comprehensive management plan for the National Mall, Washington, DC is proposed. The National Mall stretches west from the US Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are considered in this draft EIS. Under all alternatives cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from all of the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the no-action alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 090432, 667 pages and maps, December 10, 2009 PY - 2009 VL - 4 KW - Parks, Refuges and Forests KW - Agency number: DES 09-57 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827086?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 4] T2 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827079; 14254-090432_0002 AB - PURPOSE: A comprehensive management plan for the National Mall, Washington, DC is proposed. The National Mall stretches west from the US Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are considered in this draft EIS. Under all alternatives cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from all of the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the no-action alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 090432, 667 pages and maps, December 10, 2009 PY - 2009 VL - 2 KW - Parks, Refuges and Forests KW - Agency number: DES 09-57 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL MALL PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16385890; 14254 AB - PURPOSE: A comprehensive management plan for the National Mall, Washington, DC is proposed. The National Mall stretches west from the US Capitol to the Potomac River, and north from the Thomas Jefferson Memorial to Constitution Avenue, and is the home to the Washington Monument, the Lincoln and Thomas Jefferson memorials, and numerous other memorials that commemorate great Americans and significant events in the nation's history. The National Mall covers approximately 684 acres, but in 2008 it received 22.3 million visits. Each year the National Park Service receives over 6,000 applications for public gathering permits, resulting in about 3,000 events. The wear and tear of concentrated activity affects the landscape and visitor experiences and facilities can be overwhelmed with use. Vegetation cannot easily recover, and lawns may be worn to the ground and soils heavily compacted, which in turn adversely affects the vigor of trees and other vegetation. Many walks are not wide enough for current levels of use, and adjacent areas may be damaged when use spills off walks or when people choose a more direct route. Five alternatives, including a No Action Alternative, which would perpetuate the current management regime, are considered in this draft EIS. Under all alternatives cultural resources would be preserved and protected, and citizens would continue to be able to express their First Amendment rights on the National Mall. Alternatives A, B, and C would each focus on one primary aspect of the parks purpose and significance. Under Alternative A, management would focus on the historic landscape with its memorials and planned vistas. Alternative B would focus on creating a welcoming national civic space for public gatherings, events, and high-use levels. Under Alternative C, urban recreation and use plus a sustainable urban ecology would be emphasized. The preferred alternative would combine ideas from all of the other alternatives considered. Improvements on The Mall would include: restoration of the Ulysses S. Grant Memorial at Union Square; improvement and protection of lawns and elm trees; replacement of compacted soils with engineered soils; a paved welcome plaza at 12th Street and Jefferson Drive SW including visitor contact station, high-capacity restrooms, and orientation maps; and a coordinated paving plan. Additional improvements to the Washington Monument grounds and West Potomac Park would include multipurpose facilities, utility infrastructure, walkways and bicycle trails, seating, new recreation equipment rental facilities, rebuilt seawalls around the Tidal Basin, and redesigned parking areas. POSITIVE IMPACTS: A long-term management plan would restore the national mall so that it may continue to symbolize the ideas and greatness envisioned for the country. The plan would establish a sense of place and an overall identity for the National Mall, creating a coherent pedestrian environment that would complement and balance the natural environment, formal and informal features, and national commemorative works. Venues and amenities for participants in demonstrations would be improved under the preferred alternative and alternatives B and C. NEGATIVE IMPACTS: Continuing existing conditions under the no-action alternative would generally result in the greatest level of adverse impacts on cultural resources, natural resources, national celebrations and special events, access and circulation, the visitor experience, and park operations. Continued impacts on soils and vegetation could become unacceptable as a result of long-term, major, adverse impacts on the American elm trees on the Mall. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 090432, 667 pages and maps, December 10, 2009 PY - 2009 KW - Parks, Refuges and Forests KW - Agency number: DES 09-57 KW - Cultural Resources KW - Cultural Resources Management KW - Floodplains KW - Historic Sites KW - Land Management KW - Monuments KW - National Parks KW - Parking KW - Recreation Resources Management KW - Soils KW - Trails KW - Vegetation KW - Visual Resources KW - Visual Resources Management KW - District of Columbia KW - National Historic Preservation Act of 1966, Compliance KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16385890?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NATIONAL+MALL+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827404; 14416-080452_0008 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 8 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827396; 14416-080452_0006 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 6 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827388; 14416-080452_0005 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 5 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827383; 14416-080452_0009 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 9 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827383?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827380; 14416-080452_0004 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 4 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827375; 14416-080452_0007 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 7 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827372; 14416-080452_0003 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 3 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 9] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 756827362; 14416-080452_0002 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 VL - 2 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS AT THE ST. ELIZABETHS WEST CAMPUS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 15236601; 14416 AB - PURPOSE: The adoption and implementation of a master plan for the redevelopment of the St. Elizabeths West Campus in Southeast Washington, District of Columbia to house the Department of Homeland Security (DHS) Headquarters are proposed. Presently, the DHS is housed in approximately 70 buildings located at over 40 locations. The housing situation adversely impacts critical communication, coordination, and cooperation across components, particularly in terms of responding to significant disasters or terrorist threats. The master plan would provide for the construction of new buildings to provide 4.5 million gross square feet (gsf) of secure office space to consolidate the DHS Headquarters and its components. This would involve site redevelopment and new construction on the St. Elizabeths West Campus to house the consolidated DHS Headquarters and reconstruction of the Malcolm X/Interstate 295 interchange to accommodate a new access road for the DHS campus. Thirteen alternatives, including a No Action Alternative, are considered in this final EIS. The 12 Action alternatives are the aforementioned redevelopment of St. Elizabeths West Campus, four alternatives for the reconstruction of the interchange, five alternatives for provision of an access road to the DHS campus, and two alternatives with respect to improvement of Martin Luther King, Jr. Avenue. POSITIVE IMPACTS: The consolidation of DHS Headquarters activities at one site, with a highly advantageous location, would help ensure the economic and operational efficiency and effectiveness of DHS operations aimed at dealing with catastrophes and terrorist operations. Now disparate agencies and offices within agencies would be gathered into one well coordinated built-to-purpose facility. NEGATIVE IMPACTS: Demolition and/or modification of the buildings now sited on the West Campus and construction of the interchange would result in the degradation or loss of structures and landscapes included in the National Register of Historic Places. Archaeological resource sites would also be disturbed or destroyed. New construction at both the campus and the interchange site would displace streams and forested wetlands and alter groundwater hydrology and quality due to an increase in the extent of impervious surface. The addition of 14,000 employees to the site would place significant stress on the area transportation grid. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0088D, Volume 32, Number 1. JF - EPA number: 080452, Volume In--617 pages, Volume II, III, and IV--1,176 pages and maps, October 31, 2008 PY - 2008 KW - Urban and Social Programs KW - Buildings KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15236601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+AT+THE+ST.+ELIZABETHS+WEST+CAMPUS%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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: October 31, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. AN - 36413768; 13485 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide and operate a permanent facility on the Washington Monument Grounds within the Smithsonian Institution on a five-acre parcel. Issues addressed in selecting the site and the building design include those related to massing (the form of a building conveying proportion and size), building height, setback and alignment, outdoor program space, and the viewshed. In addition the Smithsonian Institution developed eight overarching principles that provided a foundation for the development of alternatives, guided their refinement, and served as criteria for success; these principles are related to physical character, mission and program appropriateness, monumental context, urban design principles associated with physical context, historic and cultural resource protection, visitor use and access, visitor experience, and operational functionality. This final EIS considers seven alternatives, including a No-Build Alternative. Depending on the action alternative considered, the building would rise 60 to 105 feet above street level, providing for five to eight floors above grade and two to three floors below grade. The facility would contain 350,000 to 430,000 square feet. The north-south building orientation would align with the National Museum of American History's (NMAH) main building mass under three alternatives, the NMAH's north facade building mass under one alternative; and with no surrounding building under two alternatives. The east-west building orientation would align with the protecting portico of the Department of Commerce, the southwest facade of the Washington Monument, or 14th Street, or would be unaligned with respect to east-west orientation. Aesthetically, Alternative 1 would result in contextual massing the explicitly related to the pattern of buildings fronting the National Mall. Alternative 2 would be less convention in form and bridge the axis of the Mall with the north-south axis of open spaces leading to the White House. Alternative 3 would provide a more complex design, with the potential for buildings that look very different from a variety of locations. Alternative 4 would provide two distinct aesthetic experiences, blending into the landscape towards the Monument, while exhibiting more traditional building facades at the intersection of Constitution Avenue and 14th Street. Alternative 5 would provide for a bifurcated structure with varying heights, relating to context through building and spatial orientation rather than building or height alignment. Alternative 6 would offer a minimized visible mass and a soft edge along the southwest facade that would be aligned with 15th Street and Madison Drive, deferring to the presence of the Washington Monument. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation and alternative land uses would be removed. The viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0090D, Volume 32, Number 1. JF - EPA number: 080247, Final EIS--401 pages (oversized), Appendices--324 pages (oversized, June 18, 2008 PY - 2008 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413768?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: June 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 5] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. AN - 36399312; 13485-080247_0005 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide and operate a permanent facility on the Washington Monument Grounds within the Smithsonian Institution on a five-acre parcel. Issues addressed in selecting the site and the building design include those related to massing (the form of a building conveying proportion and size), building height, setback and alignment, outdoor program space, and the viewshed. In addition the Smithsonian Institution developed eight overarching principles that provided a foundation for the development of alternatives, guided their refinement, and served as criteria for success; these principles are related to physical character, mission and program appropriateness, monumental context, urban design principles associated with physical context, historic and cultural resource protection, visitor use and access, visitor experience, and operational functionality. This final EIS considers seven alternatives, including a No-Build Alternative. Depending on the action alternative considered, the building would rise 60 to 105 feet above street level, providing for five to eight floors above grade and two to three floors below grade. The facility would contain 350,000 to 430,000 square feet. The north-south building orientation would align with the National Museum of American History's (NMAH) main building mass under three alternatives, the NMAH's north facade building mass under one alternative; and with no surrounding building under two alternatives. The east-west building orientation would align with the protecting portico of the Department of Commerce, the southwest facade of the Washington Monument, or 14th Street, or would be unaligned with respect to east-west orientation. Aesthetically, Alternative 1 would result in contextual massing the explicitly related to the pattern of buildings fronting the National Mall. Alternative 2 would be less convention in form and bridge the axis of the Mall with the north-south axis of open spaces leading to the White House. Alternative 3 would provide a more complex design, with the potential for buildings that look very different from a variety of locations. Alternative 4 would provide two distinct aesthetic experiences, blending into the landscape towards the Monument, while exhibiting more traditional building facades at the intersection of Constitution Avenue and 14th Street. Alternative 5 would provide for a bifurcated structure with varying heights, relating to context through building and spatial orientation rather than building or height alignment. Alternative 6 would offer a minimized visible mass and a soft edge along the southwest facade that would be aligned with 15th Street and Madison Drive, deferring to the presence of the Washington Monument. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation and alternative land uses would be removed. The viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0090D, Volume 32, Number 1. JF - EPA number: 080247, Final EIS--401 pages (oversized), Appendices--324 pages (oversized, June 18, 2008 PY - 2008 VL - 5 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36399312?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: June 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 5] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. AN - 36390278; 13485-080247_0002 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide and operate a permanent facility on the Washington Monument Grounds within the Smithsonian Institution on a five-acre parcel. Issues addressed in selecting the site and the building design include those related to massing (the form of a building conveying proportion and size), building height, setback and alignment, outdoor program space, and the viewshed. In addition the Smithsonian Institution developed eight overarching principles that provided a foundation for the development of alternatives, guided their refinement, and served as criteria for success; these principles are related to physical character, mission and program appropriateness, monumental context, urban design principles associated with physical context, historic and cultural resource protection, visitor use and access, visitor experience, and operational functionality. This final EIS considers seven alternatives, including a No-Build Alternative. Depending on the action alternative considered, the building would rise 60 to 105 feet above street level, providing for five to eight floors above grade and two to three floors below grade. The facility would contain 350,000 to 430,000 square feet. The north-south building orientation would align with the National Museum of American History's (NMAH) main building mass under three alternatives, the NMAH's north facade building mass under one alternative; and with no surrounding building under two alternatives. The east-west building orientation would align with the protecting portico of the Department of Commerce, the southwest facade of the Washington Monument, or 14th Street, or would be unaligned with respect to east-west orientation. Aesthetically, Alternative 1 would result in contextual massing the explicitly related to the pattern of buildings fronting the National Mall. Alternative 2 would be less convention in form and bridge the axis of the Mall with the north-south axis of open spaces leading to the White House. Alternative 3 would provide a more complex design, with the potential for buildings that look very different from a variety of locations. Alternative 4 would provide two distinct aesthetic experiences, blending into the landscape towards the Monument, while exhibiting more traditional building facades at the intersection of Constitution Avenue and 14th Street. Alternative 5 would provide for a bifurcated structure with varying heights, relating to context through building and spatial orientation rather than building or height alignment. Alternative 6 would offer a minimized visible mass and a soft edge along the southwest facade that would be aligned with 15th Street and Madison Drive, deferring to the presence of the Washington Monument. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation and alternative land uses would be removed. The viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0090D, Volume 32, Number 1. JF - EPA number: 080247, Final EIS--401 pages (oversized), Appendices--324 pages (oversized, June 18, 2008 PY - 2008 VL - 2 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: June 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 5] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. AN - 36386119; 13485-080247_0004 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide and operate a permanent facility on the Washington Monument Grounds within the Smithsonian Institution on a five-acre parcel. Issues addressed in selecting the site and the building design include those related to massing (the form of a building conveying proportion and size), building height, setback and alignment, outdoor program space, and the viewshed. In addition the Smithsonian Institution developed eight overarching principles that provided a foundation for the development of alternatives, guided their refinement, and served as criteria for success; these principles are related to physical character, mission and program appropriateness, monumental context, urban design principles associated with physical context, historic and cultural resource protection, visitor use and access, visitor experience, and operational functionality. This final EIS considers seven alternatives, including a No-Build Alternative. Depending on the action alternative considered, the building would rise 60 to 105 feet above street level, providing for five to eight floors above grade and two to three floors below grade. The facility would contain 350,000 to 430,000 square feet. The north-south building orientation would align with the National Museum of American History's (NMAH) main building mass under three alternatives, the NMAH's north facade building mass under one alternative; and with no surrounding building under two alternatives. The east-west building orientation would align with the protecting portico of the Department of Commerce, the southwest facade of the Washington Monument, or 14th Street, or would be unaligned with respect to east-west orientation. Aesthetically, Alternative 1 would result in contextual massing the explicitly related to the pattern of buildings fronting the National Mall. Alternative 2 would be less convention in form and bridge the axis of the Mall with the north-south axis of open spaces leading to the White House. Alternative 3 would provide a more complex design, with the potential for buildings that look very different from a variety of locations. Alternative 4 would provide two distinct aesthetic experiences, blending into the landscape towards the Monument, while exhibiting more traditional building facades at the intersection of Constitution Avenue and 14th Street. Alternative 5 would provide for a bifurcated structure with varying heights, relating to context through building and spatial orientation rather than building or height alignment. Alternative 6 would offer a minimized visible mass and a soft edge along the southwest facade that would be aligned with 15th Street and Madison Drive, deferring to the presence of the Washington Monument. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation and alternative land uses would be removed. The viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0090D, Volume 32, Number 1. JF - EPA number: 080247, Final EIS--401 pages (oversized), Appendices--324 pages (oversized, June 18, 2008 PY - 2008 VL - 4 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386119?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: June 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 5] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. AN - 36383062; 13485-080247_0003 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide and operate a permanent facility on the Washington Monument Grounds within the Smithsonian Institution on a five-acre parcel. Issues addressed in selecting the site and the building design include those related to massing (the form of a building conveying proportion and size), building height, setback and alignment, outdoor program space, and the viewshed. In addition the Smithsonian Institution developed eight overarching principles that provided a foundation for the development of alternatives, guided their refinement, and served as criteria for success; these principles are related to physical character, mission and program appropriateness, monumental context, urban design principles associated with physical context, historic and cultural resource protection, visitor use and access, visitor experience, and operational functionality. This final EIS considers seven alternatives, including a No-Build Alternative. Depending on the action alternative considered, the building would rise 60 to 105 feet above street level, providing for five to eight floors above grade and two to three floors below grade. The facility would contain 350,000 to 430,000 square feet. The north-south building orientation would align with the National Museum of American History's (NMAH) main building mass under three alternatives, the NMAH's north facade building mass under one alternative; and with no surrounding building under two alternatives. The east-west building orientation would align with the protecting portico of the Department of Commerce, the southwest facade of the Washington Monument, or 14th Street, or would be unaligned with respect to east-west orientation. Aesthetically, Alternative 1 would result in contextual massing the explicitly related to the pattern of buildings fronting the National Mall. Alternative 2 would be less convention in form and bridge the axis of the Mall with the north-south axis of open spaces leading to the White House. Alternative 3 would provide a more complex design, with the potential for buildings that look very different from a variety of locations. Alternative 4 would provide two distinct aesthetic experiences, blending into the landscape towards the Monument, while exhibiting more traditional building facades at the intersection of Constitution Avenue and 14th Street. Alternative 5 would provide for a bifurcated structure with varying heights, relating to context through building and spatial orientation rather than building or height alignment. Alternative 6 would offer a minimized visible mass and a soft edge along the southwest facade that would be aligned with 15th Street and Madison Drive, deferring to the presence of the Washington Monument. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation and alternative land uses would be removed. The viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0090D, Volume 32, Number 1. JF - EPA number: 080247, Final EIS--401 pages (oversized), Appendices--324 pages (oversized, June 18, 2008 PY - 2008 VL - 3 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: June 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 5] T2 - SMITHSONIAN INSTITUTION NATIONAL MUSEUM OF AFRICAN-AMERICAN HISTORY AND CULTURE, BETWEEN 14TH AND 15TH STREETS AND CONSTITUTION AVENUE AND MADISON DRIVE IN NORTHWEST WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382107; 13485-080247_0001 AB - PURPOSE: The construction and operation of the National Museum of African-American History and Culture between 14th and 15th streets and Constitution Avenue and Madison Drive in Northwest Washington, District of Columbia are proposed by the Smithsonian Institution. The project would provide and operate a permanent facility on the Washington Monument Grounds within the Smithsonian Institution on a five-acre parcel. Issues addressed in selecting the site and the building design include those related to massing (the form of a building conveying proportion and size), building height, setback and alignment, outdoor program space, and the viewshed. In addition the Smithsonian Institution developed eight overarching principles that provided a foundation for the development of alternatives, guided their refinement, and served as criteria for success; these principles are related to physical character, mission and program appropriateness, monumental context, urban design principles associated with physical context, historic and cultural resource protection, visitor use and access, visitor experience, and operational functionality. This final EIS considers seven alternatives, including a No-Build Alternative. Depending on the action alternative considered, the building would rise 60 to 105 feet above street level, providing for five to eight floors above grade and two to three floors below grade. The facility would contain 350,000 to 430,000 square feet. The north-south building orientation would align with the National Museum of American History's (NMAH) main building mass under three alternatives, the NMAH's north facade building mass under one alternative; and with no surrounding building under two alternatives. The east-west building orientation would align with the protecting portico of the Department of Commerce, the southwest facade of the Washington Monument, or 14th Street, or would be unaligned with respect to east-west orientation. Aesthetically, Alternative 1 would result in contextual massing the explicitly related to the pattern of buildings fronting the National Mall. Alternative 2 would be less convention in form and bridge the axis of the Mall with the north-south axis of open spaces leading to the White House. Alternative 3 would provide a more complex design, with the potential for buildings that look very different from a variety of locations. Alternative 4 would provide two distinct aesthetic experiences, blending into the landscape towards the Monument, while exhibiting more traditional building facades at the intersection of Constitution Avenue and 14th Street. Alternative 5 would provide for a bifurcated structure with varying heights, relating to context through building and spatial orientation rather than building or height alignment. Alternative 6 would offer a minimized visible mass and a soft edge along the southwest facade that would be aligned with 15th Street and Madison Drive, deferring to the presence of the Washington Monument. POSITIVE IMPACTS: The museum would be dedicated to the collection, preservation, research, and exhibition of American historical and cultural materials, reflecting the breadth and depth of the experience of individuals of African descent living in the United States. It would constitute the only institution providing a national meeting place for Americans to learn about the history and culture of African-Americans and their contributions to and relationship with every aspect of our national life. Increased visitation to the District of Columbia due to the attraction of the museum would boost the local economy. NEGATIVE IMPACTS: The museum would displace an open space on the Washington Monument grounds of the National Mall, altering the historic boundaries of the grounds and altering the spatial organization of the grounds by diminishing the prominence of the Washington Monument as a central organizing feature. Significant impacts would also occur for buildings and structures located within the Monument grounds as well as the Federal Triangle along Constitution Avenue. Vegetation and alternative land uses would be removed. The viewshed and specific vistas would be altered. The museum would be situated in an area in violation of federal standards regarding ozone and particulate matter. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and National Museum of African American History and Culture Act of 2003 (P.L. 108-184). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0090D, Volume 32, Number 1. JF - EPA number: 080247, Final EIS--401 pages (oversized), Appendices--324 pages (oversized, June 18, 2008 PY - 2008 VL - 1 KW - Urban and Social Programs KW - Agency number: SI 0495801A KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Buildings KW - Historic Sites KW - Monuments KW - Museums KW - Traffic Analyses KW - Vegetation KW - Visual Resources Surveys KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites KW - National Museum of African American History and Culture Act of 2003, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382107?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SMITHSONIAN+INSTITUTION+NATIONAL+MUSEUM+OF+AFRICAN-AMERICAN+HISTORY+AND+CULTURE%2C+BETWEEN+14TH+AND+15TH+STREETS+AND+CONSTITUTION+AVENUE+AND+MADISON+DRIVE+IN+NORTHWEST+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: June 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Active Living and Biking: Tracing the Evolution of a Biking System in Arlington, Virginia AN - 58766228; 2008-171902 AB - In Arlington, Virginia, a steady evolutionary change in biking policy during the last three decades has yielded some of the nation's best biking assets. It has a comprehensive, well-connected, highly integrated, well-mapped, and well-signed system of shared-use paved trails, bike lanes, bike routes, and other biking assets, such as workplace showers. Understanding the conditions that led to Arlington's current biking system can provide lessons in the strategy and tactics of active-living politics. One potentially effective political strategy that was successful in Arlington is for activists to pressure elected officials to select professional managers who see bike-ways as crucial to the overall transportation system. Then it is important to formalize the government-citizen relationship through an advisory panel. Also, in Arlington, the incremental creation of biking assets helped create demand for more and better facilities. In turn, this created political support for expanding and upgrading. Finally, Arlington used potentially negative circumstances (e.g., the building of highway corridors, the introduction of the Metro) as opportunities to change the built environment in ways that have encouraged more active living. Adapted from the source document. JF - Journal of Health Politics, Policy and Law AU - Hanson, Royce AU - Young, Garry AD - Montgomery County Planning Board, Maryland-National Capital Park and Planning Commission Y1 - 2008/06// PY - 2008 DA - June 2008 SP - 387 EP - 406 PB - Duke University Press, Durham NC VL - 33 IS - 3 SN - 0361-6878, 0361-6878 KW - Transportation and transportation policy - Transportation KW - Politics - Politics and policy-making KW - United States KW - Transportation KW - Public policy KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/58766228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apais&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Health+Politics%2C+Policy+and+Law&rft.atitle=Active+Living+and+Biking%3A+Tracing+the+Evolution+of+a+Biking+System+in+Arlington%2C+Virginia&rft.au=Hanson%2C+Royce%3BYoung%2C+Garry&rft.aulast=Hanson&rft.aufirst=Royce&rft.date=2008-06-01&rft.volume=33&rft.issue=3&rft.spage=387&rft.isbn=&rft.btitle=&rft.title=Journal+of+Health+Politics%2C+Policy+and+Law&rft.issn=03616878&rft_id=info:doi/10.1215%2F03616878-2008-002 LA - English DB - PAIS Index N1 - Date revised - 2008-08-04 N1 - Last updated - 2016-09-28 N1 - CODEN - JHPLDN N1 - SubjectsTermNotLitGenreText - Transportation; Public policy; United States DO - http://dx.doi.org/10.1215/03616878-2008-002 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36392696; 13287-080053_0009 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36392083; 13287-080053_0011 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080053/080053_0010.txt of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36391964; 13287-080053_0010 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080053/080053_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36391372; 13287-080053_0007 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36383267; 13287-080053_0008 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36383189; 13287-080053_0004 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382334; 13287-080053_0013 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382334?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382329; 13287-080053_0012 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382329?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382311; 13287-080053_0005 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36380320; 13287-080053_0003 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380320?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36380254; 13287-080053_0001 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36375238; 13287-080053_0006 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375238?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36375177; 13287-080053_0002 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Soras in Tidal Marsh: Banding and Telemetry Studies on the Patuxent River, Maryland AN - 19397506; 8695792 AB - From 1993 to 1999, we conducted banding and telemetry studies of fall migrant Soras (Porzana carolina) in the historic rail hunting and exceptional stopover habitat of the Wild Rice (Zizania aquatica) marshes of the tidal Patuxent River. Drift traps equipped with audio lures produced 3,897 Sora and 417 Virginia Rail (Rallus limicola) captures during the seven-year study. Sora captures were characterized by a high proportion (70% to 90%) of young-of-the year and a paucity of between-year recaptures (N = 12). Radio-telemetry studies depicted Soras as long-distance migrants with high stopover survival and a critical dependence on tidal freshwater marshes for migratory fattening. Here, the high productivity of Wild Rice, Smartweeds (Polygonum spp.) and other seed-bearing annual plants seem intrinsically linked to Sora migratory fitness. A stopover period of >40 days and mean mass gain of +0.6g/d suggests Soras are accumulating large fat reserves for long-distance flight. Radio tracking confirmed Soras as strong flyers with a demonstrated overnight (ten h) flight range of 700-900+ km. Given the potential size of fat reserves and the ability to use tail winds, it is conceivable for Soras to make nonstop flights from the Patuxent River to Florida, the Bahamas, or even the Caribbean. Once a widely hunted species, a single sport-hunting recovery from our 3,900 bandings attests to the decline in popularity of the Sora as a game bird in the Atlantic Flyway. We suggest the few between-year recaptures observed in our bandings results from three possible factors: 1) the strong influence of wind drift on migration, 2) different migration chronology or flight path of AHY versus HY birds, and/or 3) high mortality of especially HY birds during Atlantic coastal and Gulf crossings. The critical dependence of Soras and other seed-dependent, fall-migrant waterbirds on highly productive yet limited tidal freshwater marsh habitats make conservation of such areas a priority mission within the Chesapeake Bay. JF - Waterbirds AU - Haramis, GMichael AU - Kearns, Gregory D AD - Maryland-National Capital Park and Planning Commission, Patuxent River Park, 16000 Croom Airport Road, Upper Marlboro, MD 20772, mharamis@usgs.gov Y1 - 2007/12// PY - 2007 DA - Dec 2007 SP - 105 EP - 121 PB - Allen Press, Inc., 810 East Tenth St. VL - 30 IS - sp1 SN - 1524-4695, 1524-4695 KW - Animal Behavior Abstracts; Ecology Abstracts; Oceanic Abstracts; ASFA 1: Biological Sciences & Living Resources KW - Porzana carolina KW - Rallus limicola KW - Virginia Rail KW - Zizania aquatica KW - radio telemetry KW - tidal marsh KW - Patuxent River KW - Chesapeake Bay KW - Sora KW - migration KW - ASW, Caribbean Sea, Bahamas KW - Survival KW - Migration KW - ANW, USA, Virginia KW - Flight KW - Potential resources KW - Telemetry KW - USA, Maryland, Patuxent R. KW - Banding KW - Wind KW - Rivers KW - ASW, USA, Florida KW - North America, Atlantic Flyway KW - Polygonum KW - Recruitment KW - Aquatic plants KW - Oryza sativa KW - Marshes KW - ANW, USA, Chesapeake Bay KW - ANW, USA, Maryland KW - Tracking KW - Drift KW - Migrations KW - Aquatic birds KW - Mortality causes KW - O 1070:Ecology/Community Studies KW - Q1 08421:Migrations and rhythms KW - Y 25150:General/Miscellaneous KW - D 04040:Ecosystem and Ecology Studies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19397506?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Waterbirds&rft.atitle=Soras+in+Tidal+Marsh%3A+Banding+and+Telemetry+Studies+on+the+Patuxent+River%2C+Maryland&rft.au=Haramis%2C+GMichael%3BKearns%2C+Gregory+D&rft.aulast=Haramis&rft.aufirst=GMichael&rft.date=2007-12-01&rft.volume=30&rft.issue=sp1&rft.spage=105&rft.isbn=&rft.btitle=&rft.title=Waterbirds&rft.issn=15244695&rft_id=info:doi/10.1675%2F1524-4695%282007%290302.0.CO%3B2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-12-01 N1 - Last updated - 2015-03-27 N1 - SubjectsTermNotLitGenreText - Potential resources; Telemetry; Aquatic plants; Migrations; Survival; Marshes; Mortality causes; Tracking; Aquatic birds; Rivers; Flight; Drift; Recruitment; Banding; Migration; Wind; Rallus limicola; Porzana carolina; Polygonum; Oryza sativa; Zizania aquatica; ASW, USA, Florida; North America, Atlantic Flyway; USA, Maryland, Patuxent R.; ASW, Caribbean Sea, Bahamas; ANW, USA, Chesapeake Bay; ANW, USA, Maryland; ANW, USA, Virginia DO - http://dx.doi.org/10.1675/1524-4695(2007)030[0105:SITMBA]2.0.CO;2 ER - TY - RPRT T1 - ARMED FORCES RETIREMENT, WASHINGTON MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36341819; 13015 AB - PURPOSE: The implementation of a master plan for the Armed Forces Retirement Home (AFRH) in Washington, District of Columbia is proposed. The site is located at 3700 North Capitol Street, Northwest Washington. Currently, AFRH's fixed income sources are insufficient to fund campus operations and improvements. The AFRH also faces $366 million in deferred maintenance and required capital improvement project costs over the next 10 years. To supplement income currently received by the AFRH and ensure its financial stability, the institution proposes to leverage the value of its real estate by selling or leasing land that is in excess of its needs. Six alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Potential development under each alternative was defined after considering compatibility with the AFRH mission, compatibility with historic resources and existing environmental conditions, compatibility with surrounding land uses, and analysis of real estate market conditions in the area. Private or government development on the ARFH site would occur primarily through leases of sales. The decision to lease or sell would be based on economic analysis and is not addressed in this EIS process. Depending on the action alternative chosen, the AFRH would developed to accommodate 350,000 to 2.55 million gross square feet (gsf) of institutional space; 992,000 to 4.8 million gsf of residential space, up to 220,000 gsf of hotel/conference center space, up to 3.2 million gsf of research and development space, 130,000 to 470,763 gsf of retail space, up to 1.6 million gsf of medical facility space, and up to 1.7 million gsf of office space. POSITIVE IMPACTS: Any action alternative would preserve and improve the essential components of the AFRH for residents and the community; provide sufficient revenue to support the ARFH's goal of resident-focused care, while replenishing the depleting Trust Fund; increase the Trust Fund not only to meet the needs of today's residents, but also the needs of future generations; attract development, at fairmarket value, that is compatible with the mission of the AFRH; and ensure and open, participatory process with the ARFH residents and the community. Local property tax revenues would increase substantially. The plan would allow for restoration of historic buildings on the site. NEGATIVE IMPACTS: Any action alternative would result in direct, long-term alteration of topography and soils. Site preparation could require removal of mature trees and construction within open spaces, including meadows, resulting in the loss of terrestrial habitat. Additional residential development would require increased services from the District's public schools and other public service departments, particularly emergency services agencies and waste disposal agencies. Archaeological sites could be directly affected, and historic sites eligible for inclusion in the National Register of Historic Places would be affected by alternation of the associated viewsheds. Traffic would increase significantly in the local area. LEGAL MANDATES: National Capital Planning Act of 1952 (P.L. 83-592), National Defense Authorization Act for 2002 (P.L. 107-107), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0456D, Volume 29, Number 4. JF - EPA number: 070479, 776 pages, November 2, 2007 PY - 2007 KW - Defense Programs KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites KW - Buildings KW - Commercial Zones KW - Historic Sites KW - Hospitals KW - Hotels KW - Housing KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Open Space KW - Research Facilities KW - Vegetation KW - Wildlife Habitat KW - District of Columbia KW - National Capital Planning Act of 1952, Compliance KW - National Defense Authorization Act for 2002, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARMED+FORCES+RETIREMENT%2C+WASHINGTON+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=ARMED+FORCES+RETIREMENT%2C+WASHINGTON+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Armed Forces Retirement Home, Washington, District of Columbia N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: November 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ARMED FORCES RETIREMENT, WASHINGTON MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36443047; 11526 AB - PURPOSE: The implementation of a master plan for the Armed Forces Retirement Home (AFRH) - Washington in Washington, District of Columbia is proposed. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. Potential development under each alternative was defined after considering compatibility with the AFRH mission, compatibility with historic resources and existing environmental conditions, compatibility with surrounding land uses, and analysis of real estate market conditions in the area. Private or government development on the ARFH site would occur primarily through leases of sales. The decision to lease or sell would be based on economic analysis and is not addressed in this EIS process. Depending on the action alternative chosen, the AFRH would developed to accommodate 290,000 to 2.6 million gross square feet (gsf) of institutional space; 1.0 to 5.0 million gsf of residential space, up to 200,000 gsf of hotel/conference center space, up to 3.2 million gsf of research and development space, 80,000 to 300,000 gsf of retail space, up to 1.6 million gsf of medical, facility space. up to 2.5 million gsf of office space. Up to 450,000 gsf of space for embassy purposes. POSITIVE IMPACTS: Any action alternative would preserve and improve the essential components of the AFRH for residents and the community; provide sufficient revenue to support the ARFH's goal of resident-focused care, while replenishing the depleting Trust Fund; increase the Trust Fund no only to meet the needs of today's residents, but also the needs of future generations; attract development, at fair market value, that is compatible with the mission of the AFRH; and ensure and open, participatory process with the ARFH residents and the community. Local property tax revenues would increase substantially. The plan would allow for restoration of historic buildings on the site. NEGATIVE IMPACTS: Any action alternative would result n direct, long-term alteration of topography and soils. Site preparation could require removal of mature trees and construction within open spaces, including meadows, resulting in the loss of terrestrial habitat. Additional residential development would require increased services from the District's public schools and other public service departments, particularly emergency services agencies and water disposal agencies. Archaeological sites could be directly affected, and historic sites eligible for inclusion in the National Register of Historic Places would be affected by alteration of the associated viewsheds. Traffic would increase significantly in the local area. LEGAL MANDATES: National Capital Planning Act of 1952 (P.L. 83-592), National Defense Authorization Act for 2002 (P.L. 107-107), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 050199, 161 pages, May 2005 PY - 2005 KW - Defense Programs KW - Air Quality KW - Archaeological Sites KW - Buildings KW - Commercial Zones KW - Historic Sites KW - Hospitals KW - Hotels KW - Housing KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Open Space KW - Research Facilities KW - Vegetation KW - Wildlife Habitat KW - District of Columbia KW - National Capital Planning Act of 1952, Compliance KW - National Defense Authorization Act for 2002, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36443047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARMED+FORCES+RETIREMENT%2C+WASHINGTON+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=ARMED+FORCES+RETIREMENT%2C+WASHINGTON+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Armed Forces Retirement Home, Washington, District of Columbia N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ARMED FORCES RETIREMENT, WASHINGTON MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 1] T2 - ARMED FORCES RETIREMENT, WASHINGTON MASTER PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36370779; 050456D-050199_0001 AB - PURPOSE: The implementation of a master plan for the Armed Forces Retirement Home (AFRH) - Washington in Washington, District of Columbia is proposed. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. Potential development under each alternative was defined after considering compatibility with the AFRH mission, compatibility with historic resources and existing environmental conditions, compatibility with surrounding land uses, and analysis of real estate market conditions in the area. Private or government development on the ARFH site would occur primarily through leases of sales. The decision to lease or sell would be based on economic analysis and is not addressed in this EIS process. Depending on the action alternative chosen, the AFRH would developed to accommodate 290,000 to 2.6 million gross square feet (gsf) of institutional space; 1.0 to 5.0 million gsf of residential space, up to 200,000 gsf of hotel/conference center space, up to 3.2 million gsf of research and development space, 80,000 to 300,000 gsf of retail space, up to 1.6 million gsf of medical, facility space. up to 2.5 million gsf of office space. Up to 450,000 gsf of space for embassy purposes. POSITIVE IMPACTS: Any action alternative would preserve and improve the essential components of the AFRH for residents and the community; provide sufficient revenue to support the ARFH's goal of resident-focused care, while replenishing the depleting Trust Fund; increase the Trust Fund no only to meet the needs of today's residents, but also the needs of future generations; attract development, at fair market value, that is compatible with the mission of the AFRH; and ensure and open, participatory process with the ARFH residents and the community. Local property tax revenues would increase substantially. The plan would allow for restoration of historic buildings on the site. NEGATIVE IMPACTS: Any action alternative would result n direct, long-term alteration of topography and soils. Site preparation could require removal of mature trees and construction within open spaces, including meadows, resulting in the loss of terrestrial habitat. Additional residential development would require increased services from the District's public schools and other public service departments, particularly emergency services agencies and water disposal agencies. Archaeological sites could be directly affected, and historic sites eligible for inclusion in the National Register of Historic Places would be affected by alteration of the associated viewsheds. Traffic would increase significantly in the local area. LEGAL MANDATES: National Capital Planning Act of 1952 (P.L. 83-592), National Defense Authorization Act for 2002 (P.L. 107-107), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 050199, 161 pages, May 2005 PY - 2005 VL - 1 KW - Defense Programs KW - Air Quality KW - Archaeological Sites KW - Buildings KW - Commercial Zones KW - Historic Sites KW - Hospitals KW - Hotels KW - Housing KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Open Space KW - Research Facilities KW - Vegetation KW - Wildlife Habitat KW - District of Columbia KW - National Capital Planning Act of 1952, Compliance KW - National Defense Authorization Act for 2002, Project Authorization KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370779?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARMED+FORCES+RETIREMENT%2C+WASHINGTON+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=ARMED+FORCES+RETIREMENT%2C+WASHINGTON+MASTER+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Armed Forces Retirement Home, Washington, District of Columbia N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: May 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 90 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36356064; 10479-030500_0090 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 90 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36356064?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 84 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355821; 10479-030500_0084 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 84 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 78 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355551; 10479-030500_0078 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 78 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355551?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 77 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355262; 10479-030500_0077 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 77 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 88 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355117; 10479-030500_0088 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 88 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355117?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 1 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355081; 10479-030500_0001 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 34 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36355039; 10479-030500_0034 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 34 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36355039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 86 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354882; 10479-030500_0086 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 86 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354882?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 85 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354730; 10479-030500_0085 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 85 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 82 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354644; 10479-030500_0082 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 82 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 13 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354623; 10479-030500_0013 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 13 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 44 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354450; 10479-030500_0044 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 44 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354450?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 45 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354428; 10479-030500_0045 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 45 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354428?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 41 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354241; 10479-030500_0041 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 41 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 39 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354220; 10479-030500_0039 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 39 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 30 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354025; 10479-030500_0030 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 30 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 46 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36354014; 10479-030500_0046 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 46 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36354014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 25 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353814; 10479-030500_0025 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 25 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353814?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 31 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353738; 10479-030500_0031 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 31 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353738?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 61 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353722; 10479-030500_0061 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 61 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 9 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353649; 10479-030500_0009 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 9 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 37 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353548; 10479-030500_0037 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 37 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 83 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353532; 10479-030500_0083 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 83 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 95 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353511; 10479-030500_0095 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 95 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353511?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 8 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353438; 10479-030500_0008 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 8 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 36 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353313; 10479-030500_0036 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 36 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 38 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353271; 10479-030500_0038 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 38 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 97 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353230; 10479-030500_0097 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 97 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353230?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 5 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353116; 10479-030500_0005 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353116?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 71 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353079; 10479-030500_0071 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 71 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 32 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353073; 10479-030500_0032 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 32 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 58 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36353047; 10479-030500_0058 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 58 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 3 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352945; 10479-030500_0003 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 69 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352886; 10479-030500_0069 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 69 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352886?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 76 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352853; 10479-030500_0076 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 76 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352853?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 4 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352830; 10479-030500_0004 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 98 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352787; 10479-030500_0098 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 98 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 92 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352697; 10479-030500_0092 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 92 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 66 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352664; 10479-030500_0066 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 66 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352664?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 43 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352627; 10479-030500_0043 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 43 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 93 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352623; 10479-030500_0093 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 93 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 22 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352617; 10479-030500_0022 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 22 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 94 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352573; 10479-030500_0094 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 94 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352573?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 2 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352569; 10479-030500_0002 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 63 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352517; 10479-030500_0063 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 63 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352517?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 19 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352414; 10479-030500_0019 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 19 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 70 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352406; 10479-030500_0070 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 70 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352406?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 91 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352400; 10479-030500_0091 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 91 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 18 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352395; 10479-030500_0018 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 18 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 64 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352363; 10479-030500_0064 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 64 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352363?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 24 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352341; 10479-030500_0024 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 24 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 33 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352340; 10479-030500_0033 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 33 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 59 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352264; 10479-030500_0059 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 59 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 60 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352217; 10479-030500_0060 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 60 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352217?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 67 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352202; 10479-030500_0067 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 67 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352202?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 68 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352197; 10479-030500_0068 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 68 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352197?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 15 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352147; 10479-030500_0015 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 15 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352147?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 14 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352145; 10479-030500_0014 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 14 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 79 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352120; 10479-030500_0079 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 79 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 80 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352060; 10479-030500_0080 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 80 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 48 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36352003; 10479-030500_0048 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 48 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352003?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 53 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351954; 10479-030500_0053 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 53 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 65 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351945; 10479-030500_0065 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 65 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 7 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351884; 10479-030500_0007 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 7 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 72 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351864; 10479-030500_0072 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 72 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351864?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 28 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351770; 10479-030500_0028 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 28 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351770?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 51 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351768; 10479-030500_0051 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 51 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351768?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 56 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351753; 10479-030500_0056 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 56 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 50 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351745; 10479-030500_0050 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 50 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351745?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 52 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351697; 10479-030500_0052 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 52 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 87 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351640; 10479-030500_0087 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 87 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 89 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351619; 10479-030500_0089 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 89 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 73 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351574; 10479-030500_0073 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 73 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351574?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 29 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351563; 10479-030500_0029 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 29 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351563?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 49 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351483; 10479-030500_0049 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 49 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351483?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 17 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351452; 10479-030500_0017 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 17 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 35 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351416; 10479-030500_0035 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 35 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351416?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 16 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351364; 10479-030500_0016 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 16 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 27 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351327; 10479-030500_0027 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 27 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 11 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351278; 10479-030500_0011 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 11 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 21 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351264; 10479-030500_0021 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 21 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 74 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351216; 10479-030500_0074 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 74 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351216?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 81 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351191; 10479-030500_0081 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 81 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351191?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 20 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351062; 10479-030500_0020 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 20 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 54 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351014; 10479-030500_0054 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 54 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 42 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36351012; 10479-030500_0042 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 42 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 12 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350974; 10479-030500_0012 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 12 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 6 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350842; 10479-030500_0006 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 6 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350842?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 47 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350795; 10479-030500_0047 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 47 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 40 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350793; 10479-030500_0040 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 40 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 55 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350572; 10479-030500_0055 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 55 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 10 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350475; 10479-030500_0010 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 10 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 26 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350388; 10479-030500_0026 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 26 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. [Part 23 of 98] T2 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 36350152; 10479-030500_0023 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 VL - 23 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BALTIMORE-WASHINGTON MAGLEV PROJECT BETWEEN UNION STATION IN WASHINGTON, DISTRICT OF COLUMBIA AND THE CAMDEN YARDS AREA OF DOWNTOWN BALTIMORE, MARYLAND. AN - 15226090; 10479 AB - PURPOSE: The construction and operation of a magnetic levitation (Maglev) railway between Union Station in the District of Columbia and Camden Yards in Baltimore, Maryland are proposed. The project would be a key element of the fourth phase of a five-phase project development and selection process under the Magnet Levitation Transportation Technology Deployment Program, referred to as the Maglev Deployment Program (MDP). While most trains in the United States run on wheels and tracks and seldom sustain speeds of 80 miles per hour (mph) or more, a Maglev train is operated by non-contact electromagnetic systems that lift, guide, and propel the vehicle forward on a special guideway at speeds up to 310 mph. Two alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternative, known as the Amtrak Parallel Alternative, would leave Union Station on an alignment west of and parallel to the Amtrak railroad towards Cheverly and continue in a northeasterly path through open areas along the Patuxent Research Refuge and Fort George Meade. Just north of Fort Meade along the railroad tracks, south of the Odenton MARC train station, the Maglev would cross over the Amtrak railroad, continuing parallel to Amtrak on the east side to a point east of Aviation Boulevard, where it would enter a tunnel beneath Baltimore- Washington International (BWI) Airport. Two alternative alignments are available for the tunnel approaching the two potential BWI station locations from the south and two alternatives are available for the section that would extend from the potential station locations to the median of Maryland Route (MD) 295. The alignment would then proceed up the highway median to a crossing of the northbound lanes in the Baltimore Highlands are of Baltimore County. Paralleling MD 295, the alignment would swing slightly further to the east of the Westport area of Baltimore City before entering a tunnel in the Middle Branch of the Patapsco River and approaching the Downtown Baltimore Station. The Maglev system would require an extensive infrastructure to service the projected ridership. The infrastructure would include 40 miles of guideway, 12 bridges, three twin tunnels, three passenger stations, three electrical substations, a maintenance facility, and six track switches. Cost of construction of the system is estimated at $3.74 billion. Annual operation and maintenance costs are estimated at $53 million. POSITIVE IMPACTS: In addition to demonstrating the effectiveness and efficiency of Maglev technology, the proposed action would help to meet transportation, economic, and environmental goals in the Baltimore-Washington corridor. Congestion within the corridor and in parallel corridors would decline somewhat, and the need for additional highway construction would be reduced. Air pollutant levels and consumption of automobile fuels would decline significantly. The project would support the BWI Airport as a key economic engine within the state of Maryland. NEGATIVE IMPACTS: Rights-of-way development requirements would affect 498.6 to 509.1 acres of watershed land, 10.5 acres of wetlands and waters of the US, 6.84 acres of wetlands of special state concern, 259 acres forest and woodland, habitat for nine sensitive species, 5.1 to 31.7 acres of floodplain, and 326 to 331 residences and businesses. Critical coastal zone areas would be traversed in three locations. Historically and archaeologically significant sites would be affected, and Maglev structures would mar visual aesthetics along the corridor. Four park properties, encompassing 24.77 acres, would be displaced. Noise levels that would exceed federal standards would be contained via noise barriers. Real estate acquisitions would result in disproportionate impacts to minorities and low-income populations in two out of the five jurisdictions affected, Vibration impacts would affect such populations throughout the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs on the general MAGLEV development program, see 00-0427D, Volume 24, Number 4 and 01-0316F, Volume 25, Number 3, respectively. JF - EPA number: 030500, Draft EIS--781 pages and maps, Engineering Plans and Profile--86 oversize pages, October 29, 2003 PY - 2003 KW - Roads and Railroads KW - Archaeological Sites KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Historic Sites KW - Minorities KW - Noise Control KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15226090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2003-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.title=BALTIMORE-WASHINGTON+MAGLEV+PROJECT+BETWEEN+UNION+STATION+IN+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+AND+THE+CAMDEN+YARDS+AREA+OF+DOWNTOWN+BALTIMORE%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 29, 2003 N1 - Last updated - 2011-12-16 ER - TY - BOOK T1 - Designing for security in the nation's capital AN - 59905021; 2004-0405720 AB - Discusses urban security design that considers aesthetics, transportation, and business needs; Pennsylvania Avenue and White House case study; US. JF - United States National Capital Planning Commission, October 2001. Y1 - 2001/10// PY - 2001 DA - October 2001 PB - United States National Capital Planning Commission KW - White House (Washington, D.C.) -- Security measures KW - United States -- Capitol -- Security measures KW - City planning -- United States -- District of Columbia KW - Internal security -- United States -- District of Columbia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/59905021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/PAIS+Index&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Designing+for+security+in+the+nation%27s+capital&rft.title=Designing+for+security+in+the+nation%27s+capital&rft.issn=&rft_id=info:doi/ L2 - http://www.ncpc.gov/planning_init/security/DesigningSec.pdf LA - English DB - PAIS Index N1 - Date revised - 2006-09-28 N1 - Availability - U S Nat Capital Planning Comm N1 - Document feature - bibl(s), chart(s), il(s), table(s) N1 - Last updated - 2016-09-28 ER - TY - RPRT T1 - SUITLAND FEDERAL CENTER, SUITLAND, PRINCE GEORGE'S COUNTY, MARYLAND. AN - 36409979; 8981 AB - PURPOSE: A programmatic plan for the continued development of a 226-acre federal employment center in Suitland, Prince George's County, Maryland is proposed by the General Services Administration (GSA). Current tenants of the center include the Bureau of Census, the National Oceanographic and Atmospheric Administration (NOAA), and the National Archives. Independent of the GSA, the National Maritime Intelligence Center is also located at the campus. Of particular interest in the development of the programmatic plan was were the needs of NOAA and the Census Bureau. Many existing buildings on the campus are aged and deteriorated. Problems include leaking roofs, outdated building systems, and dilapidated interior finishes. The conditions have created potential health and safety issues, including those related to exposure to asbestos-containing materials, contamination of drinking water, poor indoor air quality, and the presence of lead-based paint. In addition, the recent opening of the new Suitland Metrorail Station at the southwest corner of the campus presents an opportunity to better accommodate the commuting needs of campus employees. Three alternatives, including a No Action Alternative, are considered in this final EIS. Action Alternative A would continue the current pattern of moderate-density development within the campus while providing for a combination of new and renovated facilities. This alternative would include development of a replacement NOAA facility, redevelopment of the current Federal Office Building (FOB)-3, construction of a new building or buildings for the Census Bureau, demolition of the existing Suitland Federal Building (SFB)-2 and FOB-4 buildings, and construction of a number of new buildings along Suitland Road. This plan would be expected to increase the overall development program from its current level of 2.8 million gross square feet (gsf) to approximately 4.0 million gsf over the 10-year planning horizon. Alternative B would also provide a new combination of new and renovated facilities, including the development of a north campus parcel, the redevelopment of the current FOB-3 building, and the replacement of the existing SFB-2 and FOB-4 structures. However, Alternative B assumes that the campus would be developed to an increased density. By increasing the height of the new buildings and providing an additional office building adjacent to the Metrorail Station, overall development would increase to 5.0 million gsf. The alternative also assumes a higher level of redevelopment in the commercial corridors that border the campus. Either alternative would be implemented in a phased manner. Both alternatives include additional parking facilities. Alternative A has been selected as the preferred alternative. POSITIVE IMPACTS: Plan implementation would allow GSA to make better use of the facility as a whole while ensuring that valuable open space and natural and cultural resources on the campus were maintained. Commercial establishments in the vicinity of the campus would experience moderate increases in business. NEGATIVE IMPACTS: Small areas of vegetation and the associated wildlife habitat would be cleared. Facility expansion would result in an increase in traffic on the local road system. Construction activities would displace recreational facilities used largely by members of minority groups. Certain buildings to be demolished or altered are of significant historic importance, and new structures would degrade visual aesthetics. Construction workers would encounter 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 010359, 499 pages, September 21, 2001 PY - 2001 KW - Urban and Social Programs KW - Buildings KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Hazardous Materials KW - Historic Sites KW - Noise KW - Parking KW - Recreation Facilities KW - Recreation Resources KW - Socioeconomic Assessments KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409979?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SUITLAND+FEDERAL+CENTER%2C+SUITLAND%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.title=SUITLAND+FEDERAL+CENTER%2C+SUITLAND%2C+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 21, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SUITLAND FEDERAL CENTER, SUITLAND, PRINCE GEORGES COUNTY, MARYLAND. AN - 36411992; 8882 AB - PURPOSE: The implementation of a programmatic plan for the continued development of a 226-acre federal employment center, located in the community of Suitland in central Maryland, is proposed. Current tenants of the center include the Bureau of Census, the National Oceanographic and Atmospheric Administration (NOAA), and the National Archives. Independent of the General Services Administration (GSA), the National Maritime Intelligence Center is also located at the campus. Of particular interest in the development of the programmatic plan were the needs of NOAA and the Census Bureau. Many existing buildings on the campus are aged and deteriorated. Problems include leaking roofs, outdated building systems, and dilapidated interior finishes. The conditions have created potential health and safety issues, including those related to exposure to asbestos-containing materials, the contamination of drinking water, poor indoor air quality, and the presence of lead-based paint. In addition, the recent opening of the Suitland Metrorail Station at the southwest corner of the campus presents an opportunity to better accommodate the commuting needs of campus employees. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Alternative A would continue the current pattern of moderate-density development within the campus while providing for a combination of new and renovated facilities. This alternative would include the development of a replacement NOAA facility, the redevelopment of the current Federal Office Building 3 (FOB-3), the construction of a building or buildings for the Census Bureau, the demolition of the existing Suitland Federal Building 2 (SFB-2) and FOB-4 buildings, and the construction of a number of buildings along Suitland Road. This plan would be expected to increase the overall development program from its current level of 2.8 million gross square feet (mgsf) to approximately 4.0 mgsf over the 10-year planning horizon. Alternative B would also provide a combination of new and renovated facilities, including the development of a north campus parcel, the redevelopment of the current FOB-3 building, and the replacement of the existing SFB-2 and FOB-4 structures. However, Alternative B would assume that the campus would be developed to an increased density. By increasing the height of the new buildings and providing an additional office building adjacent to the Metrorail Station, overall development would increase to 5.0 mgsf. The alternative would also assume a higher level of redevelopment in the commercial corridors that border the campus. Either action alternative would be implemented in a phased manner. Both action alternatives would include additional parking facilities. POSITIVE IMPACTS: Plan implementation would allow GSA to make better use of the facility as a whole while ensuring that valuable open space and natural and cultural resources on the campus were maintained. Commercial establishments in the vicinity of the campus would experience moderate increases in business. NEGATIVE IMPACTS: Small areas of vegetation and the associated wildlife habitat would be cleared. Facility expansion would result in an increase in traffic on the local road system. Construction activities would result in the loss of recreational facilities used largely by members of minority groups. Certain buildings to be demolished or altered are of significance historic importance, and new structures would degrade visual aesthetics somewhat. Construction workers would encounter 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 010259, 403 pages, July 13, 2001 PY - 2001 KW - Urban and Social Programs KW - Air Quality KW - Buildings KW - Demolition KW - Environmental Justice KW - Hazardous Materials KW - Historic Sites KW - Land Use KW - Minorities KW - Parking KW - Recreation KW - Recreation Facilities KW - Recreation Resources KW - Urban Development KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, as amended, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SUITLAND+FEDERAL+CENTER%2C+SUITLAND%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.title=SUITLAND+FEDERAL+CENTER%2C+SUITLAND%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&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: July 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BUREAU OF ALCOHOL, TOBACCO, AND FIREARMS NATIONAL HEADQUARTERS, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36411663; 8881 AB - PURPOSE: The relocation of the headquarters of the Bureau of Alcohol, Tobacco and Firearms (ATF) from leased space, located at 650 Massachusetts Avenue in the northwest quadrant and other locations in Washington in the District of Columbia, is proposed. The current 10-year lease on the Massachusetts Avenue facility expires on September 30, 2000 and contains no renewal option. The government desires to consolidate ATF headquarters operations into one central facility controlled by the government rather than have agency functions scattered across multiple locations. IN addition, there is desire to decrease government costs by locating the ATF headquarters in a government-owned building. ATF's current facilities do not meet minimum security requirements promulgated via an Executive Memorandum in 1995 and outlined in a 1996 Department of Justice study. The existing facilities on Massachusetts Avenue could not be modified to adhere to these security guidelines. Three alternatives, including a No Action Alternative, under which the AFT headquarters would remain in leased space, are considered in this final EIS. The preferred alternative (Alternative 1) would include the construction of an ATF national headquarters building on Square 710 (Lots 800 and 801) in the northeast quadrant of Washington. Alternative 2 would include the renovation of the Regional Office Building in the southwest quadrant of Washington for use as the ATF headquarters. Both Alternative 1 and Alternative 2 would involve the construction of a single building to house approximately 1,100 ATF personnel, along with the appropriate security facilities. The facility would house ATF headquarters operations, including law enforcement, regulatory, training, and information and technology functions. The preferred alternative would involve the construction of the headquarters on a site currently used by the District of Columbia's Department of Public Works for vehicle parking and equipment and materials storage. The closing of Second and N Streets in the northeast quadrant of the city, which border the site, is under consideration. If these rights-of-way were closed, approximately 1.3 acres would be added to the site. The alternative would provide a building containing approximately 422,000 gross square feet and 200 parking spaces and provide workspace for 1,100 employees. The estimated cost of the preferred alternative 1 is $103 million. POSITIVE IMPACTS: Alternative 1 would consolidate ATF headquarters activities as desired by the federal government and provide a more economically sound means of housing the headquarters. The efficiency of the agency's efforts to carry out its mission would be increased significantly, and the security of employees and information involved in ATF activities would be increased greatly. Employment opportunities would be created during the construction and operation of the headquarters. The government of the District of Columbia would receive a one-time financial gain from the sale of the site. The building would mesh more closely with other land uses in the area. Existing groundwater and soil contamination would be removed from the site. NEGATIVE IMPACTS: The removal of vegetation and soils could displace urban wildlife. Housing prices in the vicinity of the headquarters could rise. The closure of rights-of-way for N Street and Second Street would adversely affect historic elements of the L'Enfant area. An increase in impervious surface at the site of 65 to 75 percent would increase stormwater runoff. Water and energy consumption, wastewater discharge, and solid waste generation at the site would increase during facility operation. Parking demand related to the site would increase. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0065D, Volume 24, Number 1. JF - EPA number: 010258, 461 pages, July 13, 2001 PY - 2001 KW - Urban and Social Programs KW - Archaeolgical Sites Surveys KW - Buildings KW - Cost Assessments KW - Environmental Justice KW - Geologic Assessments KW - Hazardous Wastes KW - Historic Sites KW - Leasing KW - Parking KW - Soils KW - Urban Development KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife KW - District of Columbia KW - National Historic Preservation Act of 1966, as amended, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36411663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BUREAU+OF+ALCOHOL%2C+TOBACCO%2C+AND+FIREARMS+NATIONAL+HEADQUARTERS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=BUREAU+OF+ALCOHOL%2C+TOBACCO%2C+AND+FIREARMS+NATIONAL+HEADQUARTERS%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 13, 2001 N1 - Last updated - 2011-12-16 ER - TY - BOOK T1 - Saving the Suitland Bog natural area: A coordinated effort of volunteers and resource managers AN - 16181091; 6044542 AB - The Suitland Bog is a managed natural area in heavily developed Prince George's County, Maryland. It is home to a diverse and rare wetland plant community including carnivorous species. As the park naturalist, I have enlisted the help of scout groups, local native plant societies, and community volunteers. These volunteers have carried out plant rescues from nearby encroaching development, done plant location mapping, cleared brush, trimmed trees, led tours, and encouraged others in the Suitland community to take an active role in the protection of the natural area. The results have been excellent. Although an article from the early 1970s stated that the Bog would soon be gone (Shetler 1970), lost to encroaching trees and civilization, we can be sure now that the Suitland Bog will continue to survive into the next century. The coordinated effort has been successful in educating many citizens about the unique wetland and in slowing the losses due to succession, siltation, and encroaching development. JF - Proceedings of Conservation of Biological Diversity: A Key to the Restoration of the chesapeake Bay Ecosystem and Beyond AU - Bierer-Garrett, L A2 - Therres, GD (ed) Y1 - 2001/05// PY - 2001 DA - May 2001 SP - 6 EP - 156 PB - Maryland Department of Natural Resources KW - Local involvement KW - ASFA 3: Aquatic Pollution & Environmental Quality KW - Resource management KW - Aquatic plants KW - Biodiversity KW - Marshes KW - Freshwater KW - Environmental protection KW - Living resources KW - Habitat improvement KW - Ecosystem management KW - Nature conservation KW - Wetlands KW - Mapping KW - Environment management KW - Sanctuaries KW - USA, Maryland, Suitland Bog KW - Q5 08523:Conservation, wildlife management and recreation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16181091?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Aquatic+Science+%26+Fisheries+Abstracts+%28ASFA%29+3%3A+Aquatic+Pollution+%26+Environmental+Quality&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Bierer-Garrett%2C+L&rft.aulast=Bierer-Garrett&rft.aufirst=L&rft.date=2001-05-01&rft.volume=&rft.issue=&rft.spage=151&rft.isbn=&rft.btitle=Saving+the+Suitland+Bog+natural+area%3A+A+coordinated+effort+of+volunteers+and+resource+managers&rft.title=Saving+the+Suitland+Bog+natural+area%3A+A+coordinated+effort+of+volunteers+and+resource+managers&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2005-06-01 N1 - Last updated - 2016-12-21 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 - 16336734; 8061 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 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 project extends from Telegraph Road in Virginia to Maryland State Route 210, also known as 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. The Federal Highway Administration's (FHA's) final supplemental EIS addressed design changes in the preferred alternative (Alternative 4A) based on litigation initiated by the city of Alexandria, Virginia. The National Capital Planning Commission (NCPC) has adopted certain portions of the FHA's final EIS number 970356 filed September 5, 1997 and final supplemental EIS number 000127 filed April 20, 2000. NCPC was not a cooperating agency for the final EIS. Recirculation of the document Section 1506.3(b) of the Council is necessary under Environmental Quality Regulations. 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 abstracts of the draft and final supplements to the final EIS, see 00-0111D, Volume 24, Number 1, and 00-0301F, Volume 24, Number 3, respectively. 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: 000206, Volume I--387 pages, Volume II--622 pages, June 21, 2000 PY - 2000 KW - Roads and Railroads KW - Archaeological Sites KW - Biologic Assessments 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/16336734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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=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 - National Capital Planning Commission, Washington, District of Columbia; NCPC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 21, 2000 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATIONAL HARBOR PROJECT, PRINCE GEORGES COUNTY, MARYLAND. AN - 36414520; 7383 AB - PURPOSE: The development of 7.25 million square feet of commercial and retail space, to be known as National Harbor, located on a 534-acre site at Smoot Bay on the Potomac River south of Washington, District of Columbia, in south-central Maryland, is proposed. The county intends development at the site in order to further and fulfill the county's economic development and land use planning objectives. The county has stated that development of a specialized economic activity center on the Potomac River shoreline would create employment opportunities within the county and provide increased retail opportunities for county residents. Furthermore, the county desires to attract residents of the greater Washington metropolitan area and visitors to the national capital region. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the parcel would be developed for a mix of retail, office, and hotel uses in four- to six-story buildings. The site would include a regional visitor's center. The site would provide a mix of retail, office, hotel, and entertainment uses. More specifically, the site would include 3,750 hotel rooms, 200,000 square feet of office space, 3.1 million square feet of retail space, and 80 boat slips. The complex would include a themed entertainment and retail complex. Due to the character of the planned entertainment facilities, entrance fees could be charged for access to a portion of the site. In addition, an architectural element that could rise to a height of 180 feet could be located on the site to serve as a visual icon for the complex. The site would attract an estimated 12 million visitors annually. POSITIVE IMPACTS: The development of the National Harbor site would result in direct and indirect encouragement of commercial, retail, and residential growth in the area. The site activities would employ 12,350 workers at full build-out. The annual tax revenues generated by the complex would amount to $29.5 million, representing a 2.4 percent increase in the county's existing tax base. The state tax revenues would be increased by $71.8 million. NEGATIVE IMPACTS: The site development would result in a major change in existing land use, converting a vacant site to a commercial complex, altering visual and other physical aspects of the site. The plan would be inconsistent with an existing policy planning memorandum of understanding. Seven known archaeological sites eligible or potentially eligible for inclusion in the National Register of Historic Places, would be disturbed, and historic architecture would be adversely affected by construction activities. The Addison Family cemetery would suffer contextual changes. The development activities, including the dredging, would displace 98 acres of woodland, 1.59 acres of intertidal habitat, 23.08 acres of deep-water areas, 0.42 acres and 3,132 linear feet of nontidal wetlands and intermittent streams and the associated wildlife habitat including bald eagle habitat. The boat operations would result in long-term turbidity. The traffic generated by the complex would increase the congestion on access roads and have long-term, moderate adverse impacts on regional air quality. The sewer and stormwater flows in the area would increase. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0092D, Volume 23, Number 1. JF - EPA number: 990131, 1,188 pages, April 16, 1999 PY - 1999 KW - Urban and Social Programs KW - Air Quality KW - Archaeological Sites KW - Buildings KW - Cemeteries KW - Commercial Zones KW - Creeks KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Forests KW - Harbors KW - Historic Sites KW - Hotels KW - Minorities KW - Recreation Facilities KW - Rivers KW - Traffic Analyses KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - Maryland KW - Potomac River KW - National Historic Preservation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36414520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+HARBOR+PROJECT%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.title=NATIONAL+HARBOR+PROJECT%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Capital Planning Commission, Washington, District of Columbia; NCPC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 16, 1999 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NATIONAL HARBOR PROJECT, PRINCE GEORGES COUNTY, MARYLAND. AN - 36412366; 7230 AB - PURPOSE: The development of 7.25 million square feet of commercial and retail space, to be known as National Harbor, on a 534-acre site at Smoot Bay on the Potomac River, located in south-central Maryland, is proposed. The Prince Georges County intends the development at the site to further and fulfill certain economic development and land use planning objectives. The county has stated that the development of a specialized economic activity center on the Potomac River shoreline would create employment opportunities within the county and provide increased retail opportunities for county residents. Furthermore, the county desires high-quality development of this prominent waterfront location to enhance its overall image and attract residents of the greater metropolitan area and visitors to the national capital region. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the parcel would be developed for a mix or retail, office, and hotel uses in four- to six-story buildings. The site would include a regional visitor's center. The site would provide a mix of retail, office, hotel, and entertainment uses. More specifically, the site would include 3,750 hotel rooms, 200,000 square feet (sf) of office space, 3.1 million sf of retail space, and 80 boat slips. The complex would include a themed entertainment and retail complex. Due to the character of the planned entertainment facilities, entrance fees could be charged for access to a portion of the site. In addition, an architectural element that could rise to a height of 180 feet could be located on the site to serve as a visual icon for the complex. The site would attract an estimated 12 million visitors annually. POSITIVE IMPACTS: The development of the National Harbor site would result in direct and indirect encouragement of commercial, retail, and residential growth in the area. The site activities would employ 12,350 workers at full build-out. Annual tax revenues generated by the complex would amount to $29.5 million, representing a 2.4 percent increase in the county's existing tax base. State tax revenues would be increased by $71.8 million. Minority communities would benefit from economic growth in the area. The physical appearance of the parcel would be improved significantly. NEGATIVE IMPACTS: Site development would result in a major change in existing land use, converting a vacant site to a commercial complex, and altering visual and other physical aspects of the site. The plan would be inconsistent with an existing policy planning memorandum of understanding. Seven known archaeological sites eligible or potentially eligible for inclusion in the National Register of Historic Places, would be disturbed, and historic architecture would be effected by construction activities. The Addison Family cemetery would suffer contextual changes. Development activities, including dredging, would displace 98 acres of woodland, 1.59 acres of intertidal habitat, 23.08 acres of deep-water areas, 0.42 acres and 3,132 linear feet of nontidal wetlands and intermittent streams and the associated wildlife habitat including bald eagle habitat. Boat operations would result in long-term turbidity. The traffic generated by the complex would increase congestion on access roads and have long-term, moderate impacts on regional air quality. Sewer and stormwater flows would increase somewhat in the area. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). JF - EPA number: 980509, 688 pages, December 11, 1998 PY - 1998 KW - Water KW - Air Quality KW - Archaeological Sites KW - Buildings KW - Cemeteries KW - Commercial Zones KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Forests KW - Harbors KW - Historic Sites KW - Hotels KW - Minorities KW - Recreation Facilities KW - Rivers KW - Traffic Analyses KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - Maryland KW - Potomac River KW - National Historic Preservation Act of 1966, as amended, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412366?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1998-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATIONAL+HARBOR+PROJECT%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.title=NATIONAL+HARBOR+PROJECT%2C+PRINCE+GEORGES+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Capital Planning Commission, Washington, District of Columbia; NCPC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 11, 1998 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE HOUSE AND PRESIDENT'S PARK COMPREHENSIVE DESIGN PLAN, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36417523; 7217 AB - PURPOSE: The implementation of a comprehensive design plan for the White House and President's Park in the District of Columbia is proposed. The plan would provide a framework for future management that would respect the history and traditions of the White House. A comprehensive plan is needed because most problems over the last 200 years have been addressed as they have arisen, or not at all, resulting in a piecemeal approach to implementing solutions. Moreover, problems occurring outside the area, such as those associated with surrounding land uses and traffic, are affecting the site, threatening its dignity and character. The issues guiding the development of the plan include those associated with the fact that the White House will continue to serve as the executive residence and office of the president, the safety and security for the president and first family, the access to the White House by the general public, First Amendment provisions, and the dignity, significance, and history of the site and the presidency. Four alternatives, including a No Action Alternative, which would continue current management practices, are considered in the draft EIS. The proposed plan would emphasize a pedestrian-oriented experience within President's Park, with no surface parking and limited vehicular access. To accommodate the changing functions of the Executive Office of the President and to make daily operations more efficient, facilities would be provided onsite for meetings and conferences, staff parking, deliveries, storage of frequently used items, first family indoor recreational activities, and the news media. These facilities would be provided below ground to limit new surface intrusions. The White House visitor center in the Commerce Building would be expanded to provide a full range of visitor services, including a museum function. No commercial vending or food concessions would be allowed on sidewalks or adjacent curb lanes within President's Park in order to maintain the dignity and character of the site. Criteria would be established for special events (other than First Amendment activities) that would be allowed within President's Park. A permanent events plaza with utilities would be developed in the northeast quadrant of the Ellipse to reduce impacts on turf and adjacent resources caused by large-scale events. Other alternatives considered would address management needs in various ways, ranging from accommodating all major support operations and facilities within the White House compels and President's Park to decentralizing and moving functions to adjacent areas. POSITIVE IMPACTS: Significant cultural landscape elements, including historical views, would be protected, along with archaeological resources, historic buildings and structures, and the White House fine and decorative arts collection. Additional privacy and facilities would be provided for the first family. For staff, official visitors, and the news media, new and improved facilities would allow functions related to the Executive Office of the President to be conducted more efficiently without intruding on the dignity and appearance of the site. Additional interpretive programs and museum exhibits would enhance opportunities for visitors from the general public. In general, site operation and management would be improved. NEGATIVE IMPACTS: Factors such as the high water table in the area, the presence of nationally significant historic resources, and potential for archaeological resources, and the presidential commemorative plantings would have implications for new construction. Local traffic patterns would be adversely affected somewhat by various alternatives for the use of E Street, though a long-term solution to traffic congestion in the core area would be developed in cooperation with District of Columbia transportation agencies. Local vendors would be adversely affected by the removal of vending spaces along sidewalks and adjacent curb lanes. LEGAL MANDATES: Act of August 15, 1916 (39 Stat. 535) and Public Law 87-286. JF - EPA number: 980496, Summary--25 pages, Draft EIS--423 pages, December 4, 1998 PY - 1998 KW - Urban and Social Programs KW - Agency number: DES 98-55 KW - Archaeological Sites KW - Buildings KW - Cultural Resources KW - Historic Sites KW - Historic Sites Surveys KW - Land Management KW - Museums KW - Parks KW - Recreation Facilities KW - District of Columbia KW - Act of August 25, 1916, Compliance KW - Public Law 87-286, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36417523?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1998-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+HOUSE+AND+PRESIDENT%27S+PARK+COMPREHENSIVE+DESIGN+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=WHITE+HOUSE+AND+PRESIDENT%27S+PARK+COMPREHENSIVE+DESIGN+PLAN%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 4, 1998 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Land-use planning to conserve habitat for area-sensitive forest birds AN - 815537668; 13880098 AB - Models predicting the occurrence of area-sensitive bird species in forests were developed from bird survey data from 499 forests in Prince George's County, Maryland. The predicted probabilities of occurrence for species were integrated with forest cover data for the County in a Geographic Information System (GIS). This information was used in combination with local zoning and forest conservation requirements to develop a preliminary forest conservation plan for the watershed of the Western Branch of the Patuxent River. We identify forests patches most likely to support breeding populations of area-sensitive birds, and use the GIS to devise ways to consolidate and link them. Forests that do not contribute significantly to the integrity of these priority forests are designated as sites in which development could occur. The resulting conservation plan will maintain and enhance breeding habitat for area-sensitive forest birds, while still allowing for additional development as human populations increase. JF - Urban Ecosystems AU - Darr, Lonnie J AU - Dawson, Deanna K AU - Robbins, Chandler S AD - Natural Resources Division, Maryland-National Capital Park and Planning Commission, Upper Marlboro, MD, 20772 Y1 - 1998/10// PY - 1998 DA - Oct 1998 SP - 75 EP - 84 PB - Springer-Verlag, Tiergartenstrasse 17 Heidelberg 69121 Germany VL - 2 IS - 2-3 SN - 1083-8155, 1083-8155 KW - Birds KW - Environment Abstracts; Sustainability Science Abstracts; Ecology Abstracts KW - Forest conservation KW - Probability KW - Ecosystems KW - Forests KW - Watersheds KW - Models KW - breeding KW - Breeding KW - forest conservation KW - USA, Maryland, Patuxent R. KW - zoning KW - Zoning KW - Rivers KW - Data processing KW - Human populations KW - USA, Maryland, Prince George's County KW - Habitat KW - Aves KW - Conservation KW - human populations KW - Geographic information systems KW - M3 1010:Issues in Sustainable Development KW - D 04040:Ecosystem and Ecology Studies KW - ENA 21:Wildlife UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/815537668?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Urban+Ecosystems&rft.atitle=Land-use+planning+to+conserve+habitat+for+area-sensitive+forest+birds&rft.au=Darr%2C+Lonnie+J%3BDawson%2C+Deanna+K%3BRobbins%2C+Chandler+S&rft.aulast=Darr&rft.aufirst=Lonnie&rft.date=1998-10-01&rft.volume=2&rft.issue=2-3&rft.spage=75&rft.isbn=&rft.btitle=&rft.title=Urban+Ecosystems&rft.issn=10838155&rft_id=info:doi/10.1023%2FA%3A1009569329324 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-11-01 N1 - Last updated - 2013-09-09 N1 - SubjectsTermNotLitGenreText - Rivers; Data processing; Breeding; Conservation; Forests; Geographic information systems; Watersheds; Habitat; Models; Zoning; Probability; Forest conservation; Ecosystems; Human populations; Aves; breeding; forest conservation; human populations; zoning; USA, Maryland, Patuxent R.; USA, Maryland, Prince George's County DO - http://dx.doi.org/10.1023/A:1009569329324 ER - TY - JOUR T1 - Digital playback and improved trap design enhances capture of migrant soras and Virginia rails AN - 17109897; 4408926 AB - We used playback of rail vocalization and improved trap design to enhance capture of fall migrant Soras (Porzana carolina) and Virginia Rails (Rallus limicola) in marshes bordering the tidal Patuxent River, Maryland. Custom-fabricated microchip message-repeating sound systems provided digitally recorded sound for long-life, high-quality playback. A single sound system accompanied each 30-45-m long drift fence trap line fitted with 1-3 cloverleaf traps. Ramped funnel entrances improved retention of captured rails and deterred raccoon (Procyon lotor) predation. Use of playback and improved trap design increased trap success by over an order of magnitude and resulted in capture and banding of 2315 Soras and 276 Virginia Rails during September and October 1993-1997. The Sora captures more than doubled the banding records for the species in North America. This capture success demonstrates the efficacy of banding large numbers of Soras and Virginia Rails on migration and winter concentration areas. JF - Journal of Field Ornithology AU - Kearns, G D AU - Kwartin, N B AU - Brinker, D F AU - Haramis, G M AD - Maryland National-Capital Park and Planning Commission, Patuxent River Park, 16000 Croom Airport Road, Upper Marlboro, MD 20772, USA Y1 - 1998 PY - 1998 DA - 1998 SP - 466 EP - 473 VL - 69 IS - 3 SN - 0273-8570, 0273-8570 KW - Sora KW - USA, Maryland KW - Virginia rail KW - ASFA 1: Biological Sciences & Living Resources; Animal Behavior Abstracts; Ecology Abstracts KW - Overwintering KW - Porzana carolina KW - Rallus limicola KW - Predation KW - Catching methods KW - Brackish KW - Auditory stimuli KW - Marshes KW - Freshwater KW - Migratory species KW - Vocalization behaviour KW - Aquatic birds KW - D 04671:Birds KW - Y 25866:Birds KW - D 04001:Methodology - general KW - Q1 08362:Geographical distribution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17109897?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Field+Ornithology&rft.atitle=Digital+playback+and+improved+trap+design+enhances+capture+of+migrant+soras+and+Virginia+rails&rft.au=Kearns%2C+G+D%3BKwartin%2C+N+B%3BBrinker%2C+D+F%3BHaramis%2C+G+M&rft.aulast=Kearns&rft.aufirst=G&rft.date=1998-01-01&rft.volume=69&rft.issue=3&rft.spage=466&rft.isbn=&rft.btitle=&rft.title=Journal+of+Field+Ornithology&rft.issn=02738570&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-11-01 N1 - Last updated - 2014-05-06 N1 - SubjectsTermNotLitGenreText - Migratory species; Overwintering; Predation; Catching methods; Auditory stimuli; Marshes; Vocalization behaviour; Aquatic birds; Rallus limicola; Porzana carolina; USA, Maryland; Brackish; Freshwater ER - TY - RPRT T1 - NEW WASHINGTON CONVENTION CENTER, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36404849; 6377 AB - PURPOSE: The construction of a convention center in the downtown area of the northwest quadrant of Washington, District of Columbia, is proposed. The Washington Convention Center Authority would develop and operate the proposed facility; construction would be financed by tax revenues collected from the hotel and restaurant industry. The current convention center is located on 9th Street, between New York Avenue and H Street. When the facility opened in 1982, it ranked fourth in the nation in exhibition space. Since that time, in response to the increasing size of convention and trade shows, nearly every city has increased its convention center capacity. The existing facility could accommodate 94 percent of the convention market in 1983, but only 54 percent of the 1996 market. The facility would include up to 2.2 million gross square feet (gsf) of space, including up to 800,000 gsf of exhibition space and 100,000 gsf of meeting room space. Two alternative building sites and a No-Build Alternative are considered in this final EIS. The Mount Vernon Square site is located on the northern edge of the downtown area; it is bounded on the north by N Street, on the west by 9th Street, on the south by Mount Vernon Place, and on the east by 7th Street. The site consists of vacant parcels, scattered buildings, and parking and vehicle storage lots. The facility would consist of three buildings centered on the 8th Street axis and oriented to the south; a pedestrian bridge would span L Street. The Northeast Number 1 site is located in a former industrial area north of Union Station; it is bounded on the north by New York Avenue and Florida Avenue, on the west by 1st Street, on the south by K Street, and on the east by the B&O Railroad/Amtrak/Metrorail right-of-way. The site consists of vacant parcels, a storage yard, a vacant warehouse, and a bus terminal. A portion of the former Woodward and Lothrop Warehouse would be used for meeting room space; a pedestrian bridge across M Street would connect the building with the new convention center. The estimated construction cost of the facility is $650.0 million. The Mount Vernon Square site has been identified as the preferred site. This final EIS, which is issued in an abbreviated format, contains corrections and revisions to the draft EIS as well as public comments and agency responses; the draft EIS has been included as a companion document. POSITIVE IMPACTS: The convention center construction would provide some economic benefits to the Washington-area construction industry, and facility operation would provide some economic benefits to the District of Columbia and its retail and service industries. The project would generate 3,225 construction jobs and 2,600 new jobs once the facility is operational. The facility would replace an outdated, under-sized facility and help to attract large national and international conventions, trade shows, exhibits, meetings, and other events. NEGATIVE IMPACTS: The construction at the Mount Vernon Square site would disrupt minority and lower-income neighborhoods in the area, but new commercial and retail job opportunities could help to offset these adverse effects. Both alternatives would significantly alter roadway design in the District of Columbia, require permanent street closings, increase traffic levels, and disrupt potential archaeological resources. PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0063D, Volume 21, Number 1. JF - EPA number: 970150, 767 pages, April 18, 1997 PY - 1997 KW - Urban and Social Programs KW - Archaeological Sites KW - Buildings KW - Central Business Districts KW - Commercial Zones KW - Demolition KW - Employment KW - Minorities KW - Parking KW - Traffic Analyses KW - Visual Resources KW - District of Columbia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404849?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1997-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+WASHINGTON+CONVENTION+CENTER%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=NEW+WASHINGTON+CONVENTION+CENTER%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Capital Planning Commission, Washington, District of Columbia; NCPC N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: April 18, 1997 N1 - Last updated - 2011-12-16 ER - TY - BOOK T1 - Brinkley Manor run; a case study in geomorphologically-based stream restoration design in Prince George's County, Maryland AN - 52705372; 1997-044349 JF - Watershed '96; a national conference on Watershed management AU - Symborski, Mark A AU - Cheng, Mow-Soung AU - Gracie, James W AU - Lahlou, Mohammed Y1 - 1996 PY - 1996 DA - 1996 PB - Tetra Tech, Fairfax, VA SN - 1572780282 KW - United States KW - hydrology KW - embankments KW - sediment transport KW - rivers and streams KW - remediation KW - Prince Georges County Maryland KW - natural resources KW - channelization KW - sediment yield KW - runoff KW - floods KW - waterways KW - streams KW - Maryland KW - discharge KW - land use KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/52705372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=conference&rft.jtitle=&rft.atitle=&rft.au=Symborski%2C+Mark+A%3BCheng%2C+Mow-Soung%3BGracie%2C+James+W%3BLahlou%2C+Mohammed&rft.aulast=Symborski&rft.aufirst=Mark&rft.date=1996-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=1572780282&rft.btitle=Brinkley+Manor+run%3B+a+case+study+in+geomorphologically-based+stream+restoration+design+in+Prince+George%27s+County%2C+Maryland&rft.title=Brinkley+Manor+run%3B+a+case+study+in+geomorphologically-based+stream+restoration+design+in+Prince+George%27s+County%2C+Maryland&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Watershed '96; a national conference on Watershed management N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 1997-01-01 N1 - Number of references - 5 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION OF A PROPOSED STADIUM, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36413491; 4130 AB - PURPOSE: The construction of a football stadium by the Washington, District of Columbia, franchise of the National Football League, on federal property that is under the jurisdiction of the National Park Service, is proposed. The current home of the franchise, RFK Stadium, was designed for baseball, and its configuration does not have optimal sight lines for football. The seating capacity of RFK Stadium is also considerably lower than that found in contemporary football stadiums. Three alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, a 78,600-seat stadium would be constructed north of RFK Stadium in Anacostia Park, in an area currently used for stadium event parking. Existing parking space supporting RFK Stadium would be reconfigured and reconstructed within the limits of the approximately 190-acre site to accommodate 18,500 automobiles, 200 buses, and other related vehicles. The proposed site plan would extend the landscape pattern of the surrounding neighborhood into the site area, provide enhanced open space along the edge of the Anacostia River, provide a landscaped buffer along the east side of Oklahoma Avenue, relocate the existing playground within the parking area to a site located within the Kingman Park neighborhood, relocate and depress the westbound spur of the Whitney A. Young Bridge/C Street, and modify the ring/surface road encircling RFK Stadium. The proposed stadium is scheduled to be completed in time for the 1995 football season. The stadium would be built, owned, and operated by JKC Stadium, Inc.; the construction cost would be $160 million. The District of Columbia would issue $46 million in revenue bonds to pay for the construction of all infrastructure and of the reconfigured parking areas in the site surrounding the proposed stadium; the bonds would be repaid by tax revenues generated by the stadium. Under the alternative action, RFK Stadium would be expanded and renovated to increase its seating capacity from 56,880 to 78,600. The expansion and renovation of the stadium would be the responsibility of the District of Columbia government. The estimated cost of the expanded stadium is $80 million; the estimated cost of site infrastructure and parking improvements is $36 million. Major issues considered in relation to the project alternatives include impacts to the local community in such areas as land use, community character and facilities, economic and fiscal conditions, cultural and aesthetic resources, air quality, noise levels, public health, water quality, geology and soils, hazardous wastes, urban systems, and transportation and traffic. POSITIVE IMPACTS: Stadium construction would provide economic benefits to the Washington-area construction industry, and stadium operation would provide economic benefits to the District of Columbia through income and retail tax revenues. Other project benefits would include additional landscaping in the area, improvements to the Anacostia River shoreline, and improved water quality measures for storm water drainage. NEGATIVE IMPACTS: The proposed action would result in the loss of 15 acres of open space and parkland within the project area; have a severe impact on the existing quality of views for adjacent residential areas; and increase traffic during stadium events and alter commuter routes to downtown Washington. Short-term adverse impacts to the quality of life for nearby residents, including elevated noise levels and concentrations of particulate matter during the construction period, and the disruption of local traffic patterns due to the reconstruction of C Street, would also occur as a result of the project. Impacts on other residential areas, historic resources, open spaces, other parklands, and important road corridors and entrances to Washington within the project area, and on distant viewpoints outside the project area, would be slight to moderate. LEGAL MANDATES: D.C. Stadium Act of 1957. JF - EPA number: 930167, 490 pages and maps, May 14, 1993 PY - 1993 KW - Urban and Social Programs KW - Agency number: DOI/NPS NO. DES 93-18 KW - Air Quality KW - Community Facilities KW - Cultural Resources KW - Noise KW - Open Space KW - Parking KW - Parks KW - Rivers KW - Traffic Analyses KW - Visual Resources KW - Water Quality KW - District of Columbia KW - D.C. Stadium Act of 1957, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36413491?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+OF+A+PROPOSED+STADIUM%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=CONSTRUCTION+AND+OPERATION+OF+A+PROPOSED+STADIUM%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Washington, District of Columbia; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: May 14, 1993 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EASTERN PORTION OF THE SOUTHEAST FEDERAL CENTER, WASHINGTON, D.C., AND GENERAL SERVICES ADMINISTRATION HEADQUARTERS BUILDING ON THE EASTERN PORTION OF THE SOUTHEAST FEDERAL CENTER, WASHINGTON, D.C. AN - 36404719; 3818 AB - PURPOSE: The construction of a federal government office complex on the eastern portion of the Southeast Federal Center (SEFC) in the District of Columbia (DC) is proposed. The SEFC is a 43-acre site located along the north bank of the Anacostia River in the southeastern quadrant of DC. Two build alternatives are under consideration and are described in Volume I of this final EIS. The preferred alternative (Alternative I) would involve the development of approximately 3.6 million gross square feet (gsf) of office space, 147,300 gsf of retail space, and 3,520 parking spaces for 14,725 employees. The primary roadway access to the proposed facility would be via New Jersey Avenue, S.E., which would be extended to a major urban square within the SEFC. The Army Corps of Engineers has proposed to relocate its headquarters building to the new site in order to consolidate its operations. In addition, the General Services Administration (GSA) has proposed to construct a new facility in close proximity to the proposed larger complex in the SEFC; that proposal is described in Volume II of this final EIS. The GSA's central office personnel are currently housed in seven facilities scattered throughout the DC area. The proposed action would involve the construction of a new GSA headquarters building on the eastern portion of the SEFC. The new building would contain approximately 973,000 gsf of office space for 4,265 employees. POSITIVE IMPACTS: The proposed construction would reduce the federal government's reliance on leased space within the DC area and counteract the dispersion of federal office space and the resulting fragmentation of federal agency operations. Associated benefits of the project would include fewer space management responsibilities for the GSA, reductions in costs, and the exchange of office space in outmoded or deteriorating buildings for more modern facilities. NEGATIVE IMPACTS: Construction of the complex would require the removal of approximately 414,000 cubic yards (cy) of excavated material under the preferred alternative; construction of the proposed GSA facility would require the removal of 99,600 cy of excavated material. Only a small portion of that material would be disposed of on-site. Since some of the proposed construction would occur over the Metro subway alignment, foundation design and subsurface parking structure design would be complicated and costly in order to ensure against subsidence. The development would initially affect the Blue Plains Sewage Treatment Plant because of the increase in the amount of effluent from the site; however, the expansion of that facility is currently under way. Local traffic patterns near the site would be temporarily disrupted. PRIOR REFERENCES: For the abstract of the draft EIS, see 92-0117D, Volume 16, Number 2. JF - EPA number: 920383, 494 pages, September 25, 1992 PY - 1992 KW - Urban and Social Programs KW - Buildings KW - Disposal KW - Impact Assessment Methodology KW - Land Use KW - Parking KW - Rapid Transit Systems KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation Surveys KW - Urban Development KW - Wastewater KW - Water Quality Assessments KW - District of Columbia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404719?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1992-09-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+PORTION+OF+THE+SOUTHEAST+FEDERAL+CENTER%2C+WASHINGTON%2C+D.C.%2C+AND+GENERAL+SERVICES+ADMINISTRATION+HEADQUARTERS+BUILDING+ON+THE+EASTERN+PORTION+OF+THE+SOUTHEAST+FEDERAL+CENTER%2C+WASHINGTON%2C+D.C.&rft.title=EASTERN+PORTION+OF+THE+SOUTHEAST+FEDERAL+CENTER%2C+WASHINGTON%2C+D.C.%2C+AND+GENERAL+SERVICES+ADMINISTRATION+HEADQUARTERS+BUILDING+ON+THE+EASTERN+PORTION+OF+THE+SOUTHEAST+FEDERAL+CENTER%2C+WASHINGTON%2C+D.C.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, National Capital Region, Washington, D.C.; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 25, 1992 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PROPOSED METROPOLITAN DETENTION CENTER, WASHINGTON, D.C. AN - 36402590; 3284 AB - PURPOSE: Construction and operation of a new federal Metropolitan Detention Center at one of four sites in Washington, D.C. are proposed. The detention center would be a 1,000-unit, short-term facility designed to house pretrial and unsentenced detainees who are going through the judicial process after having been charged with or found guilty of violations of federal law. Detainees in such facilities are held for an average of 120 to 180 days. The facility would be staffed by 225 to 250 full-time employees who would provide 24-hour supervision. The detention center would be one of several such centers that are already operating, are under construction, or are in the planning stage. Most detainees in the Washington, D.C. Metropolitan Area are currently held in the District of Columbia jail located on 19th Street, Southeast (SE) adjacent to the District of Columbia General Hospital and the District of Columbia Armory. These detainees have been charged with committing a federal offense within the District of Columbia. The new Metropolitan Detention Center would be located on one of the following sites: Alternative A (Salvage Yard Site) on I Street, SE between South Capitol Street and New Jersey Avenue; Alternative B (Triangle Site) at the intersection of New York and Florida Avenues, Northeast (NE); Alternative C (Warehouse Site) at First Street, NE between O and P Streets, NE; and Alternative D (Postal Service Site) on a portion of the U.S. Postal Service parking lot east of Brentwood Road, NE and south of T Street, NE. The detention center would provide 1,000 detainee units for short-term detention and provide approximately 500,000 square feet of space within a single structure, the height of which would be approximately 90 feet. The structure would be designed to be self-contained and would include a health unit, kitchen, laundry, areas for inmate services, a library, and recreation areas. Detainees would be moved to and from court appearances via U.S. Marshals Service secure vans or buses. Approximately 120 parking spaces for federal law enforcement officials and employees would be incorporated in the proposed center. The architectural appearance of the facility would be determined by future design studies. The new facility would provide the full range of services appropriate to such facilities, including psychological services, chaplain services, recreation and leisure time activities, education, staff training, medical services, administrative systems management, case management coordination, maintenance services, correctional services, and visitation services. The Federal Bureau of Prisons classification system would be used to determine security levels. POSITIVE IMPACTS: Facility availability would relieve congestion at the District of Columbia jail and permit correctional facilities, currently used as detention facilities, to revert to their originally intended correctional mission. The new facility would also improve security and contribute to the efficient operation of the criminal justice system. Employment and other economic benefits would result from construction and operation of the facility. Annual tax revenues of $3.3 million, $950,185, and $7.6 million would result from construction of the detention center at sites A, B, or C, respectively. NEGATIVE IMPACTS: Construction and operation of the facility would result in less than significant impacts to the immediate project sites and local community, with the exception of mitigation actions that would be required to avoid potentially adverse impacts to the local road network, parking, and cultural resources protected under the terms of the National Historic Preservation Act. JF - EPA number: 910304, 256 pages, August 29, 1991 PY - 1991 KW - Urban and Social Programs KW - Air Quality KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Employment KW - Farmlands KW - Historic Sites KW - Housing KW - Land Use KW - Noise KW - Parking KW - Prisons KW - Roads KW - Socioeconomic Assessments KW - Structural Rehabilitation KW - Urban Development KW - District of Columbia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36402590?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+METROPOLITAN+DETENTION+CENTER%2C+WASHINGTON%2C+D.C.&rft.title=PROPOSED+METROPOLITAN+DETENTION+CENTER%2C+WASHINGTON%2C+D.C.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Justice, Bureau of Prisons, Washington, D.C.; DOJ N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 29, 1991 N1 - Last updated - 2011-12-16 ER - TY - GEN T1 - Child Care Centers in Park Settings. AN - 63188978; ED292546 AB - One of three studies of child care which addressed a variety of planning and site planning issues of concern to the Montgomery County Planning Board in Silver Spring, Maryland, this study reports findings related to the location of child care facilities in park settings. Principal purposes of the study were to: (1) analyze the community impact of child care centers operating in recreation or community buildings, schools, and modulars in park or park-like settings; (2) evaluate site planning factors for child care centers in park settings; (3) suggest site planning guidelines; and (4) discuss the planning and land use implications of child care centers in existing buildings or modulars in park settings. Surveys were made of center operators, neighbors of centers, and parent transportation practices and attitudes. Traffic and parking patterns at centers, and physical characteristics of sites, were assessed. The suitability of various types of parks for child care facilities was evaluated. Eleven general classifications of Montgomery County parks were briefly described and evaluated for their general suitability for child care centers. Several site plan sketches are included and related materials, such as survey instruments and tables of data are appended. (RH) Y1 - 1987/10// PY - 1987 DA - October 1987 SP - 160 PB - Maryland-National Capital Park and Planning Commission, 8787 Georgia Avenue, Silver Spring, MD 20910 ($5.00). KW - Maryland (Montgomery County) KW - ERIC, Resources in Education (RIE) KW - Facility Guidelines KW - Community Planning KW - Community Surveys KW - Site Analysis KW - Community Resources KW - Parks KW - Early Childhood Education KW - Standards KW - School Location KW - Facility Case Studies KW - Day Care Centers UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63188978?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=Child+Care+Centers+in+Park+Settings.&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - GEN T1 - Child Care Centers in Commercial Settings. AN - 63168973; ED292547 AB - This study, which is part of a review of the child care elements of local zoning ordinances conducted in 1986 for the Montgomery County Board in Silver Spring, Maryland, addresses planning and site planning issues that arise from the locating of child day care facilities in commercial settings. Principal purposes of the study were to: (1) analyze the cost of establishing child care facilities in commercial areas; (2) evaluate site planning factors, including traffic, parking, outdoor play areas, safety, security, and landscaping; (3) recommend specific site planning criteria to be used for the review of proposed child care facilities in commercial settings in Montgomery County; and (4) develop parameters for encouraging or assuring the provision of child care facilities in commercial areas. Findings of detailed surveys of operators, developers, and owners, as well as visual analyses, indicated differences based on location and principal uses of the buildings in which centers were located. Proposed minimum standards concerned parking requirements for freestanding facilities and the provision of designated child pickup and delivery zones. Site planning guidelines provide criteria for several facility design concerns. Factors influencing costs are identified and means of encouraging or assuring provision of care in commercial areas are discussed. Several site plan sketches are included and survey instruments are appended. (RH) Y1 - 1987/05// PY - 1987 DA - May 1987 SP - 139 PB - Maryland-National Capital Park and Planning Commission, 8787 Georgia Avenue, Silver Spring, MD 20910 ($5.00). KW - Maryland (Montgomery County) KW - ERIC, Resources in Education (RIE) KW - Business KW - Site Analysis KW - Community Resources KW - Early Childhood Education KW - Facility Case Studies KW - Criteria KW - Day Care Centers KW - Community Zoning KW - Costs KW - Facility Guidelines KW - Community Planning KW - Community Surveys KW - Standards KW - School Location UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63168973?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=Child+Care+Centers+in+Commercial+Settings.&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - GEN T1 - Small Child Care Facilities in Residential Areas. AN - 63170015; ED292548 AB - One part of a three-part investigation prepared for the Montgomery County Planning Board in Silver Spring, Maryland, this study addresses planning and site planning issues arising from the location of child care facilities in residential settings. The study, which emphasizes homes and centers which care for 7 to 20 children, provides a detailed analysis of the impact of child care facilities in residential zones. Section I establishes that Montgomery County had an increased number of working parents needing child care services and insufficient facilities to serve them. Zoning codes, development review criteria, and licensing practices of the Montgomery and Washington D.C. areas are analyzed in Section II. Section III summarizes results of a survey of 8 providers operating centers in their own homes and 3 offering care in centers not used as residences, 17 neighbors of providers, and 79 parents of enrolled children. Also conducted were parent transportation surveys and cost analyses derived from visual analyses of facilities. Section IV evaluates current site planning minimum requirements and proposes site planning guidelines to address issues such as signs, parking, landscaping, fences, barriers, play areas, and site development. Section V offers recommendations. Several site plan sketches are included and related materials, such as a glossary, extensive data tables, survey instruments, and county zoning ordinances, are appended. (RH) Y1 - 1987/03// PY - 1987 DA - March 1987 SP - 156 PB - Maryland-National Capital Park and Planning Commission, 8787 Georgia Avenue, Silver Spring, MD 20910 ($5.00). KW - Maryland (Montgomery County) KW - ERIC, Resources in Education (RIE) KW - Community Attitudes KW - Community Resources KW - Neighborhoods KW - Early Childhood Education KW - Site Development KW - Facility Case Studies KW - Criteria KW - Day Care Centers KW - Community Zoning KW - Facility Guidelines KW - Transportation KW - Community Surveys KW - School Location KW - Certification UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63170015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=Small+Child+Care+Facilities+in+Residential+Areas.&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1987-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - NEWS T1 - Techworld: Bad Planning, Not Home Rule, Is the Issue AN - 138816949 AB - The drumbeats for the building of a brave new world -- Techworld -- were supported by The Post in a misleading editorial. Its title, "Techworld: A Test of Home Rule" [May 1], should have read "Techworld: A Test for Bad Planning." JF - The Washington Post (1974-Current file) AU - ELIZABETH ROWE Chairman, National Capital Planning Commission, 1961-1968 Trustee, Committee of 100 on the Federal City Washington Y1 - 1986/07/14/ PY - 1986 DA - 1986 Jul 14 SP - 1 CY - Washington, D.C. SN - 01908286 KW - General Interest Periodicals--United States UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/138816949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=The+Washington+Post+%281974-Current+file%29&rft.atitle=Techworld%3A+Bad+Planning%2C+Not+Home+Rule%2C+Is+the+Issue&rft.au=ELIZABETH+ROWE+Chairman%2C+National+Capital+Planning+Commission%2C+1961-1968+Trustee%2C+Committee+of+100+on+the+Federal+City+Washington&rft.aulast=ELIZABETH+ROWE+Chairman&rft.aufirst=National+Capital+Planning&rft.date=1986-07-14&rft.volume=&rft.issue=&rft.spage=A10&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post+%281974-Current+file%29&rft.issn=01908286&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company Jul 14, 1986 N1 - Last updated - 2010-05-28 ER - TY - RPRT T1 - WHITEHURST FREEWAY CORRIDOR SYSTEM MODIFICATION STUDY, WASHINGTON, D.C. AN - 36384310; 369 AB - PURPOSE: Rehabilitation of the Whitehurst Freeway (U.S. 29) in Washington, D.C. is proposed. The existing freeway, which carries U.S. 29 over the south Georgetown area, is a four-lane elevated structure extending approximately 0.6 miles. The freeway connects Interstate 66 (I-66), Rock Creek and Potomac Parkway, and adjacent streets on the east to Key Bridge across the Potomac River on the west. Under the preferred alternative, the vertical and horizontal alignment of the rehabilitated freeway would remain the same. The roadway itself would be widened by 8 feet, to a total width of 60.5 feet, from Key Bridge to the vicinity of 30th Street. The wider facility would consist of four 11-foot travel lanes separated by a concrete Jersey-type barrier, with minimum shoulder areas for vehicle breakdowns and other emergencies. Existing connections with Canal Road and Key Bridge would be maintained and rehabilitated. Ramps connecting eastbound Whitehurst Freeway and I-66 would be shortened, and the two unconnected ramps would be removed. The uncompleted three-lane Potomac River Freeway stub would be demolished. The project also would involve reconstruction of K Street beneath the elevated structure. K Street would have a 15-foot-wide sidewalk on the north side and three 11-foot traffic lanes (two westbound and one eastbound). The eastbound lane would be 18 feet wide, incorporating an 11-foot traffic lane and an 8-foot, two-way bike lane. The 17-foot wide railroad rights-of-way would be included in this lane. Rehabilitation of the elevated freeway would include minimal aesthetic and safety changes. The project would require approximately 24 months for completion and would cost $56.5 million. POSITIVE IMPACTS: The rehabilitated freeway would be safer and would reduce traffic delays currently affecting the freeway corridor. The project also would return 4.8 acres of land to nonhighway use, including 0.6 acres of parkland. NEGATIVE IMPACTS: Travel delays could occur at the unchanged western connections to Canal Road and Key Bridge. The widened freeway deck would be a visual intrusion on historic properties along K Street, but would not require any property acquisitions. The widened deck also would require exceptions to current highway standards regarding the width of the structure. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Aid Highway Act of 1968 (23 U.S.C. 128(a)), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft environmental impact statement, see 84-0243D, Volume 8, Number 5. JF - EPA number: 850327, 2 volumes, July 31, 1985 PY - 1985 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-84-01-F KW - Highway Structures KW - Highways KW - Historic Sites KW - Parks KW - Roads KW - Section 4(f) Statements KW - Structural Rehabilitation KW - Traffic Control KW - Transportation KW - District of Columbia KW - Department of Transportation Act of 1966, Parks KW - Federal Aid Highway Act of 1968, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384310?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1985-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITEHURST+FREEWAY+CORRIDOR+SYSTEM+MODIFICATION+STUDY%2C+WASHINGTON%2C+D.C.&rft.title=WHITEHURST+FREEWAY+CORRIDOR+SYSTEM+MODIFICATION+STUDY%2C+WASHINGTON%2C+D.C.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, D.C.; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 31, 1985 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Separation of Boundary Layer and Flow Turbulence of Center-Feed Circular Sedimentation Basins AN - 19001072; 8603830 AB - This research analyzes boundary layer flow separation in center-feed circular basins by adopting some classical treatments of the problem. Analysis yielded the following conclusions: (1) In center-feed circular settling basins, the boundary layer flow separation does occur and also the subsequent reverse flow and vertical eddies at bottom of the settling basins, due to the continuous increase of pressure. Location of flow separation is analytically obtained. (2) The flow separation, reversed flow and eddies which cause turbulence of flow at basin bottom are believed to be the fundamental reason for less settling efficiency of center-feed settling basins compared with rectangular ones. (3) For practical purposes, it needs further study to quantify the impact of boundary layer flow separation on the turbulence of bottom flow and on the settling efficiency. (4) The reduction of settling efficiency due to boundary layer flow separation in center-feed circular basins may be considered not as important as some other factors in practical wastewater treatment operations and design. However, the analysis of the insight of the phenomenon and the location of the separation point of bottom flow might lead to improvement of design in circular settling basins or other related hydraulic structures. JF - Proceedings of Stormwater and Water Quality Management Modeling Users Group Meeting March 25-26, 1982, Washington, DC. EPA-600/9-82-015, August 1982. p 152-161, 8 ref. AU - Yin, T-L AD - Maryland-National Capital Park and Planning Commission Upper Marlboro Y1 - 1982/03// PY - 1982 DA - Mar 1982 KW - Water Resources Abstracts KW - Boundary layers KW - Sedimentation basins KW - Turbulent flow KW - Center-feed basins KW - Sedimentation KW - Basins KW - Circular basins KW - SW 3040:Wastewater treatment processes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19001072?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=&rft.atitle=Separation+of+Boundary+Layer+and+Flow+Turbulence+of+Center-Feed+Circular+Sedimentation+Basins&rft.au=Yin%2C+T-L&rft.aulast=Yin&rft.aufirst=T-L&rft.date=1982-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2011-12-14 ER - TY - NEWS T1 - Rhodes Tavern Cover-up AN - 147278508 JF - The Washington Post (1974-Current file) AU - NELSON RIMENSNYDER, Historian. Member. National Capital Planning Commission, 78-81 Washington Y1 - 1981/10/16/ PY - 1981 DA - 1981 Oct 16 SP - 1 CY - Washington, D.C. SN - 01908286 KW - General Interest Periodicals--United States UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/147278508?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=The+Washington+Post+%281974-Current+file%29&rft.atitle=Rhodes+Tavern+Cover-up&rft.au=NELSON+RIMENSNYDER%2C+Historian.+Member.+National+Capital+Planning+Commission%2C+78-81+Washington&rft.aulast=NELSON+RIMENSNYDER&rft.aufirst=Historian.+Member.+National+Capital+Planning&rft.date=1981-10-16&rft.volume=&rft.issue=&rft.spage=A26&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post+%281974-Current+file%29&rft.issn=01908286&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company Oct 16, 1981 N1 - Last updated - 2012-04-12 ER - TY - NEWS T1 - Joining the High-Rise Debate AN - 147152370 AB - The Sept. 24 letter from Walter L. Frankland Jr., chairman of the Arlington County Board, contains inaccurate information and misleading statements. In general, the letter implies that the National Capital Planning Commission is a "johnny-come-lately" to the issue of high-rise buildings in Arlington County. Just the opposite is true. As far back as March 10, 1942, a letter from the commission to the Arlington County Board described proposed excessive building heights in Arlington County as a concern of "profound national interest." That concern remains the same today. JF - The Washington Post (1974-Current file) AU - DAVID M. CHILDS, Chairman, National Capital Planning Commission. Washington Y1 - 1980/10/08/ PY - 1980 DA - 1980 Oct 08 SP - 1 CY - Washington, D.C. SN - 01908286 KW - General Interest Periodicals--United States UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/147152370?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=The+Washington+Post+%281974-Current+file%29&rft.atitle=Joining+the+High-Rise+Debate&rft.au=DAVID+M.+CHILDS%2C+Chairman%2C+National+Capital+Planning+Commission.+Washington&rft.aulast=DAVID+M.+CHILDS&rft.aufirst=Chairman&rft.date=1980-10-08&rft.volume=&rft.issue=&rft.spage=A18&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post+%281974-Current+file%29&rft.issn=01908286&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company Oct 8, 1980 N1 - Last updated - 2012-03-03 ER - TY - JOUR T1 - Stream Valley and Flood Plain Management In Montgomery County, Maryland AN - 19102341; 9001936 AB - Preservation and conservation of stream valleys in Montgomery County, Maryland was established as an objective and became county policy with the establishment of the Maryland-National Capital Park and Planning Commission back in 1927. Involved in all aspects of planning, the Commission has placed a strong priority on preservation and conservation. Stemming from this philosophy the stream valley acquisition program evolved. The goals and objectives of the program were to protect the integrity of the streams, preserve the natural and historic features found in stream valleys and flood plains, and minimize damage to personal property resulting from flood waters. In order to achieve these goals and objectives, the Commission set out to acquire through either purchase or dedication, the streamside land of all major streams in Montgomery County. Since the inception of the program and as new insight and awareness of the fragile nature of the environment developed, the program took on the task of protection and conservation of valuable natural resources. While the program of stream valley acquisition has not been effective in acquiring all streams, the Commission has become an integral part of the total watershed management planning in Montgomery County. (See also W90-01919) (Mertz-PTT) JF - Stormwater Management Alternatives. Water Resources Center, University of Delaware, Newark DE. April 1980. p 247-253. 1 fig, 2 ref. AU - Baig, N AU - Blood, W H AD - Maryland-National Capital Park and Planning Commission Silver Spring Y1 - 1980/04// PY - 1980 DA - Apr 1980 KW - Water Resources Abstracts KW - Water pollution control KW - Storm water management KW - Urban hydrology KW - Watershed management KW - Streams KW - Maryland KW - Environmental protection KW - Conservation KW - Montgomery County KW - SW 3070:Water quality control KW - SW 4060:Nonstructural alternatives KW - SW 2080:Watershed protection UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19102341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=&rft.atitle=Stream+Valley+and+Flood+Plain+Management+In+Montgomery+County%2C+Maryland&rft.au=Baig%2C+N%3BBlood%2C+W+H&rft.aulast=Baig&rft.aufirst=N&rft.date=1980-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2011-12-14 ER - TY - NEWS T1 - More on the Georgetown Waterfront AN - 147215593 AB - May I register a divergent opinion to The Post's March 6 editorial on the Georgetown waterfront? JF - The Washington Post (1974-Current file) AU - ELIZABETH ROWE, Former Chairman, National Capital Planning Commission AU - Trustee, Committee of 100 on the Federal City. Washington Y1 - 1980/03/17/ PY - 1980 DA - 1980 Mar 17 SP - 1 CY - Washington, D.C. SN - 01908286 KW - General Interest Periodicals--United States UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/147215593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=The+Washington+Post+%281974-Current+file%29&rft.atitle=More+on+the+Georgetown+Waterfront&rft.au=ELIZABETH+ROWE%2C+Former+Chairman%2C+National+Capital+Planning+Commission%3BTrustee%2C+Committee+of+100+on+the+Federal+City.+Washington&rft.aulast=ELIZABETH+ROWE&rft.aufirst=Former&rft.date=1980-03-17&rft.volume=&rft.issue=&rft.spage=A22&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post+%281974-Current+file%29&rft.issn=01908286&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company Mar 17, 1980 N1 - Last updated - 2012-04-11 ER - TY - RPRT T1 - Preschool Recreation Enrichment Program (PREP). Final Report. Special Training Project for Physical Education in Recreation Personnel in Psychomotor Programming for Preschool Handicapped Children. AN - 63607779; ED195067 AB - The document presents the final report of the Special Training Project for Physical Education and Recreation Personnel in Psychomotor Programming for Preschool Handicapped Children, a 3 year project intended to encourge and expedite physical education and recreation programs for preschool handicapped children by preparing administrators and practitioners to implement preschool physical education and recreation programs. In the first year the activities focused on providing awareness training for recreation personnel, physical educators, parents, and the community in general. Developing and pilot testing materials to train implementors of preschool recreation programs for handicapped children and the continuation of awareness training were the major activities of the second year. The third year, training materials were revised based on evaluative data. Additionally, trainers were prepared to continue training programs to further the implementation of recreation programs for preschool handicapped children nationwide. The project culminated in the completion and dissemination of a trainer's handbook, which presents a competency based instruction approach for training providers of preschool recreation programs for both handicapped and nonhandicapped children. (DLS) AU - Littman, Karen G. Y1 - 1979/12/17/ PY - 1979 DA - 1979 Dec 17 SP - 172 KW - Preschool Recreation Enrichment Program KW - ERIC, Resources in Education (RIE) KW - Psychomotor Objectives KW - Program Descriptions KW - Preschool Education KW - Disabilities KW - Teacher Education KW - Recreational Programs KW - Adapted Physical Education UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63607779?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ERIC&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=unknown&rft.jtitle=&rft.atitle=&rft.au=Littman%2C+Karen+G.&rft.aulast=Littman&rft.aufirst=Karen&rft.date=1979-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Preschool+Recreation+Enrichment+Program+%28PREP%29.+Final+Report.+Special+Training+Project+for+Physical+Education+in+Recreation+Personnel+in+Psychomotor+Programming+for+Preschool+Handicapped+Children.&rft.title=Preschool+Recreation+Enrichment+Program+%28PREP%29.+Final+Report.+Special+Training+Project+for+Physical+Education+in+Recreation+Personnel+in+Psychomotor+Programming+for+Preschool+Handicapped+Children.&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - GEN T1 - Preschool Recreation Enrichment Program (PREP). Trainers Handbook. Volume III. An Aid for Providers of Recreation and Education Services. AN - 63609273; ED195068 AB - The report presents a competency based instruction approach for training providers of preschool recreation programs for both handicapped and nonhandicapped children. Seven training modules are presented, each module listing particular learning objectives in behavioral terms, along with suggested learning activities (such as readings and participation activities designed to help the trainee acquire the desired competency level). Each module also contains a trainer's guide, suggested test items, and supplementary reading lists. The seven modules cover such things as the Preschool Recreation Enrichment Program (PREP), which developed the training manual; an introduction to patterns and milestones of normal growth and development with emphasis on motor, cognitive, language, and social skills; development of skill in writing goals and objectives for preschool recreation programs; an overview of the PREP planning process; characteristics of integrated short and long term program plans and ways of constructing plans for individual children; approaches to putting short term plans into action using life experiences and principles of managing children's behavior; and program evaluation. A final section examines training concerns, techniques, and approaches. (DLS) AU - Littman, Karen G. Y1 - 1979 PY - 1979 DA - 1979 SP - 152 PB - Hawkins and Associates, Ins., 804 D St., N.E., Washington, DC 20002 (no price quoted) KW - Preschool Recreation Enrichment Program KW - ERIC, Resources in Education (RIE) KW - Psychomotor Objectives KW - Training KW - Preschool Education KW - Disabilities KW - Teacher Education KW - Teaching Guides KW - Recreational Programs KW - Competency Based Teacher Education KW - Adapted Physical Education UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63609273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=Preschool+Recreation+Enrichment+Program+%28PREP%29.+Trainers+Handbook.+Volume+III.+An+Aid+for+Providers+of+Recreation+and+Education+Services.&rft.au=Littman%2C+Karen+G.&rft.aulast=Littman&rft.aufirst=Karen&rft.date=1979-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - RPRT T1 - Preschool Recreation Enrichment Program (PREP). Final Report. Associated Learning Through Developmental Play: Providing Life Experiences Through Recreation and Physical Education for Handicapped Preschool Children. AN - 63680078; ED182905 AB - The document--two thirds of which consists of appendixes--presents the final report of Project PREP (Preschool Recreation Enrichment Program), which evaluated a handicapped preschool children's recreation program emphasizing motor, socialization, self concept, and language development. The need for preschool recreation programs for handicapped children is briefly reviewed, along with project goals and perceived benefits and the literature on early intervention motor development programs. A chronological sequence of project activities that led to the testing and development of the PREP model and materials is presented for each of the project's 3 years. The activities of the first year focused on the development of a prototype recreation program for preschool handicapped children, and the pilot testing of that program. Major activities of the second year included an experimental study of the effects of the PREP model with preschool handicapped children, and a revision of PREP materials based on evaluation data. In the third year, the revised PREP model and materials underwent preliminary field testing, and final revisions were made to the materials. The project culminated with the completion and dissemination of two products: the PREP Manual and the PREP Implementation and Resource Guide. Appendixes include the results of several PREP surveys and studies, and assessment and evaluation forms. (DLS) AU - Littman, Karen AU - Leslie, Lin Y1 - 1978/11/01/ PY - 1978 DA - 1978 Nov 01 SP - 157 KW - Preschool Recreation Enrichment Program KW - ERIC, Resources in Education (RIE) KW - Program Descriptions KW - Physical Recreation Programs KW - Motor Development KW - Language Acquisition KW - Pilot Projects KW - Models KW - Conceptual Schemes KW - Handicapped Children KW - Self Concept KW - Preschool Education KW - Enrichment Activities KW - Child Development KW - Social Development KW - Psychomotor Skills UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63680078?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ERIC&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=unknown&rft.jtitle=&rft.atitle=&rft.au=Littman%2C+Karen%3BLeslie%2C+Lin&rft.aulast=Littman&rft.aufirst=Karen&rft.date=1978-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Preschool+Recreation+Enrichment+Program+%28PREP%29.+Final+Report.+Associated+Learning+Through+Developmental+Play%3A+Providing+Life+Experiences+Through+Recreation+and+Physical+Education+for+Handicapped+Preschool+Children.&rft.title=Preschool+Recreation+Enrichment+Program+%28PREP%29.+Final+Report.+Associated+Learning+Through+Developmental+Play%3A+Providing+Life+Experiences+Through+Recreation+and+Physical+Education+for+Handicapped+Preschool+Children.&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - GEN T1 - Preschool Recreation Enrichment Program (PREP): Implementation and Resource Guide. Volume I. AN - 63681405; ED182903 AB - The document--half of which consists of appendixes--is intended as a guide for developing and implementing preschool recreation programs for handicapped children, based on the Preschool Recreation Enrichment Program (PREP) model. Information on the growth and development of both normal and handicapped preschool children is presented, touching upon such aspects as motor, cognitive, language, social, and emotional development. Specific needs and behaviors of the preschool child are discussed, and approaches for working with behavior problems are suggested. Typical behaviors examined include interacting with other children, resolving conflict, sharing, handling frustration, and attention span. An overview of the administration of preschool recreation programs for the handicapped is presented, covering such aspects as getting started, identifying children, admissions criteria, staffing, funding, and parent involvement. The PREP model itself is described in detail, in terms of assessment, planning, implementation, and evaluation. Seven appendixes include sample competency lists, PREP skill assessment sheets, and selected sources of federal domestic assistance. (DLS) AU - Littman, Karen AU - Leslie, Lin Y1 - 1978 PY - 1978 DA - 1978 SP - 144 KW - Preschool Recreation Enrichment Program KW - ERIC, Resources in Education (RIE) KW - Program Administration KW - Physical Recreation Programs KW - Motor Development KW - Language Acquisition KW - Identification KW - Educational Diagnosis KW - Behavior Problems KW - Models KW - Conceptual Schemes KW - Handicapped Children KW - Self Concept KW - Preschool Education KW - Enrichment Activities KW - Program Development KW - Parent Participation KW - Child Development KW - Social Development KW - Program Evaluation KW - Student Evaluation KW - Psychomotor Skills UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63681405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=Preschool+Recreation+Enrichment+Program+%28PREP%29%3A+Implementation+and+Resource+Guide.+Volume+I.&rft.au=Littman%2C+Karen%3BLeslie%2C+Lin&rft.aulast=Littman&rft.aufirst=Karen&rft.date=1978-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - GEN T1 - Preschool Recreation Enrichment Program (PREP): Manual. Volume II. An Aid for Recreation Leaders and Instructional Personnel. AN - 63680011; ED182904 AB - Based on the Preschool Recreation Enrichment Program (PREP), the manual--one third of which consists of appendixes--is intended to assist recreation personnel in developing programs addressing the motor and associative learning needs of preschool children who demonstrate delays in motor, language, and/or socialization skills. The manual describes 27 fine and gross motor skills, presented sequentially, which have been task analyzed into three developmental levels: beginning, intermediate, and advanced. Accompanying each of the sections on the three developmental levels is a set of life experience activities, which suggest tasks for teaching or practicing the particular skill involved. Games, reinforcement activities, language activities, and equipment are recommended for each skill. Illustrations are provided to describe existing behavior as well as the behavior to be achieved. Apendixes include a PREP assessment form, PREP songs, PREP games and reinforcement activities, and water activities for the preschool child. (Author/DLS) AU - Littman, Karen AU - Leslie, Lin Y1 - 1978 PY - 1978 DA - 1978 SP - 213 KW - Preschool Recreation Enrichment Program KW - ERIC, Resources in Education (RIE) KW - Handicapped Children KW - Physical Recreation Programs KW - Motor Development KW - Language Acquisition KW - Self Concept KW - Preschool Education KW - Enrichment Activities KW - Child Development KW - Social Development KW - Psychomotor Skills UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/63680011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=Preschool+Recreation+Enrichment+Program+%28PREP%29%3A+Manual.+Volume+II.+An+Aid+for+Recreation+Leaders+and+Instructional+Personnel.&rft.au=Littman%2C+Karen%3BLeslie%2C+Lin&rft.aulast=Littman&rft.aufirst=Karen&rft.date=1978-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ERIC N1 - Last updated - 2017-02-24 ER - TY - JOUR T1 - The Use of Bacteria to Reduce Clogging of Sewer Lines by Grease in Municipal Sewage AN - 19160576; 7712492 AB - An alternative to traditional cleaning and removal of grease from sewers by mechanical means is described. Packaged freeze-dried bacteria cultures are reactivated in water and added to sewer mains and laterals through manhole covers. Accumulated grease is consumed and organic material, removed from the sewer walls, flows to the treatment plant. After initial grease deposits are removed, low-dosage applications are used to prevent further accumulation. The use of bacteria cultures for removal is suggested as a much less costly alternative to mechanical cleaning. Cost projections for sewer cleaning in Montgomery and St. George 's Counties, Maryland were placed at $4 million for traditional cleaning methods and $1.3 million for bacterial treatment. Bacterial cultures may also provide pretreatment of sewage as it flows through the collection system. Information municipalities currently using bacterial cleaning is given, including population size, providing organization, system characteristics, and user experiences. (See also W77-11690) (Schulz-FIRL) JF - Biological Control of Water Pollution (ed. Tourbier, J., and Pierson, R. W. Jr.), University of Pennsylvania Press 1976. p 245-252, 4 tab, 5 ref. AU - Baig, N AU - Grenning, E M AD - Maryland-National Capital Park and Planning Commission Silver Spring Y1 - 1976 PY - 1976 DA - 1976 KW - Water Resources Abstracts KW - Biological treatment KW - Bacteria KW - Cultures KW - Sewerage KW - Sewers KW - Manholes KW - Organic wastes KW - Decomposing organic matter KW - Maintenance costs KW - Treatment KW - Cleaning KW - Sewage bacteria KW - Sewage treatment KW - Municipal wastes KW - Microbial degradation KW - Drainage systems KW - Waste water treatment KW - SW 3040:Wastewater treatment processes KW - SW 3070:Water quality control UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19160576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=&rft.atitle=The+Use+of+Bacteria+to+Reduce+Clogging+of+Sewer+Lines+by+Grease+in+Municipal+Sewage&rft.au=Baig%2C+N%3BGrenning%2C+E+M&rft.aulast=Baig&rft.aufirst=N&rft.date=1976-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2011-12-14 ER - TY - JOUR T1 - THE URBAN RIVER: A STAFF PROPOSAL FOR WATERFRONT DEVELOPMENT IN THE DISTRICT OF COLUMBIA AN - 19082905; 7314686 AB - ALTHOUGH THERE HAS BEEN A GROWING CONCERN FOR PROBLEMS OF WATER QUALITY, SEDIMENTATION, AND FLOODING OF OUR RIVERS THERE HAS BEEN MUCH LESS INTEREST IN THE QUALITY OF URBAN RIVERFRONT AREAS. FOCUSING ON THE WATERFRONT AREAS OF THE POTOMAC AND ANACOSTIA RIVERS WITHIN THE DISTRICT OF COLUMBIA, THIS STUDY INCLUDES AN ANALYSIS OF HISTORICAL DEVELOPMENT AND PRESENT CONDITIONS IN THE WATERFRONT AREAS AND SUGGESTS NUMEROUS GENERAL POLICIES AND SPECIFIC OBJECTIVES FOR THE DEVELOPMENT AND REDEVELOPMENT OF THESE AREAS. SOME OF THE POLICIES INCLUDE THE PRESERVATION OF THE HISTORICAL CHARACTER OF MUCH OF THE WATERFRONT, THE ENCOURAGEMENT OF A VARIETY OF LAND USES, THE INCREASING USE OF OPEN AREAS OUTSIDE THE DISTRICT OF COLUMBIA FOR RECREATION, AND AN EFFORT TO MAKE THE RIVERS AND RIVERFRONTS MORE ACCESSIBLE TO CITY RESIDENTS AND VISITORS. DETAILED STUDIES OF SPECIFIC WATERFRONT AREAS ARE PROPOSED AND IT IS RECOMMENDED THAT THE GEORGETOWN AND ANACOSTIA WATERFRONTS BE ACTED ON FIRST. THE IMPACT OF THE IMPROVEMENT POLICIES ON SPECIFIC FEATURES OF THE WATERFRONT SUCH AS BUZZARD POINT, NATIONAL AIRPORT, GEORGE WASHINGTON MEMORIAL PARKWAY, ROCK CREEK, AND KEY BRIDGE IS DISCUSSED. (ELFERS-NORTH CAROLINA) JF - FOR SALE BY THE SUPERINTENDENT OF DOCUMENTS, U. S. GOVERNMENT PRINTING OFFICE, WASHINGTON, D.C. 20402 - PRICE $2.50. DECEMBER 1972. 49 P, 29 FIG, PHOTOS, 2 APPEND. Y1 - 1972/12// PY - 1972 DA - Dec 1972 KW - Water Resources Abstracts KW - *LAND USE KW - *AESTHETICS KW - *RECREATION KW - *CITY PLANNING KW - *DISTRICT OF COLUMBIA KW - PLANNING KW - SCENERY KW - PARKS KW - LANDSCAPING KW - RIVERS KW - POTOMAC RIVER KW - ANACOSTIA RIVER KW - *WATERFRONT PLANNING KW - SW 1040:Conservation in domestic and municipal use KW - SW 4060:Nonstructural alternatives KW - SW 4020:Evaluation process UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19082905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=&rft.atitle=THE+URBAN+RIVER%3A+A+STAFF+PROPOSAL+FOR+WATERFRONT+DEVELOPMENT+IN+THE+DISTRICT+OF+COLUMBIA&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1972-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2011-12-14 ER - TY - JOUR T1 - OPEN SPACE PROGRAM OPPORTUNITY IN LAND MANAGEMENT AN - 18994190; 7102656 AB - LARGE POPULATION GROWTH AND ENSUING LAND DEVELOPMENTS IN NARROW STREAM VALLEYS CONTRIBUTE TO HIGH VELOCITY RUNOFF AND UNMANAGEABLE ACCUMULATIONS OF STORM WATERS. WATER RETENTION STRUCTURES AND LAND TREATMENT MEASURES ARE METHODS OF DEALING WITH THIS PROBLEM. IN MARYLAND AND WASHINGTON, D.C. RECREATION DEVELOPMENT IS RESTRICTED TO NO MORE THAN ONE-THIRD OF A GIVEN LAND PARCEL, WITH THE BALANCE FOR PASSIVE OR CONSERVATION USE. LARGELY GRASSED OR WOODED, THESE AREAS SERVE AS EFFECTIVE AQUIFER SPONGES, AND CONTRIBUTE TO THE REDUCTION OF RUNOFF VELOCITY. (SEE ALSO W71-00002) (WRAY-CHICAGO) JF - IN: FLOOD DAMAGE ABATEMENT, FEDERAL ASSISTANCE TO LOCAL GOVERNMENT, WATER RESOURCES RESEARCH CENTER, VIRGINIA POLYTECHNIC INSTITUTE AND STATE UNIVERSITY, BLACKSBURG, VIRGINIA, P 65-67, JULY 1970. AU - Rubini, Frank AD - NATIONAL CAPITAL PARK AND PLANNING COMMISSION, WASHINGTON, D.C Y1 - 1970/07// PY - 1970 DA - Jul 1970 KW - Water Resources Abstracts KW - *FLOOD CONTROL KW - CONSERVATION KW - *FLOOD PLAIN INFORMATION KW - *FLOOD PLAIN MANAGEMENT KW - OPEN SPACE KW - SW 4060:Nonstructural alternatives KW - SW 2010:Control of water on the surface UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/18994190?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=&rft.atitle=OPEN+SPACE+PROGRAM+OPPORTUNITY+IN+LAND+MANAGEMENT&rft.au=Rubini%2C+Frank&rft.aulast=Rubini&rft.aufirst=Frank&rft.date=1970-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Last updated - 2011-12-14 ER - TY - NEWS T1 - Planning for People AN - 142634544 AB - I ASK THE opportunity to correct the record. Your editorial of Sunday, May 23, seems to be based on a miscellany of misinformation. In it you have generously given the Planning Commission responsiblities it does not have in order, apparently, to make the story blacker of what we have not done. JF - The Washington Post, Times Herald (1959-1973) AU - MRS. JAMES H. ROWE JR. Chairman National Capital Planning Commission. Y1 - 1965/05/30/ PY - 1965 DA - 1965 May 30 SP - 1 CY - Washington, D.C. UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/142634544?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Washington+Post%2C+Times+Herald+%281959-1973%29&rft.atitle=Planning+for+People%3A+A+Communication+From+Commission+Chairman&rft.au=MRS.+JAMES+H.+ROWE+JR.+Chairman+National+Capital+Planning+Commission.&rft.aulast=MRS.+JAMES+H.+ROWE+JR.+Chairman+National+Capital+Planning+Commission.&rft.aufirst=&rft.date=1965-05-30&rft.volume=&rft.issue=&rft.spage=E7&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post%2C+Times+Herald+%281959-1973%29&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company May 30, 1965 N1 - Last updated - 2010-05-29 ER - TY - NEWS T1 - Letters to the Editor AN - 142111139 JF - The Washington Post, Times Herald (1959-1973) AU - BORIS T. PASH, Col., AUS (Ret.) Falls Church.PO SUNG KIM. Arlington.DAVID W. SNYDER. Washington.ELIZABETH ROWE, Chairman, National Capital Planning Commission Washington. Y1 - 1964/11/28/ PY - 1964 DA - 1964 Nov 28 SP - 1 CY - Washington, D.C. 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The Maryland-National Capital Park and Planning Commission Y1 - 1956/05/20/ PY - 1956 DA - 1956 May 20 SP - 1 CY - Washington, D.C. UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/148805675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=The+Washington+Post+and+Times+Herald+%281954-1959%29&rft.atitle=Maryland%27s+Rural+Life+Changes+Under+Guidance&rft.au=By+Carlton+Pyles+Chairman.+The+Maryland-National+Capital+Park+and+Planning+Commission&rft.aulast=By+Carlton+Pyles+Chairman.+The+Maryland-National+Capital+Park+and+Planning+Commission&rft.aufirst=&rft.date=1956-05-20&rft.volume=&rft.issue=&rft.spage=L2&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post+and+Times+Herald+%281954-1959%29&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company May 20, 1956 N1 - Last updated - 2010-07-14 ER - TY - NEWS T1 - WASHINGTON'S TWO AXES AN - 150160534 AB - The features of the National Capital which have made Washington known as a city of potential beauty and magnificence are concentrated along two lines which, from the beginning of the Federal City, have been the controlling axes of the great plan of Washington. One of these lines runs east and west and is already marked by the Capitol, Washington Monument and Lincoln Memorial. JF - The Washington Post (1923-1954) AU - By CHARLES W. ELIOT 2d, Director of Planning, National Capital Park and Planning Commission, in the American Civic Annual. Y1 - 1931/08/22/ PY - 1931 DA - 1931 Aug 22 SP - 6 CY - Washington, D.C. UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/150160534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahnpwashingtonpost&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=The+Washington+Post+%281923-1954%29&rft.atitle=WASHINGTON%27S+TWO+AXES&rft.au=By+CHARLES+W.+ELIOT+2d%2C+Director+of+Planning%2C+National+Capital+Park+and+Planning+Commission%2C+in+the+American+Civic+Annual.&rft.aulast=By+CHARLES+W.+ELIOT+2d&rft.aufirst=Director+of&rft.date=1931-08-22&rft.volume=&rft.issue=&rft.spage=6&rft.isbn=&rft.btitle=&rft.title=The+Washington+Post+%281923-1954%29&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Historical Newspapers: The Washington Post N1 - Copyright - Copyright The Washington Post Company Aug 22, 1931 N1 - Last updated - 2010-05-30 ER - TY - NEWS T1 - THE FEDERAL CITY AN - 150132777 AB - "It is our national ambition to make a great and effective city for the seat of our Government, with a dignity, character and symbolism truly representative of America. As a Nation we have resolved that it shall he accomplished." From the President this statement gave the greatest encouragement to all those engaged in the work of developing the National Capital, and by this statement President Hoover squarely announced himself as the successor of George Washington and as ready to carry on the work inaugurated by his predecessor, with an even fuller understanding of the helpful part sound city planning might play. JF - The Washington Post (1923-1954) AU - By LIEUT. COL. U.S. GRANT 3D, Executive Officer, National Capital Park and Planning Commission, in the American Civic Annual. Y1 - 1931/08/01/ PY - 1931 DA - 1931 Aug 01 SP - 6 CY - Washington, D.C. 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