March/April 2004
Spotlight on the South
by Gary Strasburg
Innovative highway projects
in seven southern States demonstrate environmental leadership.
Environmental leadership takes various forms of preserving and protecting a community's resources. Transportation experts,
professional planners, environmental engineers, naturalists, historical
societies, and keepers of cultural integrity are learning to work hand
in hand when roadways need to be expanded or modified.
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(Above) Using the principles of context-sensitive design,
the Mississippi DOT is working with the community to develop
design alternatives for a highway-widening project that will preserve the
area's cultural resources, including plantation houses like this one.
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Several southern States gathered last May in Raleigh, NC, at the
2003 Southern Environmental Leadership Summit to learn how they are
each approaching transportation network changes in ways significantly
different from the past.
"Transportation agencies in the South, with the many beautiful
environmental resources in the region, have become leaders in
developing transportation facilities that protect and enhance the natural and
human environment," says Marcus Wilner, planning and program
development manager for the Federal Highway Administration's (FHWA) North
Carolina Division Office. "The Leadership Summit provided an opportunity
for many States to showcase transportation initiatives that are fine
examples of environmental leadership, stewardship, and
streamlining."
Take a look at some of the environmental initiatives from
North Carolina, Missouri, Texas, Florida, Mississippi, South Carolina,
and Kentucky.
North Carolina Develops Unprecedented Partnership
In 2003 FHWA recognized the North Carolina Department of
Transportation (NCDOT) and the North Carolina Department of Environment
and Natural Resources (DENR) with an Environmental Leadership Award
for their unprecedented level of communication and cooperation.
Their partnership led to creation of a senior leadership team made up of
the secretaries and deputy secretaries from each department, who
meet monthly to discuss strategic issues about transportation and the
environment. FHWA and the U.S. Army Corps of Engineers also
participate in the senior leadership team. This leadership team is the first of
its kind in the Nation and serves as a model for interagency
partnerships for environmental stewardship and streamlining. The team has
overseen improvements in the environmental permit approval process, air
quality programs, and landmark wildlife conservation.
The centerpiece of the partnership is the Ecosystem
Enhancement Program, or EEP. This program will enable NCDOT to implement
wetlands and stream mitigation (actions that affect wetlands, watersheds,
and other open water areas, including filling, excavating, flooding,
draining, clearing, or similar changes) for transportation projects in advance
of construction saving time, reducing costs, and enhancing the
State's valuable natural resources.
In addition, DENR and NCDOT established a formal dispute
resolution procedure to ensure that difficult
interagency issues are resolved early. To encourage
participation by DENR staff throughout all phases of
the development of transportation projects, implementation,
and maintenance, NCDOT currently funds 22 positions within
DENR. These staff members bring up issues and concerns early and
help develop proactive ways of dealing with them. Some of the
positions provide joint environmental training to NCDOT, DENR, and other State
and Federal agency staff.
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An aerial view of the Cherohala Skyway, a scenic parkway in the Great Smoky Mountains in western North Carolina. |
Other Initiatives
DENR and NCDOT identified appropriate locations to place signs
along primary routes designating the boundaries of each river basin.
The river basin signs were purchased through a grant from the
Federal Enhancement Program, and NCDOT installed them. The State map
features the 17 river basins and contact information for DENR's Office
of Environmental Education, which sponsors the River Basin
Signing Program.
Basinwide Restoration Plans, which are
comprehensive water quality improvement plans, are being
developed by DENR's Wetland Restoration Program
largely through NCDOT's grant of $2.5 million annually for
7 years. These plans will enable wetlands and
stream mitigation to be targeted toward addressing the
specific water quality needs of a particular watershed
most effectively.
The North Carolina Air Quality Roundtable,
cosponsored by NCDOT, DENR, and other partners, is
a workshop series convening representatives from
30 groups to work cooperatively to improve the State's
response to air quality concerns related to transportation.
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(Left to right) North Carolina DENR Secretary Bill
Ross, NCDOT Deputy Secretary Roger Sheats, and
NCDOT Secretary Lyndo Tippett review a river basin map. |
In January 2002, NCDOT partnered with DENR and the
U.S. Fish and Wildlife Service to acquire 1,013 hectares (2,500 acres) of
land in Hoke County to establish a preserve for the federally
endangered red-cockaded woodpecker. This effort preserves five colonies of
woodpeckers and links together an important ecosystem of longleaf
pines throughout the Southeast.
In October 2002, NCDOT and DENR contributed $720,000
toward the purchase of Bird Island, the State's last privately
owned barrier island, which is now part of the North
Carolina Coastal Reserve System. Bird Island contains 60
hectares (147 acres) of high ground and 466 hectares
(1,150 acres) of submerged lands comprised largely of salt
marsh. The island is home to many rare species.
In July 2003, NCDOT partnered with the North
Carolina Wildlife Resources Commission to purchase and
preserve 1,782 hectares (4,400 acres) of Needmore Tract
in Swain County. The purchase is one of the most
ecologically and economically important conservation efforts underway
in western North Carolina.
With assistance from the Federal Enhancement Program, the
State agencies also participated in the purchase of two viewsheds
along the Blue Ridge Parkway in the Appalachian Mountains in western
North Carolina.
"Protecting the environment is a top priority at NCDOT," says
Deputy Secretary Roger E. Sheats, head of environment, planning, and
local government affairs for the agency. "With this aim in mind, our
leadership team has focused every attention on our partnership
with DENR. Our success is a direct result of our common
vision and serves as proof that it is possible to build a
transportation system that protects and enhances our State's
precious and natural resources."
Learn more about NCDOT's environmental
stewardship and streamlining efforts at www.ncdot.org/secretary/envsteward.
Missouri Addresses
Interstate's Environmental Issues
In 1999, the Missouri Department of
Transportation (MoDOT) conducted an internal feasibility study of
I–70 between Kansas City and St. Louis to
determine the condition of the road and the need for improvements.
One of the Nation's oldest interstate highways, I–70 was built
between 1956 and 1965. In fact, the first section
of interstate constructed nationwide was in St. Charles County
just outside St. Louis. The study concluded that improvements
were needed and that potential changes would be identified through
a tiered environmental approach that was expected to
reduce the traditional environmental study process by 2 years.
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I–70 in Missouri, shown from an overpass, is one of the
Nation's oldest interstates, built between 1956 and 1965. It is
characterized by aging pavement, a narrow median, and narrow shoulders.
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The tiered approach was the first for Missouri
and started in January 2000. It was set up to be a
collaborative decisionmaking process to obtain early input and
acceptance from the Federal and State resource agencies on the process and
strategy that could be advanced in the second-tier studies. The study
offered a broad view of seven improvement possibilities that
ranged from doing only repair and maintenance to alternatives that
could accommodate high-speed rail. It also allowed for an expansive view
of the nearly 322 kilometers (200 miles) of the corridor. After
analysis and public input, the widening and reconstruction strategy of the
existing highway was chosen as the best way to address the corridor's
issues of safety, congestion, road condition, and environmental impacts.
The study team identified seven sections with independent utility and
logical termini that could be advanced as separate environmental studies
during the second-tier studies. The team presented these in the
first tier final environmental impact statement (EIS).
The second tier studies were launched in 2002 to determine
how best to implement the statewide strategies while being sensitive to
the needs of the local communities. Comprehensive environmental and
community impact decisions are being made throughout this process,
supported by a general engineering consulting firm and seven section
consulting firms. In addition to the environmental studies for each
section, one of the three subcommittees that were formed (see page 33)
completed a corridorwide enhancement plan to illustrate the
context-sensitive solutions that are possible to
mitigate impacts and showcase Missouri and the communities along I–70.
The project must address natural resource issues at Overton
Bottoms at the Missouri River crossing in central Missouri and Mineola
Hill/Loutre River Valley about 64 kilometers (40 miles) east of Columbia.
Two other subcommittees were formed to consider the special challenges
at Overton Bottoms and Mineola Hill. Overton Bottoms involves
floodplain, wetlands, and recreational issues that could lead to the development of
a nature interpretive center-rest area. Mineola Hill has archaeological
and historic sites, a threatened and endangered species, a State park,
recreational issues, steep grades, and
natural areas just off the existing highway. Adding to these
challenging environmental issues, existing development flanking I–70 in
Columbia and the approach to metropolitan St.Louis will
make widening efforts difficult. In the rural areas, most
affected businesses are located in the immediate area of
each interchange.
The process has involved thorough examination of
local options within the context of engineering standards
to avoid, minimize, and mitigate natural and community
impacts. One of the most contentious locations is at Kingdom
City where a number of travel service businesses are
located close to a confined diamond interchange and are totally
dependent on the interstate traffic.
MoDOT continues to involve agency partners, communities, and other local
citizens rigorously in the decisionmaking process to obtain their ideas
and keep them informed. The comprehensive approach will allow
MoDOT to proceed with needed short- to intermediate-term investments,
says Bob Brendel, outreach coordinator for project development
with MoDOT. As an example, since 13 bridges within the corridor
will soon need to be replaced, completion of the environmental study
will help determine how those bridges would span the ultimate facility
so that MoDOT does not build a structure that would need to be
replaced in 5 to 10 years during any lengthy rebuilding process.
To learn more about this MoDOT project, visit www.improveI70.org.
Subcommittees of the
Improve I–70 Study Management Group
Enhancement: The Corridor Enhancement Subcommittee
developed an enhancement plan for I–70 that MoDOT can use in the
design phase. The plan is a combination of baseline enhancements (for
example, bridge treatments) that will be included as part of the
project, along with a menu of additional items that local communities
can elect to fund.
Mineola Hill:
In this scenic portion of the I–70 corridor in
Missouri, the challenge for the section engineer is to widen the interstate
and correct substandard grades through the Loutre River Valley
while avoiding a number of unique resources:
- Graham Cave State Park
- Graham Farmstead
- "Slave" Rock
- A historic schoolhouse and plantation in Danville
- Loutre Lick access
- Danville Conservation Area
- A second cave and second glade area
The committee is charged with developing a plan for enhancing
the area that will feed into the work being done by the section engineer.
Overton
Bottoms: This subcommittee examined the
opportunities for enhancement and joint development opportunities in the area
of the Missouri River crossing in the central part of the State.
Following the historic floods of 1993 and 1995, most of the acreage in this
vicinity was acquired by various governmental agencies. The
committee looked at the public outreach opportunities that could be realized
if some type of interpretative visitors' center were constructed in
the vicinity in conjunction with the Improve I–70 project.
The subcommittee also will be responsible for fleshing out
the specifics of any wetlands mitigation and enhancement
opportunities. To some extent, the specifics will have to wait until after the design
is completed, but the area has been identified as an opportunity
for wetlands banking.
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Texas Initiates a
Grand Vision
The Texas Department of Transportation (TxDOT) formed the Texas
Environmental Resources Stewards (TERS) in July 2002 as the result
of two initiatives. First, the Transportation Equity Act for the
21st Century (TEA-21) requires the U.S.
Department of Transportation to streamline the environmental approval
process. Second, in the spring of 2002, newly inaugurated Texas Governor
Rick Perry called for creation of a transportation system to rival the
scope of the interstate highway network. Governor Perry's vision is to
have 6,440 kilometers (4,000 miles) of transportation corridors within
Texas incorporate separate lanes for cars and trucks; separate tracks for
high-speed passenger rail, commuter rail, and freight rail; and a
61-meter (200-foot)-wide easement for utilities such as fiber optic cable
and pipelines for water and petrochemicals. The Governor tasked
TxDOT with preparing an action plan to create the new system, dubbed
the "Trans-Texas Corridor."
In June 2003, Governor Perry signed legislation giving TxDOT
the authority to proceed with the Trans-Texas Corridor, which includes
the I–69 corridor, among others, and will incorporate what is learned by
TERS in implementing I–69. The State's 1,610 kilometers (1,000 miles) of
I–69, with 13 to 15 Segments of Independent Utility (SIUs), will
include some Trans-Texas Corridor design elements. The interstate
is one of the original 21 Congressional High Priority Corridors in
the Intermodal Surface Transportation Efficiency Act of 1991 and also
was chosen in 2002 as a streamlining pilot project under TEA-21.
Therefore, another precipitating factor for TERS was the initiation of the
I–69 project for which the State chose to assess the environment of the
entire corridor in one fell swoop.
The TERS working committee includes staff from TxDOT, the
U.S. Environmental Protection Agency, U.S. Army Corps of Engineers,
U.S. Fish and Wildlife Service, FHWA, Texas Parks and Wildlife
Department, Texas Commission on Environmental Quality, the Governor's office,
and The Nature Conservancy of Texas. The group's goals are to
identify high-priority ecological and potential mitigation areas, while
streamlining the regulatory processes.
"Agreeing on what is important is not easy," says
Dominique Lueckenhoff, former transportation liaison with the U.S.
Environmental Protection Agency. "Leaders of
each agency are involved in and support the process. TERS is designed
to improve how we collaborate in areas of ecological concern with
our sister agencies."
"A big focus of TERS is planning," says Dianna Noble,
director of TxDOT's environmental affairs division. "TERS will help us
avoid and minimize impacts on the environment."
One tool used by the group is a geographic information system
(GIS)-driven model that assesses ecosystem health and terrestrial
and aquatic resources. The department's environmental affairs division
currently has more than 70 sets of data in the system, ranging from
soil types to the locations of bird rookeries. Once the GIS data are
complete, the data layers will be available to TxDOT district offices and
project consultants through a Web site.
"TERS will identify problematic areas early in the planning
process. The advantage of using TERS-generated data on a project is that it
will be faster, provide better collaboration between agencies, and
identify priority areas that need to be avoided," says Jimmy Tyree, a
TxDOT TERS representative.
"The immense scale of I–69 will provide an opportunity to
expand the data sets for the GIS system and fine-tune the TERS approach to
solving new challenges in protecting the environment while efficiently
moving the project ahead," adds Tyree. "TERS is an open-ended system
that is constantly updated and improved. It is an excellent tool for
protecting Texas' important environmental resources while meeting the
demands of large transportation projects."
For more information on the Trans-Texas Corridor, visit www.dot.state.tx.us/ttc/ttc_home.htm.
Florida Protects Key Deer
The Florida Department of Transportation (FDOT) received the
2003 American Association of State Highway and Transportation
Officials' (AASHTO) Center for Environmental Excellence Best Practices in
Environmental Stewardship Project Award for its work to protect
the endangered Key deer, found only in the keys of southern Florida.
About the size of a large dog, Key deer are the
smallest subspecies of white-tailed deer. Bucks range
from 711 to 813 millimeters (28 to 32 inches) at the
shoulder and weigh an average of 36 kilograms (80 pounds).
Does stand only 610 to 711 millimeters (24 to 28 inches)
at the shoulder and average 30 kilograms (65 pounds).
In the 1940s, the Key deer nearly became extinct,
but thanks to the establishment of the National Key
Deer Refuge in 1957 and strict law enforcement, the
population now is stabilized at around 600–700.
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This completed deer guard (with fencing) is located at a side
road that intersects U.S. 1 in the Florida Keys.
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Today, road kills are the Key deer's greatest
threat, accounting for at least half of the annual mortality
rate. In the late 1980s, FDOT implemented speed
reductions, posted deer crossing signs, established a
no-passing zone, and introduced a roadside clear-cutting
maintenance program to remove trees and shrubbery along U.S. 1 in
Big Pine Key where 50 percent of all Key deer road kills occur.
In 1993, however, FDOT recognized the need for a different
approach to reducing Key deer fatalities, a concerted effort that
would involve various stakeholders. During the next 10 years of research
and study, FDOT worked with the U.S. Fish and Wildlife Service,
which manages the National Key Deer Refuge; Florida Game and
Freshwater Fish Commission; the Key Deer Protection Alliance; the public; and
leading authorities on Key deer biology. These agencies and
other stakeholders agreed that the final solution had
to provide for a reduction in highway mortality of
Key deer but allow them to cross U.S. 1 to access
habitat on both sides of the roadway. Improving
driver safety and minimizing other environmental
impacts also were equal considerations for the project.
As a commitment to the U.S. Fish and Wildlife
Service, FDOT agreed to modify components such as the deer guards and
fencing if necessary and to fund post-construction
monitoring research to evaluate use of the crossing system
by Key deer. To conduct the research, Texas A&M
University is using radio-marked collars, global
positioning system (GPS) collars, and infrared-triggered
cameras to provide information on marked deer. The
university researchers collected pre-construction data to
compare with post-construction data on survival,
mortality, movement, and dispersal of Key deer.
A 3.2-kilomer (2-mile) section of U.S. 1 between Mile Markers
(MM) 31 and 33 on Big Pine Key was chosen for a wildlife crossing
system built specifically for the Key deer. The area is undeveloped,
with naturally occurring mangrove wetlands on either side of the
road. The crossing system includes four components:
- Two underpasses were built 1.61 kilometers (1 mile) apart.
They are 7.6 meters (25 feet) wide and 2.4 meters (8 feet) high.
- Fencing was constructed to limit deer access to U.S. 1 and
to direct them toward the underpasses. The 2.4-meter
(8-foot)-high fencing includes clearance from the ground to enable
the endangered Lower Keys marsh rabbit passage.
- A travel corridor was created parallel to the fencing.
Selective trimming of mangrove wetland vegetation along the
fencing channels the deer to the underpasses.
- Deer guards were installed in the roads that intersect or
cross U.S.1. The steel grid decking was specially designed and tested
to discourage the small-hoofed deer from crossing the road at
these openings in the fence.
In the short time since the wildlife crossings were completed
(January 2003), the number of deer killed in this section of highway
has decreased significantly. One fatality occurred in August when a
deer was able to cross a deer guard. However, in previous years, 15 to
20 deer had been killed in this same stretch of road.
Lights have since been installed at the deer guards to further
discourage the deer from crossing. Key deer biologists are watching closely
to see how the project affects movement patternsthat is,
whether some deer shift their movement away from the "safe" crossings
and move to adjacent "unsafe" open areas on U.S. 1.
The Fish and Wildlife Service and FDOT consider the project a
success. "The project restored areas of biological connectivity for Key
deer habitat that had been bisected by U.S. 1 in the 1930s," says
Catherine Owen of FDOT's District VI Environmental Management Office. "It
represents FDOT's dedication to work with the local community,
regulatory agencies, and the Fish and Wildlife Service to implement a plan
that maintains the continuity of vehicular traffic while achieving the
objectives of significantly reducing mortality of the Key deer and providing the
deer safe access to a large portion of their habitat."
The success of the project was due to a combination of
collaboration, best science, and a flexible design process that enabled
critical elements to be modified or refined. Other States have requested
information pertaining to the deer guard design.
Mississippi Preserves a Historic Community
Mississippi Highway 463, also known as Mannsdale Road, begins in
the city of Madison just north of Jackson, the State Capitol. It
extends northwest 13 kilometers (8 miles) to Highway 22. Land use along
the route varies from light commercial to upscale suburban to rural.
The area includes an important historic district with the remains of a
former plantation at Mannsdale. The area's historical value is further
enhanced by the 150-year old Chapel of the Cross place of worship. The
chapel is on the National Register of Historic Places and has potential
for nomination as a National Landmark.
Because of intensive growth in the area, the road needs to be
widened from two to four lanes. The project could affect the Chapel
of the Cross, whose congregation has a 150-year history in this area.
Local residents wished to limit growth in the area to preserve its rich
culture. The Mississippi Department of Transportation (MDOT) is
incorporating the principles of context-sensitive design by developing two
alternatives based on the needs of the public and the community and
MDOT's desire to preserve the area's cultural resources.
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Plans for a widening project on Highway 463
near Mannsdale, MS, will preserve historic buildings
like the Chapel of the Cross, shown here.
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Early in the project's development, MDOT assembled a
citizen's advisory team, including businesses, civic organizations,
neighborhood groups, church congregations, and individual citizens in the
project area. The team was formed to help the project's decisionmakers
understand and address citizen' concerns. The citizen's advisory team
will remain a part of the decisionmaking process throughout the
project's environmental, design, construction, and maintenance phases.
To provide additional traffic capacity without destroying the
character of the community, MDOT recognized that decisions had
to enhance rather than conflict with the area's cultural heritage. The
goal was to design and build the project so it would emphasize and
preserve the area's spirit and history.
A second team, put together by MDOT, includes an
environmental consultant, experts from FHWA and MDOT specializing in
context-sensitive solutions, design engineers,
location engineers, landscape architects, historians, archeologists, civil
rights specialists, public involvement specialists, right-of-way
professionals, and maintenance specialists.
"This team and the citizen's advisory team are moving the
process from impasse to the selection of solutions that will enhance
the history and culture of the area," says Cecil Vick, environmental
team leader of the Mississippi Division of FHWA. "MDOT is not
making decisions based on its perceptions of what would be best for
the community. Rather, it took the time to learn about the
community's values and incorporated those values into decisions about
the project's construction."
Vick adds, "The ongoing process is moving toward a design that
provides optimal traffic capacity while touching lightly on the land.
The new roadway will have a low profile with minimal visual impact.
It will use landscaping, lighting, and architectural features that
blend into the terrain and complement the area's historic
character. Through this process, MDOT should arrive at solutions to
mounting traffic problems that if unchecked would eventually have their
own destructive impact on a culturally rich historic community."
South Carolina Employs Context-Sensitive Solution
The Cooper River Bridge Project in South Carolina is the largest
single transportation project in the State's history. It is also a successful
example of context-sensitive solutions.
This $667 million design/build project will replace the
deficient Grace Memorial and Silas Pearman bridges over the Cooper River.
When completed, the new Cooper River Bridge will connect Charleston
with the town of Mount Pleasant, and it will be the longest
cable-stayed bridge in North America.
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An official and a resident engage in a public
information exchange on the status of the Cooper
River Bridges Replacement Project in South Carolina.
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From start to finish, the public participated in choosing the
bridge type, shape, and lighting. The South Carolina Department of
Transportation (SCDOT) has an onsite community bridge office where members
of the public can ask questions or provide comments about the
bridge. SCDOT also hired community liaisons to assist with community
issues and concerns.
The level of community involvement on this project resulted
in several suggested mitigation and enhancements activities, many
of which have been or will be incorporated into the project including:
- Historic preservationMechanically stabilized earth walls
were added to protect and preserve historic buildings outside
the right-of-way.
- Construction mitigationSequencing was revised to
reduce nighttime work immediately adjacent to communities.
- Affordable housingSCDOT donated many of the homes
within the project alignment (which would otherwise have
been demolished) to the City of Charleston to be moved to other
locations and used as affordable housing.
- Street improvementsThe main street through the
community will be greatly improved in both aesthetics and function.
- Educational and job training programsEducational
programs and academic experiences have been developed that
encourage secondary school students to pursue professions in the
transportation industry. Training programs provide job
readiness skills and on-the-job training.
- Recreational enhancementsA pedestrian and bicycle
group ensured that a walkway is part of the design.
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This house in Charleston, SC, was scheduled for demolition, but here it
is being moved for donation to the city of Charleston to use
for affordable housing.
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In addition, SCDOT is using the philosophy of context-sensitive
design to reduce the potential effects of the bridge's lighting on
loggerhead turtles. After the turtles lay their eggs on the beaches,
the hatchlings find their way to the sea by following the natural light of
the moon or toward what appears to be the brightest light. To reduce
the potential adverse effects of the bridge lighting, SCDOT
implemented a variety of measures:
- Eliminating overhead sign lighting in favor of high-grade
reflective sign sheeting that allows drivers to read the sign information
safely without the need for supplemental lighting
- Eliminating high-mast omnidirectional lighting at the two
interchanges in favor of short-mast directional lighting that
concentrates the light where it is needed
- Reducing lighting system wattage from 1,000 watts to 250 watts
per bulb
- Installing a lighting control system that enables the
aesthetic lighting on the towers and cable system to be turned off at
strategic times
"Not only will the new Cooper River Bridge be a beautiful and
safe structure that everyone had a part in, but it
will also be a model showing how SCDOT and FHWA are
implementing context-sensitive solutions to deliver a
high-quality transportation facility," says
FHWA South Carolina Division Administrator Bob Lee.
Kentucky Incorporates
Environmental Justice
The Commonwealth of Kentucky, through the Kentucky
Transportation Cabinet (KYTC), has developed an
environmental policy that could serve as a benchmark for future
projects and mitigation efforts nationwide. The Newtown Pike
Extension project, located in Lexington, KY, in Fayette County,
is an example of implementing that policy. The project is a new
2.4-kilometer (1.5-mile) boulevard connecting West Main Street
at Newtown Pike and South Limestone Street at Scott Street, plus a
10-hectare (25-acre) neighborhood redevelopment to mitigate
environmental justice impacts.
The Newtown Pike Extension has been part of Lexington's planning
as far back as the late 1930s. Previous attempts were opposed
because they did not adequately address impacts to the communities
along the route. With the completion of the environmental study in
June 2000, the creation of a citizens advisory committee, and an intense
public involvement process, the project began to pick up momentum.
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Eugene Cleckley, director of FHWA's Resource
Center-Atlanta, addresses the importance of the
guiding principles document for Kentucky's Newtown
Pike Extension project.
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A planning consultant created a corridor plan that was
incorporated in the Lexington Fayette Urban County Government
Comprehensive Plan. The corridor plan provided the framework to
address environmental justice issues involved in redevelopment.
As the public involvement process began, the citizens
advisory committee and affected neighborhood residents requested that
the project fund a community liaison employed by the project itself,
not by the county government, KYTC, or FHWA. Dorothy Coleman
was brought on board to be the public's voice for all aspects of the
project. "Her role facilitating communication and building trust has been a key
to the success of the project to date," says Bill Gulick, assistant State
highway engineer in the State Highway Engineer's Office.
With the corridor plan approval in November 2002 and the
draft Environmental Impact Statement (EIS) underway, the cumulative
socioeconomic impacts of construction became clear. The new
road would increase property values, and market forces would pressure
Davis Bottoms, a low-income housing area, to redevelop, forcing the
existing residents out of the downtown area. To keep the community intact,
a complete neighborhood reconstruction is planned for the
10-hectare (25-acre) area, with new streets, utilities, an upgraded park, and
enhanced community services. The project will be partnering with
the U.S. Department of Housing and Urban Development (HUD) to
provide housing opportunities in the reconstructed neighborhood.
This project is one of the first opportunities the KYTC has had
to incorporate road planning and neighborhood
planning in one project. It filled a gap in urban road design
by using Lexington's municipal resources to mitigate
local problems and involved partnering with the
University of Kentucky and FHWA. On August 12, 2002,
former Kentucky Secretary of Transportation James C. Codell
III, University of Kentucky President Lee Todd,
Lexington Mayor Pam Miller, and Jose Sepulveda of
FHWA signed a guiding principles agreement that
neighborhood redevelopment and housing will be top
priorities for the project.
Visit http://transportation.ky.gov/KYTCEP1.HTML to learn more about the policy driving the Newtown Pike
Extension.
These are just a few examples of environmental
leadership in the South. It takes this kind of commitment and leadership to
make changes and to work more closely with partners and the community.
Gary Strasburg is the public affairs specialist for FHWA's Resource
Center-Atlanta (RC-A). In that position since March 2002, he brings
a wealth of experience as a public affairs officer with the Air
Force Reserve. In that capacity, he was able to publicize many Air Force
Reserve activities and looks forward to the opportunity to highlight the
work that is being performed by the RC-A. He can be contacted by e-mail
at gary.strasburg@fhwa.dot.gov or by phone at 404–562–3668.
For more information on the summit or for
contacts on the individual projects, contact Marcus Wilner,
planning and program development manager, FHWA
North Carolina Division Office, at 919–856–4330, Ext. 115,
or marcus.wilner@fhwa.dot.gov.
Other Articles in this issue:
Hyperfix 65/70
Coordinating Incident Response
Erosion Control with Recycled Materials
Glenwood Canyon 12 Years Later
A Tale of Two Canyons
Spotlight on the South
The AIRS Approach to Analyzing Intersection Crashes
Resource Center Goes National