PROJECT XXX-XXX(XX)



PROJECT      

     

P. I. NUMBER      

The proposed      

ENVIRONMENTAL EFFECTS REPORT

GEORGIA DEPARTMENT OF TRANSPORTATION

SUBMITTED PURSUANT TO GEORGIA ENVIRONMENTAL POLICY ACT (GEPA), 1991

___________________________________________

DATE FOR: VANCE C. SMITH, JR.

COMMISSIONER

GEORGIA DEPARTMENT OF TRANSPORTATION

EXECUTIVE SUMMARY

|A. |Georgia Project , County, P.I. No. |

| |1. Type of Facility: |

| |Existing |      |

| |Proposed |      |

| |2. Termini: |      |

| |3. Length: |      miles |

| |4. Right-of-Way: | |

| |Existing - |      |

| |Required - |      |

|B. |Alternatives Considered:(Use only the alternatives considered for your project)       |

| |1. The Build Alternative/Preferred Alternative(type of section)       |

| |2. The No-Build Alternative:       |

| |3. Alternatives to avoid the significant adverse effect:       |

|C. |Environmental Effects |

|GEORGIA AREA/CATEGORY |IS AREA AFFECTED? |HOW SEVERE? |

| |Yes |No |N/A |Minor |Major |

|1.Wetlands | | | | | |

| | | | | | |

|2.Floodplains/River Corridor | | | | | |

| | | | | | |

|3.Water Supply | | | | | |

| | | | | | |

|4.Water Resources | | | | | |

| | | | | | |

|5.Groundwater Recharge Area | | | | | |

| | | | | | |

|6.Storm Water | | | | | |

| | | | | | |

|7.Waste Water | | | | | |

| | | | | | |

|8.Air Quality | | | | | |

| | | | | | |

|9.Solid Wastes | | | | | |

| | | | | | |

|10.Soil Stability/ Erodibility | | | | | |

| | | | | | |

|11.Protected Mountains | | | | | |

| | | | | | |

|12.Endangered Species | | | | | |

| | | | | | |

|13.Critical Habitats | | | | | |

| | | | | | |

|14.Historical | | | | | |

| | | | | | |

|15.Archaeological | | | | | |

| | | | | | |

|16.Parks/Recreation | | | | | |

| | | | | | |

|17.Energy Supplies | | | | | |

| | | | | | |

|18.Beaches | | | | | |

| | | | | | |

|19.Dunes | | | | | |

| | | | | | |

|20.Shoreline | | | | | |

| | | | | | |

|21.Estuary | | | | | |

| | | | | | |

|22.Forest Land | | | | | |

| | | | | | |

|23.Barrier Island | | | | | |

| | | | | | |

|24.Aquatic Life/ Trout Streams | | | | | |

| | | | | | |

|25.Other (This would include farmland, or other resources| | | | | |

|specific to the project area.) | | | | | |

DESCRIPTION OF ALTERNATIVES

The Preferred Alternative

The No-Build Alternative

The No-Build Alternative is also being considered. Under this alternative, the Georgia Department of Transportation (GDOT) would take no action to construct the project.

ENVIRONMENTAL SETTING

This section deals specifically with the general area characteristics. This is not a need and purpose statement for the project or specific detailing of the area (i.e. Do not specify acres of wetlands or floodplain involvement; there is a section for those discussions).

Example:

The proposed Dublin Bypass project lies within an area that is primarily industrial/agricultural with some commercial and residential scatterings.

The southern section of the project, the Fire Tower Road area, is industrial and residential, with an apparent growth trend for industry. Industry in the area centers on kaolin mining, agricultural products, and poultry products.

Cultivated crops in Laurens County include soybeans, corn, peanuts, cotton, and small grain. Dairy products, beef cattle and hogs are also important sources of farm income. Most of the farm products can be marketed locally.

Habitat associated with the proposed project is typically farmland, pasture and forested stream corridors. Upland habitats have been converted to

FIGURE 2

TYPICAL SECTION

farmland and pasture with little, if any, forested stands remaining. Riparian habitat is found along the project corridor and is typically forested. All forested areas appear to be second growth with the exception of trees associated with wetland site number 6, Ford Branch (see IV. Environmental Consequences, 1. Wetlands). This site contains mature pond cypress with little understory vegetation. The site is not old growth but provides a mature forest canopy. Several streams along the project corridor exhibit extensive usage by beaver. Other animal species that may exist in the wetland or forested areas are otter, white-tailed deer, rabbit, fox, quail, gray squirrel, raccoon, and opossum.

The proposed Bypass corridor is in the Big Sandy Creek Water Quality Management Unit (WQMU) of the Oconee River Basin. Drinking water in this WQMU is taken from groundwater provided by deep sedimentary aquifers which provide sources of high quality water under artesian pressure. There are no surface water intakes in the WQMU.

The proposed Bypass would result in transverse crossings of the 100-year floodplains associated with Long Branch, Ford Branch, Strawberry Creek, and Hunger and Hardship Creek.

Geology of the proposed Dublin Bypass area is largely Neogene Undifferentiated including Altamaha Grit, Citronelle Formation, and "Hawthorne Formation," with outcrops of indurated sandstone and claystone. Small areas of Twiggs Clay also exist.

Tifton-Dothan-Fuquay soils dominate the proposed project area. These are well drained soils that have a sandy or loamy surface layer and a loamy subsoil or that have sandy surface and subsurface layers and loamy subsoil.

There are no known energy reserves such as crude oil or natural gas in the project corridor.

No historic resources, archaeological sites, or recreation areas exist within the proposed Bypass rights-of-way.

ENVIRONMENTAL CONSEQUENCES

Under this section explain the “yes” responses from your listing under “Environmental Effects” in the Executive Summary only.. The following is an example of a significant adverse effect to historic resources:

6. Storm Water

Since the existing two lane roadway would be widened to four lanes and a median, the potential for additional water runoff would increase. To accommodate the increase in runoff, design provisions will be made to modify and improve the existing drainage system with no increased potential for flooding adjacent areas.

8. Air Quality

Based on the analysis of similar projects in the area, this project was evaluated for its consistency with state and federal air quality goals. It was determined that implementation of the project would contribute to the improvement of ambient air quality by providing a more free-flowing traffic facility.

This project is in an area where the State Implementation Plan does not contain any transportation control measures. Therefore, the conformity procedures contained in the June 7, 1991 Interim Conformity Guidance do not apply.

10. Soil Stability/Erodibility

The proposed construction would require the grading of areas adjacent to the existing paving and in doing so would increase the potential for soil erosion. Such erosion could result in the pollution of nearby streams and/or sediment washing onto adjacent properties.

Provisions in the construction contract would require the contractor to exercise every reasonable precaution during construction to prevent the pollution of streams in the project vicinity. Where possible, early revegetation of disturbed areas would be accomplished so as to hold soil movement to a minimum. Dumping of chemicals, fuels, lubricants, bitumens, raw sewage, or other harmful wastes into or alongside of streams or impoundments, or natural or manmade channels leading thereto, would be prohibited.

Additional contract provisions would require the use of temporary erosion control measures as shown on the construction plans or as deemed necessary during construction. These temporary measures may include the use of berms, dikes, dams, sediment basins, fiber mats, netting, gravel, mulches, grasses, slope drains, and other erosion control devices or methods, as applicable. These provisions are coordinated with the permanent erosion control features insofar as practical to assure economical, effective, and continuous erosion control throughout the construction and post-construction periods.

14. Historical

The proposed project has been surveyed for historic resources in compliance with the Georgia Environmental Policy Act of 1991. The survey boundary and methodology were based on the GDOT/FHWA Cultural Resource Survey Guidelines.

The Department of Natural Resources' Wayne County survey and the Golden Isles Parkway Survey, conducted by the Georgia Department of Transportation (GDOT) in 1985, for historic resources were consulted to aid in preliminary identification of historic resources. Lists of current and pending National Register and Georgia Register properties were checked and aerial photographs along the length of the proposed project were consulted. In addition, the Altamaha Georgia Southern Regional Development Center and the Wayne County Historical Society were contacted in an effort to identify known historical and archaeological resources. Both of these organizations responded to the early coordination letter. A field survey for historic properties also was conducted along the corridor of the proposed project.

As a result of these efforts, the Odum Historic District was identified within the proposed project's area of potential environmental effect.

A. Description of the Resource

The Odum Historic District is located on both sides of US 341 in the town of Odum and includes both residential and commercial development. Within the project corridor, the district includes seven commercial brick veneer buildings located on the south side of US 341 at Carter Street. This commercial center dates from c. 1900 to c. 1935. Buildings further southeast along US 341 include two bungalows (c. 1935 and c. 1925), two non-historic concrete block commercial buildings, a c. 1906-1915 Georgian house and a c. 1918 Georgian house. The residences date from c. 1900 to the 1930s. The district is historically significant due to its association with the development of Odum as a railroad town and because of its representative examples of residential and commercial architecture. The district includes the commercial center along US 341 as well as residential areas to the north and south (See Figure 3 - Historic Resources Location Map). Roughly, the residential area runs north along Church Street between Fourth Street and North Road. South of US 341, the the residential area is located between Carter Avenue and Tillman Street as far south as Kicklighter Street. The district encompasses approximately 91 acres (27.74 hectares). The commercial center runs along US 341 from Church Street to just east of Tillman Street. This commercial center measures 300 by 110 feet (91.44 by 33.53 meters) and encompasses 0.76 acre (0.31 hectare).

B. Direct Effects to the Resource

The Odum Historic District would be significantly adversely affected by project implementation. In the area of the district, the proposed project would widen the existing two lane facility to four twelve-foot (3.66 meters) travel lanes with a fourteen foot (4.27 meters) flush median.

Project implementation would significantly adversely damage a part of the Odum Historic District. Project implementation would require the acquisition and removal of the district's commercial center, the two 1930's bungalows and one of the non-historic concrete block commercial buildings located on the south side of US 341, resulting in an adverse effect.

Project implementation would significantly adversely alter the character of the setting of the Odum Historic District. The setting within the proposed National Register boundary includes a small commercial center located along the main highway, US 341 and the Southern Railway corridor. Early twentieth residential development occurs to the north and south of the commercial area. The town of Odum has flat terrain. Project implementation would result in the acquisition and removal of the commercial center as well as the two bungalows and one of the non-historic concrete block commercial buildings located on the south side of US 341, significantly adversely altering

FIGURE 3

Historic Resources Location Map

the character of the district's setting. This district would not be isolated from the character of this setting since existing access would be maintained.

Project implementation would significantly adversely alter the visual setting of the Odum Historic District. The overall visual character of the district includes a commercial center fronting the highway and railroad. The removal of this commercial center along with the two bungalows located on the south side of US 341 would significantly adversely alter this visual character.

The remaining non-historic concrete block commercial building and the two Georgian houses would be visually affected by project implementation. However, this effect would not be adverse. The proposed project would construct two additional travel lanes, and a fourteen foot (4.27 meters) flush median with curb and gutter drainage and sidewalks. These building currently face two lanes of pavement and the railroad corridor. The existing edge of pavement would remain the same with the additional pavement placed within an existing grassed area between the highway and the railroad. The addition of pavement and the removal of the greenspace would alter the visual perception of these resources. However, this effect would not be adverse since project implementation would not introduce visual elements out of character with the current setting.

The residences which are located to the north of US 341, opposite the Southern Railway would not be visually affected by project implementation since Main Street which runs parallel to the railroad on that side and the railroad tracks buffer these residences from the project corridor. The side of the residence located closest to the project corridor on the south of US 341 currently is 340 feet (103.63 meters) from the existing edge of pavement. Trees are located between the house and the rear of the commercial center. Following project implementation, this residence would be 305 feet (92.96 meters) from the proposed edge of pavement. The acquisition and removal of the commercial center would not visually open this residence to the US 341 corridor since trees would continue to buffer it.

Project implementation would have no atmospheric effect on the Odum Historic District. The project is consistent with the State Implementation Plan for air quality in the region.

C. Indirect Effects to the Resource

The Wayne County Comprehensive Plan is scheduled for completion in 1994. Currently, however, Odum is not subject to zoning and has not developed a land use plan.

The US 341 corridor is the primary east-west transportation route to the coast serving cities and counties south of I-16 between Macon and Brunswick and is identified in the Governor's Road Improvement Program (GRIP). The GRIP program is intended to provide economic stimulus to depressed areas along transportation corridors and enhance the communication between urban centers. It is consistent with the desires of local officials having jurisdiction. The corridor passing through Odum is characterized by commercial and residential land use, although many of the businesses have been abandoned on US 341 for many years. Project implementation is not anticipated to accelerate the decline of business in Odum and may provide an economic boost to Odum. No indirect effects are anticipated which may jeopardize the residential viability of the dwellings located within the Odum Historic District as a result of project implementation.

D. Alternatives Considered to Avoid a Significant Adverse Effect

1. Construct on New Location South of the Existing Alignment

In an effort to avoid the Odum Historic District, constructing a new roadway south of the district was considered. This alternative would have begun on US 341 approximately 2,000 feet (609.6 meters) southwest of the point that the preferred alternative begins. The roadway would have looped two to three miles (1.2 to 1.86 kilometers) south of the existing alignment, and ended on US 341 near the eastern terminus of the preferred alignment (see Figure 4 - New Location Alternative). The new location alignment would have required approximately 300 feet (91.4 meters) of right-of-way because of topography and required the construction of an 800-foot (243.9 meters) long bridge over Little Satilla Creek near North Road.

The new location alternative would displace approximately 18.9 acres (7.7 hectares) of wetlands and increase the project cost by approximately 2 million dollars. Total project cost with the use of the preferred alternative is 1.6 million dollars. The increase in project cost is due primarily to the proposed bridge structure. An Individual 404 Permit would have been required for construction of this alternative.

The new location alternative would create misdirection and thereby increase the motorists' travel distance. It would be much shorter for the motorists to continue through town to get from one end to the other, so the likelihood that motorists would actually use the new location section are very slim.

If a new location alternative were used, the Odum Historic District would still be significantly adversely affected because preservation of the commercial establishments within the Historic District is unlikely due to their advanced state of deterioration and current and probable continued disuse. Presently, the commercial buildings are structurally deficient, with no plans for renovation. The new location alternative would not prevent the buildings' continued deterioration and their probable demolition for future development.

FIGURE 5

NEW LOCATION ALTERNATIVE

Decreasing the Scope of the Proposed Improvements to Avoid Significantly Adversely Affecting the Odum Historic District

Existing right-of-way along the section of US 341/SR 27 located adjacent to the Odum Historic District is approximately 50 feet (15.2 meters). The preferred alternative consists of four twelve foot (3.6 meters) travel lanes with a fourteen foot (4.27 meters) center turn lane, curb and gutter, and sidewalks (62 feet or 18.9 meters total paving). Construction of this section requires a minimum required right-of-way width of 82 feet (24.9 meters) which, due to the proximity of the railroad on the north side, requires that the alignment shift to the south side and would significantly adversely affect the historic resource.

Decreasing the scope of the project such that it could be confined to the 50 foot (15.2 meters) width of the existing right-of-way and thus avoid a significant adverse affect to the historic resource would require that the number of travel lanes be reduced. Eliminating the two lanes would provide motorists with one travel lane in each direction with a center turn lane. Eliminating two lanes would compromise safety since right turns would slow traffic and increase the potential for rear end collisions. The lack of travel lanes would not provide continuity for projects that are presently being developed east and west of Odum as part of the Economic Developmental Highway System and the Governor's Road Improvement Program. The primary purpose of the Economic Developmental Highway System is to create a continuous, multi-lane corridor that would increase the potential for economic growth in rural south Georgia. If the number of lanes is decreased through Odum, it would slow traffic, compromise safety, and not meet the project need.

Decreasing the scope of the project would eliminate the significant adverse effect to the Odum Historic District which would result from this project. However, an adverse effect would still result as the likelihood that the buildings within the Historic District, which are in poor structural condition, would be restored is minimal. It is more likely that the buildings would continue to deteriorate and most likely be demolished for future commercial development.

3. The No-build Alternative

This alternative is one in which the Georgia Department of Transportation would take no action to construct the proposed project. The no-build alternative would have no physical effects on the Odum Historic District and surrounding areas. However, the existing roadway would remain and the need for providing a multi-lane corridor would not be addressed.

E. Planning to Minimize Harm/Proposed Mitigation

Planning to minimize harm to the extent possible was incorporated into the development of the proposed project. In order to avoid significantly adversely affecting the c. 1918 Georgian house located in the southeast quadrant of US 341/Tillman Street, right-of-way required to implement a five lane section with curb and gutter in this area was reduced to the minimum amount considered safe for the 45 mph speed design. Currently, the existing right-of-way at this residence measures approximately seventy to seventy-five feet (21.34 to 22.86 meters) from the survey centerline across the front of the property. A portion of the house is situated within this right-of-way. Provisions will be made for the existing right-of-way to be reduced to extend approximately sixty feet (18.29 meters) from the centerline along the property frontage, thus avoiding the acquisition of the house. This excess right-of-way will be deeded back to the property owner. In addition, the clear zone for the proposed road in front of this house, set at a minimum of eighteen inches (0.46 meter) from the edge of the pavement, would avoid the acquisition of two large trees located within the property boundary. A stipulation on the plans will ensure that the two trees are not impacted by construction.

The following mitigation measure will be acomplished:

Prior to implementation of the proposed project, the buildings to be acquired and removed within the Odum Historic District will be recorded to Historic American Building Survey (HABS) Standards, creating a permanent record of their existence. The National Park Service (NPS) will be contacted first to determine the level of documentation required. All documentation must be accepted by the NPS prior to project implementation. A copy of the documentation will be provided to the Georgia SHPO.

SHORT-TERM AND LONG-TERM BENEFITS INCLUDING ECONOMIC ADVANTAGES AND DISADVANTAGES

(THIS SECTION WOULD BE THE NEED AND PURPOSE FOR THE PROPOSED PROJECT; ADDRESS THE SAME ISSUES THAT ARE DISCUSSED IN THE EA'S.) AN EXAMPLE FOLLOWS:

The US 341/SR 27 corridor is a major travel thoroughfare serving the southeastern section of Georgia including the coastal areas around Brunswick and its major tourist/recreational areas. US 341 from I-75 to its terminus at Brunswick is part of the Governor's Road Improvement Program (GRIP). The GRIP program is designated to provide multi-lane access to areas of the state not served by the Interstate system and will provide a positive influence on the economic development of these areas. US 341/SR 27 is officially designated as the Golden Isle Parkway and is part of the Economic Developmental Highway System of Georgia.

Current development and growth have generated increases in traffic in the US 341/SR 27 corridor. Improvements are needed to accommodate increasing traffic volumes and to improve safety. Current average daily traffic (ADT) volumes show US 341/SR 27 carrying 5,350 vehicles per day (vpd). By the year 2014, it is projected that this traffic would increase to 9,450 vpd.

This proposed US 341 project will upgrade the existing two-lane section traversing Odum to a five-lane urban section. In the short term, the project would relieve congestion by separating the left turning movements from the through traffic flow and by providing additional through lane flow. In the long term, this improvement will increase the traffic carrying capacity, improve safety and improve the operational characteristics along this section. The upgrading of US 341 would better serve the economic viability of the area.

VALUES OF SHORT-TERM USES OF THE ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT OF LONG-TERM VALUES

The relationship between short-term uses of the environment and maintenance and enhancement of long term values is often one of trade-offs or a balancing of impacts over time.

The short-term gains associated with this project include improved travel times, increased safety, more efficient movement of traffic and the generation of construction-related jobs. The short-term losses associated with the project are related to right-of-way acquisition and construction impacts. There would be a temporary increase in dust and noise levels and a temporary inconvenience to motorists during the construction phase. The long term losses include loss of taxable land, vegetation, AND ANY RESOURCES AS APPLICABLE (SUCH AS HISTORIC RESOURCES). The long-term gains include improved travel times, energy efficiency, and orderly economic growth. EXPLAIN WHAT THE ECONOMIC GROWTH WOULD ENTAIL; IE. SHOPPING CENTERS OR THE POTENTIAL FOR ECONOMIC DEVELOPMENT, ETC.)

VII. COORDINATION AND COMMENTS

During early project development, a number of agencies, including local governments and local planning agencies, were contacted and asked for their comments on the proposed action. Comments from most of these agencies were/were not received. The comment(s) is/are included in Appendix X.

The Georgia Department of Transportation will advertise the availability of this Environmental Effects Report and will offer an opportunity to hold a public hearing [For some GEPA projects a hearing has already been held. If this is the case, state that here and attach the comments in Appendix B. For others, state that an opportunity was offered and based on the lack of response a hearing will not be held]. Any comments concerning this environmental effects report should be addressed to:

|Mr. Glenn Bowman, P.E. |OR |Mr. Vance C. Smith, Jr., |

|State Environmental Administrator | |Commissioner |

|Georgia Department of Transportation | |Georgia Department of Transportation |

|600 West Peachtree Street, NW – 16th Flr | |One Georgia Center, 600 West Peachtree Street, NW |

|Atlanta, Georgia 30308 | |Atlanta, GA 30308 |

After review of comments received during the comment period, an alternative will be selected by the responsible officials. The decision will be advertised in the legal organ of       County and forwarded to the director of the Environmental Protection Division, Department of Natural Resources.

APPENDIX OR APPENDICES

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