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ST9904D-SY090101ENVIRONMENTAL ASSESSMENT DFW CONNECTOR STATE HIGHWAY 114 FROM BUSINESS 114L (NORTHWEST HIGHWAY) TO INTERNATIONAL PARKWAY AND STATE HIGHWAY 121 FROM SH 360 TO FM 2499 TARRANT AND DALLAS COUNTIES, TEXAS csj : 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 - 01- 112,0364 -01 -113, 0364 -01 -115 Prepared by:. US Department of Transportation Federal Highway Administration Texas Division And Texas Department of Transportation Fort Worth District January 2009 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 036401 -115 Table of Contents TABLE OF CONTENTS INTRODUCTION ................................................................................ ............................... 1 I. NEED AND PURPOSE FOR PROPOSED PROJECT ..................................... ..............................3 IL DESCRIPTION OF EXISTING FACILITIES ...................................................... A Existing Facilities ................................................................................................ ..............................5 B . Existing Land Use ............................................................................................. ..............................5 .............................11 Ill. DESCRIPTION OF PROPOSED FACILITIES ................................................. A Proposed Facilities .............................12 ............................................................................................ B . Anticipated Land Use ...................................................................................... .............................12 ............................... 21 IV. ALTERNATIVES INCLUDING PROPOSED ACTION ..................................... A Study Process ................................................................................................. .............................22 B . Alternatives Considered .................................................................................... ............................... 22 .............................23 C Alternatives Evaluation ...................................................................................... .............................24 D . Preferred Alternative ....................................................................................... ............................... 25 V. POTENTIAL ENVIRONMENTAL IMPACTS .................................................... A Social and Economic Issues .............................26 ........................................................................... 1. Economic and Business Impacts ...................................................................... ............................... 26 .............................26 2 . Land Use Changes ........................................................................................... .............................27 3 . Community Cohesion ....................................................................................... .............................28 4 . Environmental Justice ...................................................................................... .............................28 5 . Pedestrian Safety ............................................................................................. .............................35 6 . Mobility and Access Effects ............................................................................ ............................... 36 7 Airway /Highway Clearance ............................................................................ ............................... 36 8. Public Facilities and Services ........................................................................... .............................36 9 . Other Community Impacts .............................................................................. ............................... 37 10 Construction Phase Effects ............................................................................ .............................38 B . Displacements ................................................................................................... .............................39 C Detours .............................................................................................................. .............................41 D. Utility Relocations, Adjustments ........................................................................ .............................41 E . Natural Resources .......................................................................................... ............................... 42 1 . Vegetation ........................................................................................................ .............................42 2 . Wildlife ....................................................................................... ............................... 3. Threatened and Endangered Species ...................... ............... .................. ............................... 48 4 . Migratory Birds ............................................................................................... ............................... 52 5 . Farmland.. ..................................................................................................................................... 52 6. Water Quality F Hazardous Materials ....................................................................................... ............................... 58 G . Air Quality Assessment ..................................................................................... .............................60 H . Noise ......................................................................... ............................... I . Cultural Resources ............................................................................................ .............................69 1 . Archeology ................................. ............................... 2 . Standing Structures .......................................................................................... .............................71 J Section 4(f) Properties .................................................................................... ............................... 72 VI. INDIRECT AND CUMULATIVE IMPACTS ............................................................. A Indirect Impacts .............................72 ................................................................................................. B . Cumulative Impacts ........................................................................................... .............................72 .............................83 VII CONCLUSION .................................................................. ............................... A. Identification & Rationale for the Preferred Alternative ..... ............................... ............................111 ............................111 1 . Proposed Action ............................................................... ............................... ............................111 2. Support Rationale ........................................ ............................... ............................... 111 Environmental Assessment — DFW Connector — January 2009 i CSJ #: 0353 -03 -059, 0353- 03 -079, 0364-01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Table of Contents 3. Summary of Environmental Mitigation and Monitoring Commitments ............ ............................112 4. Recommendation for Alternative Selection and for a FONSI .......................... ............................116 VIII. REFERENCES .................................................................. ............................... ............................117 LIST OF TABLES Table 1.1 2005, 2006 and 2007 Crash Data for DFW Connector ......................... ..............................4 Table 2.1 Description Of Existing Project Facilities ............................................. .............................10 Table 2.2 Land Use In The Cities Of Grapevine And Southlake (2000) .............. .............................11 Table 3.1 Proposed Improvements In The Metropolitan Transportation Plan ..... .............................19 Table 3.2 Population And Employment Growth For The Cities Of Grapevine And Southlake And TarrantCounty, 2000 - 2030 .............................................................. ............................... 21 Table 5.1 Project Area Population and Race /Ethnicity, 2000 ............................ ............................... 29 Table 5.2 Block Level Population and Race /Ethnicity, 2000 ............................. ............................... 30 Table 5.3 Project Area Median Household Income and Poverty Levels ........... ............................... 31 Table 5.4 Limited English Proficiency, 2000 ...................................................... ............................... 34 Table 5.5 Commercial Building Displacements ................................................. ............................... 39 Table 5.6 Potential Parking Displacements ......................................................... .............................40 Table5.7 Vegetation Impacts .............................................................................. .............................46 Table 5.8 Federal and State - Listed Threatened /Endangered Species of ........... .............................48 Table 5.9 Jurisdictional Waters Within the Project Area .................................... ............................... 56 Table 5.10 Best Management Practices ................................................................ .............................57 Table 5.11 Recorded Potential Hazardous Materials Sites in the Study Area .... ............................... 59 Table 5.12 Project Carbon Monoxide Concentrations ........................................... .............................61 Table 5.13 CMP Project Commitments .................................................................. .............................62 Table 5.14 FHWA Noise Abatement Criteria (NAC) ............................................ ............................... 66 Table 5.15 Traffic Noise Levels, L (dBA) ......................................................... ............................... 67 Table 5.16 Year 2030 Predicted Noise Impact Contours ...................................... .............................68 Table 6.1 Impact Evaluation for Notable Features ............................................... .............................78 Table 6.2 Future Toll Road and Managed HOV lane Projects.. ......... ............................................. 82 Table 6.3 Resources Analyzed for Cumulative Effects.. ................................................................... 84 Table 6.4 Resource Study Areas ....................................................................... ............................... 85 Table 6.5 Alternative Growth Scenarios Compared to Historical Growth Model .............................. 99 Table 6.6 2030 Average Loaded Speed ( mph) .................... ............................... ............................103 Table 6.7 Level of Service for the Traffic Study Area ( 2030 ) .............................. ............................103 Table 6.8 Origin- Destination Results .............................................. ............................... .................105 Table 7.1 Summary Comparison of the Build and No -Build Alternatives' Ability to Satisfy Project Objectives............................................................ ............................... ............................112 Table 7.2 Environmental Mitigation and Monitoring Commitments... ............................................. 113 Environmental Assessment- DFW Connector- January 2009 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Table of Contents LIST OF APPENDICES Appendix A Project Location Map Appendix B USGS Topographic Map Appendix C Existing and Proposed Typical Sections Appendix D Environmental Features Human Environment: Plates A — E Natural Environment: Plates F — ) Appendix E Photographs Appendix F Census Tract and Block Group Map Appendix G Public Meetings Appendix H Mobile Source Air Toxic Analysis Appendix I Information Regarding DFW Connector in the 2008 -2011 Transportation Improvement Plan Appendix ] Maps Regarding Indirect and Cumulative Effects of Regional Toll and Managed /HOV System Appendix K Agency Correspondence r+ssessmenr - urw connector - January 2009 ul CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 INTRODUCTION The Federal Highway Administration (FHWA) and Texas Department of Transportation (TxDOT) propose to widen and reconstruct State Highway (SH) 114 and SH 121 in Tarrant and Dallas Counties. The general limits of the proposed improvements are along SH 114 from east of North Kimball Avenue to east of International Parkway and along SH 121 from Hall Johnson Road to FM 2499 (Grapevine Mills Parkway). The project area is located primarily within the cities of Grapevine and Southlake, just north of the Dallas /Fort Worth (DFW) International Airport (see Appendix A Project Location Map). The project would provide transportation improvements along approximately 14.4 miles of SH 114, SH 121 and other interconnected roadways. Proposed improvements focus on the convergence of SH 114 and SH 121 between Main Street and International Parkway, the transportation corridor known locally as "The Funnel." Since 2006, this project has been referred to as the DFW Connector. In addition, roadway facilities proposed for improvement as part of this project include six other interconnected roadways in the project area: FM 1709, SH 26 (Ira E. Woods Avenue), SH 360, International Parkway, IH 635, and FM 2499. These roadways are referred to collectively in this document as the "DFW Connector." The area of proposed transportation improvements is bounded by SH 360 just south of Stone Myers Road, SH 121 at Hall Johnson Road, SH 114 at North Kimball Avenue, International Parkway just south of North Airfield Drive, SH 114 at Freeport Parkway, IH 635 just east of Royal Lane, SH 121 just north of FM 2499 and FM 2499 just south of Gerault Lane. The project is located on the United States Geological Survey (U.S.G.S.) 7.5 Minute Quadrangle Map of Grapevine Texas (Appendix B). The proposed improvements for the DFW Connector include a Managed Express Lanes toll facility, designed to reduce congestion by providing separate, tolled lanes for vehicles traveling along SH 114 between SH 26 on the west and International Parkway on the east. The Managed Express Lanes toll facility - the only project facility that would be tolled - would combine the mobility benefits of express lanes and high occupancy vehicle (HOV) lanes, offering greater flexibility in controlling congestion. They would accommodate both high occupancy vehicles and single occupancy vehicles (SOV) providing opportunities for congestion management through a combination of three variables: hours of operation, auto occupancy, and value /toll pricing. Additional information about the proposed Managed Express Lanes toll facility is provided in Section III. A. Proposed Facilities. The estimated cost for the proposed improvements is $906,989,921, which includes preliminary engineering, construction, construction engineering, indirect costs, contingencies, right -of -way acquisition and utility relocations. TxDOT may procure the Environmental Assessment — DFW Connector — January 2009 1 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 proposed improvements through a Comprehensive Development Agreement (CDA). The CDA Developer may bear some of the cost, which they would recoup through toll revenues. The TxDOT - Fort Worth District, in cooperation with FHWA as the lead federal agency, has undertaken the preparation of this Environmental Assessment (EA) for the proposed 14.4 - mile project. This EA presents the potential social, economic, and environmental impacts for the proposed project. The FHWA has developed federal regulations for highway projects. These regulations, Title 23 of the Code of Federal Regulations, Part 771, provide instructions for assessing environmental impacts specific to federally funded transportation projects. This EA complies with the National Environmental Policy Act and allows the FHWA to determine whether an Environmental Impact Statement (EIS) is necessary. An EIS is required for projects or actions that may significantly affect the quality of the human environment. Examples of projects or actions typically requiring an EIS include (1) any new controlled access freeway; (2) any highway project of four or more lanes on a new location; (3) new construction or extension of fixed guideway systems; or (4) new construction or extension of a separate roadway for buses or high occupancy vehicles (HOVs) not located within an existing highway facility. This EA provides the public and decision makers with adequate and appropriate information regarding the social, economic, and environmental impacts associated with the proposed project. The proposed project includes improvements to SH 114, SH 121, and the project facilities. The improvements involve the addition of main lanes, a Managed Express Lanes toll facility, frontage roads, collector- distributor roadway systems, and direct connector ramps at interchanges. After completion of the project, the DFW Connector would provide more non - tolled main lanes than currently exist. As mentioned earlier, the DFW Connector would include a Managed Express Lanes toll facility. Managed lanes increase freeway efficiency by offering motorists a predictable trip with little congestion. Lane management operations and pricing structure may be adjusted at any time to better serve modal needs. According to the FHWA study Managed Lanes: A Cross - Cutting Study (November 2004), managed lanes are defined as: "A limited number of lanes set aside within an expressway cross - section, where multiple operational strategies are utilized, and actively adjusted as needed, for the purpose of achieving pre- defined performance objectives. Such multiple operational strategies could include flexible pricing, vehicle eligibility, and controlled access." Based on the potential social, economic and environmental impacts identified and presented in this EA, TxDOT does not anticipate that an EIS would be required. Environmental Assessment — DFW Connector — January 2009 2 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 I. NEED AND PURPOSE FOR PROPOSED PROJECT SH 114 and SH 121 in northeast Tarrant County face serious transportation problems. Most immediately, these highway facilities are not able to accommodate current traffic levels, which results in several hours of severe congestion during weekday commute times. These travel delays contribute to lost economic productivity and increased air pollution. Unless the congestion problem is resolved, the effects could become much worse over the coming decades as the area's population and employment grows and travel demand increases. The following points support the need for major transportation improvements to SH 114 and SH 121: ■ The annual cost of congestion in 2007 for the DFW region is $4.2 billion (Mobility 2030: The Metropolitan Transportation Plan, North Central Texas Council of Governments (NCTCOG), 2007). Traffic on SH 114 and SH 121 is heavily congested, with traffic demand exceeding roadway capacity and traffic flow forced or subject to breakdown (Corridor Alternative Analysis Study, HDR, Inc., 2003). The SH 114 /SH 121 Concurrent Route area is a moderate (30 -50 mph) to severe (<30 mph) recurring bottleneck location in both the morning and evening (NCTCOG, 2005). ■ The existing freeway system has deficiencies related to inadequate weaving distances and mixing of local and through traffic that contribute to congestion and safety problems. Traffic weaving needs to be minimized for the highest volume traffic movements to improve mobility and safety. Local traffic that uses the DFW Connector is hindered by the heavy volumes and weaving movements of through traffic. Large volumes of non -daily commuter traffic to and from DFW International Airport and regional pass- through drivers unfamiliar with the highway and ramp access points contribute to congestion problems. ■ The Environmental Protection Agency (EPA) has designated Tarrant County (and eight other counties in north central Texas) as nonattainment for the pollutant ozone. A major contributor to the formation of ozone in the region is vehicle pollution (mobile source) caused by traffic congestion. Even though the amount of pollution produced from vehicles is decreasing over time, traffic congestion is still a major contributor to the ozone problem. ■ Forecast increases in the area's population and employment (see Table 3.2) provide the basis for an estimated 180,000 additional vehicles per day (vpd) by year 2025. The SH 114 /SH 121 Concurrent Route currently has capacity for only about 160,000 vpd (HDR, 2003). Traffic volume on the facility was approximately 170,000 vpd in Environmental Assessment — DFW Connector — January 2009 3 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 2005, and is expected to more than double by 2025, reaching 350,000 vpd (TxDOT Transportation Planning and Programming Division, May, 2006). According to NCTCOG, the DFW region experienced 0.96 fatalities per 100 million vehicle miles traveled (VMT) (Spring 2005 Transportation State of the Region). The rate of fatal accidents appears to be declining even as regional VMT continues to increase. In 2007, progress continued to be made to reduce injuries and fatalities, improve overall system security, and reduce incident - clearance times on freeways and tollways (2007 Transportation State of the Region, NCTCOG). According to the Corridor Alternative Analysis Study, the accident rate on the existing DFW Connector is less than the statewide average freeway accident rate for urban areas. Nevertheless, crash data for the DFW Connector suggest the need to improve traffic safety in the project corridor. During the last four to five years, over 1,000 crashes resulting in 273 injuries and five fatalities occurred on the DFW Connector (Table 1.1). Tablel.1 2005,2006 and 2007 Crash Data for DFW Connector Fatal Incapacitating Non - j Possible Non- Total Roadway j Crashes Crashes Incapacitating Injury Injury Crashes Crashes Crashes Crashes SH 121 south of SH 114 0 1 11 13 15 4 1 E FM 1709 NE Tarrant Co. 0 12 12 40 I 67 — 3 _ —__ _ IH 635 (CS 2374 -07, Dallas)* 1 4 10 11 15 41 IH 635 (CS 2374 -06, 1 3 14 40 40 98 Fort Worth)* i I I FM 2499 0 4 16 23 42 87 SH 360 0 2 6 8 15 32 SH 26 0 0 2 j 5 9 16 SH 114 2 17 94 114 208 436 € SH 121 north of SH 114 1 6 35 47 95 185 — Tota 5 40 200 :, 273 479 1,0 * Includes 2004 crashes. Source: TxDOT - Fort Worth District Office In response to the need for improvements, the purpose of proposed transportation improvements is to improve mobility and access within the rapidly developing DFW Connector. The DFW Connector is proposed to be widened and reconstructed to enhance mobility, improve access and improve operational deficiencies. Proposed improvements for achieving this purpose must address the following objectives: ■ eliminate existing transportation system deficiencies in order to accommodate both local and regional traffic; ■ improve safety; ■ alleviate existing congestion; ■ accommodate future travel demand; Environmental Assessment - DFW Connector- January 2009 4 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 • maintain and enhance accessibility to commercial centers, employment sites and other activity areas; and • avoid, minimize or mitigate any adverse social, economic and environmental effects. II. DESCRIPTION OF EXISTING FACILITIES A. EXISTING FACILITIES All existing rights -of -way for TxDOT roadways within the limits of the DFW Connector purchased after 1970 where purchased under previous TxDOT projects following the requirements of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. No advanced purchases of right -of -way have been obtained for the DFW Connector project. The following section describes each of the DFW Connector and provides details regarding operational deficiencies. Table 2.1 provides a summary description of these existing project facilities, including the length of each segment. The DFW Connector segment descriptions have been broken into four segments, A -D, for descriptive purposes (see Appendix A Project Location Map). SEGMENT A SH 114 (North Kimball Avenue to William D. Tate Avenue): This segment of SH 114 is located on the west side of the study area and borders portions of the cities of Grapevine and Southlake and includes two -to -three main lanes in each direction along with two frontage road lanes in each direction. The existing facility in this segment includes system interchanges at North Kimball Avenue, BU 114 (Northwest Highway), FM 1709, SH 26 and William D. Tate Avenue. The existing interchange at SH 26 includes a half - clover leaf interchange and a railroad grade separation over the Cotton Belt rail line. Operational deficiencies in this segment of SH 114 include the following: ■ The existing frontage roads, which intersect SH 26 at grade, are discontinuous and are severed by the existing Cotton Belt rail line, creating operational and circulation limitations. • The current travel patterns at the FM 1709 crossover result in a high number of turning movements during peak periods and result in frequent backups on the frontage road and the westbound SH 114 exit ramp to FM 1709. • The existing connection from eastbound SH 114 to southbound SH 121 and from northbound SH 121 to westbound SH 114 requires traffic to use the segment of William D. Tate Avenue from SH 114 to Mustang Drive. This results in traffic congestion along William D. Tate Avenue and the frontage road signalized Environmental Assessment — DFW Connector— January 2009 5 CSJ #: 0353- 03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 intersections with SH 114. This connection is also the route for emergency access to Baylor Regional Medical Center and access to SH 26. FM 1709 (Nolan Drive to SH 114): This segment of the study area includes an arterial roadway with three lanes in each direction and a continuous left -turn lane. This arterial roadway serves to provide access to and from SH 114 and the area businesses and neighborhoods. This segment of FM 1709 includes an intersection with Gateway Drive /Commerce Street and an overpass over SH 114 that connects to Wall Street and Park Boulevard on the east side of SH 114. Operational deficiencies in this segment of FM 1709 include the following: ■ Due to the fact that this segment of FM 1709 provides a key access point to and from SH 114, the existing intersection with the eastbound SH 114 frontage road as well as the five -leg intersection - Wall Street, Park Boulevard, the SH 114 westbound frontage road and FM 1709 - experiences significant operational problems during peak periods. These operational issues also include traffic backing up along the SH 114 westbound frontage road to the westbound SH 114 exit ramp to Wall Street /FM 1709, which also provides access to Park Boulevard. • Northwest Highway (BU 114), located approximately one - quarter mile to the north, intersects FM 1709 at Gateway Drive. This contributes to congestion at the intersection. SH 26/ Ira E. Woods Avenue (0.6 miles south of SH 114 to 0.3 miles north of SH 114): The existing SH 26 segment provides two lanes in each direction. This segment of SH 26 parallels the Cotton Belt rail line and provides access to many businesses in this area. The Baylor Regional Medical Center is located just west of Ira E. Woods Avenue, north of SH 114. This segment of SH 26 includes intersections with South Kimball Avenue, Earnest Dean Parkway, the eastbound and westbound SH 114 cloverleaf ramps and the SH 114 eastbound and westbound frontage roads. Operational deficiencies in this segment include the following: • The SH 26 intersections with SH 114 frontage roads are becoming increasingly congested due to increased traffic related to new land development along SH 26. Three signalized intersections within one - quarter mile - eastbound SH 114 frontage road cloverleaf, westbound SH 114 frontage road cloverleaf, and Earnest Dean Parkway - contribute to congestion along SH 26 /Ira E. Woods Avenue. SEGMENT B SH 114 /SH 121 Concurrent Route (SH 114 /SH 121 just west of Main Street to International Parkway): This portion of the proposed project is the convergence of five freeway facilities into one corridor. These freeway facilities include SH 121, IH 635, SH 114, SH 360 and International Parkway. This portion designated as SH 114 and SH 121, consists Environmental Assessment — DFW Connector — January 2009 6 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 of four main lanes in each direction and two frontage road lanes in each direction between Main Street and Texan Trail. This portion includes system interchanges at Main Street and Texan Trail. Operational deficiencies associated with this segment of the project include the following: • The convergence of five major highways causes the DFW Connector to operate as one super- interchange. The collection and distribution of traffic among the highways and local roads constrains the ability of the freeways to carry through- trips. ■ On the east, two southbound lanes on SH 121 and three westbound lanes on SH 114 merge into four westbound lanes. Through traffic on southbound SH 121 enters on the right side and exits on the left; westbound SH 114 through traffic enters the left side and exits to the right. This existing configuration forces through traffic to change lanes (or "weave ") over a distance of 2.5 miles. Southbound traffic on SH 121 that wants to continue on southbound SH 121 must weave a minimum of two lanes. Westbound traffic on SH 114 must weave across a minimum of two lanes to exit Texan Trail; and a minimum of one lane to exit Main Street. Traffic weaving and lane imbalance exacerbate the situation and add to congestion and accidents. Mixing of local and regional traffic also contributes to congestion problems, as local traffic that uses this portion is hindered by the heavy volumes and weaving movements of regional traffic. On the west end, near Main Street, SH 114 merges with SH 121 from the right side and ultimately diverges from SH 121 on the left side at the east end. Two northbound SH 121 lanes merge with two eastbound SH 114 lanes to form four eastbound lanes. Through traffic on northbound SH 121 that wants to continue on northbound SH 121 must weave a minimum of two lanes. Traffic from northbound SH 121 that wants to exit Texan Trail must weave a minimum of two lanes crossing eastbound SH 114 traffic. SH 114 (International Parkway to approximately one mile east): This segment of the project includes the extreme eastern end of the project area and currently utilizes four main lanes in the eastbound direction and three main lanes in the westbound direction with no frontage roads and a system interchange with Freeport Parkway. SEGMENT C SH 121 (IH 635 to just north of FM 2499): This segment of SH 121 includes a connection from westbound IH 635 to northbound SH 121 as well as direct connectors from northbound SH 121 to northbound FM 2499, from southbound FM 2499 to southbound SH 121, and a direct connector from northbound SH 26 to northbound SH 121. This segment utilizes two - to -three main lanes in each direction and includes system interchanges at Bass Pro Drive and Sandy Lake Road /Grapevine Mills Boulevard. This segment of SH 121 is the northernmost portion of the project and ties to improvements along SH 121 being Environmental Assessment— DFW Connector— January 2009 7 CSJ #: 0353 - 03-059, 0353- 03 -079, 0364 -01 -072, 0364-01 -112, 0364 -01 -113, 0364 -01 -115 developed by TxDOT in the Dallas District. Operational deficiencies in this segment of SH 121 include the following: • The close proximity of IH 635 and the FM 2499 interchange results in weaving issues on both northbound and southbound SH 121. • While not in the limits of this study, Sandy Lake Road and Freeport Parkway are currently at -grade signalized intersections. This transition from freeway facility to arterial facility results in traffic congestion along SH 121. FHWA and the TxDOT - Dallas District are widening SH 121 north of FM 2499 to a ten -lane freeway plus six frontage road lanes and creating grade- separated interchanges at Sandy Lake Road/ Grapevine Mills Boulevard and Freeport Parkway. FM 2499 (SH 121 to just south of Gerault Lane): The existing FM 2499 segment of the project provides three lanes in each direction with a divided, raised median. The southern end of this segment includes direct connector ramps that connect southbound FM 2499 to southbound SH 121 and northbound SH 121 to northbound FM 2499. The existing arterial roadway includes intersections at Stars and Stripes Way and Grapevine Mills Boulevard and connects to the southbound SH 121 frontage road and to southbound SH 26. Operational deficiencies in this segment of FM 2499 include the following: ■ Traffic congestion exists at the intersection of Stars and Stripes Way and Grapevine Mills Boulevard due to the traffic generated by Grapevine Mills Mall and other local businesses adjacent to the roadways. • The close proximity of the Stars and Stripes Way intersection to the direct connector ramps to /from SH 121 creates an abrupt transition from a freeway to an arterial roadway and the stop condition at Stars and Stripes Way. IH 635 (SH 121 to 0.5 miles east of Royal Lane): This is the easternmost terminus of the project and currently utilizes three main lanes in each direction and no frontage roads. This segment has one system interchange with Royal Lane and a railroad overpass with the Cotton Belt rail line. SH 121 (SH 114 to IH 635): This segment of SH 121 serves not only to provide access to /from the east and west but also serves to access the main entrance into DFW International Airport. This segment of SH 121 currently utilizes two -to -five main lanes in each direction with no frontage roads. There are no system interchanges within this segment; however, one railroad grade separation exists over the existing Cotton Belt rail line. The north end of this segment includes the fully directional interchange with IH 635 and the southern end of this segment includes the fully directional interchange with SH 114. Operational deficiencies in this segment of SH 121 include the following: Environmental Assessment — DFW Connector — January 2009 a CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 ■ This segment of SH 121 has a significant weaving issue. Southbound SH 121 traffic destined for the SH 114/SH 121 segment to the west must weave a minimum of two lanes to the right, crossing traffic from IH 635 and Bass Pro Drive entrance ramps. Traveling northbound to IH 635, SH 121 traffic must weave a minimum one lane to the right, crossing traffic from DFW International Airport and westbound SH 114 entrance ramps to exit to eastbound IH 635. Likewise, because there is significant traffic from westbound SH 114 to northbound SH 121, traffic from westbound SH 114 must merge one lane to the left and weave a minimum of two lanes to the left to continue northbound on SH 121 crossing traffic weaving to the right from SH 121 exiting to IH 635. These major weaves result in severe congestion in this segment. International Parkway (North Airfield Drive to SH 114): International Parkway serves as the north entrance into DFW International Airport and currently utilizes three main lanes in each direction. This section also includes auxiliary lanes from direct connectors and ramps. North Airfield Drive is the only system interchange within this segment. There is no direct access from southbound International Parkway to North Airfield Drive. Operational deficiencies in this segment of International Parkway include the following: ■ The close proximity of the north DFW International Airport toll booths and North Airfield Drive to the SH 114 /SH 121 fully directional interchange creates operational issues associated with weaving traffic. • Westbound SH 114 traffic to the southbound International Parkway frontage road must weave across a minimum of four lanes of traffic, within a distance of only approximately 1,000 feet. • Southbound SH 121 traffic to the southbound International Parkway frontage road must weave a minimum of two lanes across traffic going from eastbound SH 114 to southbound International Parkway and traffic from IH 635 to southbound International Parkway. SEGMENT D SH 121 (Hall Johnson Road to Mustang Drive): This segment of the project currently utilizes two -to -five main lanes in each direction and two frontage road lanes in each direction. This section includes system interchanges at Hall Johnson Road, Stone Myers Parkway and Mustang Road. In addition, the SH 121 /SH 360 interchange in this segment provides directional connections from northbound SH 360 to northbound SH 121 and from southbound SH 121 to southbound SH 360. An existing flyover ramp to William D. Tate Avenue facilitates the northbound SH 121 to westbound SH 114 movement discussed previously. Operational deficiencies in this segment of SH 121 include the following: ■ The close proximity of the SH 360 interchange to the SH 114 interchange results in weaving and bottleneck issues associated with existing lane drops. The current Environmental Assessment — DFW Connector — January 2009 9 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 configuration of SH 121 and SH 360 requires traffic from northbound SH 360 that wants to continue northbound on SH 121 to weave a minimum of two lanes. ■ As with the SH 114 section, the use of William D. Tate Avenue as the main connection from northbound SH 121 to westbound SH 114 and from eastbound SH 114 to southbound SH 121 results in traffic congestion along William D. Tate Avenue, because traffic must travel through a minimum of two signalized intersections. The current configuration of SH 121 and SH 360 requires traffic from northbound SH 121 that wants to exit William D. Tate to weave a minimum of one lane; traffic from northbound SH 121 that wants to exit Main Street must weave a minimum of two lanes. SH 360 (Stone Myers Parkway to SH 121): This is near the southernmost terminus of the project and includes two main lanes in each direction and frontage roads with two lanes in each direction. The SH 360 main lanes were recently constructed. This segment of SH 360 includes a system interchange at Stone Myers Parkway. A summary of the existing project facilities is provided in Table 2.1. Environmental Assessment- DFW Connector- January 2009 10 - Ta ble Description Of • Project Facilities j Approx. Right -of -Way Facility Functional Limits Length Existing # of Lanes Width Class Miles Usual • 2 -3 main lanes in each direction SH 114 Freeway North Kimball Avenue to 1 ' 3 2 frontage road lanes in each 350' - 580' William D. Tate Avenue ! 3 I direction (discontinuous at Cotton Belt rail line FM 1709 Arterial i Nolan Drive to SH 114 0.6 3 lanes in each direction 130' SH 26 (Ira i 0.6 miles south of SH E. Woods ? Arterial 114 to 0.3 miles north of 0.9 2 lanes in each direction 115' - 125' Avenue ) SH 114 SH 114 /SH SH 114 /SH 121 just west • 4 main lanes in each direction 121 Freeway of Main Street to 2.3 2 frontage road lanes in each 440' - 475' Concurrent ! i l International Parkway direction (discontinuous east of Route Texan Trail International Parkway to 3 -4 main lanes in each direction SH 114 Freeway approximately 1.0 mile 1.0 ? 290' - 440' i east SH 121 ; Freeway IH 635 to 1 1.4 3 main lanes in each direction 295' - 807' Just north of F 2499 -- - -- - -- - - FM 2499 - - - -- -- ... Arterial -� --- ._.._.._.._... -- - - - - -- ? SH 121 to just - ._._.._......_ ..... _ .......... 1.1 . - - -- - - - -- - - - - -- ; • 3 lanes in each direction ? 160' j 3 south of G Lane IH 635 ` Freeway SH 121 to 0.5 miles .9 «• 3 main lanes in each direction 600' - 700' _ ! ea of Royal Lane 1 21 Freewa '!— SH 1 to I 635 1.2 T• 2 -5 main lanes in ea ch direct 417' - 421' _S_H International Freeway North Airfield Drive to 0'6 3 main lanes each direction 670' Parkway i SH 114 + auxiliary lanes I Hall Johnson Road to 2-5 main lanes in each direction SH 121 Freeway 2.0 2 frontage road lanes in each 500' - 1,225' Mustang Drive direction SH 360 Freeway i Stone Myers Parkway to ? 0'6 2 main lanes in each direction 480' - 520' SH 121 2 frontage lanes in each direction Environmental Assessment- DFW Connector- January 2009 10 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 B. EXISTING LAND USE Land uses within the Cities of Grapevine and Southlake for the year 2000 are shown in Table 2.2. About 14% of the land area of Grapevine was devoted to residential use and only about seven percent to industrial /commercial /institutional uses. A substantial portion of Grapevine (over 40 %) consists of "infrastructure," a category that includes roads, airports and railroads. The residential character of Southlake was even more pronounced, with residential land uses accounting for 41% of the city's land area. Ta • U se I Land Use Th e W es O G rapev i ne Grapevine A nd S ou thl a k e l i Acres in City Southlake Total Acres - 23,020 14,377 — -- - - -- _ _ Single Family I i - — 2,824 5,810 Multi - Family 244 1 Industrial j 634 36 Commercial �— Institutional 653 380 634 438 ---------------------- Infrastructure* i 9,364 1,487 Parks and Flood Plain 2,389 481 Water 2,493 175 Under Construction 134 296 — - Vacant 3,819 — 4,923 Percent Vacant 16.6% 34.2% Source: North Central texas Council or Uovernments [UUa Lana use tnven[ory. *Includes DFW International Airport Land. The DFW Connector serve local area traffic related to employment, retail and commercial activities, as well as regional through - traffic. Employment in the project area is concentrated at DFW International Airport and the commercial and industrial complexes that surround it. In addition to DFW International Airport, major nearby trip generators within the project area include Grapevine Mills Mall, Bass Pro Shops Outdoor World, Gaylord Texan Resort & Convention Center, Baylor Regional Medical Center, and Texas Motor Speedway. In addition, the City of Dallas central business district (CBD), the City of Fort Worth CBD, the Las Colinas business district as well as other area cities add to the generation and distribution of traffic within the study area. Most of the land abutting the DFW Connector is devoted to commercial, retail and industrial uses and is appropriately zoned by the Cities of Grapevine and Southlake. In Grapevine, these properties are zoned as community commercial, highway commercial, planned industrial development, planned commercial development, light industrial, business park and professional office. For the small portion of the westernmost project area that is within the City of Southlake, land abutting the DFW Connector is also predominantly commercial. Environmental Assessment - DFW Connector - January 2009 11 CSJ #. 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Southlake zoning for these properties includes general commercial, generalized and detailed site plan (mixed -use), office district, light industrial and heavy industrial. Relatively large tracts of vacant land owned by DFW International Airport are situated to the north, south, east and west of the DFW Connector. Properties zoned for single and multi - family residential abut the DFW Connector within the City of Grapevine at the southwest end of the project and at the northwest corner of FM 2499 and Grapevine Mills Boulevard. A wetland mitigation area owned by the DFW Airport and deed restricted to the USACE is located at the southeast corner of the intersection of SH 121 and Bethel Road. There are two churches adjacent to the DFW Connector: Memorial Baptist Church, located to the west of SH 121 just north of Stone Myers Road, and Fellowship Church, located just east of the intersection of SH 121 and FM 2499. Other community facilities in the immediate project area include: Baylor Regional Medical Center, at the northwest corner of the SH 114 and Ira E. Woods Avenue intersection; Charter Grapevine Behavioral Health System Hospital, south of the SH 121/ SH 114 merger on the west side of the road; The Atria, an assisted living and Alzheimer's care facility located at the northeast corner of SH 121 and Hall Johnson Road; and a KinderCare Learning Center located on FM 1709 (E. Southlake Boulevard) just west of SH 114. See Appendix D, Plates A through E. III. DESCRIPTION OF PROPOSED FACILITIES A. PROPOSED FACILITIES The DFW Connector is proposed to be reconstructed. Each segment of the project would be upgraded to enhance mobility, improve access or improve an operational deficiency. The proposed improvements address the weaving problems identified in the previous section. The following section discusses each segment of the proposed freeway facilities and key arterials within the study area. The drawings in Appendix C, Existing and Proposed Typical Sections, provide additional information about the existing and proposed roadway facilities. The improvements would require vertical and horizontal alignment changes to accommodate interchange enhancements and roadway widening. Approximately 192 acres of additional right -of -way would be required to accommodate the proposed improvements. The following paragraphs identify important features of the proposed improvements. The DFW Connector project descriptions have been broken into four segments, A -D, for descriptive purposes (see Appendix A Project Location Map). SEGMENT A SH 114 (North Kimball Avenue to William D. Tate Avenue): The proposed improvements to this portion of the project typically include four lanes in each direction. The lanes in this Environmental Assessment— DFW Connector— January 2009 12 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 segment vary from two to six lanes in each direction, due to transitions with the managed express lanes and auxiliary lanes. This segment of SH 114 includes the proposed eastbound SH 114 ingress and westbound SH 114 egress of the managed lane toll facility located just east of FM 1709. One major improvement in this segment includes the addition of arterial connectors at FM 1709 and at SH 26. The FM 1709 flyover provides direct access from the SH 114 westbound frontage road to westbound FM 1709. The SH 26 connectors are depressed and provide direct access from westbound SH 114 to southbound SH 26 and from northbound SH 26 to eastbound SH 114, thereby alleviating congestion at the SH 26 intersections with SH 114 frontage roads, and with Earnest Dean Parkway. Also included in this segment is the extension of the frontage roads at SH 26 over the Cotton Belt rail line, eliminating the discontinuous frontage roads in this area. Furthermore, the proposed improvements in this segment include the addition of direct connectors /collector distributors from eastbound SH 114 to southbound SH 121 /SH 360 and from northbound SH 121/SH 360 to westbound SH 114. These connectors would alleviate the congestion along William D. Tate Avenue and provide better access to the Baylor Regional Medical Center. Frontage roads are comprised of two to five lanes in each direction. SH 114 (At William D. Tate Avenue): The proposed configuration of SH 114 in this segment includes three main lanes in each direction due to transitions with the managed express lanes and auxiliary lanes. This location also includes two managed express lanes in each direction. U -turns would be provided at the frontage roads. FM 1709 (Nolan Drive to SH 114): This segment of the proposed project includes the reconstruction of FM 1709. This reconstruction provides three to four westbound lanes and two to three eastbound lanes east of Nolan Drive; additional turn lanes are also needed. The continuous left -turn lane on FM 1709 would be eliminated from Nolan Drive to the SH 114 westbound frontage road. In addition, the flyover ramp from the SH 114 westbound frontage road would be grade- separated over Gateway Drive /Commerce Street and the eastbound SH 114 frontage road, and would tie to the FM 1709 westbound lanes just west of Gateway Drive /Commerce Street. FM 1709 would be re- aligned to tie to BU 114 (Northwest Highway). The five -leg signalized intersection at Wall Street, Park Boulevard, the westbound SH 114 frontage road and FM 1709 would be eliminated. SH 26/ Ira E. Woods Avenue (0.6 miles south of SH 114 to 0.3 miles north of SH 114): This segment of the proposed project includes the reconstruction of SH 26 to include two to three lanes in each direction tying back to existing SH 26 north and south of the proposed SH 26 interchange with SH 114. In addition, this segment includes depressed connector ramps, providing direct access for northbound SH 26 to eastbound SH 114, and westbound SH 114 to southbound SH 26. SEGMENT B SH 114 /SH 121 Concurrent Route: (SH 114 /SH 121 just west of Main Street to International Parkway): The proposed improvements typically include six main lanes Environmental Assessment - DFW Connector - January 2009 13 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 eastbound and seven main lanes westbound including auxiliary lanes and the addition of two managed express lanes in each direction. In addition, three -to -six frontage road lanes in each direction are proposed, including the addition of a frontage road on the north side of SH 114 /SH 121 east of Texan Trail. The frontage roads would also feature U -turns at Main Street and Texan Trail. This portion would also contain a toll gantry for the managed express lanes, to be located just east of Texan Trail. In order to improve mobility within this portion, several ramps would be shifted or eliminated. Most notable are the elimination of the eastbound SH 114 entrance ramp from Texan Trail and the relocation of the westbound exit ramp to Texan Trail to the east. In addition, the westbound SH 114 entrance from Texan Trail would be eliminated in order to avoid a weave with the westbound SH 114 and southbound SH 121 diverge to the west. An additional exit ramp from northbound International Parkway to the westbound SH 114 / southbound SH 121 direct connector would be included in the design in order to provide access to Texan Trail from DFW International Airport. The proposed interchange with International Parkway provides a fully directional interchange and eliminates the lower speed cloverleaf ramps. The SH 114 /SH 121 /International Parkway interchange north of DFW International Airport would be completely reconstructed. The existing low -speed clover leaf ramps (SH 121 southbound to SH 114 eastbound and International Parkway northbound to SH 114 westbound) would be replaced by higher speed direct connectors, allowing motorists to maintain higher travel speeds on all connections. In addition, a proposed collector - distributor system would provide access between IH 635 and SH 114 along SH 121. This upgrade improves mobility by minimizing traffic weaving. Once these improvements have been made, through traffic on westbound SH 114 would enter on the right at the east end and exit to the right on the west end. Through traffic on eastbound SH 114 would enter on the right side at the west end and exit to the right at the east end. Northbound SH 121 through traffic would enter on the left side at the west end and exit to the left at the east end. Likewise, through traffic on southbound SH 121 would enter on the left at the east end and exit to the left at the west end. The reconfiguration of the main lanes would eliminate the need for SH 121 through traffic to weave across SH 114 traffic. Managed Express Lanes Toll Facility: The proposed design for the DFW Connector, includes a Managed Express Lanes toll facility, which would reduce congestion by providing separate lanes for vehicles traveling along SH 114 between SH 26 on the west to International Parkway on the east. The Managed Express Lanes toll facility would be separated from the general purpose main lanes by concrete barriers, with ingress and egress available at two locations: just east of SH 26 on SH 114 and just east of International Parkway. These lanes provide flexibility to adjust to different levels of traffic congestion by accommodating both HOV and SOV and providing opportunities for congestion management through a combination of three variables: hours of operation, auto occupancy, and value / toll pricing. The proposed Managed Express Lanes toll facility combines the mobility benefits of express lanes and high occupancy vehicle lanes, offering Environmental Assessment — DFW Connector — January 2009 14 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 greater flexibility in controlling traffic congestion. Although the Managed Express Lanes would be tolled, no tollbooths would be necessary as the facility would employ electronic toll collection. The Managed Express Lanes toll facility typically includes two lanes in each direction. An additional lane in each direction for approximately one -half mile just west of International Parkway is provided for HOV users to declare themselves as HOV users to receive a discount during peak periods (i.e., 'crush hour "). The proposed facility provides for 13 non - tolled main lanes on either side of the Managed Express Lanes, an increase of five non - tolled lanes over what is currently provided. The Managed Express Lanes toll facility is designed for regional trips providing the most reliable, time - saving commute and additional capacity in the corridor. Drivers using this facility can anticipate traffic to flow at a minimum of 50 mph. Drivers can expect to pay more for the Managed Express Lane service during peak travel times. The weekday peak period is currently defined as 6:30 a.m. to 9:00 a.m. and 3:00 p.m. to 6:30. When demand is high, such as during peak commute times, the toll rate will be established to maintain a minimum average corridor speed of 50 mile per hour. Transit vehicles will not be charged a toll. HOV vehicles of two or more occupants will receive a 50% discount during the peak period. A fixed -fee schedule will be applied during the first six months of operation; dynamic pricing will be applied thereafter. The toll rate will be set up to $0.75 /mile during the fixed - schedule phase. The established rate will be evaluated and adjusted, if warranted, with Regional Transportation Council (RTC) approval. The actual toll rates for the Managed Express Lanes for the DFW Connector have not been established. Motorists would not have to pay a toll to drive the SH 114 /SH 121 Concurrent Route. They may choose between the non - tolled main lanes or the tolled Managed Express Lanes. At its widest point, this portion would include six eastbound non -toll lanes and seven westbound non -toll lanes with an auxiliary non -toll lane. This segment also includes two tolled managed express lanes with one additional auxiliary lane in each direction. The managed express lanes toll facility would be located between the eastbound and westbound general purpose lanes on SH 114, and would be expected to offer motorists a less congested, higher speed alternative to the non - tolled main lanes along SH 114. Within this one -half mile stretch, wide shoulders have been provided for monitoring and enforcement. According to the NCTCOG, the Metropolitan Planning Organization for the Dallas /Fort Worth region, the primary purpose of managed lanes is to provide additional capacity in the corridor, provide reliability and efficiency to relieve congestion, generate revenue to provide funding for the managed facility, and generate some revenue to operate and maintain the facility over time (April 2006). While the DFW Connector project is not expected to generate enough revenue to construct, operate and maintain the managed express lane toll facility, the revenues generated by the Managed Express Lanes would provide a means to offset some of the operational and maintenance costs. TxDOT TxTag@ stickers, the North Texas Tollway Authority (NTTA) Toll Tag@ (Dallas area), and the Harris County Toll Road Authority (HCTRA) EZ TAG@ (Houston area) would be Environmental Assessment - DFW Connector - January 2009 15 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 accepted on the SH 114 /SH 121 Concurrent Route Managed Express Lanes toll facility. Toll charges could be automatically deducted from a prepaid credit account or would be mailed as a monthly statement to the driver if the video billing method is utilized. If the driver has a TxTag@ or other toll transponder account, the tolls would automatically be deducted from the account when the facility is used. The account would be a prepay account which means the driver must maintain sufficient funds in his /her account to cover incurred toll charges, such as for accounts currently in use for existing toll roads in Texas. Not maintaining a prepaid account would impact any user, including low- income users, because the cost of paying the accumulated toll charges without an account would represent a higher toll rate than toll charges affiliated with a prepaid account. Through a system known as video billing, it would still be possible to drive the SH 114 /SH 121 Concurrent Route Managed Express Lanes without an electronic toll transponder or prepaid user account. The user's license plate would be recorded and matched to the State's vehicle registration file, and a monthly bill would be mailed to the registered owner of the vehicle for the accumulated toll charges. The toll rates for drivers without a toll transponder would include an additional percentage toll rate premium plus an incidental administrative fee commensurate with the costs related to processing the vehicle registration information. The actual amounts of the toll rate premium and administrative fee have not yet been determined. Information on the North Texas Tollway Authority (NTTA) web page (www.ntta.org) states that customers with toll tags save up to approximately 40% compared to customers who pay cash. Cash payment options are available for each payment method. For those who choose to maintain a prepaid "cash user" account, an initial deposit of $25 would be required for the toll transponder as well as a $40 payment to establish the account. This automatic deposit is required of "credit user" accounts. The "cash user" deposit can be refunded without interest if the user returns the transponder in good condition or if the "cash user" account is converted into a "credit user" account. The prepaid "cash user" account would require the driver to maintain sufficient funds in his /her account to cover incurred toll charges. Toll rates would be the same as "credit user" account toll rates. When passing through a toll lane equipped with a traffic signal, a yellow light on the traffic signal indicates that the account balance is at or below $10. A red light indicates that the account balance is $0. Payment at one of the ToIITago locations must be made before the account reaches $0 to avoid the incurrence of toll violations. Only those users who maintain automatic and manual pay prepaid accounts would benefit from reduced toll rates compared to the video billing policy. The toll rates for drivers without a toll transponder would include an additional percentage premium plus a processing fee. Toll rates are generally one -third more for drivers who do not have an electronic toll transponder to offset the costs related to processing the license plate information associated with video billing. Although certain toll transponder account holders are required to pay up -front fees or deposits for toll transponders ($9.65 fee per transponder for TxTag@ accounts and $25 deposit for ToIITag® "cash users" accounts), the Environmental Assessment— DFW Connector— January 2009 16 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 toll transponder account holders would benefit from lower toll rates compared to the total toll rates associated with video billing. In other words, the up -front fees associated with toll transponders may be offset through time when considering the premium and processing fees affiliated with the video billing method of payment. SH 114 (International Parkway to approximately one mile east): The proposed improvements in this segment of the project include the proposed westbound SH 114 ingress and the eastbound SH 114 egress on the east end of the managed express lane toll facility. In addition, this segment provides for the ultimate connection to the proposed main lanes and HOV /managed lanes along SH 114 in Dallas County (under development by the TxDOT - Dallas District). SEGMENT C SH 121 (SH 114 to just north of FM 2499): This segment of the proposed project typically includes eight-to -ten main lanes total. The lanes in this segment vary from three to seven northbound and three to six southbound, due to transitions with the direct connectors, collector distributors and auxiliary lanes. This portion includes two -to -three frontage road lanes in each direction north of IH 635; only three frontage road lanes continue southbound along SH 121, south of IH 635. There is no northbound frontage road from SH 114 to IH 635 along SH 121. In addition, due to the close spacing of the SH 121 interchanges with SH 114, IH 635, and FM 2499, collector- distributor systems would be used to provide good mobility through the corridor and eliminate an undesirable weaving condition. The proposed collector- distributors typically include seven -to -nine lanes. The lanes in this segment vary from three -to -four northbound lanes and two -to -six southbound lanes, including auxiliary lanes due to transitions with direct connectors. All of the existing access in this segment would be maintained; however, several ramps would be shifted in order to improve mobility. This segment also ties to improvements being made to the north of the proposed project that provide grade separations at Sandy Lake Road and Freeport Parkway (TxDOT- Dallas District project). FM 2499 (SH 121 to south of Gerault Lane): This segment of the proposed project includes the upgrading of FM 2499 from an arterial roadway to a freeway facility. This freeway facility includes two depressed main lanes in each direction and two -to -three frontage road lanes in each direction before transitioning back to existing FM 2499 six lane arterial south of Gerault Lane. This segment of FM 2499 includes the addition of system interchanges at Stars and Stripes Way and Grapevine Mills Boulevard. IH 635 (SH 121 to 0.5 miles east of Royal Lane): The proposed improvements to IH 635 in this segment of the project typically include four -to -five main lanes in each direction. In this segment, the project varies from three -to -six westbound and three -to -five eastbound main lanes transitioning to the existing three lanes. The improvements in this segment of the project serve to transition from the SH 121 /IH 635 interchange to the existing IH 635 section to the east. This segment of the project includes the grade separation over the Environmental Assessment - DFW Connector- January 2009 17 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Cotton Belt rail line and maintains the existing access to Royal Lane. There are no existing or proposed frontage roads within this section. International Parkway (South of North Airfield Drive to SH 114): The proposed improvements to this segment include three main lanes in each direction with auxiliary lanes transitioning into the proposed SH 114 /SH 121 and International Parkway interchange. This segment of International Parkway serves as the transition from the existing International Parkway to the south and the proposed SH 114 interchange to the north. In addition, the northbound -to- eastbound direct connector includes accommodations for the connection to SH 114 main lanes and the proposed HOV /managed lanes. Traffic from westbound SH 114 to the southbound International Parkway frontage road only has to weave one lane with the new interchange configuration. Traffic on the southbound collector distributor into DFW International Airport (International Parkway) has a separate ramp from it to the southbound International Parkway frontage road. This removes weaving traffic on southbound International Parkway within the close proximity of the existing toll booths that originates from southbound SH 121 and IH 635. South of North Airfield Drive connections were relocated to maintain similar access between internal airport circulation roads and International Parkway that exist today. SEGMENT D SH 121 (Hall Johnson Road to Mustang Drive): This segment of SH 121 includes three main lanes with auxiliary lanes in each direction along with two -to -three frontage road lanes in each direction. In addition, collector- distributor facilities are proposed in order to reduce weaving while maintaining good mobility on the freeway facility. These collector - distributor facilities include four northbound lanes and three southbound lanes, between the SH 121 / SH 360 interchange and the SH 114 / SH 121 interchange. Ramps in this segment would be shifted but all access would remain virtually the same from the existing condition. These improvements would remove the westbound weaving problem and would provide direct connection access between SH 121/SH 360 and SH 114. U -turn access would be provided at the north side of Stone Myers Parkway. SH 360 (South of Stone Myers Parkway to SH 121): The proposed improvements in this segment of the project include three main lanes in each direction transitioning to the existing two lanes in each direction. There are no proposed improvements to the existing frontage roads within this section. This segment of SH 360 ties to the existing freeway facility to the south and to the proposed SH 121 main lanes and collector- distributor system to the north. All local access in this segment would remain unchanged. The direct connection from northbound SH 360 to northbound SH 121 would be reconstructed. Direct access is being provided from northbound SH 360 to westbound SH 114 through the northbound collector- distributor system. Along SH 121 the direct connection from southbound SH 121 to southbound SH 360 would also be reconstructed. Environmental Assessment— DFW Connector— January 2009 18 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Collector- Distributor Roads Collector- distributor (C /D) roads are one -way roads parallel to the main traffic lanes providing access to or from more than one ramp. The C/D road collects traffic from on- ramps or the main lanes, and distributes traffic to off -ramps or back to the main lanes. This minimizes the number of interactions with through traffic, which can increase capacity and safety on the main lanes of the freeway. A C/D road may be short (serving two adjacent interchanges, or a single cloverleaf), or may extend for miles in congested or complicated areas. Collector- distributor roads are located within segments C & D of the proposed project. Collector- distributor roadway systems are proposed to serve local access connections as well as freeway -to- freeway connections along SH 121 between International Parkway (Spur 97), IH 635 and FM 2499, and along SH 121 between SH 360 and SH 114. In addition, SH 121 interchanges with IH 635 and FM 2499 would be reconstructed to enhance local access near the Grapevine Mills Mall. These improvements increase main lane capacity, provide for a better connection between SH 26 and FM 2499, and minimize weaving on the SH 121 main lanes. The C/D roads would not be tolled. They are proposed to reduce mainlane weaving between interchanges. The proposed improvements are included in Mobility 2030: The Metropolitan Transportation Plan (MTP) and the 2008 -2011 Transportation Improvement Program (TIP). (See Appendix I for TIP information). Mobility 2030 was approved by the Regional Transportation Council (RTC), the transportation policy body for the North Central Texas Council of Governments (NCTCOG), in January 2007; the 2008 -2011 TIP was approved by the RTC on April 12, 2007. The U.S. Department of Transportation (USDOT) found the MTP and TIP to conform to the State Implementation Plan (SIP) on June 12, 2007. The proposed project is also found in the 2008 -2011 State TIP (STIP) which was approved by FHWA and the Federal Transit Administration on October 31, 2007; February-March 2008 quarterly revisions were approved on July 7, 2008. Table 3.1 shows the incorporation of various elements of the proposed improvements (locally preferred alternative) into the MTP, along with the cost estimate for each element. Environmental Assessment - DFW Connector - January 2009 19 . • • t • - t • ► • • • ire "10,11 Location MTP Locally Preferred Segment MTP Cost CSJ [Segment] Alternative ID # 8 main lanes + auxiliary Lanes 8 main lanes SH 114 from SH 121 (West) FT1 1424 NB -WB and EB -SB direct NB -WB and EB -SB direct $229.9 0353 -03 -059 to Kimball Ave FR1 1424 connectors added HM18190 connectors added million j 0353 -03 -079 0364 -01 -112 IAI 2 -5 frontage lanes each 2 -5 frontage lanes each direction direction Environmental Assessment - DFW Connector - January 2009 19 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01-113,0364-01-115 Managed lanes extend trom West College Street in Grapevine to the Dallas County Line along SH 114. Source: Mobility 2030: The Metropolitan Transportation Plan, NCTCOG, 2007. In addition to the proposed project, the MTP includes several transportation facility improvements within the proposed project area. These include: ■ Future regional and future light rail. ■ North Crosstown Corridor Study for rail along the full Cotton Belt Corridor, from Parker Road in Plano to DFW International Airport; and rail along the Cotton Belt Corridor from DFW International Airport with an eastern transition to light rail along the LB3 Freeway at an Addison Intermodal Center. ■ Bicycle- Pedestrian Transportation District. Within all rail corridors, all existing and planned stations are bicycle and pedestrian districts. ■ Recommended Veloweb route, which is a bicycle- oriented trail system. Environmental Assessment – DFW Connector– January 2009 20 : see :• r e r� r r r r e r MTP Location Segment Locally Preferred MTP i Cost CSJ [Segment] Alternative - -- - ID # Y- - -- - - -- ---- FT1 1425 - - - - -- --------------= - - - - -- -- - ... - -- -- - - -- ----- ._.._... -- - - - - -- -- - - - FR1 1425 13 main lanes i SH 114 from HM1 8190 13 main lanes + auxiliary lanes International Pkwy to SH t From 2 +2 managed HOV lanes* 2 +2 managed HOV lanes* Cost included 0353 -03 -059 j 0353-03-079 121 (West) i Daiias 3-6 frontage lanes each above. 0364-01-113 [B] i District 3 -6 frontage lanes each direction ! FT1 1430 direction HMI 8 450 F I FM 2499 from 4/6 main lanes ii I t South of i 4/6 main lanes $26.8 ': Gerault Lane FT1 2720 2-3 frontage lanes each million 0364 -01 -072 to SH 121 2 -3 frontage lanes each direction direction [C] 4 FT1 1345 8/10 main lanes — [ SH 121 from FT1 1347 8/10 main lanes + auxiliary lanes IH 635 to Tarr nt/Dallas 7 lanes C -D 7 lanes C -D 0364-01- County Line F�Tl 1507 I FRl 1505 i million 0_364-01- 115 [C] FRl 1507 2 -3 frontage lanes each direction 2 -3 frontage lanes each direction I 8/10 main lanes + auxiliary lanes 10 main lanes SH 121 from SH 114 to IH FT1 1715 9 lanes C -D $177 2 j 0353 -03 -059 0353 -03 -079 635 9 lanes C -D ( million 0364 -01 -113 [C] 3 SB frontage lanes only ' 3 SB fronta a lanes only[ SH 121 from FT1 1510 6 main lanes + auxiliary lanes 6 main lanes ! l [ SH 114 to SH i I FT1 1515 FRl 1510 ' 7 lanes C -D 7 lanes C -D $187.9 1 0364 -01 -112 360 FRI 1515 s million j [D] FT1 1440 3 frontage lanes each direction g 3 frontage lanes each I �..... __...... _ direction i I Managed lanes extend trom West College Street in Grapevine to the Dallas County Line along SH 114. Source: Mobility 2030: The Metropolitan Transportation Plan, NCTCOG, 2007. In addition to the proposed project, the MTP includes several transportation facility improvements within the proposed project area. These include: ■ Future regional and future light rail. ■ North Crosstown Corridor Study for rail along the full Cotton Belt Corridor, from Parker Road in Plano to DFW International Airport; and rail along the Cotton Belt Corridor from DFW International Airport with an eastern transition to light rail along the LB3 Freeway at an Addison Intermodal Center. ■ Bicycle- Pedestrian Transportation District. Within all rail corridors, all existing and planned stations are bicycle and pedestrian districts. ■ Recommended Veloweb route, which is a bicycle- oriented trail system. Environmental Assessment – DFW Connector– January 2009 20 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 ■ Dynamic Message Sign at the SH 121/SH 360 interchange area as part of Goods Movement Corridors Technology Deployment. ■ Mobility Assistant Patrols, Communication Systems and Advanced Traffic Management as part of Intelligent Transportation Systems. B. ANTICIPATED LAND USE The Cities of Grapevine and Southlake are projected to experience moderate population and substantial employment growth between 2000 and 2030 (Table 3.2). Employment for the City of Southlake alone is projected to triple during this time period. The projections for the two cities combined amount to over 17,000 new residents and nearly 56,000 new employees by year 2030. One effect of this growth will be an increase in residential and commercial land use densities within the two cities. Table 3.2 Population And Employment Growth For The Cities Of Grapevine And 11 Southlake And Tarrant County, 000 - 2030 2000 2030 1 Percentage 2000 2030 Percentage Area Population Population Increase Employment Em to ment Increase City of 41,909* 49,484: 18 % 49,565 85,475 72% Grapevine City of 21,532* 31,433 { 46 % 6,125 26,094 326 Sou thlake Tarrant County 1,435,186* 2,291,723 60% _ 864,360 1,388,247 I 61 % Metropolitan I Planning 4,989,750 ° 8,503,146 70% 3,148,572 ° 5,256,667 67% Area Bounda Source: North Central Texas Z030 Demographic forecast. All projections Dasea on tuuu city Dounaanes. *NCTCOG estimate adjusted from 2000 Census count. Does not include group quarters. According to Jerry Hodge with the City of Grapevine, the city has experienced extensive growth in commercial development and is now mostly developed. Additional land development is expected in the area north of Grapevine Mills Mall (personal communication, 2008). According to the City of Grapevine 2007 Economic Update: "Grapevine remains one of the most dynamic communities in the Dallas /Fort Worth region. Grapevine's population increased 67% from 29,202 in 1990 to 48,744 in 2006. Grapevine's rapidly growing population is attributed to several factors, including the city's proximity to developing employment centers, high quality housing in well planned subdivisions and a school district ranking high in academic achievement. Grapevine's commercial and industrial success is reflected in its current estimated daytime population of 131,893. This estimate is projected to increase to 135,888 by 2009. Grapevine continued to experience explosive growth in development in 2006. The total for the major categories of Commercial, Industrial, Multi - Family and Single - Family was $248,645,014 million. An additional $9,270,657 was permitted for church and government uses. Of these major categories, commercial Environmental Assessment - DFW Connector - January 2009 21 CSJ #: 0353-03-059, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 construction was approximately 73% of the total with industrial accounting for 4 0 /0, multi- family totaling 15% and single - family accounting for 8 %." DFW International Airport has been studying the possibility of developing vacant land that it owns north of the SH 114 /SH 121 Concurrent Route (south of SH 26, east of Texan Trail), but to date no plans have been approved or funded. The proposed improvements would accommodate future access to this DFW International Airport property by allowing multiple new access points along the SH 121 southbound frontage road, from south of Bass Pro Drive to Texan Trail. IV. ALTERNATIVES INCLUDING PROPOSED ACTION A. STUDY PROCESS The Study Team for this project, which consisted of TxDOT staff and consultants, considered a wide array of transportation alternatives for addressing the project's purpose. The Corridor Alternative Analysis Study report (HDR, Inc., 2003) identified a broad range of reasonable alternatives for meeting project objectives. The Team utilized a screening process for determining which alternatives would be discarded and which would be further evaluated and developed in more detail. The study was open to the public to ensure that the evaluation process reflected the community's needs and interests. Throughout the alternatives analysis process, the Study Team met with a Technical Advisory Committee (TAC) established specifically for the project. The TAC was formed in September, 1996 to represent various local and regional stakeholder and public interests and to help facilitate public input within the region's communities. The TAC consisted of representatives from the following organizations and communities: FHWA, TxDOT, City of Colleyville, City of Coppell, City of Euless, Town of Flower Mound, City of Grapevine, City of Irving, City of Keller, City of Lewisville, City of Southlake, Dallas Area Rapid Transit, Fort Worth Transportation Authority, DFW International Airport, and NCTCOG. The Study Team worked with the TAC to define transportation problems, consider potential solutions, and determine the best method for accomplishing the project's purpose and objectives. In addition to the TAC meetings, six public meetings were held to provide information and solicit additional public input. Information about the public meeting dates, locations, notices provided, and number of attendees is provided in Appendix G, Public Meetings. At the final public meeting on February 23, 2006 at the Grapevine Convention Center, verbal statements of support for the proposed project were presented on behalf of the City of Grapevine, Town of Westlake, Metroport Cities Fellowship, Grapevine Mills (Mail), Baylor Regional Medical Center, City of Colleyville, and City of Coppell. A written statement of support for the project was also submitted by the City of Southlake. Environmental Assessment— DFW Connector— January 2009 22 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 B. ALTERNATIVES CONSIDERED Each stand -alone alternative assumed that all other planned transportation facilities and programs within the Dallas -Fort Worth region - except for the Build Alternative - would become operational. Projects listed in the MTP were included in the background transportation network for each alternative. No -Build Alternative - This alternative represents the case in which the proposed project is not constructed. No improvements to the DFW Connector other than normal pavement and structure maintenance and repair would occur. The No -Build Alternative is carried forward through this Environmental Assessment as a baseline for comparison against the Build Alternative. Transportation Systems Management (TSM) - These strategies are relatively low -cost enhancements to the existing transportation network that can greatly improve operational efficiency. TSM strategies include freeway bottleneck removal, widening of arterials, intersection improvements, traffic signal improvements, signage improvements, traffic management systems and other enhancements that make it easier for traffic to flow through the transportation network. These include a variety of Intelligent Transportation System (ITS) improvements such as communication systems, mobility assistant patrols, and advanced traffic management. Transportation Demand Management (TDM) - Demand management is aimed at reducing the volume of vehicles on the transportation network. TDM strategies include carpooling and ridesharing to combine person -trips into fewer vehicle- trips. This group of improvements also includes bicycle and pedestrian facility improvements. Demand management has the potential to greatly increase the efficiency of existing transportation facilities. Transit Alternatives Circulation Bus Service - This strategy considered bus service that would link people and jobs within the City of Grapevine. Buses would utilize existing roadways within the corridor for local service. Express Bus Service - This service focused on trips originating within the project area and major destinations both inside and outside the project area. Buses would utilize existing roadways within the corridor. Commuter Rail Service - The Commuter Rail option called for accommodating commute trips by providing new passenger rail service on the Cotton Belt rail line. Commuter rail service on the Cotton Belt rail line, which is owned by Dallas Area Rapid Transit (DART), was included in the MTP to reduce roadway trips and encourage regional non - roadway travel alternatives. Environmental Assessment — DFW Connector — January 2009 23 CSJ #: 0353-03-059, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Build Alternatives • General Purpose Lanes - This alternative would add two general - purpose lanes in each direction in the median of the existing SH 114 /SH 121 section of freeway from the International Parkway to SH 114/SH 121 split on the west end of the project. • HOV Lanes - Two HOV options were considered: adding HOV lanes to the median of the existing SH 114 /SH 121 corridor from SH 114 near SH 26 to SH 114 near Freeport Parkway and from SH 121 near SH 360. Both options would add one general - purpose lane in each direction to the common SH 114/SH 121 freeway segment. ■ Express Managed Lanes Facility within the Existing Corridor - Under this alternative, the SH 114 /SH 121 Concurrent Route would provide six eastbound and seven westbound general purpose freeway lanes and two managed lanes in each direction throughout the day. The lanes of the managed facility would serve through travel on SH 114. The frontage roads would be reconstructed from two to three lanes. Improvements to interconnecting transportation facilities, such as SH 360, FM 1709, International Parkway, IH 635, and FM 2499, would also be made. Additional focus on the Build Alternatives considered the possibility of a new location facility, and how best to address more specific design and operational issues, including route continuity, lane balance, interchange and ramp design, collector- distributor roads, by -pass frontage roads, managed facility, utility considerations, compatibility with light rail and commuter rail, constructability, system connections, interchanges, ramp spacing and weaving. Attention was also given to balancing the need for HOV lanes, additional general purpose lanes, and reversible managed lanes. C. ALTERNATIVES EVALUATION The Corridor Alternative Analysis Study report provides detailed assessments of all alternatives considered. Alternatives were eliminated from further consideration if they were found to have adverse environmental impacts, were not able to meet the project purpose, or encountered opposition through TAC meetings and the public involvement process. Neither the No- Build, TSM, TDM nor Transit Alternatives were able to meet the purpose of the project. None of these low -to- moderate investment options as discussed in the Corridor Alternative Analysis Study - as stand alone actions - would be able to fully address project objectives. These alternatives did not eliminate existing transportation system deficiencies, did not attract enough trips to alleviate existing congestion, and were not able to adequately accommodate future travel demand. Selection of one of these alternatives Environmental Assessment — DFW Connector— January 2009 24 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 would have resulted in gradually diminishing accessibility and adverse social, economic and environmental effects. New location facilities were eliminated from further consideration because they would divide the City of Grapevine and DFW International Airport property, requiring approximately forty to sixty displacements and other adverse social, economic and environmental impacts. These options were inconsistent with local plans and were opposed by the TAC and at public meetings. Although the General Purpose Lane Alternative allowed for operational flexibility, it did not fully resolve the weaving problems. The HOV Lane Alternative accommodated future travel demand, but it too was unable to solve the adverse weaving conditions. D. PREFERRED ALTERNATIVE After considering the alternatives and refining the design, the Study Team reached consensus on a preferred option, concluding that the Managed Express Lanes toil facility within the existing corridor would be the best solution to the corridor's transportation needs and would best meet the purpose of the project. The Build Alternative - Managed Express Lanes toll facility within the existing corridor - is the Proposed Action. The following points explain why: • The managed express lanes toll facility would be utilized by vehicles making through trips on SH 114, thereby separating this heavy traffic movement from the SH 121, SH 360, International Parkway, IH 635 and local street mix. Based on the NCTCOG link analysis, approximately 45% of the traffic on SH 114 desires to simply travel through the SH 114 /SH 121 Concurrent Route and remain on SH 114. The managed express toll facility will allow this express movement through the corridor by separating these trips from vehicles currently weaving across numerous lanes to maneuver between SH 121 to SH 114. Congestion levels would dramatically decrease at local intersections and for the through movements of both SH 114 and SH 121. • The managed express lane toll facility provides flexibility to accommodate additional through - traffic flow during peak commuter times in the appropriate direction, allowing commuters to bypass the general - purpose lanes. Lane management operations can be adjusted to any changes in regional transportation goals and policies. • Improved freeway interchanges, freeway ramps, and local street intersections with frontage roads throughout the corridor - all of which are included in the Proposed Action - would help to improve regional mobility and air quality by lessening congestion levels and increasing total average vehicle speeds. Motorists would benefit by both the large -scale and small -scale improvements proposed throughout Environmental Assessment — DFW Connector — January 2009 25 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 the corridor. Local intersecting streets would benefit from design and signalization enhancements. Travel time for motorists driving from northbound SH 121 to westbound SH 114 and vice -versa in the western part of the corridor would dramatically decrease. Currently, to get from northbound SH 121 or SH 360 to westbound SH 114 motorists must travel through the William D. Tate Avenue - Mustang Drive intersection and the SH 114 - William D. Tate Avenue interchange. The Proposed Action provides direct connections between SH 121 or SH 360 and SH 114 in this location. ■ The proposed improvements represent an innovative system to efficiently collect and distribute traffic among several major highways. The new corridor would allow five converging highways (SH 114, SH 121, SH 360, IH 635 and International Parkway) to interconnect while allowing traffic to flow smoothly. ■ The Proposed Action would complement other planned transportation facilities and programs in the Dallas -Fort Worth region. The Proposed Action is included in the NCTCOG's Mobility 2030 MTP, and as such, is part of a conforming air quality plan. Other planned transportation projects within the project corridor include bus and rail transit, TSM and TDM improvements. V. POTENTIAL ENVIRONMENTAL IMPACTS A. SOCIAL AND ECONOMIC ISSUES 1. Economic and Business Impacts No -Build Alternative The No -Build Alternative would increase traffic congestion causing travel delay costs, which would be borne by roadway users and businesses that are dependent on corridor roadways for employment and commerce activities. This, in turn, may affect regional and community growth. Build Alternative The proposed improvements would contribute positively to the on -going economic development of this corridor by maintaining and enhancing access to commercial centers, employment sites and other activity areas that abut the DFW Connector and associated cross streets. The proposed improvements, which are partially in response to the travel demand represented by the area's anticipated population and employment growth (see Table 3.2), would help to meet the transportation needs of gradually increasing employment levels along the corridor. Construction of the proposed project would also have a short-term positive impact on the local construction sector. Environmental Assessment— DFW Connector— January 2009 26 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 The proposed improvements would displace 16 businesses (see Section B. Displacements and Appendix D, Environmental Features) and remove a portion of surface parking lots at approximately 22 others. These businesses would be eligible for compensation during the right -of -way acquisition process. Access to properties that are adjacent to the existing right -of -way would be modified by the proposed improvements near ramps and cross streets. Access to businesses along the corridor would be maintained during construction. The project would not alter business visibility to traffic- oriented businesses. The types of businesses that would be displaced by the project are fairly common within the project area. They include fast -food restaurants, a gas station, convenience store, retail stores, small offices, a motel, and an automotive service shop. Most appear to be relatively small employers; exact employment figures for these businesses are not available, but none are among the area's major employers (Demographic Data for Grapevine, Major Employers, NCTCOG). The effect of these displacements on the area's overall property tax base is anticipated to be minimal, as most of the displaced businesses would be able to relocate within Grapevine or nearby (Hodge, personal communication, 2008). New access would be provided to property owned by DFW International Airport where the proposed design would allow street and driveway connections to and from the SH 121 southbound frontage road, between Bass Pro Drive and Texan Trail. Opportunities for businesses to locate in this area would be available if and when DFW International Airport decides to develop this property. Generally speaking, where roadway improvements occur, the value of commercial property can be enhanced (ten Siethoff and Kockelman, 2002). An increase in property valuations could potentially boost property tax revenues of local taxing jurisdictions. While businesses along the corridor may experience higher property taxes, these would presumably be offset by enhanced business opportunities resulting from the proposed transportation improvements. 2. Land Use Changes No -Build Alternative The No -Build Alternative would not require any land to be converted to transportation right - of -way. Build Alternative The Proposed Action would convert approximately 192 acres of primarily undeveloped land to transportation right -of -way. Most of the additional right -of -way is located northwest of the interchange with SH 114 and International Parkway on property owned by DFW International Airport. Additional right -of -way would be needed at other locations, resulting in 16 business displacements and the loss of surface parking spaces. Other changes in land use have been occurring along the DFW Connector as part of a continuing commercial development trend within the cities of Grapevine and Southlake. Environmental Assessment — DFW Connector — January 2009 27 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 New development could occur on property owned by DFW International Airport. The proposed design allows for access from the SH 121 southbound frontage road, from Bass Pro Drive to Texan Trail. Although not yet approved nor funded, new development could include retail, office and industrial uses (DFW Commercial Land Use Plan, 2007). Land uses adjacent to the DFW Connector would remain primarily commercial. (See Section III.B. Anticipated Land Use.) Greater land use densities may be possible with the improved transportation facilities, but would be subject to local zoning regulations. The project is consistent with local land use plans and zoning. 3. Community Cohesion No -Build Alternative Implementation of the No -Build Alternative would not separate or isolate any distinct neighborhoods, ethnic groups or other specific groups. Build Alternative Within the limits of the proposed improvements, SH 114 and SH 121 currently exist as at- grade freeways with grade- separated interchanges surrounded primarily by commercial land uses and vacant tracts of land (DFW International Airport). FM 1709, SH 26 and FM 2499 exist as at -grade major arterial roadways within the project limits, and their adjacent land uses are also primarily commercial. The proposed improvements would not affect, separate, or isolate any distinct neighborhoods, ethnic groups, or other specific groups. 4. Environmental Justice The Civil Rights Restoration Act of 1987 and Executive Order 12898 (February 1994) entitled "Federal Actions to Address Environmental Justice in Minority Populations and Low Income Populations" mandates that federal agencies identify and address, as appropriate, disproportionately high and adverse human health or environmental effects of the programs on minority and low- income populations. A minority population is defined as a group of people and /or a community consists of persons classified by the U.S. Bureau of the Census as Black /African- American, Asian or Pacific Islander, American Indian, Eskimo, other non- white persons, or persons of Hispanic origin. The U.S. Census Bureau uses a poverty threshold to determine the poverty level. Every year, the U.S. Department of Health and Human Services calculates a poverty guideline to determine financial eligibility for certain programs. In 2008, the U.S. Department of Health and Human Services Federal Poverty Guideline is $21,200 for a family of four. Low- income persons can be defined as those whose median household incomes are below the U.S. Census Bureau Poverty Threshold; low- income communities can be defined as those whose poverty rates exceed the poverty rates of a geographically appropriate reference area. Environmental Assessment— DFW Connector— January 2009 28 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 No -Build Alternative Implementation of the No -Build Alternative would not have disproportionately high and adverse human health or environmental effects on minority populations and low- income populations. Build Alternative Minority Communities 2000 U.S. Census Bureau data were examined at the block -group level to determine the presence of minority groups within the project area. A map of the census geography is provided in Appendix F. Table 5.1 shows the population, race and ethnicity of project area block groups along with that of Tarrant County, Dallas County, and the cities of Grapevine and Southlake. Eighteen percent of the project area block group population was comprised of minority persons, the same as Grapevine (18 %), but greater than Southlake (8 %). The project area block group minority population percentage was much less than Dallas County (58 %) and Tarrant County (38 %). Block Group 1 in Tract 141.12 (in Dallas County) had the highest percentage of minority persons (42 %). However, census blocks within this block group that are adjacent to the project had no population. *Other includes American Indian and Alas Ka Native, Native nawaiian ana utner vaaric isianuer, some ucner name, and Population of Two or More Races. Source: U.S. Census Bureau, Census 2000, SF1, P4. Environmental Assessment - DFW Connector - January 2009 29 Table 6.1 Project Area Population and Race/Ethnicity, 2000 Hispanic Black or African Asian Total Percent Census Block Total White or ;Other* Minority Minority Tract Group Population Alone Latino American ' Alone population Population - 68 141.12 1 740 1 429 1 42 i 80 21 31 42% 141.24 _ 2 0 0 0 0 0 0 0 0% 14 1.26 4 60 55 4 1 0 I 0 5 8 1136.20 1 3,631 j 2,911 359 144 147 70 720 20% 1137. 1 2,879 2,331 32 6 101 45 76 548 19% 1137.05 1 750 592 124 13 1 20 158 21% 11 3_7 . 05 1 1,238 -- 77 -- 35 i 11 33 ---- ---� -- - 156 -- -- 11% - - - - -- 1137.05 _3 4- - 1,463 922 332 155 18 36 541 37% 113 7.06 1 1,9 1,664 73 60 113 28 2 14% 1137.07 2 1,118 1,017 60 13 17 11 101 9% 1 2 5,070 j 4,410 81 152 91 66 0_ 13% - 1139.07 1 1,425 j 1, - 336 57 8 3 8 ~^ 12 115 8% Total Project Area Block 20,468 16,879 1,816 753 622 398 3,589 18% Groups Grapevi 42,059 34,42 4,860 952 1,062 760 76 18% - Southlake 21,5 1 789 296 3 85 260 1,730 8% Dallas County 2, 218,899 983,317 662,729 _ 445, ~ 87,495 39,642 1,235,582 56% Ta rrant County - 1,446,219 - _895,253 285,290 182,713 52, 057 - _30_906 - 550,966 - 38% *Other includes American Indian and Alas Ka Native, Native nawaiian ana utner vaaric isianuer, some ucner name, and Population of Two or More Races. Source: U.S. Census Bureau, Census 2000, SF1, P4. Environmental Assessment - DFW Connector - January 2009 29 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 To more precisely determine the presence of minority groups and the potential for adverse effects, census data were also examined at the block level for blocks located adjacent to the DFW Connector. None of the Dallas County blocks had anyone living in them according to the 2000 Census, and only 18 of the Tarrant County blocks had people living in them. In the 18 Tarrant County blocks, approximately 84 percent of the population was White, seven percent was Hispanic, two percent was Black, and six percent was distributed among other races. The population and racial /ethnicity data for the 18 blocks is provided in Table 5.2. * Includes American Indian and Alaska Native, Asian, Native Hawaiian and Other Pacific Islander, Some Other Race, and Population of Two or More Races. Source: U.S. Census Bureau, Census 2000, SF1, P4. The Council on Environmental Quality (CEQ) Environmental Justice Guidance under NEPA states: "Minority populations should be identified where either: (a) the minority population of the affected area exceeds 50 percent or (b) the minority population percentage of the affected area is meaningfully greater than the minority population percentage in the general population or other appropriate unit of geographic analysis...." Using the 50% threshold, only one of the blocks - Block 1076 in Tract 1137.06 - contained a minority population for purposes of this analysis. There were only five minority persons in this block, located near the southern terminus of the project area, southeast of the SH 360 interchange with SH 121. The proposed improvements in this area do not require any additional right -of -way, and no noise impacts are anticipated southeast of this interchange. Disproportionate impacts to minority populations are not anticipated to result from the proposed project. Low - Income Communities For purposes of this analysis, a low- income person was defined as a person whose household income is below the poverty level, as reported in the 2000 Census. Because the Environmental Assessment — DFW Connector — January 2009 30 Census Tract Block Group Table Block 6.2 Block Total population Level Population White and Hispanic or Latino Race/Ethnicity, Black or African American 2000 Other' Total Minority Population Percent Minority Population 1007 326 258 15 18 35 68 21% 1137.03 1 1010 4 4 0 0 0 0 0% 1021 13 13 0 0 0 0 0% 1014 1 3 3 0 0 0 0 0% 1 1068 1 112 91 20 0 1 21 19% 3016 61 56 0 0 5 5 8% 1137.05 3 3048 171 160 6 0 5 11 6% 4000 11 11 0 0 0 0 0% 4 4003 31 26 0 0 5 5 16% 4029 175 135 35 3 2 40 23% 1075 2 1 0 0 1 1 50% 1076 7 2 5 0 0 5 71% 1137.06 1 1095 28 15 1 5 7 13 46% 1099 180 174 0 5 1 6 3% E 2005 169 156 3 3 7 13 8% 1137.07 2 2016 78 68 9 0 1 10 13% 1137.08 2 2033 323 248 30 9 36 75 23% 2037 87 80 5 0 2 7 8% 18 -Block Total 1,781 1,501 129 43 108 280 16% 18 -Block Percent 100.00% 84% 7% 2% 6% 16% * Includes American Indian and Alaska Native, Asian, Native Hawaiian and Other Pacific Islander, Some Other Race, and Population of Two or More Races. Source: U.S. Census Bureau, Census 2000, SF1, P4. The Council on Environmental Quality (CEQ) Environmental Justice Guidance under NEPA states: "Minority populations should be identified where either: (a) the minority population of the affected area exceeds 50 percent or (b) the minority population percentage of the affected area is meaningfully greater than the minority population percentage in the general population or other appropriate unit of geographic analysis...." Using the 50% threshold, only one of the blocks - Block 1076 in Tract 1137.06 - contained a minority population for purposes of this analysis. There were only five minority persons in this block, located near the southern terminus of the project area, southeast of the SH 360 interchange with SH 121. The proposed improvements in this area do not require any additional right -of -way, and no noise impacts are anticipated southeast of this interchange. Disproportionate impacts to minority populations are not anticipated to result from the proposed project. Low - Income Communities For purposes of this analysis, a low- income person was defined as a person whose household income is below the poverty level, as reported in the 2000 Census. Because the Environmental Assessment — DFW Connector — January 2009 30 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 block group level is the lowest level available for income data, block group level data was collected. In order to identify low- income communities, the percentage of low- income persons in each block group was calculated by dividing the number of persons living below the poverty level in a block group by the total number of persons in the block group. As shown in Table 5.3, five percent of the project area block group population was comprised of low- income persons, again similar to Grapevine but more than Southlake. The project area block group low- income population percentage was less than Dallas County (13 %) and Tarrant County (11 %). All of the project area block groups had 1999 median household incomes above the 2008 U.S. Department of Health and Human Services Federal Poverty Guideline of $21,200 for a family of four. Source: U.S. Census Bureau, Census 2000, SF 3, P53, P87. Census Tracts 1137.03 Block Group 1, 1137.05 Block Group 1, and 1137.05 Block Group 4 had the highest percentages of low- income persons: 12 %, 10% and 22 %, respectively. These concentrations of low- income persons appear to be "meaningfully greater" than the percentages found in the comparison areas (Grapevine, Southlake, Dallas County and Tarrant County). Census Tract 1137.03 Block Group 1 comprises a large portion of Grapevine that is located away from the DFW Connector, as well as two apartment complexes - Mustang Ridge and Silver Oaks at Grapevine Ridge - located immediately west of FM 2499 near Denton Creek, north of Grapevine Mills Mall (see Appendix D Plate E - R2 and R1). No residential relocations, business displacements or noise impacts would occur at the apartments. Census Tract 1137.05 Block Group 1 is located immediately north of the DFW Connector. No residential relocations, business displacements or noise impacts would occur at this location. Census Tract 1137.05 Block Group 4 is located south of SH 114 along the stretch from North Kimball Avenue to William D. Tate Avenue. The residential areas within this block group are located away from the DFW Connector and would not experience any adverse effects from the proposed improvements. No residential relocations or noise impacts would occur in Tract 1137.05 Block Group 4. Disproportionate impacts to low- income populations are not anticipated to result from the proposed project. Environmental Assessment- DFW Connector- January 2009 31 • f • f • f ♦ 1_ 1 • 2 f- Block Total Median Population with Percent Below Census Tract Group Population Household Income Below ( Poverty Level Income in 1999 Poverty Level E 141.12 1 740 $ 50,042 47 6% E L_ 14 2 0 0 _ 0 0% s 14 1.26 4 62 26 0 _ 0% E_ 1 I 1 - -- 3 _ $ 51 99 3% 1137.03 1 : 2.963 $ 55,085 343 o 12 /o 1137.05 1 671 33125 65 10% 1137.05 3 1,476 x_60,125 91 6% 1137 05 _ - - -.__ . i.. ..._ _...._ 4 .. _. } 1 1 483 _..__.._. 34 - 324 _... __ ._.- .. _._ . 22% 1137.06 i 1 ; _ 1, 866 _ _ 104 _ 0 0% k 1137 1 2 1 41270 6 1 % f. E - -- 1 137.08 - -- 2 - - -- t 4 ,987 - -- —._. 77 ,428 _._.... - -- - - - - - -- 125 - - -- - — - - - - -- 3 % _ I 1139.07 _ 1 -- Tot Proj Area Block Groups 20,414 118 = aY _ 6 _— 1 106 T _ — 0% 5% __ -- Grapevine _ 41,762 71 1 ,987 5% y k Southlake ; 21 131 549 396 2% Dallas County i 2 43 324 293 13% t 1 Tarrant Coun 1 46 179 150 488 11 % Source: U.S. Census Bureau, Census 2000, SF 3, P53, P87. Census Tracts 1137.03 Block Group 1, 1137.05 Block Group 1, and 1137.05 Block Group 4 had the highest percentages of low- income persons: 12 %, 10% and 22 %, respectively. These concentrations of low- income persons appear to be "meaningfully greater" than the percentages found in the comparison areas (Grapevine, Southlake, Dallas County and Tarrant County). Census Tract 1137.03 Block Group 1 comprises a large portion of Grapevine that is located away from the DFW Connector, as well as two apartment complexes - Mustang Ridge and Silver Oaks at Grapevine Ridge - located immediately west of FM 2499 near Denton Creek, north of Grapevine Mills Mall (see Appendix D Plate E - R2 and R1). No residential relocations, business displacements or noise impacts would occur at the apartments. Census Tract 1137.05 Block Group 1 is located immediately north of the DFW Connector. No residential relocations, business displacements or noise impacts would occur at this location. Census Tract 1137.05 Block Group 4 is located south of SH 114 along the stretch from North Kimball Avenue to William D. Tate Avenue. The residential areas within this block group are located away from the DFW Connector and would not experience any adverse effects from the proposed improvements. No residential relocations or noise impacts would occur in Tract 1137.05 Block Group 4. Disproportionate impacts to low- income populations are not anticipated to result from the proposed project. Environmental Assessment- DFW Connector- January 2009 31 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Environmental Justice Considerations Related to Tolling The E.O. 12989 term "disproportionately high and adverse effect" considers the totality of significant individual or cumulative human health or environmental impacts on minority populations and low- income populations. In general, the economic impact of tolling is higher for low- income users because the cost of paying tolls will represent a substantially higher percentage of household income than for non -low- income users. In addition, toll collection methods, discussed in Section III.A Proposed Facilities, can also serve to restrict access to the facility or disproportionately burden low- income populations because of a lack of credit or the inability to maintain a prepaid account. Origin- destination (O &D) data secured from the NCTCOG was used for further analysis of user impacts of the proposed Managed Express Lanes toll facility on low- income and minority populations. Origin- destination data can estimate travel patterns of traffic along a transportation facility during a typical day. This form of analysis is useful in assessing user impacts as the number of trips associated with specific population characteristics can be studied to provide general travel assumptions of those specific populations. Trips are defined as a one -way movement from where a person starts (origin) to where the person is going (destination). Mapping is provided in Appendix J (Figures 11 and 12) that illustrates Environmental Justice Traffic Survey Zones (TSZ): 2030 Daily Trips on the No Build Alternative and the Build Alternative. Please see the Environmental Justice discussion in Section VI. B., Cumulative Impacts, Cumulative Effects of Regional Toll and Managed /HOV System, for a complete description of the O &D analysis. Assessing user impacts in the form of an O &D analysis is an integral component of the environmental justice analysis for the proposed project. As funding mechanisms evolve, the trend towards utilization of toll facilities in this region would, through time, create user impacts as access to highway systems becomes an issue to the economically disadvantaged. The O &D analysis estimated anticipated users and associated traffic patterns of the proposed project in 2030 and identified environmental justice populations to assess the intensity of use by those protected populations. Based on the O &D information, it is not anticipated that there would be any disproportionate impacts to low- income or minority populations with the implementation of the proposed project due to the low distribution of trips between identified low- income and /or minority populations and the low percentage of these populations within the proposed project study area. In addition, the adjacent toll free main lanes would be available for use. The proposed Managed Express Lanes toll facility would benefit users and adjacent populations as a result of the improved system linkage and mobility within the study area and region. Proactive public involvement, including public meetings and surveys, and coordination with local planning officials can help avoid disproportionate impacts by allowing these populations to voice their concerns and be a part of the planning process. Environmental justice Environmental Assessment — DFW Connector— January 2009 32 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 036401 -113, 0364 -01 -115 populations in the study area would be impacted equally as the entire study area non - minority population. However, individual low- income persons may choose to utilize adjacent non -toll alternatives specifically for cost saving measures. Low - income individuals may be impacted as a result of difference in travel time associated with utilizing non -toll alternatives. The economic impact of managed (toll) lanes would be higher for low- income residents because the cost of paying tolls would represent a higher percentage of household income than for non -low- income households. The toll rates for the Managed Express Lanes toll facility would be consistent with other toll rates in the region. The following is an estimated example of the cost that may be incurred by an SOV opting to use the Managed Express Lanes toll facility. If a toll rate of 14.5 cents per mile is used (i.e., the same as the proposed SH 121 Toll Road), the potential cost can be illustrated using the following scenario. For this example, it is assumed that the SOV user would make 250 round -trips per year through the Managed Express Lanes toll facility. Under this scenario, the annual cost for using the 3.3 -mile Managed Express Lanes toll facility (6.6 miles per round trip) would be approximately $239 per year. An SOV user who opted to utilize the Managed Express Lanes toll facility with an annual household income equal to the median household income of Tarrant County ($31,582) would spend about 0.7 percent of their household income on tolls. Those households living at the U.S. Department of Health and Human Services (HHS) poverty guideline level of $21,200 would spend about 1.1 percent of household income on tolls. The intensity of adverse economic impact on low- income populations that would result from implementing the Managed Express Lanes toll facility is mitigated by the project's design, which includes 13 non -toll main lanes. This design provides five more non -toll main lanes than currently exist. There are also potential benefits associated with the proposed Managed Express Lanes toll facility that must be considered when assessing the overall impact. Benefits include improved system linkage and mobility in the corridor, the acceleration of other infrastructure improvements in the region, and the potential use of toll revenues for other transportation projects including transit. Limited English Proficiency Executive Order (EO) 13166, entitled "Improving Access to Services for Persons with Limited English Proficiency," mandates that Federal agencies examine the services they provide and develop and implement a system by which Limited English Proficiency (LEP) persons can meaningfully access those services consistent with, and without unduly burdening, the fundamental mission of the agency. Each agency shall also work to ensure that recipients of Federal financial assistance provide meaningful access to their LEP applicants and beneficiaries (65 Federal Register 50123, August 16, 2000). Meaningful access extends to people who cannot read or understand written materials. Environmental Assessment — DFW Connector — January 2009 33 CSJ# 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 No -Build Alternative Implementation of the No -Build Alternative would not affect LEP populations. Build Alternative According to the 2000 Census, a portion of the population within the project area block groups spoke English "not well" or "not at all" (Table 5.4). Of those in the area who spoke English "not well" or "not at all," most spoke Spanish, while some spoke other Indo- European and Asian languages. 1 Speak English "not well" or "not at all." 2 Less than 5th grade education for the population 25 years and over. Source: U.S. Census Bureau, Census 2000, SF3, P19, P37. As shown in Table 5.4, of the total population (5 years and older) in Census Tract 1137.05 Block Group 4, 12% (or 169 persons) were of limited English proficiency. Most of the LEP population (145 people) spoke Spanish; the remainder (approximately 24 people) spoke some other Indo- European language or Asian or Pacific Island language. In Block Group 2 of Tract 1137.07, which had a LEP population of two percent, about 40% of the LEP population spoke an Asian or Pacific Island language. In Block Group 2 of Tract 1137.08, which also had a LEP population of two percent, over half of the LEP population spoke a language other than Spanish (other Indo- European or Asian or Pacific Island language). TxDOT complies with EO 13166 by offering to meet the needs of persons requiring special communication accommodations in all public involvement activities and notices. TxDOT personnel and project consultants were available at the public meetings to assist low - literacy persons and persons with limited English proficiency. This assistance included the availability of bi- lingual (English- Spanish) project staff and extensive opportunities for individual members of the public to talk with project staff one -on -one. Spanish language versions of the Public Hearing notice will be published in a locally circulated Spanish language newspaper and will be included with the notice to property owners. Environmental Assessment - DFW Connector- January 2009 34 Census Tract -- ----- - - - Block GroUP - -, - - - - -- - Percent Limited En lish Proficiency' : g y Percent Low- Literacy - - - - 141.12 1 - -- -- - ._..__._._........ -....... - - - -- 3% I -- - - - - -- -- - - -- - - - -- 0% - -- 141.24 - - - - -- - -- 2 - 0% 0 % p% 141.26 4 — - -- ---- ... - -- -- - - - ; -- - --- - -- — -- 0% - - -- 1136.20 - -- 1 1% - -- - - -- -- 0 %- - - - - -- -- -- - - - - -- 1137.03 1 3% i 2% 1137.05 1 8% 5% 1137.05 3 2% ( 2% 1137.05 4 12% 8% 1137.06 1 0% 0% 1137.07 2 2% 1% 1137.08 2 2% 0% 1139.07 1 1% 0% Grapevine 4% 1% Southlake 2% 0% - Dallas County — 11% 4% Tar rant Count 6% ° 1 Speak English "not well" or "not at all." 2 Less than 5th grade education for the population 25 years and over. Source: U.S. Census Bureau, Census 2000, SF3, P19, P37. As shown in Table 5.4, of the total population (5 years and older) in Census Tract 1137.05 Block Group 4, 12% (or 169 persons) were of limited English proficiency. Most of the LEP population (145 people) spoke Spanish; the remainder (approximately 24 people) spoke some other Indo- European language or Asian or Pacific Island language. In Block Group 2 of Tract 1137.07, which had a LEP population of two percent, about 40% of the LEP population spoke an Asian or Pacific Island language. In Block Group 2 of Tract 1137.08, which also had a LEP population of two percent, over half of the LEP population spoke a language other than Spanish (other Indo- European or Asian or Pacific Island language). TxDOT complies with EO 13166 by offering to meet the needs of persons requiring special communication accommodations in all public involvement activities and notices. TxDOT personnel and project consultants were available at the public meetings to assist low - literacy persons and persons with limited English proficiency. This assistance included the availability of bi- lingual (English- Spanish) project staff and extensive opportunities for individual members of the public to talk with project staff one -on -one. Spanish language versions of the Public Hearing notice will be published in a locally circulated Spanish language newspaper and will be included with the notice to property owners. Environmental Assessment - DFW Connector- January 2009 34 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 TxDOT's objective is to establish interoperable toll accounts throughout the state. Once fully implemented, a single electronic toll collection account established by motorists with state or local toll authorities would be accepted on the DFW Connector Managed Express Lanes facility. TxDOT will work with new toll authorities to ensure interoperability statewide. Currently, of all the organizations that offer electronic toll collection (TxDOT, NTTA and HCTRA), the NTTA and TxDOT are the only agencies offering bilingual (English and Spanish) information in both their websites and over the phone (Customer Service Center). The information available in English and Spanish includes account information, payment methods, instructions on how to set up on -line accounts, and how to manage toll violations among other subjects. HCTRA does not offer Spanish information on either their website or over the phone (Customer Service Center). Summary Based on the available data, a windshield survey of the project area, and the information provided above, no disproportionately high and adverse impacts to any minority or low - income community would result from the proposed project as per Executive Order 12898 regarding environmental justice. Based on the overall assessment of the potential effects on environmental justice populations, there does not appear to be a disproportionately high and adverse impact associated with the proposed Managed Express Lanes toll facility. 5. Pedestrian Safety No -Build Alternative The No -Build Alternative would not alter current pedestrian use. Build Alternative All cross streets that underpass, overpass or intersect the DFW Connector would be constructed with pedestrian sidewalks. Intersections would be equipped with pedestrian cross walks, safety lights, and other facilities in compliance with the Americans with Disabilities Act. Only existing sidewalks parallel to and within the right -of -way of the DFW Connector are included in the Proposed Action. Three schools are located in the specific project area: Holy Trinity Catholic School, located north of Hall Johnson Road on the western side of SH 121 (Appendix D, Plate B - R17), Kindercare on FM 1709 just west of SH 114 (Appendix D, Plate A - 1119), and Fellowship School on SH 121 North (Appendix D, Plate E - 1113). The proposed improvements would not alter access to these schools, although Kindercare would potentially lose six parking spaces. Adequate additional parking is available in the immediate vicinity. Environmental Assessment — DFW Connector — January 2009 35 CSJ #: 0353 - 03-059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 6. Mobility and Access Effects No -Build Alternative Implementation of the No -Build Alternative would adversely affect mobility and access within the DFW Connector. Without major transportation corridor improvements traffic congestion would worsen and travel delays would increase. Access to adjacent businesses and connecting roadways would be diminished. Build Alternative The proposed project is anticipated to improve vehicular mobility and provide better connections with the area's arterial roadway system. The proposed project is not anticipated to have any impacts on public transportation or pedestrian and bicycle access to facilities. 7. Airway /Highway Clearance No -Build Alternative Implementation of the No -Build Alternative would not require any approvals from the Federal Aviation Administration (FAA). Build Alternative DFW International Airport is immediately adjacent to SH 114 and SH 121 in the project area. A FAA Notice of Proposed Construction or Alteration form (Form AD- 7460 -1) will be completed during the design phase and submitted by TxDOT to the FAA for their approval prior to construction of the proposed improvements. 8. Public Facilities and Services No -Build Alternative The No -Build Alternative would not require displacement or relocation of any public facilities. Some community services, such as police and fire protection, may be negatively affected due to predicted increased traffic congestion resulting in reduced accessibility and increased travel time. Build Alternative The Build Alternative would not displace any public facilities including schools, places of worship, hospitals, police, or fire stations. The proposed improvements would provide increased accessibility to the various public facilities in the surrounding area. Emergency public services would benefit by utilizing a safer and more efficient facility. Emergency and transit vehicles would be exempt from toll charges on the proposed Managed Express Lanes toll facility. Interruptions to public facilities and services during construction of the proposed project would be minimized through the use of appropriate traffic control and sequencing procedures. Environmental Assessment— DFW Connector— January 2009 36 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364 -01 -115 9. Other Community Impacts Many of the potential impacts discussed in other sections of this document can be considered community impacts, such as pedestrian safety, community cohesion, noise, or air quality. Per FHWA's guidance document Community Impact Assessment (1996), other potential community impacts are discussed below for the following issues: social, physical, visual, and displacement. Social Impacts For many years commercial and retail businesses have been the predominant type of land use adjacent to SH 114 and SH 121 within the project area. These businesses - car dealerships, restaurants, banks, hotels /motels, large and small retail stores and offices - have relied heavily on automobile access provided by the highways. Construction of the proposed improvements would not alter the essential character of this highway commercial corridor. Most of the businesses along the DFW Connector do not belong to nor are they identified with any specific or unique commercial district. Information provided by the City of Grapevine Planning Department (2008) indicates that they tend to be associated with names of industrial parks and land subdivision surveys (such as Grapevine Industrial Park, Regency Center Addition, Autonation Ford Addition, Durant Addition, etc.). One area, known as the Crossroads of DFW Addition, located between SH 114 and SH 121 and William D. Tate Avenue, contains a relatively dense assemblage of restaurants (see Appendix D Plate A). Other well known local areas along the project corridor include the Baylor Regional Medical Center, located north of Ira E. Woods Avenue just east of SH 114 (see Appendix D Plate A - 1115), and the Grapevine Mills Mall, located west of SH 121 at FM 2499 (see Appendix D Plate E). Although much of the project corridor is lined by commercial land uses, there are a few residential areas. The "Austin Oaks" neighborhood is located north of SH 114, east of North Kimball Avenue (see Appendix D Plate A - 1117). The Los Robles Estates Addition is a residential neighborhood located west of SH 121 north of the SH 360 interchange (see Appendix D Plate B - R10, 11 and 12). Two apartment complexes - Mustang Ridge and Silver Oaks at Grapevine Ridge - are located immediately west of FM 2499 near Denton Creek, north of Grapevine Mills Mall (see Appendix D Plate E - R2 and 1111). The proposed improvements would not require the relocation of any residences. The project is not anticipated to cause the redistribution or influx /loss of population in the project area. The project would not change social relationships or patterns, or separate people, because the relationship between the DFW Connector and adjacent businesses and residential areas would not be altered. The project would not cause a change in social values, as the commercial character of the project corridor has long been supported and encouraged through the zoning regulations and development approvals of the cities of Grapevine and Southlake. Quality of life may be perceived as improving because of the increased mobility afforded by the proposed improvements. Environmental Assessment — DFW Connector— January 2009 37 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Physical Impacts Community cohesion is addressed in Section V.A.3., above. Traffic noise will increase with an increase in traffic volume, and the proposed project would result in traffic noise impacts. As discussed in Section V.H., noise impacts are anticipated at two of the 14 modeled receivers. However, no noise mitigation measures were deemed reasonable and feasible. A short-term increase in dust would occur during construction of the project. The proposed direct connector ramp from southbound SH 114 to southbound SH 121 /SH 360 would be constructed on new right -of -way and elevated over a portion of the parking lot of the Don Davis Classic Chevrolet car dealership, located along the SH 114 southbound frontage road between Ira E. Woods Avenue and William D. Tate Avenue. (See Appendix D Plate A). The elevated ramp would create shadowing effects on portions of the car dealership property. Similar shadowing effects would also be experienced by the restaurants in the Crossroads of DFW Addition, where a proposed direct connector ramp would extend from northbound SH 121 /SH 360 to westbound SH 114. Visual Impacts and Aesthetics Because the proposed project consists of improvements to existing roadways and interchanges, the communities' aesthetic character is not anticipated to noticeably change. The design of the improvements would be similar to the current facility. TxDOT will consider including aesthetic treatments in structural components (retaining walls, bridges, signage) and architectural details (landscaping, lighting, colors, finishes, etc.). The City of Southlake and others have requested that TxDOT incorporate such features to enhance the aesthetics of the corridor. Addressing Impacts The four methods for addressing impacts include avoidance, minimization, mitigation, and enhancement, which should be considered in that order (FHWA, 1996). The proposed improvements avoid and minimize impacts to community and public facilities. Mitigation in the form of relocation assistance for the displaced businesses would be available (see Section V.B). Community enhancement measures are not included in the proposed project per se, although many of the benefits, such as safety and mobility, would be experienced by the local communities. 10. Construction Phase Effects The proposed improvements would entail some unavoidable disruption to traffic. To alleviate this disruption, the proposed project would be constructed in phases and a detailed traffic control plan would be developed and implemented. Environmental Assessment — DFW Connector— January 2009 38 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Disruptions would be minimized to the extent possible by the timely notification of affected residents and business owners through posted notices, personal contact, or other notification procedures. These procedures would include rerouting the traffic, barricading, using traffic cones, or any other measures deemed necessary and prudent by TxDOT and the construction contractor to comply with all local, state, and federal traffic and safety regulations. Noise associated with the construction of the project is discussed in Section V.H. Noise. Dry, windy weather has the potential to create dust problems in the vicinity of construction activities. The contractor would control ambient dust problems by site watering. During the construction phase, motorists may seek alternative travel routes to avoid construction - related traffic congestion and delays. However, the proposed roadway expansion would increase mobility and safety in the area overall, which would benefit local residents and businesses as well as through - travelers. B. DISPLACEMENTS No -Build Alternative Implementation of the No -Build Alternative would not require right -of -way acquisition, relocations or displacements. All existing rights -of -way for TxDOT roadways within the limits of the DFW Connector purchased after 1970 where purchased under previous TxDOT projects following the requirements of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. No advanced purchases of right -of -way have been obtained for the DFW Connector project. Build Alternative Approximately 170 parcels of land would be affected by right -of -way acquisition for the proposed improvements. Among these properties, 16 businesses would be displaced. No residential relocations would be required. Commercial property similar to that which would potentially be displaced is available within the project corridor. A review of commercial real estate listings (LoopNet.com, 2008) for Grapevine revealed at least 15 properties (buildings and land, sale and lease) that would potentially be suitable for the retail and commercial displacements shown in Table S.S. Table 5.5 lists the 16 commercial buildings that would be displaced by the proposed improvements. These locations are also referenced on the plates in Appendix D. Environmental Assessment — DFW Connector— January 2009 39 Map Reference # Business Address D1 'Sonic 3510 Grapevine Mills Parkway, 1 Grapev Texas D2 Shell Gas Station, Magic Mikes Convenience Store, 3501 Grapevine Mills Parkway, a nd Jack in the Box 1 Grapevine, Texas D3 Fairfield Inn 2050 N Highway 121, Grapevine, Texas _ Environmental Assessment — DFW Connector— January 2009 39 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364-01 -112, 0364 -01 -113, 0364 -01 -115 Businesses displaced by the proposed project would be eligible for assistance under the requirements of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. Local municipalities and TxDOT may participate in right -of -way acquisition and relocation assistance. In addition to the 16 displaced businesses, approximately 22 other businesses would lose surface parking spaces. Table 5.6 identifies the businesses and the approximate number of surface parking spaces that would be displaced by the proposed improvements. i C om m erc l a l B u il t i i. • R Map Reference # Business - - -- - Address D4 Texas Indoor Golf 2040 N Highway 121, Grapevine_Texas D5 ;Calico Corners 3110 E Southlake Boulevard, Number of Existing 1 Parking Space Southlake Texas _ Commercial Strip Center 1203 -1223 Ira E. Woods Avenue, D6 FM 1709 1 Grapevine Texas 3 Metro Blue Line 1203 Ira E . Woods Avenue - ..._.__ 100 _ Cosecurity 1205 Ira E. Woods Avenue E FM 1709 Allison Clinical 1207 -1213 Ira E. Woods Avenue Kindercare Designs by Kay 1215 Ira E. Wo ods Avenue 6 Select Physical Therapy 1217 Ira E. Woods Avenue ! 45 Vacant 1 22 1 I ra E. W oods A venue GT Products i - - - - -- - - - -- Slee — — - -- 1219 Ira E. W A v en ue Geomatic Resourc 1223 Ira E. Woods Avenue D7 Express Care Quick Lube 2125 Ira E. Woods Avenue, Valvoline Express Care ISH 26 Grapevine,. Texas Businesses displaced by the proposed project would be eligible for assistance under the requirements of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. Local municipalities and TxDOT may participate in right -of -way acquisition and relocation assistance. In addition to the 16 displaced businesses, approximately 22 other businesses would lose surface parking spaces. Table 5.6 identifies the businesses and the approximate number of surface parking spaces that would be displaced by the proposed improvements. Environmental Assessment - DFW Connector- January 2009 40 Table Potential . Displacements Approximate Number of Potential Business Name(s) Location Number of Existing 1 Parking Space _ ! Spaces — - -- Displacements Public Storage FM 1709 r 50 ! 3 . ....... _.. -- ......_ Su preme Golf, Carpet One . ...... - - - - -- FM 1709 - ..._.__ 100 -- - 8 Bank of America FM 1709 35 7 Kindercare (FM 1709 25 i 6 First Financial Bank JFM 1709 ! 45 10 GT Products Indust Boulevard 50 7 Sams Club ASH 114 SB Frontage Road 500 1 — 15 Valvoline Express Care ISH 26 20 7 Quiznos, Sport clips, Elite Nails, — ISH 26 80 19 UPS Store Advance America I Acade Sports !SH 26 300 1 - -- ------------ - - - - -- — — Don Davis Classic Chevrolet iSH 114 SB Frontage Road 1,000+ Carrabas ;Crossroads Drive 100 ' 11 Joes Crabshack Ma in Street 170 6 Lind Air Fr eight IMetro Circle 120 21 Lucas Fa mily Funeral Home ;West College Street 75 16 Baylor Regional Medical Center ISH 114 NB Frontage Road 170 25 Southlake Cleaners ;South Park Boulevard 75 1 Total; 2,915 353 Environmental Assessment - DFW Connector- January 2009 40 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 At most of the above - mentioned locations, potential parking space displacements occur in large, interconnected surface parking areas that serve multiple commercial and retail destinations; parking at these locations would still be available within close proximity to the affected businesses. Some locations are not part of a shared parking area; however, only a small portion of the parking would be displaced, and adequate parking spaces would still be available. If the loss of parking spaces would result in non - compliance with the city's off - street parking requirements, the business owner would be able to continue operating under the nonconforming use provisions of the city's zoning ordinance (Jerry Hodge, personal communication, 2008). Approximately half of the parking displacements would occur at the Don Davis Classic Chevrolet car dealership in order to accommodate a proposed direct connector ramp. An undetermined number of these spaces may still be used underneath the elevated ramp through an agreement between the property owner and TxDOT. C. DETOURS No -Build Alternative Implementation of the No -Build Alternative would not require detours related to new construction. However, normal pavement and structure maintenance and repair would occur under this alternative. Temporary reduction of roadway capacity and detour of traffic may occur as these maintenance procedures were implemented. Build Alternative No off -site construction detours are planned. Staged construction would allow traffic to utilize the existing route during construction. A traffic control plan would be developed that allows for the proposed improvements to be constructed while the project facilities remain open to traffic. D. UTILITY RELOCATIONS, ADJUSTMENTS No -Build Alternative Implementation of the No -Build Alternative would not require any utility relocations or adjustments. Build Alternative Utilities such as water lines, sewer lines, gas lines, telephone cables, electrical lines, and other subterranean and aerial utilities are present throughout the corridor and may require adjustment. Any aerial and /or underground utility adjustments would be completed at the expense of the utility company and would be conducted in a manner that minimizes any interruptions in service. Environmental Assessment— DFW Connector— January 2009 41 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 E. NATURAL RESOURCES 1. Vegetation a) Regional Vegetation Summary The project is located in the Eastern Cross Timbers and Prairies Natural Region of Texas as delineated by Gould (1960). The Eastern Cross Timbers and Prairies is a transitional area between the Post Oak Savannah to the west, the Blackland Prairies to the east, and the Edwards Plateau and Llano Uplift to the south. It is a complex mosaic of oak woodlands and prairies. The Eastern Cross Timbers lies between the Grand Prairie and the Texas Blackland Prairies. The region's dominant vegetation consists of species that have adapted to the nutrient -poor sandy soils. Extensive urban development occurs in this region, and rural areas are primarily utilized for livestock grazing. According to The Vegetation Types of Texas, three vegetation types are present in the project area: Post Oak Woods /Forest, and Grassland Mosaic; Other Native and /or Introduced Grasses; Crops, and Urban (McMahan et. al 1984). Typical plant species of the Post Oak Woods /Forest, and Grassland Mosaic vegetation type are listed in The Vegetation Types of Texas. The vegetation type designated "Other Native and /or Introduced Grasses" consists of mixed native or introduced grasses. It is often associated with the clearing of woody vegetation. Vegetation designated as crops consists of cultivated cover crops or row crops providing food and /or fiber for either man or domestic animals. This vegetation type may also portray grassland associated with crop rotations. Urban vegetation types, found within city boundaries, usually consist of a mixture of native and /or introduced grasses and ornamental plantings. Vegetation of the project area is consistent with the Post Oak Woods /Forest, and Grassland Mosaic, Other Native and /or Introduced Grasses, and Urban mapped vegetation types. Crops were not observed within the project area. Species of the Post Oak Woods /Forest included eastern redcedar (Juniperus virginiana), mesquite (Prosopis glandulosa), sugarberry (Celtis laevigata), and silver bluestem (Bothriochloa saccharoides). Urban vegetation types consisted of a mixture of native and /or introduced grasses and ornamental plantings. These include species such as Johnsongrass (Sorghum halepense), silver bluestem, and crape myrtle (Lagerstroemia indica). b) Vegetative Communities Found within the Study Area General vegetation /habitat types of potential occurrence within the project area include riparian woodlands, riparian scrub /shrub vegetation, mixed oak woodlands, mesquite - juniper savannah, and urban /developed cover. The following provides a general description of the vegetative types occurring within the project area, based on field investigations and Environmental Assessment — DFW Connector — January 2009 42 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 - -115 aerial photo interpretation. Estimates of trees greater than six inches diameter at breast height (dbh) in mixed oak woodlands and mesquite - juniper savannah were made using field notes and photo analysis. Mixed oak woodlands are found in upland areas and include species such as live oak, post oak, mesquite, pecan, sugarberry, mustang grape, and giant ragweed (Ambrosia trifida). Representative photographs of mixed oak woodlands are found in Appendix E. Approximately 23.12 acres of mixed oak woodlands are found in the project area. Trees in these woodlands have a dbh ranging from approximately 2 to 15 inches, with heights up to approximately 40 feet. Density averages approximately 350 trees per acre, with an average of approximately 70 percent cover. Approximately 40 percent of trees are greater than six inches dbh. No unusual features were observed. Mesquite - juniper savannah consists of grasslands with scattered mesquite and eastern redcedar trees. Grass species are typically a mixture of native and introduced species, and often include silver bluestem and ]ohnsongrass. Representative photographs of mesquite - juniper savannah are found in Appendix E. Approximately 22.83 acres of savannah are found in the project area. Trees in the savannah have a dbh ranging from approximately 2 to 10 inches, with heights up to approximately 15 feet. Density is approximately 85 trees per acre, with approximately 15 percent cover. Approximately 15 percent of trees are greater than six inches dbh. No unusual features were observed. Urban /developed cover includes maintained right -of -way and ornamental plantings. Species commonly found in the maintained right -of -way are a mixture of native and introduced grasses and native wildflowers. Grass species include )ohnsongrass and silver bluestem. Dominant wildflower species observed in the project area include sunflowers (Helianthus sp.), silver -leaf nightshade (Solanum elaeagnifolium), evening primrose (Oenothera speciosa), Indian blanket (Gaillardia pulchella), and Texas thistle (Cirsium texanum). Ornamental plantings may include various non - native plant species associated with commercial businesses adjacent to the project area. Representative photographs of maintained right -of -way vegetation and ornamental plantings are found in Appendix E. Approximately 812.92 acres of urban /developed cover are found within the project area. Riparian scrub /shrub vegetation within the project area occurs alongside and within the channel of some creeks and drainages. It consists of a mixture of woody shrubs, saplings, and herbaceous species, including cattails (Typha sp.), black willow (Salix nigra), willow baccharis ( Baccharis neglecta), ironweed (Vernonia sp.), rattle -bush (Sesbania drummondit), johnsongrass, flatsedges (Cyperus sp.), sedges (Carex sp.), cottonwood (Populus deltoides), cockle -bur (Xanthium strumarium), dallisgrass (Paspalum dilatatum), spurges (Euphorbia sp.), amaranth (Amaranthus sp.), and balloonvine (Cardiospermum halicacabum). Mature woody vegetation is generally lacking or represented by only a few isolated individuals. Approximately 4.87 acres of riparian scrub /shrub vegetation is found within the project area. No unusual features were observed. Environmental Assessment— DFW Connector— January 2009 43 CSJ #: 0353 -03 - 059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Riparian woodlands occur along Cottonwood Branch, Denton Creek, Bear Creek, Farris Branch, and Grapevine Creek. Representative photographs of riparian woodland habitat are found in Appendix E and the following paragraphs describe woodlands at each crossing. The Cottonwood Branch riparian woodlands of the project area consist of a fairly young but continuous overstory dominated by sugarberry and boxelder (Acer negundo) with saplings of those species and, to a lesser extent, honey locust (Gleditsia triacanthos), bois 'd arc (Maclura pomifera), black willow, and eastern redcedar scattered in both the overstory and understory. Typical shrub and vine species include coral berry (Symphoricarpos orbiculatus), rattle -bush, dewberry (Rubus trivialis), and poison ivy (Toxicodendron radicans). Common herbaceous species of the woodland floor included Canada wild -rye (Elymus Canadensis), flatsedges (Cyperus spp.), beggars lice (Torilis arvensis), and goldenrod (Solidago sp.). The majority of the individual trees ranged in dbh (diameter at breast height) from 4 -12 inches with a few larger individuals closer to the channel in the 12- 18 inches range. Average tree heights ranged from 20 -30 feet with a few larger individuals extending to 50 feet and canopy coverage was fairly continuous at 85 -95 percent. In general, the Cottonwood Branch riparian woodland appeared to have been cleared in the past, perhaps for agricultural purposes, and in a state of re- growth. Riparian woodlands at the Denton Creek crossing vicinity were generally more mature and diverse than those described above for Cottonwood Creek. Overstory dominants included American elm (Ulmus americana), cedar elm (Ulmus crassifolia), sugarberry, green ash (Fraxinus pennsylvannica), bois d'arc, and chinaberry (Melia azedarach). In addition, a few mature bur oak (Quercus macrocarpa) and cottonwood individuals were scattered in lower densities throughout the overstory. Typical understory tree, shrub and vine species included saplings of the species already mentioned as well as elderberry (Sambucus canadensis), willow baccharis, green briar (Smilax bonanox), and poison ivy. Typical herbaceous species observed on the woodland floor include giant ragweed, (Ambrosia trifida), crotons (Croton sp.), and perennial ryegrass (Lolium perenne). This woodland, while fairly mature where remaining, has been impacted by residential development and utility infrastructure on both north and south sides. Average dbh for the overstory trees ranges from 8 -14 inches with larger isolated individuals up to the 24 -26 inches range. Canopy coverage is fairly continuous at 85 -95 percent and ranges in average height from 25 -40 feet with outliers at 15 feet and 60 feet. The stretch of Bear Creek in the project area is heavily shaded by both tree canopy and existing overpass structures and is impacted by stormwater runoff from upstream urbanized areas, adjacent roadways and concrete hike and bike trails. Consequently, the streambed and banks appear to be fairly dynamic in nature and dominated by a debris - ridden, shifting sand substrate. The riparian woodland overstory in the immediate project area is dominated by fairly large individual trees which are able to withstand the dynamic flow regime; however, a relatively low species diversity represented by boxelder, black willow, American elm, sugarberry and green ash. The understory is fairly sparse, compared to the other crossings, however has saplings of the previously mentioned trees as well as Environmental Assessment — DFW Connector — January 2009 44 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 herbaceous and vine dominants such as Canada wildrye, inland sea -oats (Chasmanthium latifolium), giant ragweed, ironweed, frostweed (Verbesina virginica), sedges (Carex spp.), grapevines (Vitis spp.), and poison ivy. Average dbh ranges from 10 -18 inches and average height is 25 -40 feet with a few larger individual black willows up to 24 -38 inches dbh and 40 feet- 80 feet in height. The creek channel in the project vicinity at Farris Branch has been previously realigned and channelized in support of the construction of an office complex entry, parking lot and stormwater detention pond. The remnant and re- growth riparian woodland community at Farris Branch is dominated by sugarberry, bois d' arc and cedar elm ranging in size from 6- 24 inches in dbh and 15 -60 feet in height. Shrub, vine and herbaceous species common in the woodlands along Farris Branch include sapling cedar elm, sugarberry and pecan, coralberry, greenbriar, grapevine, and giant ragweed. Sapling black willow, sycamore and American elm are also found close to the water's edge along with beggar's lice and annual water aster (Aster subulatus). The primarily re- growth woodland community along Grapevine Creek adjacent to the project area appears to have been disturbed within the last 15 -20 years and consists of scattered boxelder, black willow, red mulberry (Morus rubra), bois d' arc, American elm, honey locust, and sugarberry trees ranging in size from 6 -16 inches dbh and 25 -35 feet in height. This woodland is a bit more open than the others with canopy coverage of approximately 75 -85 percent near the roadway. Common understory, shrub and herbaceous species include saplings of the trees mentioned, coral berry, creek plum (Prunus rivularis), poison ivy, balloonvine, cockle -bur, sump weed (Iva annua), )ohnsongrass, goldenrod and swamp smartweed (Polygonum hydropiperoides). In summary, all riparian woodlands observed in the project area were fairly disturbed and in various stages of succession. No unique or unusual features were noted within or adjacent to proposed construction areas. A total of approximately 4.48 acres of riparian woodlands occur within the project area. C) Vegetation Impacts No -Build Alternative Implementation of the No -Build Alternative would not impact vegetation within the project area. Build Alternative Impacts of the proposed project on the vegetation types within the project area are reported in Table 5.7. These impacts are associated with clearing of existing vegetation cover as required for the travel lanes, ramps, safety clear zone, and bridges. The impacts are summarized separately for areas within the new right -of -way and for areas within existing right -of -way. Environmental Assessment - DFW Connector- January 2009 45 CSJ #. 0353-03-059,0353-03-079, 0364-01 -072, 0364 -01 -112, 0364 -01 -113, 0364-01 -115 Aerial photographs were examined to determine the extent of remaining vegetation beyond the proposed right -of -way. Each of the vegetation types described in this section (riparian woodland, riparian scrub /shrub vegetation, mixed oak woodland, and mesquite - juniper savannah) extend well beyond the proposed right -of -way. Only small areas of each vegetation type will be removed for construction of the proposed project, relative to the total amount of vegetation occurring in the general vicinity. Undisturbed areas near the proposed project area could provide suitable habitat for any displaced species. In accordance with Provision (4) (A) (i) of the TxDOT - Texas Parks and Wildlife Department (TPWD) Memorandum of Understanding (MOU), unusual vegetation features and special habitat features must be identified for the proposed project. Unusual vegetation features include: ■ unmaintained vegetation, ■ trees or shrubs along a fenceline adjacent to a field (fencerow vegetation), • riparian vegetation (particularly where fields /cropland extends up to or abuts the vegetation associated with the riparian corridor), ■ trees that are unusually larger than other trees in the area, and ■ unusual stands or islands (isolated) of vegetation. Table 6.7 Vegetation Im Approximate Approximate Acres within Acres within Total Percent of Total Vegetation Type Proposed Right- Existing Right -of- Acreage Acres Impacted of -Way Way Cottonwood 3.86 Branch 0.25 4.11 Denton Creek 0.01 0.01 0.02 Riparian Bear Creek 0 0.24 0.24 Woodlands _ Farris Branch 0.01 0 0.01 Grapevine C reek 0.07 0.04 0.11 I Total 3.96 0.53 4.48 0.52% Riparian Scrub /Shrub Vege tation 0.22 4.65 4.87 0.56% Mixed Oak Woodlands 22.5 0.63 23.12 2.66% Mesquite-Juniper savanna 1 22.77 0.06 22.83 2.63% Urban /Developed 131.04 681.88 812.92 93.63% Total 180.48 687.74 868.23 100% Special habitat features include: ■ bottomland hardwoods, • caves, ■ cliffs and bluffs, • native prairies (particularly those with climax species of native grasses and forbs), ■ ponds (temporary and permanent, natural and man - made), ■ seeps and springs, • snags (dead trees) or groups of snags, Environmental Assessment - DFW Connector- January 2009 46 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 ■ water bodies (creeks, streams, rivers, lakes, etc.), and • existing bridges with known or easily observed bird or bat colonies. Vegetation impacts are anticipated to be permanent, as earthwork may extend to the edge of the proposed right -of -way. Within the project area, riparian vegetation constitutes unusual vegetation. In accordance with the TxDOT - TPWD Memorandum of Understanding /Memorandum of Agreement (MOU /MOA), compensatory mitigation must be considered for impacted riparian vegetation by the TxDOT - Fort Worth District. As described above, up to approximately 4.5 acres of riparian vegetation exist within the proposed project with minor impacts; therefore, mitigation is not proposed, as current design plans indicate that either the streams in the project area are to be spanned and existing vegetation under bridge structures will be left in place as much as is practicable or the improvements would be limited to extensions of existing culverts; therefore, impacts to riparian vegetation would be minimized. Mitigation is not proposed for upland vegetation impacted by construction of the project because no rare or unusual upland vegetation features would be affected. Special habitat features within the project area include water bodies, which are discussed in detail in Section E.6.c., Wetlands and Waters of the U.S. d) Invasive Species and Beneficial Landscaping A mix of native and introduced grasses and forbs would be used to re- vegetate the right -of- way. Additionally, disturbed areas would be restored and reseeded according to the TxDOT specifications. This would be performed in accordance with TxDOT's "Seeding for Erosion Control," Executive Order 13112 on Invasive Species, and the Executive Memorandum on Beneficial Landscaping. 2. Wildlife a) Regional Wildlife Summary The project area is located in the Texan Biotic Province (Blair 1950). Mammal species typical of the Texan Biotic Province include Virginia Opossum (Didelphis virginiana), Eastern Mole (Scalopus aquaticus), Fox Squirrel (Sciurus niger), Fulvous Harvest Mouse (Reithrodontomys fulvescens), Hispid Cotton Rat (Sigmodon hispidus), Deer Mouse (Peromyscus maniculatus), Eastern Cottontail (Sylvilagus floridanus), Swamp Rabbit (S. aquaticus), and Black- tailed Jackrabbit (Lepus californicus). Reptiles of the province include Ornate Box Turtle (Terrapene ornata), Eastern Box Turtle (T. carolina), Green Anole (Anolis carolinensis), Fence Lizard (Sceloporus undulatus), Eastern Racer (Coluber constrictor), Coachwhip (Masticophus flagellum), Eastern Rat Snake (Elaphe obsoleta), Common Kingsnake (Lampropeltis getula), Cottonmouth (Agkistrodon piscivorus), and Western Diamondback Rattlesnake (Crotalus atrox). Typical anuran species include Hurter's Spadefoot Toad (Scaphiopus hurterii), Gulf Coast Toad (Bufo valliceps), Woodhouse's Toad (B, woodhousii), Northern Cricket Frog (Acris crepitans), Strecker's Chorus Frog (Pseudacris Environmental Assessment - DFW Connector - January 2009 47 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 03 -01 -115 streckeri), Gray Treefrog (Hyla versicolor), Green Treefrog (H. cinerea), Bullfrog (Rana catesbiana), and Rio Grande Leopard Frog (R. berlandieri). b) Project Area Wildlife Project area wildlife utilizes all of the vegetative communities described in Section E.1.b to varying extents. The various woodland and riparian communities would be most important for wildlife due to the density, vegetative diversity, and potential for mast production (e.g., acorns, berries). 3. Threatened and Endangered Species No -Build Alternative Implementation of the No -Build Alternative would have no effect on threatened and endangered species. Build Alternative The following section addresses the potential for the proposed project to affect federally- or state - listed threatened or endangered species of potential occurrence in Tarrant and Dallas County. Table 5.8 includes a listing of threatened, endangered, or otherwise rare species or subspecies that may potentially occur in Tarrant and Dallas County, the listing status of these taxa, a determination of whether appropriate habitat occurs in the project area, and expected project impacts. The TPWD's Natural Diversity Database (NDD) maintains a database of observations of tracked species and assemblages throughout the state. The NDD identified several federal and state - listed threatened, endangered and rare species that have historically occurred within Tarrant & Dallas Counties. The NDD database was searched in February 2008 for elements of occurrence of the listed species within the project vicinity. None of the species were recorded within 1.5 mile radius of the proposed project. The database did determine the proposed project is adjacent to the Grapevine Lake managed area. The proposed project is not acquiring any additional right -of -way from this managed area, therefore; the proposed project would not impact the Grapevine Lake managed area. None of the species listed in the following table were observed during the on -site reconnaissance. Environmental Assessment — DFW Connector — January 2009 48 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Table 6.8 Federal and State-Listed Threaten'ed/Endangered Species of P otential ! e Dallas Counties • Species Federal State Description of Suitable Habitat Species Pertinent Project Status Status Habitat ; Present Effect Information Birds _ _ I Potential migrant. Nests in Arctic Peregrine Peregrine tundra regions; winter Rare to uncommon migrant Falcon DL T inhabitant of coastlines and N N only. Project area does not Falco peregrines mountains from Florida to I contain suitable nesting or tundrius South America. Open areas, winter coastal habitat. I usually near wate j Nests and winters near rivers, Bald Ea le g Haliaeetus DL T lakes and along coasts; nests I N N Project is located in a leucocephalus I in tall trees or on cliffs near maintained urban area. lar a bodies of water. I Oak - juniper woodlands with i distinctive patchy, two - layered aspect; shrub and tree layer I ; J with open, grassy spaces; requires foliage reaching ground level for nesting cover; return to same territory, or one Oak - juniper woodlands with Black- capped Vireo E E I nearby annually; deciduous I N N required structure are not Vireo atricapillus and broad - leaved shrubs and present within the project trees provide insects for I area. feeding; species composition less important than present of adequate broad - leaved shrubs, foliage to ground level, and required structure; nesting season March -late summer. Golden - cheeked Woodlands with tall Ashe Woodlands with mature Warbler E E juniper (colloquially "cedar "), N N Ashe juniper are not Dendroica oaks, and other hardwood present within the project chrysoparia trees. area. Wintering individuals (not flocks) found in weedy fields or cut -over areas with lots of Few recorded occurrences Henslow's Sparrow bunch grasses along with vines in this county. No Ammodramus — — and brambles; a key N N abundance of dense henslowii component is bare ground for groundcover or bunch running /walking; likely to grasses. occur, but few records within — _ this coun i Interior Least Tern Nests along sand and gravel bars within braided streams _ No sparsely vegetated sand Sterna anitllarum LE athalassos E I and rivers; also known to nest N N gravel bars in project area on man -made structures. streams. Piping Plover No sandy beaches on Charadrius melodus T,E T Sandy beaches and lakeshores. N N lakeshores are present within the project area. Western Burrowing Prairies, pastures, agricultural Maintained urban area. No Owl Anthene cunicu /aria areas, savannas, open areas, vacant lots near human Y N prairie, pasture, or agricultural areas. The hypugaea habitation. species was not detected in Prefers freshwater marshes, the ro ect area. sloughs, and irrigated rice No marshes sloughs, White -faced Ibis T fields, but will attend brackish habitats, in I irrigated rice fields, P/egadfs Chihi — and saltwater nests I N N brackish or saltwater marshes, in low trees, on the habitats are present within ground in bulrushes or reeds, ( the project area. or on Floa m ats. Potential migrant; winters in Maintained urban area. No Whooping Crane LE E and around Aransas National N N estuaries, marshes, Grus americana I Wildlife Refuge and migrates to savannah, grasslands, — ,Canada for breedi I cro land, or pas _ 4 Environmental Assessment — DFW Connector — January 2009 49 CSJ#: 0353-03-059, 0353-03-079, 0364-01-072, 0364-01-1 IZ 0364-01-113, 0364-01-115 Table 5.8 Federal and State-Listed Threatened/Endangered Species of Potential Occurrence in Tarrant and Dallas Counties (cont'd.) Federal Description of Suitable r- nent Project Species Status Hab itat Birds Forages in prairi e ponds, flooded pastures or fields, No prairie ponds, ditches, and other shallow shallow standing water, Wood Stork tanding water, including salt- T N N mud flats, or wetlands Mycteria americana water; usually roosts are present within the ommunally in tall snags, project area. inhabits mud flats and other Mollusks Small and large rivers especially on sand, mud, rocky mud, and sand and gravel, Fawns foot Iso silt and cobble bottoms in No rivers occur within Truncilla donaciformis still to swiftly flowing waters; Red Cypress N N the project area. (historic), (historic), Sabine (historic), Neches, Trinity, and San acinto River basins. Creeks, rivers, and reservoirs, andy substrates in slight to No rivers or reservoirs Little spectaclecase moderate current, usually are present within the along the banks in slower N N project area. Project C urrents; east Texas, Cypress area creeks do not have 1 through San Jacinto River sandy substrates. Streams and moderate-size rivers, usually flowing water on I No rivers of flowing Louisiana Pigtoe substrates of mud, sand, and streams with preferred gravel; not generally known 'from impoundments; Sabine, N N substrate types occur 1 Neches, and Trinity (historic) within the project area. River basins. Stable substrate, rock, hard --- tNo Pistolgrip ud, silt, and soft bottoms, rivers with preferred often buried deeply; east and N N b t t occur within entral Texas, Red through project area. an Antonio River basins. Mud, sand and gravel substrates of medium to large ivers in standing or slow Rock pocketbook flowing water, may tolerate No rivers occur within moderate currents and some the project area. re servoirs, east Texas, Red through Guadalupe River Small to large rivers with moderate flows and swift Sandbank i Current on gravel, gravel-sand, No rivers occur within pocketbook Lampsilis satura and sand bottoms; east Texas, Sulfur south though San N N the project area. Jacinto River basins; Neches Quiet waters in mud or sand No reservoirs or quiet Texas heelsplitter and also in reservoirs. Sabine, waters with mud or Neches, and Trinity River sand substrates occur amphichaenus within the project area. Environmental Assessment -op= Connector - January 0000 50 CSJ#: 0353-03-059, 0353-03-079, 0364-01-072, 0364-01-112, 0364-01-113, 0364-01-115 Table 5.8 Federal and State-Liswd Thi"ned Species of'' Potential Occurrence in Tarran and Dail as Counties (cont7d.) Species i Fede Description of Suitable 1 Habitat Species Pertinent Project :Statu Habitat i Present Effect Information Mammals Extirpated; formerly known Maintained urban area. Gray Wolf LE throughout the western two- E N N No forests, brushlands, Canis /u is thirds of state in forests, or grasslands. fff brushlands, or grasslands. ........ ... ---------- ----- Open fields, prairies, Maintained urban area. Plains Spotted Skunk 1 croplands, fencerows, I No prairies, croplands, Spilogale putorlus farmyards, forest edges, and Y N farmyards, or tallgrass interrupts w oodlands; prefers wooded, prairie. The species brushy areas and tallgrass was not detected in the prairie. project area. Extirpated; formerly known Red Wolf throughout eastern half of i Maintained urban area. Canis rufus LE E 'Texas in brushy and forested I N N No brushy or forested areas, as well as coastal areas, or coastal prairie. 1 prairie. Reptiles Perennial water bodies; deep No rivers, canals, lakes, water of rivers, c canals, lakes, oxbows, swamps or and oxbows; also swamps, bayous are present Alligator Snapping 2 bayous, and ponds near deep within project area. Turtle running water; usually in water Project area streams Macrochelys T with mud bottom and y N generally lack abundant ternminckii abundant aquatic vegetation; aquatic vegetation. Maintained urban areas may migrate several miles alongside streams are along rivers; active March- not conducive to species October; breeds April-October. occurrence. 'Wet/moist microhabitats are 1 conducive to species Maintained urban area. Texas Garter Snake occurrence, but species not The species was not Thamnophis sirtalis i restricted to them; hibernates y N detected in the project annectens underground or in/under surface cover; breeds March- area. Au Open, and and semi-arid Maintained urban area. - Texas Horned Lizard regions with sparse vegetation, No open, arid and semi- Phrynosoma T including grass, cactus, N N and regions with sparse cornuturn ;scattered brush or scrubby trees; sandy to soil. vegetation observed in the project area. Swamps, floodplains, upland Maintained urban area. Timber/Canebrake woodlands, riparian zones, 1 The species was not Rattlesnake T 'abandoned farmland; prefers y N I I detected in the project Crotalus horridus dense ground cover, i.e. ; rapevines or palmetto. g area. Vascular Plants Grasslands on sandy soils; also Maintained urban area. found in limestone bedrock, Glen Rose yucca No grasslands or the clayey soil on top of limestone, N N Yucca necopina required soils in the and gravelly limestone alluvium. Flowering April-June. project area. Data Sources: LE, LT - Federally Listed Endangered/Threatened Texas Parks and Wildlife Department, Wildlife Diversity, Diversity PT, C1 - Federally Proposed Threatened, or Candidate and Habitat Assessment programs. County Lists of Texas' Special Species Species. Tarrant County (last revision 8/8/2007). DL, PDL - Federally Delisted/ Proposed Delisted http://Qis.tpwd.state.tx.us/TpwEndangeredSpecies/`DesktopDefa E, T - State Endangered/Threatened aspx accessed 12/31/2007. " — " - Rare or Species of Concern, but no regulatory U.S. Fish and Wildlife Service. 2007. listing status www.fws.gov/ifw2es/endanaeredspecies/lists/ Endangered Species L_ List for Tarrant Cou d 12/31/2007. Environmental Assessment- DFW Connector- January 2009 51 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Portions of the project area that coincide with existing road rights -of -way have experienced modification to the extent that very little native vegetation remains within or adjacent to the right-of -way. Much of the project area that is not already in existing transportation use consists of commercial businesses, isolated woodlands, and small fields of maintained grasses. Based on lack of suitable habitat and the degree of previous land modification (for transportation rights -of -way), the project would have no effect upon threatened or endangered species. 4. Migratory Birds No -Build Alternative Implementation of the No -Build Alternative would have no effect on migratory birds, their nests, eggs or young. Build Alternative The Migratory Bird Treaty Act of 1918 protects migratory birds, their nests, and eggs. Observations of migratory birds could potentially occur in the project area, but the majority of the migratory bird occurrences would be transitory. The migration patterns of these species would not be affected by this project. During the field visit, swallow nests were observed on some bridge structures just outside of the project area at the entrance to DFW International Airport; however these nests did not appear to be active, even though the field visit was conducted during the nesting season. In the event that migratory birds are encountered on -site during project construction, every effort will be made to avoid take of protected birds, active nests, eggs, and /or young. The contractor would remove all old migratory bird nests between September 1st and the end of February from any structure where work will be done. In addition, the contractor would avoid or minimize clearing vegetation within the project area between March 1 and August 31. 5. Farmland No -Build Alternative Implementation of the No -Build Alternative would require no displacement, relocation or division of farmland or farm operations. Build Alternative Implementation of the Build Alternative would require no displacement, relocation or division of farmland or farm operations. Additional right -of -way required for the proposed improvements is developed, urbanized, or zoned for urban use; therefore, the proposed project is exempt from the requirements of the Farmland Protection Policy Act (FPPA) and requires no coordination with the Natural Resources Conservation Service (NRCS). Environmental Assessment— DFW Connector— January 2009 52 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 6. Water Quality No -Build Alternative Implementation of the No -Build Alternative would have no effect on lakes, rivers, and streams, existing water quality, threatened and impaired waters, floodplains, and wetlands. This alternative would have no channel impacts. No additional permitting would be required. Build Alternative The effect of implementing the Build Alternative with regard to lakes, rivers, and streams, existing water quality, threatened and impaired waters, floodplains, wetlands, channel impacts, and permitting is presented below. a) Watershed /Basin Information Tarrant County is located in the Trinity River Basin. The Trinity River originates in four separate forks: the East Fork in Grayson County, the Elm Fork in Montague County, the West Fork in Archer County, and the Clear Fork in Parker County. The Clear Fork joins the West Fork in the city of Fort Worth, and the Elm Forks joins these in the city of Dallas. The East Fork joins the Trinity just south of Dallas County, on the border of Ellis and Kaufman Counties. From there, it flows south to Trinity Bay, the northernmost part of Galveston Bay. The length of the Trinity River is 715 miles, and the total basin drainage is 17,969 square miles. For the purpose of water quality monitoring, the Texas Commission on Environmental Quality (TCEQ) has divided the Trinity River Basin into 57 classification segments, including 32 stream segments encompassing 1,224.5 stream miles and 25 reservoirs encompassing 321,761 acres (TCEQ 2004). Historically, water quality in the Trinity River has been poor due to contamination originating from the heavily populated Fort- Worth - Dallas metroplex area. In the past few decades, however, water quality has improved slightly. Primary water quality concerns throughout the basin include elevated fecal coliform levels, depressed dissolved oxygen concentrations, and chemical contamination (TCEQ 2004). Chemical contaminants include Chlordane, DDT, DDD, DDE, organochlorine insecticides, Dieldrin, and PCBs. Water quality monitoring is ongoing in the Trinity River. The local governments along the Trinity River established a common watershed management program whereby all proposed developments within the Trinity River Corridor Development Regulatory Zone (essentially the 100 -year floodplain) must apply for a Corridor Development Certificate (CDC). The project is not within the Trinity River Corridor Development Regulatory Zone; therefore, a CDC permit would not be required. Creeks in the project area include Big Bear Creek, Denton Creek, Grapevine Creek and their tributaries, as well as a tributary to )ones Branch. Creek locations are identified on Plates F through ] in Appendix D. Photographs of creeks in the project area are found in Environmental Assessment— DFW Connector— January 2009 53 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Appendix E. Big Bear Creek crosses SH 121 in the southwestern portion of the project area. The Cottonwood Branch of Denton Creek crosses SH 121 in the northern portion of the project area. Farris Branch of Denton Creek crosses SH 114 in the northeastern portion of the project area, and Grapevine Creek crosses SH 114 in the southeastern portion of the project area. Creeks in the project are crossed by both bridges and culverts. A wetland mitigation area owned by the DFW Airport and deed restricted to the USACE is located at the southeast corner of the intersection of SH 121 and Bethel Road. Cottonwood Branch of Denton Creek flows through this property. Although it is located immediately adjacent to the proposed project, no right -of -way would be required from the mitigation bank and no direct impacts to the wetland mitigation area would occur. However, water runoff from the project area has the potential to indirectly affect the mitigation bank. Grapevine Lake, managed by the U.S. Army Crops of Engineers, is located on Denton Creek just north of the City of Grapevine. The lake is depicted on Appendix B USGS Topographic Map. The lake is upstream from the project area, therefore water runoff from the project area would not result in any impacts to the lake. Based on the TCEQ's 2004 and draft 2006 Clean Water Act Section 303(d) lists, the project does not cross a threatened or impaired water segment nor is the project within five miles upstream of an impaired or threatened segment. Therefore, coordination with the TCEQ is not required for total maximum daily loads. The water quality of wetlands and waters in the state shall be maintained in accordance with all applicable provisions of the Texas Surface Water Quality Standards including the General Narrative and Numerical Criteria. The General Bridge Act of 1946 (formerly Section 9 of the Rivers and Harbors Act of 1899) empowers United States Coast Guard to regulate the construction of bridges and causeways within or across waterways defined as navigable by that agency. Section 10 of the Rivers and Harbors Act of 1899 empowers the USACE to regulate all work on structures in or affecting the course, condition, or capacity of the navigable waters of the United States. Navigable waters of the U. S. are those waters that are subject to the ebb and flow of the tide and /or are presently used, or have been used in the past, or may be susceptible for use to transport interstate or foreign commerce. There are no navigable waterways crossed by the project facilities within the proposed area of improvements. b) Federal Emergency Management Agency (FEMA) Floodplain Information The project corridor was investigated for encroachments into the 100 -year floodplain. Information was obtained from the Federal Emergency Management Agency's (FEMA) Flood Insurance Rate Maps for Tarrant County (Flood Map Panel Numbers 48439CO205H, 4805980205H, 4805980210H, 4805980215H, 4805980220H, 4801800015A, 4801800005A, 4801700010E). Approximately 53 acres of floodplain occur within the project's existing and proposed right -of -way. Environmental Assessment— DFW Connector— January 2009 54 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 The hydraulic design practices for this project would be in accordance with current TxDOT design policy and standards. The highway facility would permit conveyance of the 100 -year flood levels, inundation of the roadway being acceptable, without causing significant damage to the highway, stream or other property. Tarrant County is a participant in the National Flood Insurance Program. The proposed project would not increase the base flood elevation to a level that would violate the applicable floodplain regulations or ordinances; therefore, no coordination with either FEMA or the local floodplain administrator is required. C) Wetlands and Waters of the U.S. Waters of the U.S. are protected under Section 404 of the Clean Water Act, as administered by the U.S. Army Corps of Engineers ( USACE). Wetlands are transitional areas between terrestrial and aquatic ecological systems and are defined by three criteria: 1) the presence of hydrophytic vegetation; 2) hydric soil characteristics; and 3) wetland hydrology. Wetlands are protected under the Clean Water Act, and are regulated by the USACE. Wetlands may provide and /or promote the following functions: groundwater recharge, groundwater discharge, flood flow attenuation, sediment stabilization, sediment and toxicant retention, nutrient removal and /or transformation, production export, and the promotion of habitat and wildlife diversity and abundance. Wetlands are also valued for their recreational uses and uniqueness as ecological and physiographic zones. In addition to the jurisdictional wetlands defined above, the Clean Water Act regulates impacts to other waters of the United States. The term "waters of the United States" has broad meaning and incorporates both deepwater aquatic habitats and special aquatic sites, including wetlands, as listed below: • The territorial seas with respect to the discharge of fill material. • Coastal and inland waters, lakes, rivers and streams that are navigable waters of the United States, including their adjacent wetlands. • Tributaries to navigable waters of the United States, including adjacent wetlands. • Interstate waters and their tributaries, including adjacent wetlands. • All other waters of the United States not identified above, such as lakes, intermittent streams, prairie potholes, and other waters that are not a part of a tributary system to interstate waters or navigable waters of the United States, the degradation or destruction of which could affect interstate commerce. Determination of the presence or absence of waters of the U.S. within the project area was accomplished using National Wetlands Inventory (NWI) maps produced by the U.S. Fish and Wildlife Service, aerial photographs, USGS topographic maps, FEMA floodplain maps, and onsite verification during the field wetland determination on June 6, 2006. A jurisdictional wetland determination was conducted within the existing right -of -way to identify waters of the United States, which are regulated by the USACE pursuant to Section 404, subsection 330.5(a)(21) of the Clean Water Act. Procedures in the Field Guide for Environmental Assessment — DFW Connector— January 2009 55 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Wetland Delineation - 1987 Corps of Engineers Manual (Wetland Training Institute, 1991) were utilized within the project area. One jurisdictional wetland was identified within the proposed project limits. Twelve jurisdictional waters of the U.S. were identified within the project area (see Table 5.9). These include Big Bear Creek, Denton Creek, Grapevine Creek, Farris Branch, and Cottonwood Branch, their associated tributaries, as well as tributaries to Jones Branch and Denton Creek. The proposed project would have only minor impacts at these jurisdictional waters, since they would either be spanned by the proposed improvements or the improvements would be limited to extensions of existing culverts. { Features 3, 4, 11, 12 and 13 were deleted because they were determined to be located outside of the project area. Feature 16 was determined not jurisdictional. 1 Ordinary High Water Mark - the ordinary high water level is an elevation delineating the highest water level that has been maintained for a sufficient period of time to leave evidence upon the landscape, commonly the point where the natural vegetation changes from predominantly aquatic to predominantly terrestrial. d) Permits The proposed improvements would result in the placement of minor amounts of fill into waters of the U.S., and the project would be covered under a U.S. Army Corps of Engineers ( USACE) Nationwide Permit 14. Pre - construction notification (PCN) to the USACE would not be required for any crossing since no impacts would be greater than the 0.10 acre threshold for PCN. Although the wetland at Cottonwood Branch is a special aquatic site, PCN would not be required for the wetland near Cottonwood Branch because it would not be impacted during construction. Specifically, no impacts to the wetland near Cottonwood Branch are expected since the area would be bridged; however, a commitment to TPWD has been made to establish fencing around the area to make aware that the area is not to be disturbed. The waters are not navigable; therefore, neither a U.S. Coast Guard Section 9 Permit nor a USACE Section 10 Permit would be required. Environmental Assessment - DFW Connector- January 2009 56 Jurisdicti e Water Approximate Name ` OHWM Impacts Permit PCN? US waters E Feature" — Station ;Y - -- — feet -- - --f acres f - - -� s anned —� -- - -i 52 0+00 Bi�Bear Creek 20 i < 0.1 NWP 14 N 2 1010+00 Tributary to Big Bear Creek 6 < 0.1 NWP 14 No _Yes_ _ No 5 - - -- 310+ 00 Tributary ]ones Bran 3 < 0 N WP 14 No No_ 6 30 5+00 Tributa to )ones Branch 2 ! < 0.1 N WP 14 _ No ...... ....... No 7 585+00 Grapevine Creek 40 <0.1 NWP 14 No _ Yes 8 2885+ ! - —- Cottonwood Br 75 < 0.1 NW P 14 No N o = 9 ' 2885+00 ; Tributary to Cottonwood _ -- -- - 4 - < 0.1 j NWP 14 — No - —c Yes Branch { Tributary to Cottonwood 10 2890+00 ! Branch 4 < 0.1 i NWP 14 No No 14 1870+ Co ttonwood B ranch 25 < 0.1 NWP 14 No Yes 15 2850 + 00 Wetland near Cottonwood _ None None No Yes Branch 17 505+0 Denton Creek 35 < 0.1 NWP 14 No 18 349+00 _ Farris Branch 15 i < 0.1 I NWP 14 No _ No { Features 3, 4, 11, 12 and 13 were deleted because they were determined to be located outside of the project area. Feature 16 was determined not jurisdictional. 1 Ordinary High Water Mark - the ordinary high water level is an elevation delineating the highest water level that has been maintained for a sufficient period of time to leave evidence upon the landscape, commonly the point where the natural vegetation changes from predominantly aquatic to predominantly terrestrial. d) Permits The proposed improvements would result in the placement of minor amounts of fill into waters of the U.S., and the project would be covered under a U.S. Army Corps of Engineers ( USACE) Nationwide Permit 14. Pre - construction notification (PCN) to the USACE would not be required for any crossing since no impacts would be greater than the 0.10 acre threshold for PCN. Although the wetland at Cottonwood Branch is a special aquatic site, PCN would not be required for the wetland near Cottonwood Branch because it would not be impacted during construction. Specifically, no impacts to the wetland near Cottonwood Branch are expected since the area would be bridged; however, a commitment to TPWD has been made to establish fencing around the area to make aware that the area is not to be disturbed. The waters are not navigable; therefore, neither a U.S. Coast Guard Section 9 Permit nor a USACE Section 10 Permit would be required. Environmental Assessment - DFW Connector- January 2009 56 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 e) TCEQ Section 401 Best Management Practice Statement Should impacts to waters of the U.S. be associated with the construction of this project, Erosion Control, Sedimentation Control, and Post Construction Total Suspended Solids (TSS) Control devices from the TCEQ Section 401 Best Management Practices (BMP) List would be required. Table 5.10 shows the approved BMPs for each category. At least one device from each category would be utilized. Erosion Control devices would be implemented and maintained until construction is complete. Sedimentation Control devices would be maintained and remain in place until completion of the project. Post-Construction TSS Control devices would be implemented upon completion of the project. Table Erosion Control 5.10 Best Management Sedimentation Control Practices Post Construction TSS 5 Temporary Vegetation i Sand Bag Berm Retention /Irrigation Blankets /Mulch /Matting Silt Fence i Vegetative Filter Strip z Mulch Triangular Filter Dike ; Constructed Wetlands Sod Interceptor Swale j Rock Berm _.... _ _.. _._._._._ ......... Hay Bale Dike Wet Basins E _ ............ ... -- ....___ .__. - __ .__ .._..... --- ._..._.._ ;Vegetation Lined Drainage Ditches Diversion Dikes Brush Berm Grassy Swales Erosion Control Compost i Stone Outlet Sediment Trap ! Sand Filter Systems Mulch Filter Berms /Socks Sediment Basin Extended Detention Basins Compost Filter Berms /Socks Erosion Control Compost Erosion Control Compost E Mulch Filter Berms /Socks —! Mulch Filter Berms /Socks u Compost Filter Berms /Socks Compost Filter Berms /Socks e f) Texas Pollutant Discharge Elimination System (TPDES) Because this project would disturb more than one acre, TxDOT would be required to comply with the TCEQ - Texas Pollutant Discharge Elimination System General Permit for Construction Activity. The project would disturb more than five acres; therefore, a Notice of Intent would be filed to comply with TCEQ regulations and TxDOT would have a Storm Water Pollution Prevention Plan (SW3P) in place during construction of the proposed project. This "SW3P" utilizes the temporary control measures as outlined in the TxDOT manual "Standard Specifications for the Construction of Highways, Streets, and Bridges ". Impacts would be minimized by avoiding work by construction equipment directly in the stream channels and /or adjacent areas. No long -term water quality impacts are expected as a result of the proposed project. g) Storm Water Pollution Prevention Plan (SW3P) To minimize impacts to water quality during construction, the proposed project would utilize temporary erosion and sedimentation control practices (i.e., silt fences, rock berms, and Environmental Assessment – DFW Connector– January 2009 57 CSJ #. 0353 -03 -059, 0353-03 -0 79, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 drainage swales) from TxDOT's manual "Standard Specifications for the Construction of Highways, Streets, and Bridges ". These temporary erosion and sedimentation control devices would be in place prior to the initiation of construction and would be maintained throughout the duration of the construction. Clearing of vegetation would be limited and /or phased in order to maintain a natural water quality buffer and minimize the amount of erodible earth exposed at any one time. Upon completion of the earthwork operations, disturbed areas would be restored and reseeded according to TxDOT's specifications for "Seeding for Erosion Control ". The contractor would take appropriate measures to prevent, minimize, and control the spill of fuels, lubricants, and hazardous materials in the construction staging area. All spills, including those of less than 25 gallons shall be cleaned immediately and any contaminated soil shall be immediately removed from the site and be disposed of properly. Designated areas shall be identified materials storage. These areas shall be protected from run -on and run -off. The use of construction equipment within stream channels is not anticipated for this project. However, if work within a watercourse or wetland is unavoidable, heavy equipment shall be placed on mats, if necessary, to protect the substrate from gouging and rutting. All construction equipment and materials used within stream channels and immediate vicinity would be removed as soon as the work schedule permits and /or when not in use and shall be stored in an area protected from run -on and run -off. All materials being removed and /or disposed of by the contractor would be done in accordance with state and federal laws and by the approval of the Project Engineer. Any changes to ambient water quality during construction of the proposed project shall be prohibited, may result in additional water quality control measures, and shall be mitigated as soon as possible. The contractor would practice "good housekeeping" measures, as well as, "grade management" techniques to help ensure that proper precautions are in place throughout construction of the proposed project. There are no public water supply intakes within the project limits or adjacent areas. No adverse effects to water quality are expected. F. HAZARDOUS MATERIALS No -Build Alternative Implementation of the No -Build Altemative would have no effect on or from hazardous material sites within the proposed project area. Build Alternative The area 500 feet on either side of the project area was visually surveyed. The site investigation concluded that additional information and a search of applicable databases was warranted. The database search report is on file at the TxDOT - Fort Worth District for reference. Of the over 70 potential hazardous materials sites that were identified in the database search, approximately 13 may have the potential for being impacted by the proposed project. These include older (greater than 10 years) single wall fuel tanks, sites with violations and /or spills, directly impacted hazardous materials sites and hazardous Environmental Assessment— DFW Connector— January 2009 58 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364 -01 -115 materials sites with products other than petroleum compounds. Above ground tanks sites, sites with newer and /or double walled underground tanks, and small quantity generators are not listed unless they met the above criteria. Unmappable orphan sites, while listed in the database were also not included in the below table. Table 5.11 identifies these potential hazardous materials sites that are located adjacent to the existing right -of -way or within the proposed right -of -way. Site ID numbers are referenced on the plates included in Appendix D. The table includes sites that were or are contaminated, or potentially contaminated, and are within or adjacent to the proposed right -of -way expansion. Some of these are categorized as "high risk." An example "high risk" site would be a leaking underground tank that has impacted shallow groundwater where excavation during construction may occur, or an underground storage tank associated with a building that would be displaced by the proposed improvements. Some sites are categorized as "low risk" if available information indicates that some contamination potential may exist, but the site is not likely to pose a contamination issue for roadway construction. The other sites are believed to be a "medium risk ", where contamination potential may exist and construction activities may have an effect on or from the site. Below is a summary of the facilities that may be considered a high, medium or low risk, based on available information and the field survey results. Map ID # Facility -- Nam Facility Type Address ------ Status /Risk 1 RaceTrac 524 - - Fuel station - - -- i 2151 Ira E. — — -- 3 double - walled underground storage tanks installed Wo Avenue 1 995. Potentially displa by Prop osed Action. H_IG 1. 3* 3211 William As halt p 3211 William D. I {' Release of 1,000 gallons of liquid asphalt to D Tate Ave Tate Avenue I groundwater table 3/26/87. MEDIUM 4 Hansom Fuel station € 2101 Hall Single wall gasoline underground tank installed 1989. Hanks Johnson Road ' LOW I E Payton Wright 440 W. Highway i Steel hydraulic lift underground oil tank installed 1978. 1 5 Ford Car dealership 114 i Also leaking underground gasoline tank removed ' _ 1 Case closed. LOW _ 6 TETCO Fuel station 1401 William D. Single wall gasoline underground tank installed 1988. ' Tate Avenue LOW € i 7 Best Mart Fuel station 2636 William I Single wall gasoline underground tank installed 1975. Tate Avenue i MEDIUM [ 4 Seasons 8 Standard Car sales and 500 Industrial i 4 TCEQ violations for hazardous waste generation in Motors repairs Park Drive 1998. LOW 9 Craig's Paint and auto 2078 West 1 Paint waste and solvents. LOW Collision sho Hi hwa 114 = 10 Switzer 315 Fuel station 2362 Highway Leaking underground gasoline tank removed in 9/96. !Case cl LOW it Fina Mart Fuel station 1400 William D Leaking underground gasoline tank removed in 8/05. - T A Case clo LOW = 12 TETCO 452 Fuel station 101 E Highway Leaking underground tank in 4/93. Currently = ! 1 ; monitoring groundwater. MEDIUM 13 Dry Clean i Dry cleaner `2200 Hall Use of perchlor compounds. LOW Super Center Johnson Road i 14 Shell Gas ' Station and Strip mall with 3501 Grapevine Fuel tank to be potentially displaced by Proposed Mini Mall fuel station Mills Parkway Action. HIGH Source: Data search by Environmental Data Resources, Inc. and field observations by TxDOT Study Team, June 2006. *ID #2 not used. Environmental Assessment – DFW Connector – January 2009 59 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Additional investigation would be necessary if contamination is discovered during construction, or if additional information becomes available regarding hazardous materials sites, or if changes are made to the proposed right -of -way. If contamination were to be confirmed, TxDOT would develop appropriate soils and /or groundwater management plans for activities within these areas. G. AIR QUALITY ASSESSMENT No -Build Alternative Implementation of the No -Build Alternative would lead to increased traffic congestion and decreased mobility within the DFW Connector, resulting in decreased vehicular speed and increased stop- and -go traffic. This, in turn, would likely increase vehicle idling emissions. Build Alternative The proposed North Central Texas project is located in Tarrant and Dallas County, which is part of the U.S. Environmental Protection Agency (EPA) designated nine - county nonattainment area for the eight -hour standard for the pollutant ozone; therefore, the transportation conformity rule applies. The proposed action is consistent with the area's financially constrained Metropolitan Transportation Plan Mobility 2030 (MTP) and the 2008- 2011 Transportation Improvement Program (TIP), as revised, as proposed by the NCTCOG. The U.S. Department of Transportation (FHWA /FTA) found the MTP to conform to the State Implementation Plan on June 12, 2007, and the 2008 -20011 TIP was found to conform on October 31, 2007. All projects in the NCTCOG's TIP that are proposed for federal or state funds were initiated in a manner consistent with federal guidelines in Section 450, of Title 23 CFR and Section 613.200, Subpart B, of Title 49 CFR. Energy, environment, air quality, cost, and mobility considerations are addressed in the programming of the TIP. 1. Ozone and Carbon Monoxide The primary pollutants from motor vehicles are volatile organic compounds (VOCs), carbon monoxide (CO,) and nitrogen oxides (NOx). Volatile organic compounds and nitrogen oxides can combine under the right conditions in a series of photochemical reactions to form ozone (03). Because these reactions take place over a period of several hours, maximum concentrations of ozone are often found far downwind of the precursor sources. Thus, ozone is a regional problem and not a localized condition. The modeling procedures of ozone require long term meteorological data and detailed area wide emission rates for all potential sources (industry, business, and transportation) and are normally too complex to be performed within the scope of an environmental analysis for a highway project. However, concentrations for carbon monoxide are readily modeled for highway projects and are required by federal regulations. Environmental Assessment— DFW Connector— January 2009 60 CSJ #_ 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Topography and meteorology of the area in which the project is located will not seriously restrict dispersion of the air pollutants. The traffic data used in the analysis was obtained from the TxDOT Transportation Planning and Programming (TPP) Division. Of all the roadways that comprise the project facilities proposed for improvement as part of the DFW Connector project (i.e., portions of SH 114, SH 121, FM 1709, Ira E. Woods Avenue, SH 360, International Parkway, IH 635, and FM 2499), the stretch between Main Street and Texan Trail where SH 114 and SH 121 converge is forecasted to have the highest amount of traffic. The Estimated Time of Completion (ETC, 2010) maximum Average Annual Daily Traffic (AADT) at this location is estimated to be approximately 243,000 and the 2030 (ETC +20) design year maximum AADT is estimated to be approximately 366,400. Each leg of the corridor was not modeled for CO because the only variables would be the designed hourly volumes (DHV) and the right of way width differences that could alter the outcome of what is the worst case scenario. The DHV for the SH 114 leg on the eastern side of the corridor comes closest to the worst case DHV for the mid - section that was modeled and has the narrowest ROW of the legs for SH 114, SH 360, IH 635, and SH 114. This segment has approximately 1/3 less traffic than the segment modeled and the ROW difference is approximately 25% less than the section modeled. It can be assumed that because there is a greater decrease in traffic than in ROW width for dispersion of CO, than the scenario modeled is still worst case and the CO modeling would still represent the worst case scenario for any segment of the corridor. Carbon monoxide concentrations for the Proposed Action were modeled using the worst case scenario (adverse meteorological conditions and sensitive receptors at the right -of -way line) in accordance with the TxDOT Air Quality Guidelines. The FHWA and TxDOT- preferred CALINE3 roadway air quality computer model and MOBILE6 emission factors provided by TxDOT were used in the analysis. Local concentrations of carbon monoxide are not expected to exceed National Ambient Air Quality Standards (NAAQS) at any time. The following table summarizes the results of the analysis: fit .. One -Hour Standard* Eight-Hour Standard* Year Concentration € m NAAQS Percent of m NAAQS Concentration m NAAQS m Percent of NAA S = 2010 7.3 35.5 20.6% 4. 9.5 4 i e 2030 i 8.5 35.5 23.9% 5.2 9.5 54.7% * Analysis includes a one hour background concentration of 2.8 ppm and an 8 -hour background concentration of 1.8 ppm. 2. Congestion Management Process The proposed action is consistent with the NCTCOG adopted Congestion Management Process (CMP), a systematic process for managing congestion. It provides information on transportation system performance and on alternative strategies for alleviating congestion and enhancing the mobility of persons and goods to levels that meet state and local needs. Environmental Assessment — DFW Connector— January 2009 61 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 This project was developed from NCTCOG's operational CMP, which meets all requirements of 23 CFR Highways, Parts 450 and 500. Operational improvements and travel demand reduction strategies are commitments made by the region at two levels: program level and project level implementation. Program level commitments are inventoried in the regional CMP; they are included in the financially constrained Metropolitan Transportation Plan (MTP), and future resources are reserved for their implementation. The CMP element of the plan carries an inventory of all project commitments (including those resulting from major investment studies) detailing type of strategy, implementing responsibilities, schedules, and expected costs. At the project programming stage, travel demand reduction strategies and commitments will be added to the regional Transportation Improvement Program (TIP) or included in the construction plans. The regional TIP provides for programming of these projects at the appropriate time with respect to single- occupant vehicle (SOV) facility implementation and project specific elements. Projects included in the regional CMP will be managed under the Congestion Mitigation and Air Quality (CMAQ) program. In an effort to reduce congestion and the need for SOV lanes in the region, TxDOT and the NCTCOG will continue to promote appropriate congestion reduction strategies through the CMAQ program, the CMP, and the MTP. According to the NCTCOG, the congestion reduction strategies considered for this project will help alleviate congestion in the study area, but will not eliminate it. Therefore, the proposed improvements are justified. Specific CMP project commitments in the vicinity of the proposed project are listed in Table 5.13. Table Project Commitments Year Of Street /Name City County Project Type 1 Implementation AIRFIELD DRIVE (5 DFW INTERSECTION LOCATIONS) ! INTERNATIONAL DALLAS IMPROVEMENT 2005 I AIRPORT CS AT BALL STREET AND WALL [ INTERSECTION GRAPEVINE TARRANT 2002 STREET IMPROVEMENT INTERSECTION BUS 114L (NW HWY) E GRAPEVINE TARRANT 1997 IMPROVEMENT FM 1709 DECEL LANES AT I INTERSECTION DIAMOND /BYRON NELSON ; SOUTHLAKE TARRANT 2005 INTERSECTION IMPROVEMENT FM 1709 FROM ]ELLICO WEST INTERSECTION SOUTHLAKE TARRANT 2005 TO BANK STREET IMPROVEMENT GRAPEVINE/ INTERSECTION SH 26 AT MUSTANG DR TARRANT 2000 COLLEYVIL IMPROV TRAFFIC SIGNAL MAIN ST GRAPEVINE TARRANT 1995 IMPROVEMENT GRAPEVINE / TRAFFIC SIGNAL RADIO TRAFFIC SIGNAL SOUTHLAKE/ TARRANT 2002 COMMUNICATION IMPROVEMENT COPPELL VARIOUS / TRAFFIC SIGNAL SH 360 SB FR AT MIDWAY, GRAPEVINE / TARRANT 2000 IMPROVEMENT BEDFORD TRAFFIC SIGNAL FM 1709 AT NOLEN SOUTHLAKE TARRANT 2002 IMPROVEMENT Environmental Assessment — DFW Connector — January 2009 62 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Environmental Assessment — DFW Connector— January 2009 63 Year Of Street /Name City County i Project Type - -- Implementation - - -- SH 121 AT WILLIAM D TATE 1 GRAPEVINE TARRANT BOTTLENECK REMOVAL 2002 EXIT SH 114 AT FM 1709 I SOUTHLAKE TARRANT BOTTLENECK REMOVAL 2007 CS FROM SOUTHLAKE HWY 26 a SOUTHLAKE TARRANT f BIKE /PEDESTRIAN 2004 TO COTTON BELT TRAIL PRJ i GRAPEVINE / SOUTHLAKE BIKE GRAPEVINE TARRANT BIKE /PEDESTRIAN 1996 TRAIL COTTON BELT TRAILWAY /(1) COLLEYVILLE / GRAPEVINE; (2) COLLEYVILLE; GRAPEVINE/ TARRANT BIKE /PEDESTRIAN 2005 3 HURST HURST E VA FROM EXISTING TRAILHEAD, PR1 AND PR2 TO GRAPEVINE TARRANT BIKE /PEDESTRIAN 2005 NEAR DOVE LOOP EAST, IN GRAPEVINE VARIOUS LOCATIONS - I DEVELOPMENT AND VARIOUS DALLAS ITS 2003 INTEGRATION OF I I DALLAS DALLAS DALLAS CO -US 75 & IH 635 /MESQUITE /VARIOUS ITS 2000 VARIOUS CCTV, DMS, DETECTION -NE VARIOUS / TARRANT TARRANT COUNTY - REGIONAL '; GRAPEVINE / / ITS 2004 DENTON SCOPE SOUTHLAKE VARIOUS MOBILITY ASSISTANCE TARRANT /DALLAS PATROL I /VARIOUS ITS 2002 VARIOUS VA FROM NW END OF BEAR CREEK PARK, IN GRAPEVINE } GRAPEVINE TARRANT ENHANCEMENT 2003 TO POOL ROAD VIA PARR PARK SH 121 FROM DENTON CREEK ; LEWISVILLE DENTON TO DALLAS NORTH TOLLWAY ` /VARIOUS ADDITION OF LANES 2004 VARIOUS SH 121 FROM DALLAS COUNTY f TARRANT CO TARRANT ADDITION OF LANES 2007 LINE TO FM 2499 BUS 114L (NW HWY) FROM SH GRAPEVINE TARRANT ADDITION OF LANES 1997 114 TO SH 26 E INT SH 121 FROM SH 114 TO 0.3 ' GRAPEVINE TARRANT ADDITION OF LANES 1993 MI S O IH 635 SH 26 FROM CHEEK SPARGER COLLEYVILLE / TARRANT ADDITION OF LANES 2006 TO GRAPEVINE CITY LIMITS GRAPEVINE EULESS- GRAPEVINE RD, WESTPORT PKWY, STONE MYERS PKWY & MUSTANG DR i GRAPEVINE TARRANT ADDITION OF LANES 2005 FROM SH 360 TO SH 121 WILLIAM D TATE AVE BUS 114L FROM SH 26 /WALL ST (EAST INTERSECTION TO GRAPEVINE TARRANT ADDITION OF LANES 2005 SH 114 E 9 SH 121 FROM TARRANT _ COUNTY LINE TO DENTON C/L GRAPEVINE DENTON ADDITION OF LANES 2007 NEAR DENTON CREEK DOVE LOOP RD FROM DOVE RD AT DOVE LOOP RD TO GRAPEVINE TARRANT ADDITION OF LANES 2003 _R UTH WALL/ L OOP 38 GLADE RD FROM SH 121 TO i GRAPEVINE TARRANT ADDITION OF LANES 2003 SH 360 Environmental Assessment — DFW Connector— January 2009 63 CSJ #. 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 TableS.13 CMP Project Commitments (contd.) Year Of Street /Name City County Project Type ` FM Implementati 1709 FROM US 377 TO KELLER / TARRANT ADDITION OF LANES 1994 KELLER CITY LIMITS SOUTHLAKE SH 121 FROM SH 114 TO 0.3 GRAPEVINE TARRANT ADDITION OF LANES 1993 MI S O IH 635 SH 360 FROM SH 121 IN GRAPEVINE TO MID - CITIES VARIOUS TARRANT NEW ROADWAY 2003 BLVD IN EULESS SEAMLESS AVIATION CONNECTIONS, WESTERN VARIOUS S UBREGION TARRANT RAIL TRANSIT 2010 Source: North Central Texas Council of Governments, TIPINS, September 2006. 3. Mobile Source Air Toxics In addition to the criteria air pollutants for which there are NAAQS, EPA also regulates air toxics. Air toxics are pollutants known or suspected to cause cancer or other serious health or environmental effects. A full report on Mobile Source Air Toxics (MSAT) was prepared for the DFW Connector Environmental Assessment and is included in Appendix H, Mobile Source Air Toxic Analysis. FHWA has completed a review of several studies that have attempted to address how MSAT concentration levels may behave based on the distance from a roadway. FHWA notes that both models and experimental data predict short-term concentrations of air toxics can be elevated for receptors downwind of and very near roadways. The tendency for pollutant levels to drop off substantially as the distance from the roadway increases is well documented. The distance where the highest decrease in concentration starts to occur is approximately 328 feet (100 meters). By 1,640 feet (500 meters), most studies have found difficulty distinguishing between background levels of a given pollutant and the elevated levels that may have been found directly adjacent to the roadway. Finally, wind direction and speed, vehicle traffic levels, and roadway design can further increase or decrease the distance at which elevated levels of any given pollutant can be distinguished as directly associated with a roadway. Sensitive receptors are defined as schools both public and private, licensed day care facilities, hospitals, and senior citizen care facilities. The Study Team identified and mapped twenty (20) sensitive receptors within the SH 114/121 study area, (Tables 2 & 3 and Exhibits 2 -3). Two of these sensitive receptors, Baylor Medical Center and Cook Children's Pediatric are within 100 meters (328 feet) of the study area, with the remaining eighteen (18) falling within 500 meters (1,640 feet). The ability to discern differences in MSAT emissions among transportation alternatives is difficult given the uncertainties associated with forecasting travel activity and air emissions 23 years or more into the future. The main analytical tool for predicting emissions from on- road motor vehicles is the EPA's MOBILE6.2 model. The MOBILE6.2 model is regional in Environmental Assessment— DFW Connector— January 2009 64 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 scope and has limited applicability to a project -level analysis. However, the effects of a major transportation project extend beyond its corridor and an evaluation within the context of an affected transportation network can be accomplished. When evaluating the future options for upgrading a transportation corridor, the major mitigating factor in reducing MSAT emissions is the implementation of the EPA's new motor vehicle emission control standards. The results of the quantitative MSAT analysis for this project indicate substantial decreases in MSAT emissions will be realized trom a current base year (2007) through an estimated time of completion for a planned project and its design year some 23 years in the future. Accounting for anticipated increases in VMT and varying degrees of efficiency of vehicle operation, total MSAT emissions were predicted to decline approximately 57 percent from 2007 to 2030. While benzene emissions were predicted to decline more than 43 percent, emissions of DPM were predicted to decline even more (i.e., 88 percent). MSATs, especially benzene, have dropped dramatically since 1995, and are expected to continue dropping. The introduction of reformulated gasoline has lead to a substantial part of this improvement. In addition, Tier II automobiles introduced in model year 2004 will continue to help reduce MSATs. Diesel exhaust emissions have been falling since the early 1990s with the passage of the Clean Air Act Amendments (CAAA). The CAAA provided for improvement in diesel fuel through reductions in sulfur and other diesel fuel improvements. In addition, the EPA has further reduced the sulfur level in diesel fuel, which took effect in 2006. The EPA also has called for dramatic reductions in NOx emissions, and PM from on- road and off -road diesel engines. MSATs as in relation to SH 114/121 are not expected to increase overall air toxics in the Dallas /Fort Worth area in the future years investigated. H. NOISE No -Build Alternative Highway traffic is the dominant source of noise in developed areas adjacent to the DFW Connector. The predicted increase in future traffic volumes on the DFW Connector would likely increase future ambient noise levels. Build Alternative This analysis was accomplished in accordance with TxDOT's (FHWA approved) Guidelines for Analysis and Abatement of Highway Traffic Noise. Sound from highway traffic is generated primarily from a vehicle's tires, engine and exhaust. It is commonly measured in decibels and is expressed as "dB." Sound occurs over a wide range of frequencies. However, not all frequencies are detectable by the human ear; therefore, an adjustment is made to the high and low frequencies to approximate the way an average person hears traffic sounds. This adjustment is called A- weighting and is expressed as "dBA. Also, because traffic sound levels are never constant Environmental Assessment — DFW Connector — January 2009 65 CSJ #: 0353- 03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 due to the changing number, type and speed of vehicles, a single value is used to represent the average or equivalent sound level and is expressed as "Leq." The traffic noise analysis typically includes the following elements: • Identification of land use activity areas that might be impacted by traffic noise. ■ Determination of existing noise levels. ■ Prediction of future noise levels. ■ Identification of possible noise impacts. • Consideration and evaluation of measures to reduce noise impacts. The FHWA has established the following Noise Abatement Criteria (NAC) for various land use activity areas that are used as one of two means to determine when a traffic noise impact would occur (Table 5.14): NOTE: primary consideration is given to exterior areas (Category A, B or C) where frequent human activity occurs. However, interior areas (Category E) are used if these exterior areas are physically shielded from the roadway, or if there is little or no human activity in exterior areas adjacent to the roadway. A noise impact occurs when either the absolute or relative criterion is met: Absolute criterion: the predicted noise level at a receiver approaches, equals or exceeds the NAC. "Approach" is defined as one dBA below the NAC. For example: a noise impact would occur at a Category B residence if the noise level is predicted to be 66 dBA or above. Relative criterion: the predicted noise level substantially exceeds the existing noise level at a receiver even though the predicted noise level does not approach, equal or exceed the NAC. "Substantially exceeds" is defined as more than 10 dBA. For example: a noise impact would occur at a Category B residence if the existing level is 54 dBA and the predicted level is 65 dBA (11 dBA increase). Environmental Assessment— DFW Connector— January 2009 66 Table 5.14 FNWA Noise Abatement Activity dBA Description of Land Use Activity Areas Category L A 57 Lands on which serenity and quiet are of extra - ordinary significance and (exterior) serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose. B 67 Picnic areas, recreation areas, playgrounds, active sports areas, parks, (exterior) residences, motels, hotels, schools, churches, libraries and hospitals. C 72 Developed lands, properties or activities not included in categories A or (exterior) B abo D -- Undeveloped lands. E 52 Residences, motels, hotels, public meeting rooms, schools, churches, (interior) _ li hospitals and audit NOTE: primary consideration is given to exterior areas (Category A, B or C) where frequent human activity occurs. However, interior areas (Category E) are used if these exterior areas are physically shielded from the roadway, or if there is little or no human activity in exterior areas adjacent to the roadway. A noise impact occurs when either the absolute or relative criterion is met: Absolute criterion: the predicted noise level at a receiver approaches, equals or exceeds the NAC. "Approach" is defined as one dBA below the NAC. For example: a noise impact would occur at a Category B residence if the noise level is predicted to be 66 dBA or above. Relative criterion: the predicted noise level substantially exceeds the existing noise level at a receiver even though the predicted noise level does not approach, equal or exceed the NAC. "Substantially exceeds" is defined as more than 10 dBA. For example: a noise impact would occur at a Category B residence if the existing level is 54 dBA and the predicted level is 65 dBA (11 dBA increase). Environmental Assessment— DFW Connector— January 2009 66 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 When a traffic noise impact occurs, noise abatement measures must be considered. A noise abatement measure is any positive action taken to reduce the impact of traffic noise on an activity area. The FHWA Traffic Noise Model was used to calculate existing and predicted traffic noise levels. The model primarily considers the number, type and speed of vehicles; highway alignment and grade; cuts, fills and natural berms; surrounding terrain features; and the locations of activity areas likely to be impacted by the associated traffic noise. Existing and predicted traffic noise levels were modeled at receiver locations (Table 5.15 and Appendix D, Environmental Features) that represent the land use activity areas adjacent to the proposed project that might be impacted by traffic noise and potentially benefit from feasible and reasonable noise abatement. Rec. R ce No. Table 5.15 fiver Description : Traffic NAC C ategory Noise NAC Level — Levells,� Existing - -- L .: Predicted _ 2030 Change Noise Impac R1 R2 R3 _ R4 A artment Apartment School ... . . Hotel E E B E 52 52 67 52 41 43 _.. 59 39 46 47 i 63 .. 45 +5 +4 +4 +6 N No ..... No t No RS - - v ital E - -- 52 -- -- 37 - - -- -- - - - 43 -- 'i — +6 I N o R7 Resi B 67 6 65 +3 No R9 —r _P reschool E 52 39 43 +4 N _ R10 A partmen t E 52 i 41 46 +5 -r No R Residence B 67 63 64 +1 ; o R12 i Residence I B 67 68 70 +2 Yes € R13 Park /Hike & Bike l B 67 64 67 +3 Yes R14 Ap artment E 52 44 45 +1 f No R16 Adult Care ! E 52 47 48 +1 No R17 School E 52 E 46 48 +2 No Note: Receivers # 6, 8 and 15 are not used. As indicated in Table 5.15, the proposed project would result in traffic noise impacts and the following noise abatement measures were considered: traffic management, alteration of horizontal and /or vertical alignments, acquisition of undeveloped property to act as a buffer zone and the construction of noise barriers. Before any abatement measure can be proposed for incorporation into the project, it must be both feasible and reasonable. In order to be "feasible," the abatement measure must be able to reduce the noise level at an impacted receiver by at least five dBA; and to be "reasonable," it must not exceed the cost - effectiveness criterion of $25,000 for each receiver that would benefit by a reduction of at least five dBA. Traffic management: control devices could be used to reduce the speed of the traffic; however, the minor benefit of one dBA per five mph reduction in speed does not outweigh the associated increase in congestion and air pollution. Other measures such as time or use restrictions for certain vehicles are prohibited on state highways. Environmental Assessment — DFW Connector — January 2009 67 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Alteration of horizontal and /or vertical alignments: any alteration of the existing alignment would displace existing businesses and residences, require additional right -of -way and not be cost effective /reasonable. Buffer zone: the acquisition of undeveloped property to act as a buffer zone is designed to avoid rather than abate traffic noise impacts and, therefore, is not feasible. Noise barriers: this is the most commonly used noise abatement measure. Noise barriers were evaluated for each of the impacted receiver locations with the following results: R12: this receiver represents a total of two residences located at the west SH 121 right -of- way at Los Robles Drive. A noise barrier study was conducted for the impacted residential locations. A continuous noise barrier would restrict access to these residences. Therefore, two barrier segments were evaluated, one for each residence on either side of Los Robles Drive. The length of each segment was limited to the property line of each residence and the required sight /stopping distance at Los Robles. The cost of the noise barrier segments would be $321,120, which would exceed the reasonable, cost - effectiveness criterion of $25,000 per benefited receiver. The barrier segments are, therefore, not proposed for incorporation into the project. R13: this receiver represents the Bear Creek Park hike and bike trail and is considered as a separate, individual receiver. A noise barrier that would achieve the minimum reduction of five dBA at this receiver would cost $288,000, which would exceed the reasonable, cost- effectiveness criterion of $25,000. None of the above noise abatement measures would be both feasible and reasonable; therefore, no abatement measures are proposed for this project. Land use activity areas adjacent to the proposed project consist primarily of a mixture of commercial properties and undeveloped land (NAC Categories C and D). There is no NAC for undeveloped land; however, to avoid noise impacts that may result from future development of properties adjacent to the proposed project, local officials responsible for land use control programs should ensure, to the maximum extent possible, that no new activities are planned or constructed along or within the following predicted (2030) noise impact contours. -,. k Undeveloped Area Land Use Impact Contour Di From Right -Of -Way DFW Connector Residential 66 dBA ; 550 feet SH 114 Residential 66 dBA 265 feet West of DFW Connector t SH 121 Residential 66 dBA 200 feet South of DFW Connector FM 2499 ! Residential 66 dBA f i 280 feet - Environmental Assessment— DFW Connector— January 2009 68 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364-01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Noise associated with the construction of the project is difficult to predict. Heavy machinery, the major source of noise in construction, is constantly moving in unpredictable patterns. However, construction normally occurs during daylight hours when occasional loud noises are more tolerable. None of the receivers is expected to be exposed to construction noise for a long duration; therefore, any extended disruption of normal activities is not expected. Provisions will be included in the plans and specifications that require the contractor to make every reasonable effort to minimize construction noise through abatement measures such as work -hour controls and proper maintenance of muffler systems. A copy of this traffic noise analysis will be available to local officials. On the date of approval of this document (Date of Public Knowledge), FHWA and TxDOT are no longer responsible for providing noise abatement for new development adjacent to the project. I. CULTURAL RESOURCES No -Build Alternative Implementation of the No -Build Alterative would have no effect on existing cultural resources in the proposed project area. Build Alternative The National Environmental Policy Act (NEPA) requires consideration of important historic, cultural, and natural aspects of our national heritage. Important aspects of our national heritage that may be present in the project corridor will be considered under Section 106 of the National Historic Preservation Act of 1966, as amended. This act requires federal agencies to "take into account" the "effect" that an undertaking will have on "historic properties ". Historic properties are those included in or eligible for listing in the National Register of Historic Places (NRHP) and may include structures, buildings /districts, objects, cemeteries, and archeological sites. In accordance with the Advisory Council on Historic Preservation (ACHP) regulations pertaining to the protection of historic properties (36 CFR 800.4), federal agencies are required to locate, evaluate, and assess the effects that the undertaking will have on such properties. These steps shall be completed under terms of the First Amended Programmatic Agreement among the Federal Highway Administration, the Texas Department of Transportation, the Texas State Historic Preservation Officer, and the Advisory Council on Historic Preservation Regarding the Implementation of Transportation Undertakings (PA -TU), as well as the Memorandum of Understanding (MOU) between the Texas Historical Commission and TxDOT. This project also falls under the purview of the Texas Antiquities Code (TAC), because it may involve lands owned or controlled by the State of Texas or any city, county, or local municipality thereof. As the project would involve state purchase of right -of -way, or lands belonging to local municipalities and counties, under jurisdiction of the Texas Antiquities Code, historic properties will also be considered under provisions of the Memorandum of Environmental Assessment- DFW Connector- January 2009 69 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Understanding (MOU) between the SHPO and TxDOT. The TAC allows for all such properties to be considered as State Archeological Landmarks (SALs) and requires that each be examined in terms of possible "significance ". Significance standards for the code are clearly outlined under Chapter 26 of the Texas Historical Commission (THC)'s Rules of Practice and Procedure for the TAC and closely follow those of the U.S. Secretary of Interior's Standards and guidelines. 1. Archeology A TxDOT archeologist evaluated the potential for the proposed undertaking to affect archeological historic properties (36 CFR 800.16(1)) or State Archeological Landmarks (13 TAC 26.12) in the area of potential effects (APE). Although the total APE for this project is 192 acres, three previous archeological investigations and initial assessments of land use, topography, and soils within the overall APE significantly reduced the APE covered in this survey. Therefore, the APE for this survey comprises the existing right -of -way (ROW) within the project limits and approximately 34 acres of additional right -of -way. The APE extends to a maximum depth of 10 feet below the modern ground surface. Section 106 review and consultation proceeded in accordance with the First Amended Programmatic Agreement among the Federal Highway Administration, the Texas Department of Transportation, the Texas State Historic Preservation Officer, and the Advisory Council on Historic Preservation Regarding the Implementation of Transportation Undertakings (PA- TU), as well as the Memorandum of Understanding (MOU) between the Texas Historical Commission and TxDOT. The following documentation presents TxDOTs findings and explains the basis for those findings. An intensive archeological survey of the APE was conducted by TxDOT archeologists in February 2008. This survey revealed no archeological deposits or historic properties within the proposed undertaking's APE. A review of the Texas Archeological Sites Atlas revealed that only one site (41TR214) has been recorded within one kilometer of the current survey area. The Hackberry House Site (41TR214) is a mid - twentieth century farmstead consisting of a historic house, well pad, and water tank built between 1953 and 1959. This site was recorded in April 2007 by AR Consultants in conjunction with a survey conducted for the FAA. This site is approximately 500m north of the APE for the proposed project on the other side of Cottonwood Branch. ARC concluded that this site was not eligible for inclusion in the National Register of Historic Places (NRHP) or as a State Archeological Landmark (SAL) and that no further investigation was warranted. A previous survey conducted by Geomarine (GMI) in January 2001 approximately 4 km east of the current survey area identified and recorded several early- twentieth century farmsteads (41TR176, 41TR177, 41TR179, 41TR180, 41TR181, and 41TR214). However, none of these sites were recommended for inclusion The results of this investigation indicate that virtually the entire project is located in an upland (erosional) setting and /or adjacent to heavily urbanized (developed) areas which were previously under intensive cultivation for approximately 100 years. Thus, the potential Environmental Assessment— DFW Connector— January 2009 70 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 for buried intact cultural deposits to occur within the APE is low. Moreover, subsurface excavations (backhoe trenching) confined to portions of the APE where intact cultural deposits were most likely to occur (i.e. adjacent to, or on, floodplains or bottomlands [depositional settings] containing buried intact alluvial sediments) and in areas that were not covered by previous surveys failed to identify any cultural deposits and /or archeological historic properties. TxDOT completed its review on 2/13/08. Section 106 consultation with federally recognized Native American tribes with a demonstrated historic interest in the area was initiated on 1/8/08. No objections or expressions of concern were received within the comment period. Pursuant to Stipulation VI of the PA -TU, TxDOT finds that the APE does not contain archeological historic properties (36 CFR 800.16(1)), and thus the proposed undertaking would not affect archeological historic properties. The project does not merit further field investigations. Project planning can also proceed, in compliance with 13 TAC 26.20(2) and 43 TAC 2.24(f)(1)(C) of the MOU. If unanticipated archeological deposits are encountered during construction, work in the immediate area will cease, and TxDOT archeological staff will be contacted to initiate post- review discovery procedures under the provisions of the PA and MOU. 2. Standing Structures A review of the National Register of Historic Places (NRHP), the list of State Archeological Landmarks (SAL), and the list of Recorded Texas Historic Landmarks (RTHL) indicated that no historically significant resources have been previously documented within the area of potential effects (APE). It has been determined through consultation with the State Historic Preservation Officer (SHPO) that the APE for the proposed project is 150 feet from the project right -of -way (ROW) for existing alignment and 300 feet from the project ROW for new alignment. A site visit revealed that there are three historic -age resources (built prior to 1964), located within the project area of potential effects. TxDOT determined that none of the historic -age resources are NRHP eligible. There is one Official Texas Historical Marker commemorating the Thomas Easter Cemetery in the APE. The marker would not need relocation for the project as proposed and would not be affected during construction of the project. Pursuant to Stipulation VI Undertakings with Potential to Cause Effects of the First Amended Statewide Programmatic Agreement for Transportation Undertakings (PA -TU) between the Federal Highway Administration (FHWA), the Texas State Historic Preservation Officer (SHPO), the Advisory Council on Historic Preservation, and the Texas Department of Transportation (TxDOT) and the Memorandum of Understanding (MOU), ENV historians determined that none of the historic -age resources are eligible for listing in the National Register of Historic Places. Since the properties are not NRHP eligible, the project would have no effects to historic properties and individual project coordination with SHPO is not required. Environmental Assessment — DFW Connector— January 2009 71 CSM 0353 -03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 �. SECTION 4(F) PROPERTIES The proposed project would not require the use of any publicly owned land from a public park, recreation area, wildlife /waterfowl refuge or any historic sites of national, state or local significance. Bear Creek Park Trail, a hike - and -bike trail owned by the City of Grapevine, consists of 1.25 miles of a 10 -foot concrete trail connecting Bear Creek Park, east of SH 121, and Wall - Farrar Park, west of SH 121. The trail runs alongside the southern right -of -way of SH 360 immediately east of SH 121 near the project corridor's southeast terminus, loops through the SH 360 /SH 121 interchange, then runs northerly along the western edge of SH 121. At this location, the trail is located partially on two acres of City -owned property and partially within the existing right -of -way of SH 121 and SH 360. The trail was funded by federal transportation funds and the City entered into an agreement with the State for use of the TxDOT right -of -way. The trail was a joint development and the proposed project will not result in a use. The preliminary design for proposed transportation improvements in this area shows no additional right -of -way would be required. The Bear Creek Park Trail would remain within TxDOT right -of -way and its location with respect to the adjacent highways would remain unchanged. An existing sidewalk would be extended along the southbound SH 121 frontage road to provide safe access to the trail. Another City of Grapevine trail is located just west of FM 2499 along Denton Creek. The trail would not be affected by the proposed improvement to FM 2499. There will be no use of the trail as a result of the proposed project. The City plans to some day extend the trail eastward along the creek as it crosses under the FM 2499 bridge at this location. The City of Grapevine is interested in coordinating with TxDOT during the design phase for opportunities to enhance trail safety through the SH 360 and SH 121 interchange and to arrange adequate horizontal and vertical clearances for the proposed trail extension at the FM 2499 crossing of Denton Creek (personal communication, Joe Moore, June and September 2006). VI. INDIRECT AND CUMULATIVE IMPACTS A. INDIRECT IMPACTS Federal law defines indirect effects as effects "which are caused by the action and are later in time or farther removed in distance, but are still reasonably foreseeable. Indirect effects may include growth inducing effects and other effects related to induced changes in the pattern of land use, population density or growth rate, and related effects on air and water and other natural systems, including ecosystems" (40 CFR 1508.8). Environmental Assessment — DFW Connector— January 2009 72 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Principal guidance for this section issues from Council on Environmental Quality (CEQ) regulations and the 2002 National Cooperative Highway Research Program Report entitled: NCHRP Report 466: Desk Reference for Estimating the Indirect Effects of Proposed Transportation Projects hereafter referred to as NCHRP 466 and cited as ( NCHRP, 2002). The following eight -step process issues from NCHRP 466 and provides a method to assess the potential indirect impacts of transportation projects: 1. Initial scoping for indirect effects analysis 2. Identify study area directions and goals 3. Inventory notable features 4. Identify impact- causing activities 5. Identify potentially significant effects for analysis 6. Analyze indirect effects 7. Evaluate analysis results 8. Assess the consequences and develop appropriate mitigation and enhancement strategies Step 1 — Initial scoping for indirect effects analysis The initial scoping step of the indirect effects analysis considers the following questions: a. Does the project purpose and need have an explicit economic development purpose? b. Would the project conflict with local plans? c. Is the project planned to serve specific land development? d. Is the project likely to stimulate land development having complementary functions? e. Is the project likely to influence intraregional land development location decisions? f. Are notable features present in the impact area? g. Are notable features significantly impacted? An affirmative answer to questions a) through e) requires a detailed analysis of induced growth effects, while an affirmative answer to questions f) and g) calls for a detailed analysis of encroachment - alteration effects. The discussion below addresses each of these questions. a. Explicit economic development purpose The proposed project includes an economic development objective: to maintain and enhance accessibility to commercial centers, employment sites and other activity areas. The purpose of the project is to improve mobility and access within the rapidly developing SH 114 /SH 121 corridor. Environmental Assessment — DFW Connector — January 2009 73 CSJ #. 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 b. Conflict with local plans The proposed improvements are consistent with plans and actions of the cities of Grapevine and Southlake. The proposed improvements are included in NCTCOG's Mobility 2030 MTP and TxDOT's Statewide Transportation Improvement Program (STIP). It is considered one of four priority projects in Tarrant County. c. Planned to serve specific land development The proposed project is not planned to serve specific development. The proposed project involves widening segments of existing roadways to improve safety and relieve congestion. d. Likely to stimulate land development The proposed project is likely to stimulate some land development having complementary functions (highway- oriented businesses such as gas stations, restaurants and hotels) as well as other industrial and retail development. While the majority of the proposed project would not provide new access to areas that do not have access already, the proposed new southbound frontage road along SH 121 from Bass Pro Drive to Texan Trail would provide new access to existing DFW Airport property. According to the DFW Airport Master Plan (1997), "based on real estate analyses and econometric studies, strong demand exists for retail, office and industrial developments on existing airport property." The DFW Commercial Land Use Plan (2007) indicates a variety of potential land uses at this location, including hotel, entertainment, local retail, big box retail, garden office, restaurant, warehouse, distribution, technology, light assembly, and open space. e. Likely to influence land development location decisions The proposed project is likely to have a small influence on intraregional land development location decisions. While an effect on overall travel patterns would be unlikely, a more obvious effect upon safety and travel time through the corridor could be expected. Transportation improvements often reduce the time -cost of travel, enhancing the attractiveness of surrounding land to developers and consumers. In accordance with the proposed action's need and purpose, the proposed action would affect the time -cost of travel by relieving congestion. As such, the project could influence intraregional land development decisions by offering a more efficient time -cost of travel through the corridor. f. Presence of notable features Notable features within the study area include riparian vegetation, water bodies, floodplains, air quality, and community. These were identified as notable features based primarily upon regulatory guidance and constraints mapping. Environmental Assessment— DFW Connector— January 2009 74 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 g. Notable features significantly impacted Sections V.A through 3 of this report discuss the potential direct effects of the proposed improvements upon all social- economic or natural resources in the study area, with detailed consideration of potential consequences upon notable features including riparian vegetation, water bodies, floodplains, air quality and community. None of the notable features are significantly impacted by direct effects of the proposed project. Step 2 — Identify study area directions and goals An "area of influence" (AOI) was delineated for the indirect effects analysis. The NCHRP 466 (2002) states "if the conditions for development are generally favorable in a region, that is, the region is undergoing urbanization, highway and transit projects can become one of the major factors that influence where development will occur," and that development effects are most often found up to one mile around a freeway interchange, and up to two to five miles along major feeder roadways. The report goes on to say, however, that the influence of highway projects "diminishes with successive improvements because each new improvement brings a successively smaller increase in accessibility." Thus, the two- to five - mile boundary serves as a guideline, and individual projects are analyzed case -by -case. Based on a review of the project corridor, it was determined that a one -mile radius around the DFW Connector was appropriate for the assessment of indirect impacts. This is the distance that was considered reasonable to expect any induced development, and thus further indirect effects to other resources, that could be attributed to the proposed project. The one -mile radius encompasses DFW International Airport's vacant land, which is considered the most likely area to experience induced land development (see Appendix D, Plates C and D). Beyond one mile, travel patterns and access are less likely to be influenced by the proposed project due to the long- standing presence of the DFW Connector and the existence of a well - developed, system -wide transportation network within a heavily urbanized, metropolitan setting,. The pattern and location of growth within Grapevine, Southlake and surrounding communities has largely already been determined by other transportation facilities, including DFW International Airport. The DFW Connector has served as a major transportation corridor for nearly 70 years. Built originally as SH 114 in 1939, the corridor has developed over the years with land uses such as retail, commercial, industrial and residential. The future land use plans for the Cities of Grapevine, Southlake and DFW International Airport depict continuation of current land use patterns and, especially on airport property, an increasing proportion of commercial land use. The NCHRP 466 (2002) suggests that transportation investments result in major land use changes only in the presence of other factors. These typically include supportive local land use policies, local development incentives, availability of developable land, and a good investment climate. Land within the AOI in Grapevine is currently zoned for commercial /retail, industrial and residential use. The City of Southlake's future land use along the project corridor calls for regional retail, office, commercial, and mixed use. DFW Environmental Assessment— DFW Connector— January 2009 75 CSJ #: 0353-03-059,0353-03-079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 International Airport's Ultimate Airport Land Use Plan (1997 Airport Development Plan) includes office, industrial and retail uses on currently vacant airport-owned land along the corridor. DFW International Airport is currently preparing an update to their future land use plan, which is expected to add residential and mixed -use projects. Step 3 - Inventory notable features As discussed above in Step 1, through constraints mapping performed at the inception of the project, coordination with resource agencies, input from the public at public meetings, and information from Section V.A through J, five notable features have been identified: riparian vegetation, water bodies, floodplains, air quality, and community. Direct and indirect impacts to all resources are summarized in Table 6.3. a. Riparian vegetation - Riparian woodlands occur along Big Bear Creek, Jones Branch, Farris Branch, Morehead Branch, Grapevine Creek, Cottonwood Branch, Denton Creek, and their associated tributaries and floodplains within the AOI. Riparian woodlands occurring outside of the project area, but within the AOI, are similar in type and composition to those within the project area (see Appendix D, Plates F through 3). b. Water bodies - Jurisdictional waters of the U.S. occur within the AOI, including Big Bear Creek, Jones Branch, Farris Branch, Morehead Branch, Grapevine Creek, Cottonwood Branch, Denton Creek, and their associated tributaries (see Appendix D, Plates F through 3). In addition, a wetland mitigation bank is located along Cottonwood Branch, adjacent to the project area. c. Floodplains - Floodplains within the AOI occur primarily in conjunction with streams and tributaries (see Appendix D, Plates F through 3). d. Air quality - The AOI occurs in a nonattainment area for the eight -hour standard for the pollutant ozone. e. Community - The AOI includes densely developed commercial, retail, and residential areas within the cities of Grapevine, Southlake, Coppell, Irving and Colleyville, featuring numerous schools, places of worship, parks and recreational facilities (see Appendix D, Plates A through E). Step 4 - Identify impact- causing activities Understanding the project design features, the activities the project would entail that could affect notable features and the range of impacts that may be caused is the first step toward identifying encroachment /alteration effects. In some ways, this step essentially "deconstructs" the overall project into its component actions. The Project Impact- causing Activities Checklist provided in NCHRP 466 (2002) was used to identify component actions /activities that the project will entail. There are 10 general categories of project impact- causing activities. Each is reviewed below along with example actions, and DFW Connector project - specific actions that fit into each category. Environmental Assessment — DFW Connector— January 2009 76 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Modification of Regime - includes alteration of habitat, flora, hydrology and other features. Ground cover within the DFW Connector right -of -way would be removed as necessary for construction. Surface drainage would be altered due to roadway widening and construction within the right -of -way. Structural water quality treatment devices would be located at the road's primary runoff points. Noise and vibration would result from construction equipment trenching, excavation, backfilling, grading, and pavement laying activities. This category and several others below, involve exposure of erodible materials to surface runoff. Land Transformation and Construction - includes construction elements, methods, ancillary elements (such as utilities), barriers, and drainage feature modifications. An existing transportation facility would be expanded, which would necessitate cut and fill activities throughout the project limits. Erosion Control devices would be implemented and maintained until construction is complete. Sedimentation Control devices would be maintained and remain in place until completion of the project. Post - Construction TSS Control devices would be implemented upon completion of the project. Resource Extraction - excavation and dredging. Surface and subsurface excavation would be performed throughout the project limits, primarily along the edges of the existing road as it is widened. Processing - storage of supplies. Temporary storage facilities are usually required during the construction. Stored materials typically include aggregate, concrete sewer pipes, traffic control barricades, steel rebar, road signs, etc. These are commonly co- located with temporary construction office trailers. These are equipped with temporary utility service including some means of sanitary waste disposal. These are commonly located in the TxDOT right -of -way in the project limits. Land Alteration - landscaping, erosion control. These would be among the soil disturbing activities that would occur throughout the project right -of -way with the same risks discussed under previous categories related to Modification of Regime and Land Transformation and Construction. Resource Renewal - remediation, reforestation. The project would not involve these activities, although disturbed soils would be reseeded or sodded. Changes in Traffic (including adjoining facilities) - traffic patterns on project and adjoining facilities. Automobile and truck traffic would temporarily be disrupted during the construction phase. The project would not require any detours off of the existing route. However, potential delays during construction may prompt some travelers to find alternate routes until construction is complete. Waste Emplacement and Treatment - landfill, waste discharge. The project would generally not involve these activities. Environmental Assessment - DFW Connector- January 2009 77 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Chemical Treatment - fertilization, deicing. When used, fertilizers are only used during the re- vegetative phase of TxDOT construction, but the use of fertilizers in the right -of -way is then discontinued. TxDOT principally uses inert sand materials for ice control, and these are only applied on bridges and culverts. Access Alteration - changes in access, circulation patterns, travel times to major attractors. The project is intended to reduce congestion and support the overall goals of improved safety and traffic operations. The changes would be minor in comparison to the access changes associated with a new location roadway; however, improved traffic flow could increase the attractiveness of the area for development. Step 5 - Identify potentially significant indirect effects for analysis Table 6.1 compares the list of project impact- causing activities from Step 4 to the notable features to explore potential cause and effect relationships and establish which effects are potentially significant and merit subsequent detailed analysis (or conversely, which effects are not potentially significant and require no further assessment). Environmental Assessment- DFW Connector- January 2009 78 Table 6.1 Im pact .. Impact 1 Notable Features Causing Riparian Water Bodies Floodplains Air Quality Community Activity Vegetat I Increased erosion — and sedimentation; Modification of Direct effect pollutant runoff from None I None None Re ime g I construction equipment— -- -- — -- - - -- - - - -- Increased erosion I ; Dry, windy weather Land and sedimentation; could create dust Transformation Direct effect pollutant runoff from I None I problems in the None and Construction ;construction vicinity of equipment i construction activities. Increased erosion I j ! and sedimentation; Resource i Direct effect pollutant runoff from ! None ! None None Extraction j construction _ eguipment ___ Processing None ! No None i None None _ Increased erosion e and sedimentation; ! Land Alteration Direct effect pollutant runoff from None None None construction equ�ment _ - - --* - -- _----- - - - - -- Planted Revegetation and j vegetation BMPs would reduce Resource would likely ` erosion, I None None None Renewal differ from sedimentation and ! original pollutant runoff. i `vegetation. -� Environmental Assessment- DFW Connector- January 2009 78 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Step 6 - Analyze Indirect Effects Potential indirect effects (both encroachment /alteration and induced development effects) to the notable features are discussed below. Some induced land development is expected as the proposed project would create new access along a new SH 121 southbound frontage road. Without the proposed project, land development in this area would not be as feasible due to limited access points. Land uses adjacent to the DFW Connector would likely remain primarily commercial (see Section III.B. Anticipated Land Use). Greater land use densities may be possible with the improved transportation facilities, but would be subject to local zoning regulations. The AOI for induced land development exhibits a persistent growth trend despite ever - worsening travel delays along the DFW Connector. The travel time -cost improvement expected to result from the proposed project could be viewed by prospective land developers as an additional incentive, since the decision to locate /develop in this area appears to be influenced by other factors favorable to growth. Environmental Assessment — DFW Connector — January 2009 79 e • e R. M. . Impact Notable Features Causing Riparian i Activi Vegetation Water Bodies Floodplains Air Quality Community Construction may I divert traffic to Construction I neighborhood roads, I may divert increasing air ( traffic to Changes in pollutants in neighborhood I Traffic None None None residential areas. roads, Traffic delays during reducing construction could safety and a lead to more cars increasing i idling and producing congestion. _ ._..... greater emissions. waste Emplacement None I None None None None and T reatmen t May be Chemical positively or Increased pollutant Treatment negatively runoff. None None None impacted. Induced development could result in more air pollutants from both mobile and non - mobile sources. The Induced Induced project is included in development development Induced development the MTP and the TIP. could create Access could further i could increase ;None The MTP and TIP more traffic, Alteration reduce impervious cover and conform to the SIP; reducing riparian pollutant runoff. CO not expected to safety and vegetation. exceed NAAQS. Total increasing j MSATs as in relation congestion. to the project are not I expected to increase in the future years investigated. Step 6 - Analyze Indirect Effects Potential indirect effects (both encroachment /alteration and induced development effects) to the notable features are discussed below. Some induced land development is expected as the proposed project would create new access along a new SH 121 southbound frontage road. Without the proposed project, land development in this area would not be as feasible due to limited access points. Land uses adjacent to the DFW Connector would likely remain primarily commercial (see Section III.B. Anticipated Land Use). Greater land use densities may be possible with the improved transportation facilities, but would be subject to local zoning regulations. The AOI for induced land development exhibits a persistent growth trend despite ever - worsening travel delays along the DFW Connector. The travel time -cost improvement expected to result from the proposed project could be viewed by prospective land developers as an additional incentive, since the decision to locate /develop in this area appears to be influenced by other factors favorable to growth. Environmental Assessment — DFW Connector — January 2009 79 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Riparian Vegetation Planted vegetation after construction would likely be different from original vegetation. Any fertilizer or other chemical use may negatively or positively impact surrounding vegetation. Any induced development would further reduce vegetation and would further fragment habitat. Water Bodies Land modification and construction activities would expose soil and increase erosion and sedimentation. Pollutant runoff may occur from construction equipment in the short term, while increased capacity roadways may increase pollutant runoff in the long term. Induced development may increase impervious cover in the AOI, with similar effects. Floodolains No indirect effects to floodplains would occur as a result of the proposed improvements. Induced land development within the AOI would be subject to local floodplain regulations or ordinances. Air Quality Increased traffic on the DFW Connector and adjacent roadways in the AOI may increase ambient air pollution; improved mobility, however, may reduce vehicle emissions. Induced development may generate more traffic and reduce local vegetation, which would have a negative impact on air quality in the region. Induced development may also generate additional air emissions (e.g., area sources such as dry cleaners or bakeries). Community Minimal property value and tax base impacts are anticipated because the displaced businesses are anticipated to be able to relocate nearby. The proposed improvements may increase the value of adjacent commercial property (ten Siethoff and Kockelman, 2002). One potential effect of higher property valuations would be an increase in the property tax base of local taxing jurisdictions. During construction, some traffic may divert to neighborhood roads, increasing traffic in residential areas. While the proposed project may bring the roadway closer to existing facilities such as schools, day cares, and parks, the proposed extended and improved sidewalks and ADA- accessible facilities at crosswalks may improve access to Bear Creek Park Hike and Bike Trail as well as nearby facilities for pedestrians, making it safer especially for children and disabled persons. Environmental Assessment — DFW Connector— January 2009 80 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364 -01 -115 Step 7 — Evaluate Analysis Results The potential indirect effects of the proposed project on notable features in the AOI summarized in Table 6.1 indicate potential encroachment /alteration impacts to water quality and induced land development impacts to all the notable features except floodplains. The quality of water bodies within the AOI for induced land development would be subject to increased erosion and sedimentation and pollutant runoff from construction activities. In addition, induced land development may further reduce riparian vegetation, increase impervious cover and pollutant runoff, create traffic conflicts and increase air emissions. Water quality impacts are regulated by the TCEQ, which requires certain actions to minimize soil erosion and sedimentation (discussed in Step 8), impacts to water resources are regulated by the USACE, and local jurisdictions hold responsibility for regulating land use. As noted previously, induced land development as a result of this project is anticipated to occur within the area along the southbound frontage road of SH 121 where new access would be created. As discussed in Step 1 (g), none of the indirect effects of the proposed project would be significant. Step 8 - Assess the consequences and develop appropriate mitigation and enhancement strategies State and local regulations are already in place to minimize indirect and cumulative effects, particularly for water quality. Impacts to water quality would be minimized by implementing storm water BMPs to control the discharge of pollutants as required by the CWA and federal and state storm water regulations. These measures include compliance with Section 401 and Section 404 permit requirements, TPDES requirements, and the preparation and implementation of a Storm Water Pollution Prevention Plan (see Section V.E.6). Any land development projects within the Cities of Grapevine and Southlake would be subject to zoning codes and development regulations. It appears that due to project design and existing regulations, indirect effects of the proposed project would be minimized. Indirect Effects of Regional Toll and Managed /HOV System The current regional network for roadways, priced facilities (i.e., toll, HOV /managed), and passenger rail is expected to increase by 2030. Figures 1 through 3 (Appendix 3) obtained from the 2030 MTP show the proposed roadway, priced facilities, and passenger rail for the region in 2030. For the roadway system, the 2007 transportation network for DFW (calculated in mainlane lane- miles) consist of 4,397 lane- miles. Of the total system, 434 of the lane -miles are tolled (approximately 11 percent). The anticipated 2030 transportation network for DFW would consist of approximately 8,569 mainlane lane- miles, which 30 percent (approximately 2,542 lane- miles) are tolled. Table 6.2 lists the priced facilities included in the 2030 MTP and when they are expected to be open to traffic. These projects include the construction of new location toll roads, the addition of managed HOV lanes, and the expansion of existing toll facilities. Figures 4 through 6 (Appendix 3) Environmental Assessment— DFW Connector— January 2009 81 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 show the priced facility system listed in Table 6.2 for the projected years of 2015, 2025, and 2030. Environmental Assessment- DFW Connector- January 2009 82 Roadway Responsible Location Work Planned Ag ency Open to Traffic by 2015 Dallas North Tollway Parker Road to Royal Lane _ NTTA Expand existing toll road IH 30 - Dallas County SH 161 to IH 35E i TxDOT- Dallas Add managed HOV _ lanes IH 30 - Tarrant County Cooper Street to Ballpark Way 'I TxDOT -Fort Worth Add managed HOV lanes IH 35E IH 635 to Loop 12 TxDOT- Dallas Add managed HOV lanes IH 35E - "Northern Link" FM 407 to PGBT I TxDOT- Dallas Add managed HOV lanes IH 35W SH 170 to IH 30 TxDOT Fort Worth Add managed HOV lanes IH 635 Luna Road to US 75 TxDOT- Dallas Add managed HOV lanes IH 820 1 121 /SH 183 to SH 121 /SH TxDOT -Fort Worth m anaged HOV F tines Loop 9 US 287 /Outer Loop to IH TxDOT- Dallas New toll road 20 SH 190 - Loop 12 IH 35E to SH 183 TxDOT- Dallas Add managed HOV lanes President George Bush IH 35E to SH 78 NTTA Expand existing toll Turnpike road President George Bush Turnpike Eastern Extension SH 78 to IH 30 NTTA New toll road SH 114 SH 121 (West) to TxDOT -Fort Worth Add managed HOV International Parkway lanes SH 121 IH 820 to Minnis Road TxDOT -Fort Worth Add managed HOV lanes SH 121 SH 183 to IH 820 TxDOT -Fort Worth Add managed HOV i lanes SH 121 IH 30 to US 67 NTTA New toll road SH 121 - Collin County US 75 to Hillcrest Road TxDOT- Dallas New toll road SH 161 SH 183 to IH 20 TxDOT- Dallas New toll road SH 161 /SH 360 Toll Connector SH 161 to Sublett Road TxDOT- Dallas & New toll road SH 360 Tx DOT -Fort Worth 3 SH 170 SH 114 to US 81 US 287 NTTA New toll road SH 183 SH 121 to SH 161 TxDOT -Fort Worth Add m anaged HOV a tines SH 360 toll road Sublett Road to US 287 NTTA New toll road Trinity Parkway IH 35E to IH 45 US 175 NTTA New toll road s US 75 - Collin /Dallas County SH 121 (South) to Exchange TxDOT- Dallas Add managed HOV Parkway lanes US 75 - North Collin County SH 121 (North) to SH 121 TxDOT- Dallas Add managed HOV ( South) lanes Open to Traffic by 2025 Dallas North Tollway FM 12 to US 380 i NTTA New toll road IH 20 /US 287 IH 820 to Sublett Road (US TxDOT -Fort Worth Add managed HOV 287 ) lanes IH 30 IH 35E to Bobtown Road I TxDOT- Dallas Add managed HOV _ lanes IH 30 - Tarrant County — _ —�� IH 820 to Cooper Street TxDOT -Fort Worth Add managed HOV lanes IH 30 - Tarrant County Ballpark Way to SH 161 TxDOT -Fort Worth anaged HOV la nes IH 35 Outer Loop (FM 156) to IH I TxDOT Dallas Add managed HOV i 35E IH 35W lanes Environmental Assessment- DFW Connector- January 2009 82 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 036401 -113, 0364 -01 -115 The expanding roadway network, including priced facilities, would cause indirect and /or cumulative impacts to the region. Because of the regional nature of these impacts, the proposed impacts would be better discussed at the regional level. The discussion of the expansion of the priced facility component of the system is discussed in the cumulative impacts section. B. CUMULATIVE IMPACTS Cumulative effects are defined as effects "on the environment which result from the incremental impact of the action when added to other past, present, and reasonably foreseeable future actions, regardless of what agency (Federal or non - Federal) or person undertakes such other actions. Cumulative effects can result from individually minor but collectively significant actions taking place over a period of time" (NEPA, Section 1508.7). Environmental Assessment - DFW Connector - January 2009 83 Roadway Location Responsible Work Planned A enc Open to Traffic by 2025 IH 35E SH 183 to IH 20 TxDOT- Dallas Add managed HOV lanes IH 35E "Northern Link" FM 2181 to FM 407 TxDOT- Dallas Add managed HOV i lanes IH 35E "Northern Link" PGBT to IH 635 TxDOT- Dallas I Add managed HOV = 1 lanes IH 35W IH 35 /IH 35E to SH 170 TxDOT- Dallas Add managed HOV lanes IH 635 I US 75 to IH 30 TxDOT- Dallas Add managed HOV lanes IH 820 /US 287 US 287 to IH 820 (US 287) TxDOT -Fort Worth Add managed HOV lanes Loop 12 SH 183 to Spur 408 TxDOT- Dallas Add managed HOV lan Outer Loo Eastern Subregion) IH 2011-oop 9 to IH 30 TxDOT- Dallas New toll road Outer Loo Eastern Subregion) US 75 to IH 35 TxDOT- Dallas New toll road President George Bush Turnpike Belt Line Road to IH 635 NTTA Expand existing toll I road E SH 114 - Dallas County SH 121 to SH 183 TxDOT- Dallas Add managed HOV lanes SH 170 SH 199 Outer Loop to US 67 NTTA New toll road SH 183 SH 161 to IH 35E TxDOT- Dallas Add managed HOV F lanes SH 190 IH 30 /PGBT to IH 20/Loop 9 NTTA New toll road SH 360 Outer Loop to FM 2258 TxDOT- Dallas New toll road s SH 360 toll road US 287 to Outer Loop/Loop 9 NTTA New toll road US 67 IH 35E to FM 1382 TxDOT- Dallas Add managed HOV lanes US 67 - Dallas /Ellis County FM 1382 to Loop 9 TxDOT- Dallas Add managed HOV K lanes j! US 80 IH 30 to Belt Line Road TxDOT- Dallas Add managed HOV t! lanes Open to Traffic by 2030 f IH 635 US 80 to IH 20 TxDOT- Dallas Add managed HOV I lanes Outer Loo Eastern Subregion) IH 30 to US 75 TxDOT- Dallas New toll road Outer Loop (Western y Subre ion SH 199 to US 287 /Loop 9 TxDOT -Fort Worth New toll road The expanding roadway network, including priced facilities, would cause indirect and /or cumulative impacts to the region. Because of the regional nature of these impacts, the proposed impacts would be better discussed at the regional level. The discussion of the expansion of the priced facility component of the system is discussed in the cumulative impacts section. B. CUMULATIVE IMPACTS Cumulative effects are defined as effects "on the environment which result from the incremental impact of the action when added to other past, present, and reasonably foreseeable future actions, regardless of what agency (Federal or non - Federal) or person undertakes such other actions. Cumulative effects can result from individually minor but collectively significant actions taking place over a period of time" (NEPA, Section 1508.7). Environmental Assessment - DFW Connector - January 2009 83 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364-01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 While direct and indirect effects are discussed in terms of the impact the proposed project has on specific resources, cumulative effects are analyzed in terms of what the effect means from the perspective of the specific resource being affected. The goal is to determine whether the proposed action's direct and indirect effects, in combination with other past, present, and reasonably foreseeable future actions, would result in substantial degradation of the resource. This section discusses the resources analyzed for cumulative effects according to TxDOT's eight -step process (TxDOT, 2006). These steps include: 1. Identify the resources to consider in the analysis 2. Define the study area for each affected resource 3. Describe the current health and historical context for each resource 4. Identify direct and indirect impacts of the Proposed Action 5. Identify other reasonably foreseeable future actions that may affect resources 6. Assess potential cumulative effects to each resource 7. Report the results 8. Assess and discuss mitigation issues for all adverse impacts Step 1 — Identify the resources to consider in the analysis This cumulative effects analysis focuses on: "(1) the resources substantially impacted by the project, and (2) the resources currently in poor or declining health or at risk, even if the project impacts are relatively small" (TxDOT, 2006). Table 6.3 summarizes the direct and indirect effects for each resource discussed above and whether that resource was further analyzed in a cumulative effects analysis. Cumulative effects of the regional toll and managed /HOV system are presented separately at the end of this section. Table 6.3 Resources Resource Direct Impacts Analyze for Analyzed Indirect Impacts for Cumulative i Effects? Reason for Not Including in Analysis I� Induced land development within the AOI, particularly within DFW International Airport's Riparian Approximately 4.5 acres of riparian undeveloped tracts, may result in the loss of additional riparian Minor direct and Vegetation woodland vegetation potentially woodlands. However, the DFW No. indirect impacts impacted by the proposed project. Commercial Land Use Plan anticipated. I (2007) designates the Cottonwood Branch riparian area for open s ace. Increased impervious cover increases flow of stormwater, Water Minor impacts at 11 of 12 erosion, sedimentation, and yes N/A Bodies jurisdictional waters. reduces water quality. Induced development may increase — .....- -- - - -- - -- �_ - impervious cover in the AOI. .._- __._.._._�: -. _ ._ - ..... _.__...... - -- ..__ -__. - __ _. _. _.. ....�. _._ .. ._. _... _..._... ____._ _._ ....E Environmental Assessment - DFW Connector - January 2009 84 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Step 2 — Define the resource study area for each resource The geographic resource study area (RSA) for each resource is summarized in Table 6.4. The temporal RSA for each resource is 1970 to 2030. These dates were chosen because the Dallas -Fort Worth International Airport, the most notable land use feature in the vicinity of the proposed project, opened in the early 1970s; 2030 was chosen as the future boundary because it includes the City of Southlake's planning timeframe (2025) and coincides with NCTCOG's MTP timeframe. Environmental Assessment — DFW Connector— January 2009 85 Analyzed Reason for Not j for Resource Direct Impacts Indirect Impacts Including in Cumulative Analysis Effects? 53 acres of floodplain occur within the project's existing and proposed No indirect effects to floodplains right-of-way. Facility would permit would occur as a result of the conveyance of 100 -year flood levels j proposed improvements. Any Flood lains without causing significant damage j impacts due to induced land Minimal direct and No p to the highway, stream or other ' development within the AOI j indirect impacts property. Proposed project would would be subject to local anticipated. not increase the base flood elevation floodplain regulations or to a level that would violate ordinances. _ 1 applicabl icabl floodplain _regulation Project included in the MTP and TIP. Reduced congestion may MTP and TIP conform to the SIP; CO improve air quality; increased not expected to exceed NAAQS. I capacity may lead to increased MSATs as in relation to this SH i vehicle miles traveled, while any Air Quality 114/121 project are not expected to induced development could Yes N/A increase overall air toxics in the ' traffic Dallas /Fort Worth in the future reduce vegetation and generate and other air emission area years investigated. sources; both may reduce air I Short-term positive economic impact Minimal property value and tax j to construction sector; displacement base impacts because displaced of 16 businesses and parking businesses anticipated to I affected at 22 businesses; access relocate nearby; improvements Community modified by improvements to ramps may increase value of adjacent Yes N/A and cross streets; improved I commercial properties. Some pedestrian access and ADA- induced development, most 1 accessible facilities; noise impacts at likely on vacant DFW 2 of 14 m odeled receivers. International Airport land. Step 2 — Define the resource study area for each resource The geographic resource study area (RSA) for each resource is summarized in Table 6.4. The temporal RSA for each resource is 1970 to 2030. These dates were chosen because the Dallas -Fort Worth International Airport, the most notable land use feature in the vicinity of the proposed project, opened in the early 1970s; 2030 was chosen as the future boundary because it includes the City of Southlake's planning timeframe (2025) and coincides with NCTCOG's MTP timeframe. Environmental Assessment — DFW Connector— January 2009 85 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Step 3 - Describe the current health and historical context for each resource Water Bodies According to the TCEQ Water Quality Inventory, water runoff from the vicinity of the proposed project flows to stream segments 825 and 826. Neither of these segments is classified as threatened or impaired on the 2004 or Draft 2006 Section 303(d) lists. According to the Texas State Almanac (1995), interior wetlands which include bottomland hardwood forest, riparian vegetation, inland freshwater marshes, and the playa lakes of West Texas account for 80 percent of the total wetland acreage in Texas and the vast majority are located on private property. In the last 200 years, Texas has lost over 60 percent of these inland wetlands due to agriculture, timber production, reservoir construction and urban and industrial development. Within the RSA, development and urbanization have resulted in channelization, excavation, and filling of many of the area's natural streams and wetlands. According to the USACE -Fort Worth District Office, a total of 770 projects were authorized in the upper Trinity River basin during the period from December 1, 1999 through September 1, 2002 (most recent available). Of these, 55 were individual permits and 570 were nationwide general permits. The nationwide permit authorizations resulted in 93.85 acres of impacts to waters of the U.S. However, 198.66 acres of compensatory mitigation was provided to offset these impacts. Notably, during the years 2001 and 2002 a total of 1,427 acres of wetlands, waters, and riparian habitat were restored or protected through USFWS / USACE coordination on individual mitigation plans located within the area of jurisdiction administered by the USFWS -Texas Ecological Field Office in Arlington, Texas. The USFWS is also coordinating with the USACE to restore and /or protect an additional 2,669 acres of wetlands, waters, and riparian zones enabled in large part to the 2,185 acres in the Trinity River, Big Woods on the Trinity, and West Mineola "mitigation banks." These banks have been designed to restore and enhance forested and emergent wetlands, while providing compensation for a variety of adverse impacts to the aquatic environment resulting from rapidly expanding development in this region of Texas. Strategically located, the banks provide crucial habitat for a variety of migratory and resident wildlife species, such as neo- tropical songbirds, shorebirds, and waterfowl, as well as provide significant hydrological and water quality benefits. One such mitigation bank is located immediately adjacent to the project area, at the intersection of SH 121 and Bethel Road. Environmental Assessment — DFW Connector— January 2009 86 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Air Quality At ground - level, ozone is created by a chemical reaction between oxides of nitrogen (NOx) and volatile organic compounds (VOC) in the presence of sunlight. According to NCTCOG, in 2005, on -road vehicles contribute approximately 51 percent of NOx emissions and approximately 30 percent of VOC emissions in the non - attainment area (NCTCOG, 2005). The DFW metropolitan area has historically experienced significant population growth and the trend is for that growth to continue. With population growth comes increased land development, an increase in vehicles, and an increase in daily vehicle miles traveled on the area's transportation systems. Traffic congestion on the transportation system has become one of the greatest challenges facing the DFW metropolitan area, and it is a primary contributor to the degradation of regional air quality. Over the last several decades, multiple regional and local initiatives have been planned and implemented in an effort to reduce dispersion of pollutants into the air. Several of these initiatives specific to the area's transportation system included increased capacity highways and roadways (through construction of additional travel lanes and bottleneck improvements), Intelligent Transportation System (ITS) improvements, construction of HOV lanes, and the promoting of alternative transportation (e.g., hike and bike, bus, light rail). The EPA establishes limits on atmospheric pollutant concentrations through enactment of the NAAQS for six principal "criteria" pollutants. The EPA designated nine counties in North Central Texas as "nonattainment" for the eight -hour ozone standard in accordance with the NAAQS. Additionally, as shown in Table 5.12, carbon monoxide (CO) was shown not to exceed the NAAQS standards for neither the one -hour standard nor the eight -hour standard. The analysis included a one hour background concentration of 2.8 ppm and an eight -hour background concentration of 1.8 ppm. The DFW region, which includes Dallas and Tarrant Counties, is currently in "attainment" for all criteria pollutants including CO with the exception of ozone. Even though the number of daily exceedances of the federal standards for ozone has decreased within the past decade, the DFW region remains in "non- attainment" for ozone. Although there have been year -to -year fluctuations, the ozone trend continues to show improvement. The trend of improving air quality in the DFW region is attributable in part to the effective integration of highway and alternative modes of transportation, cleaner fuels, improved emission control technologies, and NCTCOG's regional clean air initiatives. MSATs, especially benzene, have dropped dramatically since 1995, and are expected to continue dropping. The introduction of reformulated gasoline has lead to a substantial part of this improvement. In addition, Tier II automobiles introduced in model year 2004 will continue to help reduce MSATs. Diesel exhaust emissions have been falling since the early 1990s with the passage of the Clean Air Act Amendments (CAAA). The CAAA provided for improvement in diesel fuel through reductions in sulfur and other diesel fuel improvements. Environmental Assessment — DFW Connector— January 2009 87 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113. 0364 -01 -115 In addition, the EPA has further reduced the sulfur level in diesel fuel, which took effect in 2006. The EPA also has called for dramatic reductions in NOx emissions, and PM from on- road and off -road diesel engines. MSATs as in relation to this SH 114/121 project are not expected to increase overall air toxics in the Dallas /Fort Worth area in the future years investigated. Planned improvements to the region's transportation system (i.e., Mobility 2030) would not cause any cumulative impacts to air quality. Additional travel capacity to the roadway network would allow a greater flow of traffic throughout the region, decreasing the amount of cars traveling at lower speeds or idling conditions. This would result in less fuel combustion and lower emissions including MSATs, CO, and ozone. EPA's vehicle and fuel regulations, coupled with fleet turnover, are expected to result in substantial reductions of on -road emissions, including MSATs, CO and ozone precursors. Community The Dallas -Fort Worth International Airport opened in 1974 at the southeastern limits of Grapevine. In 1970, its population was 7,023; and in 1980, 11,801. By 1990 Grapevine had 29,202 residents. By 2000 the population reached 42,059. Grapevine Lake, a major recreational center, is nearby. People moving from cities to the rural atmosphere of Southlake caused phenomenal growth in the 1980s and 1990s, when the population grew from 2,808 in 1980 to 7,065 in 1990. By 1990, six manufacturers in the community produced engines, concrete products, and food packaging. Southlake had become the third largest community in Tarrant County, after Fort Worth and Arlington. The population tripled in the 1990's, reaching 21,519 by 2000. Both Grapevine and Southlake have fairly homogeneous populations composed primarily of White persons between the ages of 18 and 64 with a high educational attainment. Grapevine and Southlake have higher median household incomes and lower poverty rates than the DFW region as a whole. The City of Grapevine considers itself not only the geographic center of the DFW region, but also the hub for shopping, dining, sports, and wine tasting. According to the Southlake 2025 Plan (adopted in 2004), the city sees itself as a "desirable, attractive, safe, healthy, fiscally sound community with quality neighborhoods." Table 2.2 summarized land uses in the Cities of Grapevine and Southlake. Approximately 41 percent of land in Grapevine is dedicated to infrastructure (primarily the DFW Airport). Residential use comprises approximately 14 percent, commercial land comprises almost three percent, and vacant land is almost 17 percent. In Southlake, residential uses comprise approximately 41 percent of land, commercial uses include three percent, and vacant land is about 34 percent. The DFW Connector is urbanized and developed with land uses such as retail, commercial, industrial, and residential, and there is a limited amount of land that is currently undeveloped or not already planned for development (see Appendix Environmental Assessment— DFW Connector— January 2009 88 CSJ#t: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 036401 -112, 0364 -01 -113, 0364 -01 -115 D, Plates A -E). Given that the population in Grapevine and Southlake is predicted to grow 49 percent and 124 percent, respectively, from 2000 to 2030, the trend of converting available vacant and undeveloped land to urban uses is expected to continue. Step 4 — Identify direct and indirect impacts of the proposed action The potential direct effects are discussed in Sections V.A through 3; indirect effects are analyzed in Section VI.A. above. Potential direct and indirect effects of the proposed project on each resource are summarized in Table 6.3. Step 5 — Identify other reasonably foreseeable future actions that may affect the resources Other Transportation Projects Mobility 2030: The Metropolitan Transportation Plan for the Dallas -Fort Worth Area is the defining vision for transportation systems and services in the Dallas -Fort Worth Metropolitan Area. Serving as a guide for the expenditure of State and federal funds through the year 2030, the Plan addresses regional transportation needs that are identified through forecasting current and future travel demand, developing and evaluating system alternatives, and selecting those options which best meet the mobility needs of the region. The Transportation Improvement Program (TIP) is a staged, multiyear program of projects proposed for funding by federal, State, and local sources within the Dallas -Fort Worth Metropolitan Area. This area includes Collin, Dallas, Denton, Rockwall and Tarrant Counties, as well as portions of Ellis, Johnson, Kaufman and Parker counties. The 2008 -2011 TIP for the Fort Worth District lists three additional lane projects and three intersection improvement or congestion management projects in Grapevine. The TIP also lists two intersection improvement or congestion management projects in Southlake. In addition to the DFW Connector, the following transportation improvement projects are included in NCTCOG's Mobility 2030 Plan. A detailed assessment of cumulative effects of the regional toll and managed /HOV system is included at the end of this section. SH 114. The SH 114 Corridor in Dallas County extends from the SH 121 /International Parkway interchange north of Dallas /Fort Worth International Airport to SH 183 in Irving). Between SH 121 /International Parkway and Loop 12, the SH 114 corridor will be reconstructed to accommodate eight general purpose lanes (plus auxiliary lanes) and four concurrent HOV /Managed lanes. The corridor will also feature four continuous frontage road lanes (plus auxiliary lanes near ramp locations and cross - streets), except in the section between SH 121 /International Parkway and Freeport Parkway. Two direct connector ramps will be built at the SH 114 /President George Bush Turnpike (PGBT) interchange for the northbound - eastbound and westbound - southbound movements. The four concurrent HOV /Managed lanes will be built to transition directly into the HOV /Managed facility Environmental Assessment — DFW Connector— January 2009 89 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 proposed for this SH 114 /SH 121 project through Grapevine, and direct access is planned at the following locations: (1) SH 121 /International Parkway, (2) Belt Line Road, (3) MacArthur Boulevard, (4) Spur 348 (Northwest Highway), and (5) the Loop 12 HOV /Managed facility (to /from the south). The short section of SH 114 between Loop 12 and SH 183 (adjacent to Texas Stadium) will be reconstructed for six general purpose lanes (plus auxiliary lanes), four concurrent HOV /Managed lanes, and four lanes of continuous frontage roads (plus auxiliary lanes near ramp locations and cross- streets). The 4 concurrent HOV /Managed lanes will be designed to merge directly into the proposed SH 183 HOV /Managed facility. To facilitate improved connections to /from SH 114, as well as provide access to /from the expanding Las Colinas Town Center and proposed rail stations along Dallas Area Rapid Transit's Orange Line (anticipated opening in 2012), a short section of Spur 348 will be upgraded in stages to a freeway facility. The roadway will have six general purpose lanes (plus auxiliary lanes) with grade separations at Las Colinas Boulevard, Riverside Drive (formerly O'Connor Boulevard), and Luna Road. Also, four frontage road lanes (plus auxiliary lanes near ramp locations and cross - streets) will be provided west of Riverside Drive. All improvements are expected to be completed by 2025. The Texas Department of Transportation - Dallas District is the responsible agency for this project. H 121. The SH 121 corridor in Denton County travels through the cities of Carrollton, Coppell, Frisco, Lewisville, Plano, and The Colony. Once planned as a freeway facility, the Collin and Denton County portions of the SH 121 corridor are now being developed through the Texas Department of Transportation's Comprehensive Development Agreement procurement process as a new toll road. This will greatly accelerate the construction of a new limited- access facility. Also, per an SH 121 Memorandum of Understanding adopted by the Regional Transportation Council, Denton County, and the cities along the SH 121 corridor in 2004, gas -tax funds originally assigned to building the corridor as freeway are now re- distributed to other important roadway projects for expedited construction, including IH 35E in Lewisville. This project extends from the west end of Business SH 121 in Lewisville to the Dallas North Tollway (DNT) in Plano and Frisco. The project will reconstruct SH 121 to accommodate six general purpose toll lanes (plus auxiliary lanes) and six frontage road lanes (plus auxiliary lanes near ramp locations and cross - streets). A major interchange with four flyover ramps was recently completed at IH 35E in Lewisville. The toll road will feature all- electronic toll collection with no additional right -of -way needed for cash /change booth lanes. The Texas Department of Transportation - Dallas District is the responsible agency for this project. The SH 121 corridor in Collin County travels through several of the most rapidly developing communities in the State of Texas: Allen, Frisco, Plano, and McKinney. This project extends from the DNT in Plano and Frisco to US 75 in McKinney. The project will reconstruct SH 121 to accommodate six general purpose toll lanes (plus auxiliary lanes) and six frontage road lanes (plus auxiliary lanes near ramp locations and cross - streets). This project will also construct major interchanges at the DNT (with eight high -speed flyover ramps) and US 75 (with six high -speed flyover ramps), as well as a three -level interchange at SH 289 (Preston Environmental Assessment — DFW Connector— January 2009 90 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Road) that will allow north -south SH 289 traffic to bypass traffic signals at the SH 121 frontage roads. The toll road will feature all- electronic toll collection with no additional right - of -way needed for cash /change booth lanes. The Texas Department of Transportation - Dallas District is the responsible agency for this project. DFW Passenger Rail Service, The Fort Worth Transportation Authority (also known as The T) is developing plans for a rail line in the Southwest -to- Northeast Rail Corridor — sw2neRAIL — across Tarrant County. The proposed commuter route follows existing rail lines from Fort Worth's Granbury Road /South Hulen area, through downtown Fort Worth, northeast to downtown Grapevine and then into the north entrance of DFW Airport, a distance of approximately 26 miles. This proposed passenger rail line follows the old Cottonbelt right -of -way, and would include service to Grapevine as well as numerous other cities throughout the corridor. Rail passenger stations would be constructed in the vicinity of Main Street in Grapevine, on airport property between Grapevine and DFW Airport, and at DFW Terminal A /B. Grapevine recently approved a 3/8 -cent increase in their local sales tax to fund rail service. Dallas Area Rapid Transit (DART) is planning a 14 -mile "Orange Line" as a key component of a regional rail expansion that will lead to the doubling of DART's rail network to more than 90 miles by 2013. The Orange Line will run parallel through Downtown Dallas to Bachman Station in Northwest Dallas. From Bachman Station, the Orange Line heads northwest to the Las Colinas Urban Center in 2011 and would enter DFW International Airport from the north in 2013. Land Development Retail, commercial, industrial and residential development can reasonably be expected to occur along and near the corridor in those areas that are currently vacant and undeveloped, including more than 2,300 acres of undeveloped land owned by DFW International Airport. Step 6 - Assess potential cumulative effects to each resource Cumulative impacts were evaluated using the following factors: the historical context of each resource, current condition and trend, future land use and zoning plans, and the pertinent regulations and standards associated with each resource. These factors capture the influences that have shaped and are shaping the amount and quality of each resource, and which would continue to shape the resources into the future. Implicit in the approach to predicting the future condition of resources are several key assumptions: • All reasonably foreseeable actions would be completed as currently planned. • The relationships between the resources, ecosystems, and human communities that have been identified from historical experience would continue into the future. Environmental Assessment — DFW Connector— January 2009 91 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 ■ The sponsors of government and private projects would abide by relevant federal, state, and local laws designed to protect each resource, and that regulatory agencies would perform their duties in accordance with legal requirements and internal guidelines. • Of particular importance is the assumption concerning compliance with relevant environmental laws designed to ensure the sustainability of resources. Over the past several decades federal, state, and local lawmaking bodies have enacted statutes, regulations, and ordinances designed to preserve and enhance the abundance and quality of natural resources by requiring project sponsors to avoid, minimize, and mitigate the environmental impacts of their projects or actions. Cumulative impacts analysis focuses on the "net effects" on each resource that remain after full compliance with the regulatory requirements at all levels. Step 7 — Report results Water Bodies As previously discussed, the proposed project's potential direct impacts to water quality would be minimized by implementing storm water BMPs to control the discharge of pollutants as required by the CWA and federal and state storm water regulations. These measures include compliance with Section 401 and Section 404 permit requirements, TPDES requirements, and the preparation and implementation of a Storm Water Pollution Prevention Plan. Similarly, the cumulative impact of reasonably foreseeable private development projects to water quality would be minimized by enforcement of applicable federal and state storm water regulations as required by the CWA. These include EPA /TCEQ regulation of large - scale construction activities under the TPDES permit program. TCEQ provides water quality certification under Section 401 of the CWA, which is mandatory for all projects requiring Section 404 permits. The proposed project would have minimal direct impacts to waters of the U.S., including wetlands. Water quality trends in the RSA would be expected to continue to decline since the area is developing. For the reasonably foreseeable transportation and private development projects within the RSA, information was either unavailable or not yet prepared with regard to waters of the U.S. The cumulative impact of reasonably foreseeable future actions to waters of the U.S. would be minimized by enforcement of applicable USACE, USFWS, TPWD, and USCG regulations for projects subject to state and federal jurisdiction. Assuming appropriate implementation of regulation control strategies and policies, future potential impacts to the area's waters of the U.S., including wetlands, could be expected to be reduced, or at a minimum have no net loss. Environmental Assessment — DFW Connector— January 2009 92 CSJ #. 0353-03-059,0353-03-079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Air Quality The cumulative impact on air quality from the proposed project and other reasonably foreseeable transportation projects is addressed at the regional level by analyzing the air quality impacts of transportation projects in Mobility 2030: The Metropolitan Transportation Plan and the 2008 -2011 TIP. The proposed project and the other reasonably foreseeable transportation projects were included in the MTP and the TIP, and have been determined to conform to the State Implementation Plan. The project -level carbon monoxide analysis demonstrated that the proposed project would not cause or contribute to localized carbon monoxide violations. Planned transportation improvements are intended to cumulatively reduce congestion on a regional scale, with a resultant decrease in pollutant emissions. Therefore, the proposed transportation improvements within the RSA are not anticipated to adversely affect the ozone standard. EPA's vehicle and fuel regulations, coupled with fleet turnover, are expected to result in substantial reductions of on -road emissions, including MSATs. MSATs as in relation to SH 114/121 are not expected to increase overall air toxics in the Dallas /Fort Worth area in the future years investigated. The DFW region is expected to continue to experience substantial population growth, urbanization and economic development. The cumulative impact of reasonably foreseeable future growth and urbanization on air quality would be minimized by enforcement of federal and state regulations, including the EPA and TCEQ, which are mandated to ensure that such growth and urbanization would not prevent compliance with the ozone standard or threaten the maintenance of the other air quality standards. EPA's vehicle and fuel regulations, coupled with fleet turnover, are expected to result in substantial reductions of on -road emissions, including MSATs, CO and ozone precursors. Community Recent (and predicted future) rapid growth in the Cities of Grapevine and Southlake appear to indicate that these communities are considered desirable places to live. The proposed project, in combination with other roadway, transit, and land development actions may provide increased housing, economic, and recreational opportunities for residents. The proposed project would not contribute to significant adverse cumulative effects to communities within the RSA. The economic impact of tolling would be higher for low- income residents since the cost of paying tolls would represent a higher percentage of household income than for non -low- income households. Non -toll alternatives would be available to all motorists, including low - income populations, via non -toll mainlanes. All motorists would benefit from the congestion relief provided by the proposed improvements. A complete consideration of the impacts of tolls on E] communities is provided in the Environmental Justice discussion under Cumulative Effects of Regional Toll and Managed /HOV System later in this section. Environmental Assessment — DFW Connector — January 2009 93 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 The future land use plans for the City of Grapevine, the City of Southlake, and DFW International Airport anticipate the continuation of established retail, commercial, industrial, and residential land use patterns. Except for the new access to land along the southbound frontage road of SH 121 that would be created by the proposed project, this planned future growth and urbanization within the RSA would most likely occur with or without implementation of the proposed project. The proposed project would not change existing or future planned land use and development patterns and would not result in substantial induced changes in the pattern of land use, population density or growth rate within the RSA. Assuming appropriate implementation of applicable land use planning regulations and control strategies, related effects on air and water and other natural systems, including ecosystems would be avoided and /or minimized. The proposed project would not contribute to significant cumulative impacts to the anticipated urbanization in the RSA. Step 8 — Assess and discuss mitigation issues for adverse impacts Water Bodies Under Section 401 of the CWA, the TCEQ is authorized to certify that federally issued permits will meet the state's water quality standards. The TCEQ regulates this section under the USACE permit programs and requires the installation of temporary and permanent storm water best management practices (BMPs). Under Section 404 of the CWA, the USACE regulates impacts to jurisdictional waters and wetlands though implementation of their permitting process. Projects that disturb more than one acre are required to comply with the TPDES permit requirements. Controlling storm water pollution in urban areas and from industrial activity runoff is viewed by the EPA as a key to maintaining and improving the quality of the nation's waterways. NCTCOG was designated as the area -wide water quality management planning agency for the urbanizing portion of the region. NCTCOG'S water quality management plan includes regulatory and non - regulatory programs, activities, and BMPs to control pollution to achieve water quality goals. Waters of the U.S. are regulated by the USACE under authority of Section 404 of the CWA. Section 404 of the CWA authorizes the USACE to issue permits for the discharge of dredged or fill material into waters of the U.S., including wetlands. The intent of this law is to protect the nation's waters from the indiscriminate discharge of material capable of causing pollution, and to restore and maintain their chemical, physical, and biological integrity. Any discharge into waters of the U.S. must be in accordance with Section 404(b)(1) guidelines developed by the EPA in conjunction with the USACE. In the Section 404 permit process, permit applications are reviewed by the TCEQ for compliance with Section 401 of the CWA. In 1991, Texas adopted state goals for "no net loss" of acreage or aquatic function of wetlands. These goals reflect the regulatory program in the CWA legislation that prohibits Environmental Assessment— DFW Connector— January 2009 94 CSJ# :0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 the discharge of soil into waters of the U.S. unless authorized by a permit issued under CWA Section 404. The USACE has authority over such actions and may require the permittee to restore, create, enhance, or preserve nearby aquatic features as compensation to offset unavoidable adverse impacts to the aquatic environment. This means of compensatory mitigation is intended to comply with the general goals of the CWA and the specific goal of °no net loss" of aquatic functions. Several regulations have been enacted on a federal, state, and local level to achieve these goals. Future trends in the regulation of waters of the U.S., including wetlands, are likely to focus on compensatory mitigation requirements. Regulatory agencies are expected to develop procedures to track the success and completion of mitigation efforts as the focus moves toward replacement of specific aquatic functions, rather than replacement of total area. Research of regulatory publications indicates that mitigation banking is becoming a more favored means of mitigating loss of aquatic function. Consequently, regulatory controls are expected to continue the trend of stabilizing the amount of existing waters of the U.S, including wetlands, through vigorous application of mitigation requirements under the CWA. The protection of floodplains and floodways is required by Executive Order (EO) 11988 Floodplain Management and is implemented by the FHWA through 23 CFR 650 Subpart A Location and Hydraulic Design of Encroachments on Floodplains. At the local level, floodplain regulations are contained in the cities land development code (zoning and land use regulations). The intent of the regulations is to avoid or minimize highway encroachments within base floodplains, where practicable, and to avoid land use development that is incompatible with floodplain values. To comply with EO 11988, the action must be designed to avoid floodplain impacts, when practicable, and to adequately mitigate unavoidable impacts. In addition to EO 11988 and the other regulatory requirements described above, there are important regional policies and programs developed since the mid -1980s that are specifically intended to reduce adverse cumulative effects to floodplains within the watershed. The Trinity Regional Environmental Impact Statement (TREIS) was prepared by the USACE in the mid -1980s to address extensive floodplain development that was occurring along the Trinity River within the region. The TREIS focused on actions requiring permits under Section 10 of the River and Harbors Act and Section 404 of the CWA, as amended, with emphasis on addressing the cumulative impacts of granting multiple permits. The TREIS Record of Decision also established guidelines for mitigation of habitat losses caused by projects in floodplain areas covered by the TREIS. The TREIS raised awareness that large areas of floodplain lands within the Upper Trinity River Basin could be developed outside the jurisdiction of the USACE and that if developed following only FEMA requirements, significant increases in flooding frequency and extent would continue to occur in adjacent and downstream areas. Subsequently, the Corridor Development Certificate (CDC) process was established as a means to address those floodplain actions that were not within the jurisdictional areas administered by the USACE. Environmental Assessment — DFW Connector— January 2009 95 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364 -01 -115 The Cities of Grapevine and Southlake, TCEQ, USACE, and FEMA have the regulatory authority to control encroachment upon floodways and floodplains, and provide compensatory mitigation as required. The applicable resource agencies enforce a policy of "ono net loss" of floodplains through the CDC permit review process. The CDC process does not prohibit floodplain development, but ensures that any development that does occur in the floodplain will not raise flood water levels or reduce flood storage. Under the CDC process, local governments retain ultimate control over the floodplain permitting decisions. Air Quality A variety of federal, state, and local regulatory controls as well as local plans and projects have had a beneficial impact on regional air quality. The CAA, as amended, provides the framework for federal, state, tribal, and local rules and regulations to protect air quality. The CAA required the EPA to establish NAAQS for pollutants considered harmful to public health and the environment. In Texas, the TCEQ has the legal authority to implement, maintain and enforce the NAAQS. The TCEQ establishes the level of quality to be maintained in the State's air and to control the quality of the State's air by preparing and developing a general, comprehensive plan. Authorization in the Texas Clean Air Act (TCAA) allows the TCEQ to collect information and develop an inventory of emissions; conduct research and investigations; prescribe monitoring requirements; institute enforcement; formulate rules; establish air quality control regions; encourage cooperation with citizens' groups and other agencies and political subdivisions of the State as well as with industries and the federal government; and to establish and operate a system of permits for construction or modification of facilities. Local governments having some of the same powers as the TCEQ can make recommendations to the Commission concerning any action of the TCEQ that may affect their territorial jurisdiction, and can execute cooperative agreements with the TCEQ or other local governments. In addition, a city or town may enact and enforce ordinances for the control and abatement of air pollution not inconsistent with the provisions of the TCAA or the rules or orders of the TCEQ. The CAA also requires states with areas that fail to meet the NAAQS prescribed for criteria pollutants to develop a State Implementation Plan (SIP). The SIP describes how the state will reduce and maintain air pollution emissions in order to comply with the federal standards. Important components of a SIP include emission inventories, motor vehicle emission budgets, control strategies, and an attainment demonstration. The TCEQ develops the Texas SIP for submittal to the EPA. One SIP is created for each state, but portions of the plan are specifically written to address each of the non - attainment areas. These regulatory controls, as well as other local transportation and development initiatives implemented throughout the DFW metropolitan area by local governments (and others) provide the framework for growth throughout the area consistent with air quality goals. The major factor in reducing MSAT emissions is the implementation of the EPA's new motor vehicle emission control standards. No adverse impacts requiring mitigation were identified in the analysis. Environmental Assessment — DFW Connector— January 2009 96 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Community Many aspects of social and community quality of life can be influenced to varying degrees by local government regulation. For example, zoning and subdivision regulations, noise ordinances, and floodplain management are all ways cities guide development and affect the desirability of a place to live. Comprehensive plans (such as the Southlake 2025 Plan) are tools cities use to ensure different aspects of the community —such as housing, public facilities, and transportation —are coordinated, and that the vision of their community is realized. Local city and county governments have the authority to avoid, minimize and mitigate the impacts of development and urbanization through local zoning controls and comprehensive land use planning. Land use within the RSA is regulated by the Cities of Grapevine and Southlake land use plans and zoning ordinances designed to minimize the adverse effects of growth and urbanization. The municipal zoning and land use regulations control the intensity and type of development and control where land should be developed and where land should be preserved. Cumulative Effects of Regional Toll and Managed /HOV System The indirect impact section identified the need to study the impacts from the regional toll and managed /HOV lane network as it expands for the 2030 proposed transportation system. Each cumulative resource is studied from a regional perspective and addresses the impacts the proposed priced facility network would have on each resource. Because of the accessibility of data resources supplied by the NCTCOG, the RSA for the regional study is the Metropolitan Planning Area (MPA). Land Use Metropolitan areas have come under intense pressure to respond to federal mandates to link planning of land use, transportation, and environmental quality from persons concerned about managing the side effects of growth such as sprawl, congestion, housing affordability, and loss of open space. The planning models used by MPOs were not designed to address these questions, creating a gap in the ability of planners to systematically assess these issues. The relationships between land use, transportation, and the environment are at the heart of growth management. The emerging concern that construction of new suburban highways induces additional travel, vehicle emissions, and land development, making it implausible to "build our way out" of congestion has reshaped the policy context for metropolitan transportation planning. Recognizing the effects of transportation on land use and the environment, the CAA and the Intermodal Surface Transportation Efficiency Act (ISTEA) mandated the MPOs integrate metropolitan land use and transportation planning. Later, the Environmental Assessment — DFW Connector— January 2009 97 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Transportation Equity Act for the 21 Century (TEA -21) succeeded the ISTEA to refine this process. The NCTCOG is promoting sustainable development as a specific objective of Mobility 2030 because of the direct link between land use, transportation, and air quality. NCTCOG has defined sustainable development as: • Land use and transportation practices that promote economic development while using limited resources in an efficient manner. • Transportation decision making based on impacts on land use, congestion, VMT, and the viability of alternative transportation modes. • Planning efforts which seek to balance access, finance, mobility, affordability, community cohesion, and environmental quality. The essence of sustainable development is the wise use of scarce resources so that future generations may enjoy them. At the regional level, the key to maintaining sustainable patterns of development is to allow cities the option to present a variety of land use, zoning, mobility, and service packages to the development market and residents. This can be accomplished by providing planning support for a diverse range of mobility options such as rail, automobiles, bicycling, transit, and walking. The DFW MPA is forecasted to grow to almost 8.5 million people and 5.3 million jobs by the year 2030, producing nearly a 63 percent increase in population and a 64 percent increase in employment. If not planned for and implemented in a responsible way, this type of rapid growth would have negative impacts on the region. If development continues to grow away from the urban core, the VMT would substantially rise per household, per person, and per employee. Higher densities, mixed -land uses, and increased transportation alternatives, which are characteristics of the urban core, reduce overall VMT. This leads to lower emissions of VOC and NOx, improving air quality. NCTCOG's analysis of travel patterns showed that mixing land uses has a similar beneficial impact on travel as density. There are five types that categorize all land in the DFW MPA: employment dominant, employment leaning, mixed, household leaning, and household dominant. The localized mixing and integration of land uses occur at a variety of densities in urban, suburban, and rural settings in the region. The MTP land development policies were created by combining regional expectations with local city plans, including anticipated population growth and land use. NCTCOG relies on the information provided by cities as a basis for their land development policies. By understanding the cities' expectations, NCTCOG is better able to educate the public and municipalities on the best alternatives for regional land development. NCTCOG conducted a series of demographic sensitivity analyses scenarios to quantitatively assess the potential impacts of alternative growth scenarios on the region between 2010 and 2030. Historically, the DFW area has grown outward with new developments turning rural areas into suburban cities. Within the alternative growth scenarios presented by NCTCOG, households and Environmental Assessment— DFW Connector— January 2009 98 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 employment locations were redistributed throughout the region to simulate alternative market assumptions; however the control numbers for population and employment remained the same. Table 6.5 presents the statistics produced through the analysis of each scenario. Brief descriptions of each scenario are: • Rail Scenario: NCTCOG redistributed population and employment growth occurring between 2010 and 2030, while maintaining the population and employment control totals for the region. Growth was taken from rural areas of the region and added primarily to passenger rail station areas. • Infill Scenario: NCTCOG redistributed population and employment growth occurring between 2010 and 2030, while maintaining the population and employment control totals for the region. Growth was taken from rural areas of the region and added primarily to infill areas along existing freeways/to IIways. • Rail with County Control Totals (RCCT) Scenario: NCTCOG redistributed population and employment growth occurring between 2010 and 2030, while maintaining the population and employment control totals for the region and each individual county. Growth was taken from rural areas of the region and added primarily to passenger rail- oriented areas. • Vision North Texas (VNT) Scenario: NCTCOG redistributed population and employment growth occurring between 2010 and 2030, while maintaining the population and employment control totals for the region. Growth was distributed based on overall VNT participant feedback. • Forward Dallas Scenario: Created for the City of Dallas, NCTCOG redistributed population and employment growth occurring between 2010 and 2030 based on the final alternative demographic dataset created during the Forward Dallas! Comprehensive Plan process. The results of the analysis show a strong correlation between passenger rail and VNT scenarios, both reducing the greatest amount of ozone emissions and the amount of MPA vehicle miles traveled and hours of delay. Mobility 2030 does not pick, favor, or choose any regional land use scenario. This data is provided by NCTCOG as an educational guide for the cities and municipalities that comprise Environmental Assessment- DFW Connector- January 2009 99 Data of Interest Rail Scenario Infill Scenario RCCT Scenario VNT Scenario Forward Dallas! MPA Average of Trip Length - 8% + 3% -0.01% - 10.85% - 2.9% MPA Rail Transit Boardin s + 52% +9% + 8% + 11.13% +7.4% MPA Non -Rail Transit Boardin s + 29% + 11% + 5% + 15.98% + 11% 1 MPA Vehicle Miles Traveled -6% -_5% -1.2% -9.43% - 2.2% 1 MPA Vehicle Hours Traveled _9% - 7% -1.7% -14.31% - 5.7% Total Vehicle Hours of Delay -24.0% -19.0% -4.0% - 32.5% -14.5% Lane Miles Needs -13.0% - 10.0% - 13.3% -30.90% - 32.1% Fin ancial Needs (billions) _ _ _9.5 X6.7 2.9 X15.6 - 7.0 Roadway Pavement Needs 8.3 sq. mi. 6.5 sq. mi 0.7 sq. mi. 19.8 sq. mi. 1.6 sq. mi. NOx Emissions 4 - 3.9% - 1.2% - 8 .47% - 2.4% VOC Emissions 5.3% - 5.2% 1.5% - 11.02% - 3.0% The results of the analysis show a strong correlation between passenger rail and VNT scenarios, both reducing the greatest amount of ozone emissions and the amount of MPA vehicle miles traveled and hours of delay. Mobility 2030 does not pick, favor, or choose any regional land use scenario. This data is provided by NCTCOG as an educational guide for the cities and municipalities that comprise Environmental Assessment- DFW Connector- January 2009 99 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364-01 -115 the Dallas /Fort Worth metropolitan area. The alternative growth scenarios area presented as suggested alternatives the municipalities could incorporate into their land use policies in order to improve regional transportation and environmental issues. Because NCTCOG has no power to control regional growth and land development, the MTP provides these alternatives as guidance to city planers and developers as the most efficient way to grow. By presenting these options, NCTCOG's transportation goals are better served. The 2030 MTP does not utilize any of these alternative growth scenarios as a basis for development since these regional scenarios cannot be realistically implemented. The proposed roadway system (include priced facilities) developed by the MTP is based on projected growth and land use changes that are predicted to occur in the future. The MTP growth model takes each municipality's land use growth projections as a basis for the 2030 MTP. Each municipality has its own method of addressing development within their boundaries depending on the growth they are experiencing. This growth includes mixed use, redevelopment, new development, industrial, commercial, high density, low density, transit oriented, rural growth, etc. The 2030 MTP was modeled using each cities growth projections and combining them with future growth patterns extrapolated from existing patterns for the region. These patterns do not follow, support, or conform to any regional scenarios presented in the 2030 MTP and the scenarios are used only as a guide for future consideration for growth and land use development. The RTC is an independent transportation policy body of the MPO and is comprised of elected officials representing the region's counties and municipalities as well as the region's transportations providers (DART, TxDOT, NTTA, etc.). The RTC is responsible for overseeing the 2030 MTP as it relates to transportation and creates policies for regional transportation including toll policies, managed lane policies, CDA policies, and other transportation related issues. The RTC has taken a proactive approach to improving regional traffic congestion and air quality through its Sustainable Development Policy adopted in 2001. The RTC established basic policy directions which serve as strategies to meet finance constraints, diversify mobility, and improved air quality. The objectives of these practices are to: • Respond to local initiatives for town centers, mixed -use growth centers, transit - oriented developments, infill /brownfield developments, and pedestrian- oriented projects. • Complement rail investments with coordinated investments in park- and -ride, bicycle, and pedestrian facilities. • Reduce the growth in VMT per person. Although the 2030 MTP and the RTC states these practices should be followed, the local municipalities have direct jurisdiction over land use and public agencies such as DART, TxDOT, and NTTA have jurisdiction over the regional transportation system. These agencies and municipalities would need to work with the NCTCOG and the RTC to implement these Environmental Assessment — DFW Connector — January 2009 100 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 sustainable development policies. These policies represent an important new trend in local development patterns that are based an increased desire for a greater variety of transportation options, mixed -use developments, and unique communities with a sense of place. This trend contributes to the region's increasing emphasis on sustainable development and the ability to attain federal air quality attainment. This sustainable land use is one tool the NCTCOG uses to reduce the need for new infrastructure (utilities, transportation, emergency response, government facilities, water, etc.). This ability for sustainable land use helps reduce the need for new infrastructure, such as priced facilities, for the region. Without sustainable land use, the addition cost of new infrastructure items would increase beyond the current cost. Sustainable land use is a tool for the NCTCOG, but it is only one part of the solution. The cost of implementation of a full sustainable land use plan is expensive and only municipalities have the power in the state of Texas to affect and implement land use zoning, codes, and enforcement. Furthermore, no government entity has the authority or power to force developers or people where to develop or live. The current future roadway facility outlined in the 2030 MTP is in support of the predicted land use changes and growth in the region. To meet the demand of the expansive growth and changes to land use from development, the 2030 transportation network would supply the transportation portion of infrastructure requirements for the expanding growth and development. Current and future predicted available funds from the federal government for transportation will not meet the demands for the transportation infrastructure needed to support the predicted land use changes. Toll roads and managed lanes are the methods that the MTP employs to ensure the transportation demands from future growth are met based on limited transportation funds. The development of a managed lane /toll system is consistent with the land use policies discussed in the MTP. One component of the managed lane system is planned access to high density development areas. As more mixed -use development centers are planned in the region, managed lane facilities would continue to connect to these centers, allowing HOV and transit vehicles access to the transportation system. This would help remove SOV users from the main lanes and increase mobility, efficiency and reliability on all traffic facilities. The proposed 2030 priced facility network may affect land use within the MPA boundaries by helping to enhance land development opportunities. However, priced facility network is only one factor in creating favorable land development conditions; other prerequisites for growth in the region include demand for new development, favorable local and regional economic conditions, adequate utilities, and supportive local land development regulations and policies. Environmental Assessment— DFW Connector— January 2009 101 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Environmental Justice Mobility 2030 presents a system of transportation improvements needed to maintain mobility in the DFW area over the next 20 plus years and serves as a guide for the expenditure of state and federal funds for the region. Its development was coordinated among local governments, transit authorities, TxDOT, FHWA, and FTA. The plan is based on regional transportation needs through the process of forecasting future travel demand, evaluating system scenarios, and selecting those options which best meet the mobility needs of the region. It also serves as a guide for the implementation of multi -modal transportation improvements, policies, and programs through the year 2030. As part of the development of Mobility 2030, the current MTP, the NCTCOG conducted an environmental justice study for the existing transportation facilities compared to the 2030 proposed transportation system in the MTP. NCTCOG concluded that the Mobility 2030 transportation improvements and recommendations for the NCTCOG region would not cause adverse impacts to environmental justice populations. However, it did not account for the impact of tolls on environmental justice populations. To further analyze the effects of expansion of toll roads and managed lanes in the NCTCOG region, a regional study was performed for environmental justice populations comparing regional build and no build scenarios. The regional no build scenario utilized the existing roadway network in 2009 with 2030 population demographics. The regional build scenario used the proposed MTP roadway network in 2030 with 2030 population demographics. Regional traffic analysis performance reports and regional origin- destination studies were conducted for the NCTCOG's MPA transportation network for the regional build and no build regional toll /managed lane scenarios. The analysis was conducted to investigate the possible cumulative impacts from the construction of toll roads and managed lanes to environmental justice populations and to determine if there would be disproportionately high and adverse cumulative impacts to these populations. Traffic Analysis Performance Reports Traffic analysis performance reports were developed for the regional build and no build scenarios for the entire MPA transportation network. The average daily vehicle trips for both scenarios are 24,912,520. A comparison of the average loaded speed per roadway classification is shown in Table 6.6. Average loaded speed, based on the NCTCOG's performance reports, is defined as "the average speed on roadways with traffic on the road; it is the volume - weighted average of loaded speed." The average loaded speed is the average speed a vehicle is traveling along a specific roadway classification during traffic. This is calculated using the miles traveled divided by the time it took to travel a fixed distance. This calculation illustrates the usage of the roadway system by roadway classification. The results show that the regional build scenario would result in an increase in roadway speed for all roadway classifications. Environmental Assessment — DFW Connector— January 2009 102 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Source: NCTC06 TransCAD(p) data for 2030 regional build and no build scenarios (April 2008 Performance Reports) In addition, an evaluation of the regional no build scenario versus the regional build scenario was conducted for the MPA using LOS per lane mile by roadway classification. The results are shown in Table 6.7. The regional no build scenario shows an increase in roadway miles in LOS F for all roadway classifications with the exception of HOV /managed lanes. Table t NI ... . 11C Stud Area (1036) Roadway _ Bui S ce_n_a_rio N Buil Sc Percent Chang Classification AM PM Daily AM PM Daily AM PM Dail Freeways (includes Miles Miles A -B -C (3,826 lane- miles) A -B -C (890 lane- miles) toll roads 52.88 54.16 57.11 38.92 44.49 50.10 26.40% 17.85% 12.27% Major Arterials 27.14 28.83 31.82 20.69 22.00 26.52 23.77% 23.69% 16.66% Minor Arterials 24.01 25.55 27.38 20.45 22.09 25.21 14.83% 13.54% 7.93% Collectors 20.14 21.62 23.00 17.54 18.93 1 21.22 12.91% 12.44% 7.74% Frontag Roads 25.65 27.48 29.61 19.63 21.22 24.67 23.47% 2 2.78 % 16.68% HOV Lanes 24% 57% A -B -C (5,407 lane- miles) A -B -C (3,654 lane- miles) (includes managed 49.73 51.78 52.81 44.37 47.72 50.37 10.78% 7.84% 4.62% lanes 11% 17% F (1,332 lane- miles) F (4,054 lane- miles) Source: NCTC06 TransCAD(p) data for 2030 regional build and no build scenarios (April 2008 Performance Reports) In addition, an evaluation of the regional no build scenario versus the regional build scenario was conducted for the MPA using LOS per lane mile by roadway classification. The results are shown in Table 6.7. The regional no build scenario shows an increase in roadway miles in LOS F for all roadway classifications with the exception of HOV /managed lanes. Table 6.7 �'LeVel'6'f Ser"vic I e for the TM11 11C Stud Area (1036) B Sc enario No Build Scenario Roadway Classification Lane- LOS Lane- LOS Miles Miles A -B -C (3,826 lane- miles) A -B -C (890 lane- miles) Freeways 50% 20% D -E (2,264 lane- miles) D -E (1,220 lane- miles) (includes toll 7,602 4,486 roads) 30% 27% F (1,512 lane- miles) F (2,376 lane- miles) 20% 53% A -B -C (4,793 lane- miles) A -B -C (1,120 lane- miles) 55% 17% D -Q (1,848 lane- miles) D -E (640 lane- miles) Major Arterials 8,739 4,085 21% 16% F (2,098 lane- miles) F (2,325 lane- miles) 24% 57% A -B -C (5,407 lane- miles) A -B -C (3,654 lane- miles) 71% 39% D -E (829 lane- miles) D -E (1,574 lane- miles) Minor Arterials 7,568 9,282 11% 17% F (1,332 lane- miles) F (4,054 lane- miles) 18% 44% A -B -C (6,992 lane- miles) A -B -C (4,568 lane- miles) 78% 56% D -E (724 lane- miles) D -E (914 lane- miles) Collectors 9,007 8,217 8% 11% F (1,291 lane- miles) F (2,735 lane- miles) 14% 33% A -B -C (3,182 lane-miles) A -B -C (1,254 lane- miles) 76% 48% N D -o (402 lane- miles) D -E (375 lane - miles' Frontage Roads 4,152 2,622 10% 14% F (568 lane- miles) F (993 lane- miles) 14% 38% a A -B -C (612 lane- miles) A -B -C (76 lane- miles) p HOV Lanes 68% 42% D -E (190 lane- miles) D -E (45 lane- miles) (includes 898 182 managed lanes) 21% 25% F (96 lane- miles) _ F (61 lane - miles) p I 11% 33% Source: NC I CU6 I ransCAD(E) data for 2UJU regional build and no build scenarios (April 2008 Performance Reports) Environmental Assessment - DFW Connector- January 2009 103 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Regional Origin- Destination Study An origin- destination study was conducted by NCTCOG for the MPA toll road /managed lane network for environmental justice populations. To clarify the intent of the O &D analysis, the analysis does not attempt to identify specific users (low- income and minority populations) but instead compares the origins and intensity origins of trips based on collective socio- economic characteristics at the TSZ level for both the toll and non -toll scenarios. In other words, the O &D analysis predicts the potential users of the Managed Express Lanes toll facility in 2030 by correlating the general socio- economic characteristics of the future users based on Census 2000 data to the intensity of use quantified by the number of trips per TSZ generated by TransCAD @. NCTCOG conducted a "select -link analysis" based on 2030 AM peak period traffic. The model distinguishes between the toll and the non -toll scenarios by identifying the "toll links." These "toll links" are assigned a cost per mile for the toll scenario and no cost per mile for the non -toll scenario. The model then assigns vehicle trips based on user cost, trip distance, time of day, and other factors to achieve system equilibrium in the network. For trip assignment purposes, if a facility has only tolled lanes and no free mainlanes, then the trip assignment is only for the toll facility. If the facility has existing free mainlanes and the project is adding managed toll lanes, then the trip assignment data is for both the managed toll and free mainlanes. The correlation of Census 2000 and TransCADQ data is the best available method to identify which TSZs would originate trips anticipated to utilize the Managed Express Lanes toll facility and the general demographics of the population associated with those TSZs. However, the vehicle trip assignment process does not consider relative income differences or the differences in relative costs to potential users in the population when making trip assignments. Because no definitive data exists on the future users of this facility or similar type facilities, the O &D analysis cannot predict the specific race, ethnicity, or economic status associated with the predicted trips on toll or non - toll facilities. However, the O &D analysis can identify a potential difference in trip intensity by comparing toll and non -toll scenario TSZ trip percentages. Figures 7 and 8 (Appendix 3) show the basis of the NCTCOG analysis and the identified TSZs that contain environmental justice populations (i.e. TSZs that contain greater than 50 percent minority and low- income populations) and the existing and future toll roads and managed lanes used in the origin- destination analysis. The figure shows the majority of environmental justice communities within IH 635 and IH 820 loops in Dallas and Fort Worth and in the southern section of MPA. The entire MPA was evaluated for the existing and future toll network. The total TSZs that comprise the origin- destination study area within the MPA is 4,813. A total of 1,542 of these are considered environmental justice TSZs. For the regional no build scenario, 4,720 TSZs are anticipated to regularly utilize the existing toll roads or facilities with a mix of free mainlanes and toll lanes in the MPA in 2030 (originating at least one trip per day); this represents 98.1 percent of the totally TSZs in the MPA. Under the regional no build scenario, 1,530 environmental justice TSZs are anticipated to regularly utilize the existing toll facilities (originating at least one trip per Environmental Assessment — DFW Connector— January 2009 104 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 day); this represents 99.2 percent of the environmental justice TSZs in the MPA. Data analysis indicates that from the 246,462 total trips which originated from all of the TSZs that would utilize the existing toll facilities in the MPA, approximately 14.8 percent (36,400 trips) of the total trips originated from environmental justice TSZs. The Build scenario is anticipated to contain 4,770 TSZs that would regularly utilize the future toll facilities in the MPA in 2030 (originating at least one trip per day); this represents 99.1 percent of the total TSZs in the MPA. From the total environmental justice TSZs identified in the MPA, 1,541 are anticipated to regularly utilize the proposed toll facilities in 2030 (originating at least one trip per day) for the Build scenario; this represents 99.9 percent of the total TSZs in the MPA. Data analysis indicates that from the 516,988 total trips which originated from TSZs that would utilize the future proposed toll roads, approximately 16.4 percent (85,011 trips) originate from environmental justice TSZs. Table 6.8 outlines the origin- destination results for the MPA study area. The analysis was divided into three networks, the No Build scenario which is the existing toll facilities in 2009, the Build scenario which is the future toll facilities that would be built, and the total toll network which is the existing network plus the future network that would be built. bource: NU I CVG I ransCAD(�) data for 1u3u regional build and no build scenarios (April 2008 Origin- Destination data) Results and Conclusions The origin- destination results show an increase in usage for toll roads from the 2030 No Build scenario and the 2030 Build scenario for the NCTCOG MPA region. Both the Build and No Build scenarios showed trips generated from the majority of the TSZs in the MPA (98.1 to 99.1 percent), including the majority of environmental justice TSZs (99.2 to 99.9 percent). Trips for future proposed toll facilities in the Build scenario would experience an increase of 110 percent from the current toll road facilities. Environmental justice TSZ trips would increase 134 percent. Because of the increase in trips generated by environmental justice populations, these populations would receive cumulative impacts by the regional increase in toll facilities because low- income populations would use a greater amount of their income for toll road and managed lane usage. As shown in Figures 9 and 10 (Appendix J) Environmental Assessment — DFW Connector — January 2009 105 �Tablle 6.8 i • e iq 2030 No Build Scenario 2030 Build Scenario (future ( existing toll facilities toll facilities Total TSZs in the MPA 4 4 = Total environmental justice 1,542 1,542 _ TSZs in the MPA TSZs utilizing toll facilities 4 98.1% 4 99.1% Environmental justice TSZs 1,530 (99.2 %) 1,541 (99.9 %) utilizinq toll facilities Trips from TSZs utilizing toll 246,462 516,988 facilities r Trips from environmental justice TSZs utilizing toll 36,400 (14.8% of total trips) 85,011 (16.4% of total trips) facilities bource: NU I CVG I ransCAD(�) data for 1u3u regional build and no build scenarios (April 2008 Origin- Destination data) Results and Conclusions The origin- destination results show an increase in usage for toll roads from the 2030 No Build scenario and the 2030 Build scenario for the NCTCOG MPA region. Both the Build and No Build scenarios showed trips generated from the majority of the TSZs in the MPA (98.1 to 99.1 percent), including the majority of environmental justice TSZs (99.2 to 99.9 percent). Trips for future proposed toll facilities in the Build scenario would experience an increase of 110 percent from the current toll road facilities. Environmental justice TSZ trips would increase 134 percent. Because of the increase in trips generated by environmental justice populations, these populations would receive cumulative impacts by the regional increase in toll facilities because low- income populations would use a greater amount of their income for toll road and managed lane usage. As shown in Figures 9 and 10 (Appendix J) Environmental Assessment — DFW Connector — January 2009 105 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 existing toll roads and managed lanes are not adjacent to the majority of environmental justice TSZs, but future proposed toll roads and managed lane facilities would be built nearer environmental justice populations. Results from the performance reports conducted for the MPA showed an increased in roadway speed and an improvement in LOS for the majority of the roadway classifications in the Build scenario in comparison to the No Build scenario. The Build scenario for the MPA would create a cumulative improvement for roadway conditions throughout the NCTCOG region by increasing roadway speed and improving the LOS on the roadway network. Although environmental justice populations would see an increase in spending for toll facilities, the entire MPA region would also see an increase in spending and usage as the toll road and managed lane system expands. The majority of environmental justice populations were identified by the NCTCOG travel demand model to potentially make trips along existing and future toll facilities. In addition, for populations (including environmental justice populations) who would opt to use non -toll options, the Build scenario for 2030 (which includes all proposed toll facilities and managed lanes) would provide a roadway network that would operate at better traffic conditions (greater speeds and an improved LOS) than the No Build scenario and would provide an increased benefit for these users over the No Build scenario. Based on the previous discussion and analysis, the Build scenario for the NCTCOG MPA would not cause cumulative disproportionately high and adverse effects on any minority or low- income populations as per Executive Order 12898 regarding environmental justice. As discussed, the analysis does not show any disproportionately high and adverse impacts to environmental justice populations; therefore, no project- specific mitigation measures are appropriate for cumulative impacts in this document. However, NCTCOG will continue its efforts to work with all communities in the planning process to identify transportation challenges and explore and develop the appropriate strategies to respond to the issues. Examples include programs and projects to improve availability and accessibility to alternate transportation options including discounted transit fares and tolls, HOV discounts on toll roads and managed lanes, better accessibility to regional transportation systems, and community level congestion management. Specific strategies and projects will be developed through discussions with local governments and community representatives. Air Quality The NCTCOG serves as the MPO for transportation for the Dallas -Fort Worth area. It serves a 16- county metropolitan region centered on Dallas and Fort Worth. Since the early 1970s, MPOs have had the responsibility of developing and maintaining a MTP. The MTP is federally mandated; it serves to identify transportation needs; and guides federal, state, and local transportation expenditures. Environmental Assessment— DFW Connector— January 2009 106 CSJ #. 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 ISTEA strengthened the role of the MTP and made it the central mechanism for the decision - making process regarding transportation investments. The passage of the TEA -21 in 1998 continued this emphasis. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA -LU) was signed into law on August 10, 2005. SAFETEA- LU addresses the challenges on our transportation system such as improving safety, reducing traffic congestion, improving efficiency in freight movement, increasing intermodal connectivity, and protecting the environment. Both SAFETEA -LU and the CAAA impose certain requirements on an urbanized area's long -range transportation plan. Transportation plans such as Mobility 2030, according to SAFETEA -LU metropolitan planning regulations, must be "fiscally constrained," that is, based on reasonable assumptions about future transportation funding levels. Because the Dallas -Fort Worth area is designated as a nonattainment area for the eight -hour ozone standard, the CAAA require the transportation plan to be in conformity with the SIP for air quality to demonstrate that projects in the MTP meet air quality goals. Mobility 2030 specifically addresses regional ozone in addition to its studies of general regional air quality and the final result showed that the regional roadway network (including toll roads and managed lanes) would show a decrease in nitrogen oxides and emissions of volatile organic compounds. Transportation conformity is a process which ensures federal funding and approval goes to transportation activities that are consistent with air quality goals. Transportation activities that do not conform to state air quality plans cannot be approved or funded. The CAAA established specific criteria which must be met for air quality non - attainment areas. The criteria are based on the severity of the air pollution problem. Transportation conformity is a CAAA requirement that calls for the EPA, U.S. Department of Transportation (U.S. DOT), and various regional, state, and local government agencies to integrate air quality and transportation planning development processes. Transportation conformity supports the development of transportation plans, programs, and projects that enable areas to meet and maintain national air quality standards for ozone, PM, and CO, which impact human health and the environment. Through the SIP, the air quality planning process ties transportation planning to the conformity provisions of the CAAA. This ensures that transportation investments are consistent with state and local air quality objectives. The NCTCOG is responsible for the conformity analysis in the Dallas -Fort Worth area. If the criteria are not met, EPA can then impose sanctions on all or part of the state. Sanctions include stricter industrial controls and the withholding of federal highway and transit funds. Tarrant County has been designated as part of a nine - county nonattainment area for eight - hour ozone by the EPA. In accordance with the metropolitan planning regulations, Mobility 2030 must include a CMP to systematically address congestion. The evaluation of additional transportation system improvements beyond the committed system began with a detailed assessment of transportation improvements that would not require building additional facilities for SOV. Various improvements /modes including congestion management strategies, bicycle and pedestrian facilities, rail facilities, HOV lanes, managed lanes, and toll Environmental Assessment — DFW Connector— January 2009 107 CSJ#. 0353- 03 -059, 0353 -03 -079, 0364-01 -072, 0364 -01 -112, 0364 -01 -113, 036401 -115 road facilities were investigated prior to determining the need for additional freeway capacity improvements. The following diagram shows the implementation of these resources and how they are integrated into the MTP. Mobility 2030 Transportation Plan Components MOBILITY Major Multi Maintenance and Operation 2030 -Modal DEVELOPMENT Plan Components Inftastntetule Maintenance of Existing Facilities + Trans. System Management c M � Intelligent Trans. Systems ° v C D U + P G a. Carpool;Vanpool Program a >_ PedestrianBicycle Facilities 0 W m A BuslCommuter RaWLight Rail HOV/Managed ° (9 Increase Auto Occupancy C r R + c HOV System iT Freeway/Tollway and Arterial Additional Single Occupant Vehicle Capacity Freewayrrollway Regional Arterial 2030 Plan poliry Discussion Transportation system performance information was developed as a product of the Dallas - Fort Worth Regional Transportation Model (DFWRTM) travel model throughout the MTP development process. This information guided development of the system alternatives and indicated the impact of various improvements. The improvements recommended in Mobility 2030 include regional congestion management strategies, bicycle and pedestrian facilities, managed HOV lanes, iight /commuter rail and bus transit improvements, ITS technology, freeway and tollway lanes, and improvements to the regional arterial and local thoroughfare system such as intersection improvements and signal timing. Because Mobility 2030 is financially and air quality constrained, other more cost effective methods are reviewed before SOV lanes (freeways and toll roads) are added into the roadway system. ITS, mass transit, and Managed /HOV lanes are ways to meet regional transportation demands under the financially constrained MTP while improving regional air quality. The additional introduction of priced facilities into the existing roadway network would not cause any cumulative impacts to air quality. The regional priced facility system would provide additional travel capacity to the roadway network which would allow a greater flow of traffic throughout the region, decreasing the amount of cars traveling at lower speeds or idling conditions. This would result in less fuel combustion and lower emissions including MSATs, CO, and ozone. As noted in the direct and indirect discussions, EPA's vehicle and Environmental Assessment — DFW Connector — January 2009 108 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 fuel regulations, coupled with fleet turnover, are expected to result in substantial reductions of on -road emissions, including MSATs, CO and ozone precursors. Water Quality Water quality is regulated on the state level by TCEQ. TCEQ monitors all major water bodies (rivers, lakes and streams) and reports the conditions of these streams in a biennial Texas Water Body Inventory report. Section 303(d) of this report details those water bodies TCEQ has identified as impaired due to water contamination. The 303(d) list identifies five major water systems as impaired with pollutants and bacteria in the MPA. These major water bodies are the Upper Trinity River, the West Fork Trinity River, the East Fork Trinity River, the Elm Fork Trinity River, and the Clear Fork Trinity River. The construction of the proposed priced facility system would cross and impact these water bodies at multiple locations and could cause water quality impacts. As stated previously, TCEQ regulates water quality through SW3P, MS4, and BMPs. All construction of these priced facilities would follow these water quality permits that would prevent further pollution to these impaired waters and to waters that are not impaired. Additionally any indirect land use development that would occur from the construction of these facilities would follow TCEQ's regulations for water quality through SW31 and MS4. Therefore, the regional priced facility network would not have a cumulative impact to water quality. Waters of the U.S. The USACE regulates waters of the U.S. in the state of Texas. The MPA is under the jurisdiction of the Forth Worth District of the USAGE. Fill of any jurisdictional waters of the U.S. is required to be permitted through the USACE. While the USACE has specific guidelines for identifying waters of the U.S., several methods exist to preliminary identify these waters. USGS topography maps and TCEQ's Water Quality Inventory database provides information for the location of larger rivers and streams that would fall under the USACE jurisdiction. The National Wetlands Inventory maps created and maintained by the USFWS attempts to identify potential wetlands through the use of infrared aerial photography (Digital Ortho Quarter Quads). The current status for the National Wetland Inventory maps for the MPA consist digital formats and hard copy formats, some areas are currently not mapped. Although this data is incomplete, it only serves as a background for the identification of waters of the U.S. Government and private developments must permit any fill into waters of the U.S. and the identification of these waters of the U.S. is completed at the project level with field surveys. Environmental Assessment — DFW Connector— January 2009 109 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 From the available data, the regional priced facility system would impact and cause fill to waters of the U.S., both streams and potential wetlands. These roadway projects would be required to comply with permitting and mitigation for the fill of these waters of the U.S. Any land use change or development that would occur from this regional priced facility system would also be required to permit and mitigation for fill and loss of waters of the U.S. Through the permitting and mitigation process the USACE has implemented a "no net loss" policy for permanent impacts to wetlands and waters of the U.S. This ensures that loss of these waters would require mitigation that is equal or greater than the loss. Because the USACE would regulate and require mitigation for loss of these waters of the U.S., the priced facility network would not cause a cumulative impact to waters of the U.S. Vegetation An inventory of regional vegetation is not available for the MPA. General vegetation descriptions identifying regions and ecological areas are available from many resources. These resources (e.g. the Vegetation Types of Texas, etc.) vary in description of areas of regions and do not update their descriptions from the original publications. Project specific vegetation descriptions are the best method to map the vegetation that would be affected by a project. Currently, the MPA lies in the Blackland Prairies and Cross Timbers and Prairies ecological regions identified by TPWD. The construction of most of the proposed priced facility system would occur in areas already developed and contain urban type vegetation. The projects outside the urban areas could impact natural vegetation and the changes in land use and development that may be caused by these facilities would impact vegetation surrounding these projects. The NCTCOG does not address impacts to vegetation or mitigation for loss of vegetation in the MTP. TxDOT districts can mitigate for loss of vegetation based on the MOU and MOA with TPWD, which focuses on special habitat types of wildlife and protected species. Wetlands are under the jurisdiction of the USACE and mitigation for the loss of these wetlands (which includes the vegetation) would occur through the permitting process. The USFWS can regulate and require mitigation for loss of vegetation that is designated habitat for a threatened or endangered species. Finally, cities can implement ordinances to protect trees, natural land, or open green spaces. Although impacts to vegetation would occur from the priced facility system, these impacts would be regulated at the project level for each individual roadway project. Because of this project mitigation, there would be no cumulative impacts to vegetation from the priced facility system. Environmental Assessment— DFW Connector— January 2009 110 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364 -01 -115 Conclusion The regional priced facility system would cause minor impacts to some of the identified resources in this section. Regional mitigation for some of these resources would be addressed by the NCTCOG. Mobility 2030 addresses issues related to air quality and environmental justice populations. The Transportation Planning Process, at a regional level, provides ways to mitigate for any potential impacts that could occur. The priced facility projects would conform to the STIP/TIP and be included in the MTP. This assurance addresses each project is in compliance with the MTP for air quality and environmental justice. Land use impacts cannot be mitigated at a regional level, but at a municipality level because these entities have direct control over land use. These municipalities would work with NCTCOG to address regional infrastructure changes in their comprehensive plans. Other state and federal agencies would have direct control over the natural resources and would be responsible for mitigation from the direct impacts to these resources by the proposed priced facility network. Finally as required by NEPA, mitigation for impacts would occur at the project level. Because of these potential mitigation measures, the regional proposed priced facility system would not have a cumulative impact to these resources. Summary of Cumulative Effects All resources analyzed in this section are expected to remain stable, including the slight decline to water quality that occurs in urbanizing areas, assuming that current regulatory mechanisms are followed and remain in place to protect resources potentially affected by development. VII. CONCLUSION A. IDENTIFICATION & RATIONALE FOR THE PREFERRED ALTERNATIVE 1. Proposed Action TxDOT recommends the Build Alternative as the Proposed Action. 2. Support Rationale The Managed Express Lanes toll facility would be utilized by vehicles making through trips on SH 114, thereby separating this heavy traffic movement from the SH 121, SH 360, International Parkway, IH 635 and local street mix. Based on the NCTCOG link analysis, approximately 45% of the traffic on SH 114 desires to simply travel through the DFW Connector and remain on SH 114. The Managed Express Lanes toll facility will allow this Environmental Assessment — DFW Connector — January 2009 111 CSJ #: 0353- 03 -059, 0353- 03 -079, 0364- 01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 express movement through the corridor by separating these trips from vehicles currently weaving across numerous lanes to maneuver between SH 121 to SH 114. The Managed Express Lanes toll facility provides flexibility to accommodate additional through- traffic flow during peak commuter times in the appropriate direction, allowing commuters to bypass the general - purpose lanes. Lane management operations can be adjusted to any changes in regional transportation goals and policies. Improved freeway interchanges, freeway ramps, and local street intersections with frontage roads throughout the corridor - all of which are included in the Proposed Action - would help to improve regional mobility by lessening congestion levels and increasing total average vehicle speeds. The Proposed Action is consistent with the SIP. Motorists would benefit by both the large -scale and small -scale improvements proposed throughout the corridor. Local intersecting streets would benefit from design and signalization enhancements. The proposed improvements represent an innovative system to efficiently collect and distribute traffic among several major highways. The new corridor would allow five converging highways (SH 114, SH 121, SH 360, IH 635 and International Parkway) to interconnect while allowing traffic to flow smoothly. The Proposed Action would complement other planned transportation facilities and programs in the Dallas -Fort Worth region. The Proposed Action is included in the NCTCOG's Mobility 2030 MTP, which has been found to conform to the SIP. Other planned transportation projects within the project corridor include bus and rail transit, TSM and TDM improvements. The following table summarizes the alternatives' ability to satisfy the project objectives. Comparison Table 7.1 Summary ty Satisfy Project Ob jectives Project Objective Build Alternative No -Build Alternative Eliminate existing transportation system deficiencies in order to accommodate High probability Very low probability _bot local and regional traffic _ High probabilit Very low probability Alleviate existi cong estion High probability I Vey low probability A ccommodate futur trav deman Hig p roba b ilit y _ V ery lo w Qrobability _ Maintain and enhance accessibility to commercial centers, employment sites High probability Low probability and other activity areas Avoid, minimize or mitigate adverse r social, economic and environmental High probability ? Low probability effects 3. Summary of Environmental Mitigation and Monitoring Commitments The following table provides a list and brief explanation of the mitigation measures that are part of the Proposed Action. Environmental Assessment— DFW Connector— January 2009 112 CSJ#: 0353-03-059, 0353-03-079, 0364-01-072, 0364-01-112, 0364-01-113, 0364-01-115 Environmental Assessment — DFW Connector — January 2009 113 Project Issues and Type of Impact Mitigation and Monitoring Com mitments Resources Business Displacements 16 businesses would be Displaced businesses are eligible for assistance under the displaced. requirements of the Federal Uniform Relocation Act. If the loss of parking spaces for any individual business would result in non-compliance with the city's off-street parking requirements, the business would be able to continue operating under the nonconforming use Loss of Surface Parking Approximately 350 parking provisions of the local zoning ordinance. Approximately Spaces spaces would be lost. half of the parking displacements would occur at the Don Davis Classic Chevrolet car dealership in order to accommodate a proposed direct connector ramp. An undetermined number of these spaces may still be used underneath the elevated ramp through an agreement between the property owner and TxDOT. The City of Grapevine is interested in coordinating with TxDOT during the design phase for opportunities to enhance safety for the Bear Creek Trail through the SH . 1 Parkland/Section 4(f) None 360 and SH 121 interchange. The City also would like to arrange adequate horizontal and vertical clearances for a proposed trail extension at the FM 2499 crossing of Denton Creek. All cross streets that underpass, overpass or intersect the DFW Connector would be constructed with pedestrian Pedestrians Beneficial sidewalks. Intersections would be equipped with pedestrian cross walks, safety lights, and other facilities in compliance with the Americans with Disabilities Act. E NCTCOG will continue its efforts to work with all communities in the planning process to identify transportation challenges and explore and develop the appropriate strategies to respond to the issues. Examples include programs and projects to improve availability and accessibility to alternate transportation options including discounted transit fares and tolls, HOV 0 Environmental Justice No disproportionately high discounts on toll roads and managed lanes, better and adverse impacts accessibility to regional transportation systems, and community level congestion management. Spanish language versions of the Public Hearing notice will be published in a locally circulated Spanish language newspaper and will be included with the notice to property owners. TxDOT will offer bilingual (English and Spanish) tolling information in both their websites and over the phone (Customer Service Center). TxDOT will consider including aesthetic treatments in structural components (retaining walls, bridges, signage) and architectural details (landscaping, lighting, colors, finishes, etc.). The City of Southlake and others have Aesthetic Quality Beneficial requested that TxDOT incorporate such features to enhance the aesthetics of the corridor. The implementation of some design elements would require participation and cost -sharing to fund the aesthetic improvements from local jurisdictions, property owners or community-based organizations_ All properties located along the DFW Connector and Entrance and Exit Ramp currently having access to and from the freeways would Access Modifications, Some continue to have access after the proposed Driveway Closures improvements are constructed. Access to businesses would be maintained during construction. The project is subject to a regional air quality analysis. Air Quality None The NCTCOG is responsible for the conformity analysis in the Dallas-Fort Worth area. Traffic noise levels would exceed the FHWA Noise No noise mitigation measures were deemed reasonable Noise Abatement Criteria at two and feasible; therefore, no abatement measures are proposed for this project. receivers. Environmental Assessment — DFW Connector — January 2009 113 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 Environmental Assessment— DFW Connector— January 2009 114 MOE Project Issues and F Type of Impact Mitigation and Monitoring Commitments Resou rces Additional investigation would be necessary if contamination is discovered during construction, or if E Approximately 13 sites may additional information becomes available regarding Hazardous Materials have the potential for being hazardous materials sites, or if changes are made to the impacted by the proposed proposed right -of -way. If contamination were to be E project. confirmed, TxDOT would develop appropriate soils and /or E groundwater management plans for activities within these are _ _ If unanticipated archeological deposits are encountered Accidental Disturbance of during construction, work in the immediate area will Archeological Resources Buried Cultural Deposits cease, and TxDOT archeological staff will be contacted to during Construction initiate post- review discovery procedures under the p rovisions of the PA and MOU. There is one Official Texas Historical Marker commemorating the Thomas Easter Cemetery in the APE. a Historic Resources None The marker would not need relocation for the project as I proposed and would not be affected during construction of the project. t Migration patterns would not In the event that migratory birds are encountered on -site a be affected. Swallow nests during project construction, every effort will be made to were observed on some avoid take of protected birds, active nests, eggs, and /or e bridge structures near the young. The contractor would remove all old migratory Migratory Birds project area; however these bird nests between September 1st and the end of nests did not appear to be February from any structure where work will be done. In active, even though the field addition, the contractor would avoid or minimize clearing e visit was conducted during vegetation within the project area between March 1 and I the nesting season. August 31. I Mitigation is not proposed, as current design plans indicate that either the streams in the project area are to be spanned and existing vegetation under bridge structures will be left in place as much as is practicable or the improvements would be limited to Up to approximately 4.5 extensions of existing culverts; therefore, impacts to riparian Riparian Vegetation acres of riparian vegetation vegetation would be minimized. would be impacted. The riparian area associated with Cottonwood Branch would be primarily bridged and should experience minor impacts. A commitment has been made to TPWD that clearing activities in this area be limited to that necessary to build the supporting elements of the proposed structure. The project would be covered under a U.S. Army Corps of a Engineers (USACE) Nationwide Permit 14. All Section 404 permitting would be coordinated with the Regulatory a Branch, Fort Worth District of the USACE. The TCEQ Proposed improvements issues Section 401 water quality certifications for projects would result in the prior to approval of the Section 404 permit from the placement of minor amounts USACE. Section 401 of the CWA requires states to certify of fill into waters of the U.S. that a proposed CWA Section 404 permit would not Wetlands and Waters of violate water quality standards. The design and the U.S. The waters are not construction of the proposed improvements must include navigable; therefore, neither construction and post - construction Best Management a U.S. Coast Guard Section Practices (BMPs) to manage stormwater runoff and 9 Permit nor a USACE control sediments. Section 10 Permit would be required. No impacts to the wetland near Cottonwood Branch are 9 t expected since the area would be bridged; however, a commitment to TPWD has been made to establish fencing around the area to make aware that the area is not to be , g_... - - -- .._...____ disturbed. Environmental Assessment— DFW Connector— January 2009 114 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364 -01 -115 Project Issues and Resources Type of Impact Mitigation and Monitoring Commitments The water quality of wetlands and waters in the State shall be maintained in accordance with all applicable - provisions of the Texas Surface Water Quality Standards including the General, Narrative and Numerical Criteria. BMPs will be implemented in accordance with the Storm Water Pollution Prevention Plan (SW3P). The contractor = would take appropriate measures to prevent, minimize, E and control the spill of fuels, lubricants, and hazardous materials in the construction staging area. All spills, including those of less than 25 gallons shall be cleaned immediately and any contaminated soil shall be immediately removed from the site and be disposed of properly. Designated areas shall be identified materials storage. These areas shall be protected from run -on and run -off. The use of construction equipment within stream channels is not anticipated for this project. However, if Water Stormwater Runoff from work within a watercourse or wetland is unavoidable, Quality Construction heavy equipment shall be placed on mats, if necessary, E to protect the substrate from gouging and rutting. All construction equipment and materials used within stream channels and immediate vicinity would be removed as 4 soon as the work schedule permits and /or when not in use and shall be stored in an area protected from run -on and run -off. All materials being removed and /or disposed of by the contractor would be done in e accordance with state and federal laws and by the approval of the Project Engineer. Any changes to ambient water quality during construction of the proposed project shall be prohibited, may result in additional water quality control measures, and shall be mitigated as soon as possible. The contractor would practice "good housekeeping" measures, as well as, _ "grade management' techniques to help ensure that proper precautions are in place throughout construction of the proposed project. TxDOT would be required to comply with TCEQ - Texas Pollutant Discharge Elimination System General Permit for Construction Activity. The project would disturb more than one acre; therefore, a Notice of Intent would be filed to comply with TCEQ stating that TxDOT would have a SW3P in place during construction of the proposed project. The project would also disturb more than five acres, thus requiring a Large Construction Permit. Should Texas Pollutant No Long -Term Water Quality impacts to waters of the U.S. be associated with the Discharge Elimination Impacts construction of this project, Erosion Control, System Sedimentation Control, and Post Construction Total Suspended Solids (TSS) Control devices from the TCEQ Section 401 Best Management Practices (BMP) List would be required. Erosion Control devices would be implemented and maintained until construction is complete. Sedimentation Control devices would be maintained and remain in place until completion of the project. Post - Construction TSS Control devices would be _ implemented upon completion of the project._ Environmental Assessment— DFW Connector— January 2009 115 CSJ #: 0353 -03 -059, 0353- 03 -079, 0364 -01 -072, 0364 -01 -112, 0364-01 -113, 0364-01 -115 4. Recommendation for Alternative Selection and for a FONSI TxDOT recommends implementation of the Build Alternative based on the information in this EA. The engineering, social, economic, and environmental investigations conducted thus far on this proposed project indicate that it would not result in significant impacts on the quality of the human environment. A Finding of No Significant Impact (FONSI) is anticipated. Environmental Assessment – DFW Connector– January 2009 116 Project Issues and Type of Impact Mitigation and Monitoring Commitments _ Resources — ; An Executive Memorandum dated August 9, 1994 directed that on all federally assisted projects, agencies "shall wherever cost - effective and to the extent r practicable ": (1) use regionally native plants for landscaping; (2) design, use or promote construction practices that minimize adverse effects on the natural habitat; (3) seek to prevent pollution by, among other things, reducing fertilizer and pesticide use; and (4) implement water - efficient and runoff reduction practices. The landscaping included with this project would be in compliance with the Executive Memorandum and the guidelines for environmentally and economically Invasive Species and Beneficial beneficial landscape practices. In accordance with � Beneficial Landscapi ng Executive Order 13112, which addresses invasive I species, and the Executive Memorandum on beneficial landscaping, landscaping would be limited to seeding and replanting of the right -of -way with native species of plants where possible. Where project construction has removed existing vegetation, a mix of native grasses would be used to revegetate the right -of -way. These native grasses may include green spangletop (Leptochloa dubia), sideoats grama (Bouteloua curtipendula), blue grama (B.gracilis), and buffalograss (Buchloe dactyloides). Soil disturbance would be minimized to avoid the introduction or spread of invasive species as a = result of the proposed project. A FAA Notice of Proposed Construction or Alteration form Airway /Highway (Form AD- 7460 -1) will be completed during the design Clearance None phase and submitted by TxDOT to the FAA for their approval prior to construction of the proposed improvements E Plans to ensure safe and efficient traffic flow during construction would be developed as part of the detailed = construction plans for the proposed improvements. Interruptions to public facilities and services during construction would be minimized through the use of E appropriate traffic control and sequencing procedures. Other construction- related impacts (such as temporary air and noise effects) would be addressed in compliance Access, Traffic Control, with standard TxDOT policies and procedures. Provisions Construction Temporary Noise and Dust, will be included in the plans and specifications that etc. require the contractor to make every reasonable effort to minimize construction noise through abatement measures such as work -hour controls and proper maintenance of muffler systems. Access to businesses along the corridor would be maintained during construction. Any aerial and /or underground utility adjustments would be completed at the expense of the utility company and would be conducted in a manner that minimizes any I interruptions in service. 4. Recommendation for Alternative Selection and for a FONSI TxDOT recommends implementation of the Build Alternative based on the information in this EA. The engineering, social, economic, and environmental investigations conducted thus far on this proposed project indicate that it would not result in significant impacts on the quality of the human environment. A Finding of No Significant Impact (FONSI) is anticipated. Environmental Assessment – DFW Connector– January 2009 116 CSJ #: 0353 -03 -059, 0353 -03 -079, 0364 -01 -072, 0364 -01 -112, 0364 -01 -113, 0364 -01 -115 VIII. REFERENCES City of Grapevine. 2007 Economic Update. http: / /www.ci.gral)evine.tx.us /Portals /0/ Economic %20Development /2007 %20Economic O/o2OUi)date% 2OText% 2OWith%2OPhotos%20and%2OText.i)d accessed February 2008. Council on Environmental Quality. Environmental Justice Guidance under the National Environmental Policy Act. Executive Office of the President. 1997 DFW International Airport, 2007 Land Use Plan, http: / /www.dfwairport.com /land/ Federal Highway Administration (FHWA). 1996. Community Impacts Assessment: A Quick Reference for Transportation. Gould, F.W., G.O. Hoffman, and C.A. Rechenthin. 1960. Vegetational areas of Texas. Texas A &M University. Texas Agricultural Experiment Station, Leaflet No. 492. HDR Engineering, Inc. 2003. Corridor Alternative Analysis Study. National Cooperative Highway Research Program (NCHRP). 2002. Report 466: Desk Reference for Estimating the Indirect Effects of Proposed Transportation Projects. North Central Texas Council of Governments (NCTCOG). 2005. Ozone Emission Sources. htti): // www. nctcog. org /trans /air /ozone /sources.ast) North Central Texas Council of Governments (NCTCOG). "Advancing Toll Roads and Managed Lanes in North Central Texas," Dan Kessler, September 19, 2006. North Central Texas Council of Governments (NCTCOG). Mobility 2030 Corridor Recommendations. http: / /nctcog.org /trans /mtp /2030 / Corridor _Fact_Sheet_Summary- Web.pdf North Central Texas Council of Governments (NCTCOG). 2008 -2011 Transportation Improvement Program. http://www.nctcog.org/trans/tip/FinTIP081l.pdf ten Siethoff, B. and Kockelman, K.M., "Property Values and Highway Expansion: Timing, Size, Location, and Use Effects," Transportation Research Record, Transportation Research Board, 2002. Texas Department of Transportation (TxDOT). December 2006. Guidance on Preparing Cumulative Impact Analyses. Environmental Assessment— DFW Connector— January 2009 117 APPENDIX A PROJECT LOCATION MAP APPENDIX B USGS TOPOGRAPHIC MAP u , n ' �` °,+•,` �J;I� �' I/ s � e � �` ,� q� >n - � �t I �,o r�` DFW Connector a for Appendix B l • d 4' I ,. �( ,. �. Ne• .� a . I � - E. � .. � y ,�a � � f. :�.: . e �, 1 j I 4 ��;Y f` �__>� o� " ra�et USGS Topographic Map ,6� \ 17 1 , ' , //j7 ' r � •{ _�`. c � ". , .- } f <- - u r d (' I / � � � -' ' ,: ) : . } { S o r _ �. •Ii Da. - - I�� /. -'*�� r. -. r 6 _, _..��_ - °"��: ! we - •Ito•n _ \�,. r' _ Area of Proposed Improvements I N. 7 �4, •4 _ r. - -+-� ` .t�j "1 4 �/ s Ilk � !� .. _ / i : B. r ,_, f rl ^I 1 .'4°f1 `+'It f 1 �1� . q � .4.� �•,� � \ .. \. t G.7• .� � / . 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"'7 -r � L.� l // / � 1 - - �t�� -\�'_ �_ %'7 �,, i� ---- � / � *• e - .� \ �•�� - I. - I V zj �. / e _' -' '1 �': ICs._. �1� 1 _ - 1 I � � - ' - -• " � � ��._ xn �. ;a1s' �. \ • _ k.- `` v 1 �6� ..� f f it --, � !�! 1 '' • m. 4 8,� �� 1\.< y, • 1 `+ I � O r4+ _ �7 • 0 1 3 I , a ld i e az• /. - -�=° f v, w Memvral Wm R �/ '�, I ' „ ° Feet :,BI• tit NUk 9 0 .W,f - \�< I ,;, I {' \t , 1 off -,. -�.. 9 - \/ O� , . 1Ca111 °• i1M CQ2 .•, !,: 6 �- .v .•�' _ USGS Topographic Quadrangle: .. • b 4 ...... � 1 1 ® _� {, t I •// r • J.It �., � � L� ' -- ", Grapevine, Texas APPENDIX C EXISTING AND PROPOSED TYPICAL SECTIONS EXISTING - SH 114 FM 1709 TO SH26 I f 3' 0 cr z, � w' I CONTROL LINE CONTROL LINE I I WB FRONTAGE ROAD VARIES r VARIES ! 12' 12' 12' 12' 8 ( 14 4 10' SHDR ES V pRIES _2L 6.1 \ TYF TYP -PGL 72'1 12 L 7YP TYP I EXISTING - SH 114 STk 310100 TO FM1709 o, NUMBER OF LANES VA a FROM 3 TO 5 o CONTROL LINE 2' WB FRONTAGE ROAD o I 20' USUAL I AUX AUX a , O' -12' 12 12' 12' 0' -12' 1 6 0 75, I z/ M pX PGL-/ � I VARI I 350' - 455' (VARIES) RIGHT OF WAY EB MAINLANES 12' 12' 12' t t 1 2 / FROM 4 TO 6 FROM 4 TO 5 )NE WB MAINLANES EB MAINLANES 30'C AUX AUX, I AUX 12' 0'-12' 12' 12' 12' 1 12' 24' USUAL 12' 12' 1 12' 1 12' 0' -1 ' SHDR S HDR 1 5 Z O/ !l. 2 Oj t PG- PROPOSED - SH 114 WEST OF SH 26 WB MAINLANES 2' 12' 12' 12' 24' USUAL 12' SHDR I SH( I I � X Ln VARIES 7:1 VARIES TYP GL NUMBER OF LANES VARY u FROM 2 TO 5 0 VARIES CONTROL LINE I 0 E8 FRONTAGE ROAD I 2' 0' USUAL 2' AUX AUX I Aux 12' 12' 12' 12' -1 9' �. 6YP MA X 6YP ?/ . 3:1 YP MAX \` --PGL I CONTROL LINE 1 z C, EB FRONTAGE ROAD to 12' 12' 12' 2' t t 2/ Unn. orS Ficjure C: I 350' - 455' (VARIES) RIGHT OF WAY ' CONTROL LINE 3 CONTROL LINE o WB FRONTAGE ROAD VARIES VARIES EB FRONTAGE F.OAD! I� I WB MAINLANES I EB MAINLANES I 'G c,� I 10' VARIES 12' 12' 4 40' USUAL 4' 12' 12' VARIES 10' 12 12 SHDR 0' 12' SHDR SHDR 0' -12' SHDR 12' 12' SH i S81 t t t VAk(ES AR IES �L VARIES 7'1 TY'P iTYP 7'1 VARIES I 2/. V ARIES VARIES V TYP I TYF EXISTING - SH 114 FM 1709 TO SH26 I f 3' 0 cr z, � w' I CONTROL LINE CONTROL LINE I I WB FRONTAGE ROAD VARIES r VARIES ! 12' 12' 12' 12' 8 ( 14 4 10' SHDR ES V pRIES _2L 6.1 \ TYF TYP -PGL 72'1 12 L 7YP TYP I EXISTING - SH 114 STk 310100 TO FM1709 o, NUMBER OF LANES VA a FROM 3 TO 5 o CONTROL LINE 2' WB FRONTAGE ROAD o I 20' USUAL I AUX AUX a , O' -12' 12 12' 12' 0' -12' 1 6 0 75, I z/ M pX PGL-/ � I VARI I 350' - 455' (VARIES) RIGHT OF WAY EB MAINLANES 12' 12' 12' t t 1 2 / FROM 4 TO 6 FROM 4 TO 5 )NE WB MAINLANES EB MAINLANES 30'C AUX AUX, I AUX 12' 0'-12' 12' 12' 12' 1 12' 24' USUAL 12' 12' 1 12' 1 12' 0' -1 ' SHDR S HDR 1 5 Z O/ !l. 2 Oj t PG- PROPOSED - SH 114 WEST OF SH 26 WB MAINLANES 2' 12' 12' 12' 24' USUAL 12' SHDR I SH( I I � X Ln VARIES 7:1 VARIES TYP GL NUMBER OF LANES VARY u FROM 2 TO 5 0 VARIES CONTROL LINE I 0 E8 FRONTAGE ROAD I 2' 0' USUAL 2' AUX AUX I Aux 12' 12' 12' 12' -1 9' �. 6YP MA X 6YP ?/ . 3:1 YP MAX \` --PGL I CONTROL LINE 1 z C, EB FRONTAGE ROAD to 12' 12' 12' 2' t t 2/ Unn. orS Ficjure C: 3' O' a WE FRONTAGE ROAD VA c> 12' 12' 30'vARIES HDP. W ' l 1 �—V AP,Pc ...mac .2L (VARIES) RIGHT OF WAY WE MAJ14LANES i EB MAINLANES 4' 4' 10 12' 12' 12' SHDR 40' MEDIAN SH DR 12' 12' 12 SHDR I 111 ttt i TYP TY Y EXISTING - SH 114 AT WM D TATE 565' - 580' (VARIES) FIGHT OF WAV 3' O' Q mi O 2• I WB FRONTAGE ROAD 0 VARIES 2 a-' 20' MIN OI 1 ,.. 1 h_ 1 PGL WE MAINLANES MANAGED LANES AUX t 12' 12' 10' VARIES 10' 12' 12' I MANAGED LANES 12 12' 12' 10' V H SHDR 1 1 1 1 1 t SHDR t YP TYP I y PGL PPOPOSED - SH 114 AT I WM D TATE Fi - / U r e EB MAINLANES AUX t i t ' t V EB FRONTAGE ROAD i' t I t FOR EB FRONTAGE ROAD I 2' 2' AUX , 0' -1' t' t t t '3 'O 1 �F ' N Iw ,ao 130' USUAL RIGHT OF WAY 3, � J 1 1 O ct v_1 WB MAINLANES I EB MAINLANES 1 vl X I I X w I W 12' 12' 12' 14' USUAL t t 1 1 ga 21 21 6:1 TYP PGL Typ 1 EXISTING - FM 1709 PROPOSED - FM 1709 130' - 175' (VARIES) RIGHT OF WAY CONTROL LINE 8 14 4 0 I D v RETAINING WALL o' RETAINING WALL O o � € 0 a WB MAINLANES I EB MAINLANES I a L 2 '1 f2' AUX f2. , 12' -20' I I � 1 � USUAL I t I t - t MIN, 6:t 2i TYP PGL Typ PROPOSED - FIJ 1709 W/ DC F ROM NOLAN DRIVE TO SH 114 u Figure �� - 130' - 175' (VARIES) RIGHT OF WAY 3 ' M AT0 0 w FROM 3 4VARY I o v a, w O 0 �I a a WB MAINLANES AIX EB MAINLANES la 2' AUX 0'-12' 2 . 20' 0' -12' 12' 12' 12' VARIES 12' 12' 12' 20' MIN 4(d � t MIN 2/ I TYP PGL Ty� PROPOSED - FM 1709 130' - 175' (VARIES) RIGHT OF WAY CONTROL LINE 8 14 4 0 I D v RETAINING WALL o' RETAINING WALL O o � € 0 a WB MAINLANES I EB MAINLANES I a L 2 '1 f2' AUX f2. , 12' -20' I I � 1 � USUAL I t I t - t MIN, 6:t 2i TYP PGL Typ PROPOSED - FIJ 1709 W/ DC F ROM NOLAN DRIVE TO SH 114 u Figure �� - VARIES) RIGHT OF WAY 3I SB MAINLANES I NB MAINLANES 0 3 2• 2 , Z' 12' 12' 20' 2' 12* U �I USUAL N Iv x ' ♦ ' t t I, w' X . I � I 2L 91 6:1 PGL �� 6 t T YF EXISTING - SH 26 SOUTH OF SH 114 L 170' - 795' (VARIES) RIGHT OF WAY � SB MAINLANES N8 MAINLANES 3, 2 , I 2 , 4 3 0 �' t5' 12' t2' VARIES 2 Tri USUAL ZUSUAL W N tn' o w ' 6 —TYP TY PGL CONTROL LINE CONTROL LINE PGL 8' I 14' 4' 6' 4' 14' I $' RETAINING WALL SH I H H t I SH RETAINING WALL ?7 �' a PGL PGL PROPOSED - SH 26 W/ DC SOUTH SIDE OF SH 114 STA 394.00 TO STA 40900 F'l g U r e C 135' - 170' (VARIES) RIGHT OF WAY 3I SB MAINLANES I NB MAINLANES 1 3 o, 2 r r ° 15' USUAL 12' 12' 12 16' 12' 12' 12' 15' USUAL o w 1 1 1 'SU t t t a I I 6 .. 1 .21_ TYP I TYP PGL PROPOSED - SH 26 S OUTH SIDE OF SH 114 SOUTH OF THE DIRECT CONNECTORS STA 38800 TO STA 389 102' - 140' (VARIES) RIGHT OF WAY 3I I SB MAINLANES NB MAINLANES IO o, ft 2 . 2 . u 20' t ' 14 ' t2' 12' 2 0' ° ? USUAL USUAL p w t t a I 2/ ' 6:1 2Z TYF I PGL PROPOSED - SH 26 NORTH SIDE OF SH 114 - 4 3 50' p B FRONTAGE ROA WB MAINLANES 0 8 12' 12' 10' 12' , 12' 12' 12' 10' ZI SHDR SHDR 1 1 SHDR X 2/ I I I I 2/ 440' - 475' (VARIES) RIGHT OF WAY I 8 8' USUAL I I EB MAINLANES 10' 12' 12' 12' 12' 10' SHDR t t t t SHDR 2/ EXISTING SH 114/SH 121 BETWEEN MAIN STREET AND TEXAN TRAIL NTS 3, FROM 3 0 6 FROM i0 4 2' Wd FRONTAGE ROAD Io o , w , 9' 1 2 0 2 . O oI USUAL AUX AUX AUX CL ' -12' 12' 12' 12' 0'-12' 0' -12' G a, ' 3:1 MAk 11.5/ , t t 2/ GL RGL 43' ,3 B FRONTAGE ROAD I O cr 12' 12' 8' : HER t t ' W 2/ 485' - 565' (VARIES) RIGHT OF WAY VARIES 30' W8 MAINLANES MANAGED LANES MANAGED LANES EB MAINLANES 30' CLEAR ZONE I AUX CLEAR 10' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 12' 0' -12' 10' SHDR SHDR SHDR Lr SHDR S SHDR 2. 5Z R 1 2.D, � t 2Z D, t t t 2 � t t t t PROPOSED SH 114/SH 121 BETWEEN MAIN STREET AND TEXAN TRAIL NTS Figure C NUMBER OF LANES VARY I � FROM i0 4 Io EB FRONTAGE ROAD 1 2 0 2 . AUX I 9' USUAL a O I� 0' - 12' 12' 122' 12' a t t t t GL VARIES 330' (USUAL) RIGHT OF WAti 3 VARIES G 40' MIN WB MAINL ANES I VARIES 3 gg• EB MAINL ANES 30' MIN o �I I 10' 12' 12' 12' 12' 12 10' I 10' 12' 12' 12' 12' 12' 10' LD SHOR SHDR SHDR SHDR x I t t Ix t t t 2 2i .1 TYP TYP 6: I j vP Y EXISTING - SH 114 /SH 1211AT EAST OF TEXAN TRAIL NTS 2.5Z T 6:T I YF EENFORCEMENT AREA L ENFORCEMENT AREA Prl jYP PROPOSED figure 114/SH 121 AT TOLL GANTRY NTS F �3 t o (FRN360) I 2• o RAMP N 20'USUAL 12' 12' ' a I a 2Z 'I 2Z 840' (USUAL) RIGHT OF WAY VARIES V VARIES 3 O 30' CLEAR ZONE W WB MNNLANES MANAGED LANES MANAGED LANES EB MAINLANES 3 30 CLEAR ZON 12' 1 12' I 12' p 2 2 S 10' AUX 12' 1 12' 12' 12' 12' 12' 12' 12' 17' AUX 12' 12' 11' 11' 12' 12' AUX 17' 12' 12' 12' 12' 12' 12' 1 12' 10' qUX 2 SHOR ' SHDR SHDR SHDR R SHDR SHDR S SHDR a' U USUAL q 2 . S 1 1♦ 1 1 a 1 1 1 S t a; A I t 2.SZ 2 D, 0, 2.SL 1 2 2.5Z 2 AT I t.SZ 22 l PROPOSED figure 114/SH 121 AT TOLL GANTRY NTS F �3 t o (FRN360) I 2• o RAMP N 20'USUAL 12' 12' ' a I a 2Z 'I 2Z �- 417'- 527 (VARIES, RIGHT OF WAY I 3' 3 G' p � �tt � SB MAINLANES € NB MAINLANES I � W I 10' 12' 12' 12 12 12 10 VARIES 10' 12 12' 12' 12 12' 10' IW SHOR SHDR SHDR t t t t t $HDR ' Y t2 -t t 1 Y FGl TYP EXISTING SH 121 BETWEEN SH 114 AND IH635 NTS 99 RIGHT OF WAY 3 VARIES ER NUMB OF LANES VARY VARIES VARIES FROM 3 TO 5 FROM 3 TO 7 VARY FROM 170 3 SB COLLECTOR 4 of I 2 DISTRIBUTOR 3 0' 30 SB MAINLANES 30' I NB MAINLANES 30 ' I 3 COLLECTOR d '^ p 20'USUAL .SB FRONTAGE ROAD CLEAR ZONE AU% AUk ' CLEAR ZONE CLEAR ZONE AUX AUN AUN AU% AU% CLEAR ZONE DI DISTRIBUTOR I '¢ p' VARIES I -12 -12 2• p• -12' 0' -12' 12' 12' 0' - 0'-p' 10' 10' '-12' 0' -12' 12' 12' 12' 10' 26' 10' t2' 12' -12' 12' 0' -t2' 0'-1T' 0' -12' 0' -12' 1D' 30' AUX 30 10 1 1 12' SHDR $HDR $HDR SHOR US $HDR $HDR AUX CLEAR N 2' CL N l 10' ' - 12' 0' -12' 10' 1 1 l 1 1 O t t t t t t t SHDR SHDR ,O j l 1 1.5/ 0 / 6./ 1�5i 201 --6 •t 8 Si :1x 1.57 2.OZ 7 SAX g.t I 2.07 MP .1 y,PX TAPE J: x 6:1 PGL' PGL PGL 7P PR OPOSED - SH 1216ETWEEN NTS SH 114 AND IH 635 M9k 160' USUAL (VARIES) RIGHT OF WAY I 56 MAINLANES NB FRONTAGE ROAD @ t' 1' 12' 28'U I SUAL o @ �I I NUMBER OF LANES o VARY FROM 2 T N, 20' USUAL I AUX 0-1 t 12' ' -12' 0 '0 I 21 2/ w , a, x w 1 T y 2 L Y. I :1 I 2/ I 2/ PGL I SS FRONTAGE ROAD 56 MAINLANES 3 @ t' 1' 12' 28'U I SUAL NUMBER OF LANES VARY FROM 2 TO 28' - o 2' AUX I 20' USUAL w n 0'-12' 12' 1 ?' l a 0 I X � .a t t t '0 I 21 2/ w , NB MAINLANES I SB MAINLANES 30' 12 10' 1 12' 12' USUAL 12' 12' 1 lo 30' USUAL SHDR � I I ' t t SHDR \—PGL , PROPOSED - FM 249 (GRAPEVINE MILLS PARKWAY) BETWEEN INTERCHANGE SH 26VSH121 AND GRAPEVINE MILLS BLVD 3 NB MAINLANES 0 ' OL 56 MAINLANES , 3 I 1 ' z, 28 7• -4' t2' 12' t' 1' 12' 28'U I SUAL 12' 12' 12 1 ' 7' -4' 28' I 0 , 0 USUAL SUAL USUAL ♦ USUAL ' ? I X � 1 � Iv w , x w 1 T y 2 L Y. I :1 2/ 4/ ZY EXISTING - FM 2499 (GRAPEVINE MILLS PARKWAY) BETWEEN INTERCHANGE SH 26/SH121 AND GRAPEVINE MILLS BLVD 299' MIN (VARIES) RIGHT OF WAY i VAR 160' USUAL (VARIES) RIGHT OF WAY �I VARIES 1 NB MAINLANES 12' 28' SB MAINLANES 1 u)' 1' I a 20' USUAL 1" 12' 12' 12' 12' 12' J 20' x,15' (MIN) 1 1 I t t t 15 a 2/ 2/ 2/ PGL I PROPOSED - FM 2499 (GRAPEVINE MILLS PARKWAY) NORTH OF DENTON CREEK o SB FRONTAGE ROAD 2' I� @ 0 2' 12' 12' 12' 0'-12' US � o EXIST. -- EXIST . XIST. PROP. (MIN) t t 2/ I 4YP 2/ 21 Ism PGL PROPOSED - FM 2499 (GRAPEVINE MILLS PARKWAY) STA 512;50 TO STA 533.50 F g u e C - 3 O F X w MB MAINLANES HDR 1� 1�' 12' 12' EB MAINLANES 12' 12' i 12' 12' r 1 t t r1400, t O H h W EXISTING - IH 635 NTS 3 0 31 O zl x i r i 63510.3 148' USUAL 30' 3O' MB MAINLANES I EB MAINLANES CLEAR ZONE CLEAR ZONE CLEAR ZONE CL i 10' 12' 1 12' 1 12' 12' 10' TYP SHDR DR I TYP 10' 12' 12' 12' 12' 10' VARIES w � � � � SH i 2.5% 2.OX 10:1 6:1 PGL PGL MA PROPOSED - IH 635 (EAST OF THE RR BRIDGE) (635ML3) STA 143 +14.29 TO STA 170 +00.00 NTS E 635ML3 fL 635ML2 E 635ML1 50' US US 30' MB WIINLANES - ES MAINLANES CLEAR ZONE CLEAR ZONE CLEAR ZONE 1 � 10' 12' 1 12' 1 12' 12' 12' 1 12' 10' I 10' I 12' 1 12' 1 12' 1 12' 1 12' 10' SHDR LANE i SHDR SHDR: t SHDR i 2_ SX 2.0% I I 2.0Y. 1 t 2 5X I 1 6 I? IW 1 : Figure C - 9 PGL PGL PROPOSED - IH 635 (WEST OF THE RR BRIDGE TO 635ML3 STA 143 +14.29) NTS I 1 6 I? IW 1 : Figure C - 9 670' (USUAL) RIGHT OF WAY of E to ' SB MAINLANES I NB MAINLANES z ' AUX AUX AUX ' AUX AUX AUX ' z N I 10' 0'- 12'0' - 12'0' -12' 12' 12' 12' 10' 250' - 350' USUAL 10' 12' 12• 12• 0'- 12'0' - 12'0' -12' 10' I m w' SHDR �SHDR� I SHDR t t t t t t SHDR i w 2% I ' 6: 1 TYP 0:1 20:1 YP ' I TYP I EXISTING - INTERNATIONAL PKWY 770' (USUAL) RIGHT OF WAY of to o SB MAINLANES 323' - 62-0' VARIES NB MAINLANES N ' m 0 30' NUMBER OF LANES VARY NUMBER OF LANES VARY I o ao , CLEAR ZONE FROM 3 TO 6 CLEAR ZONE CLEAR ZONE FROM 6 CLEAR ZONE D a AUX AUX AUX AU AUX AUX X 0 �-- 10' 0' 1 2'0' 1 2'0' -12' 12' 12' 12' 10' I 10' 12' 12' 12' 0'- 1 2'0' I 2'0' - 12' 10' VARIES VARIES 1 5' MIN SHDR SHDR SHDR SHDR 15' MIN t t t t TYP 0:1 20:1 TYP ' PGl TYP TYP PGL I PROPOSED - INTERNATIONAL PKWY (FROM SOUTH OF NORTH AIRFIELD DRIVE TO SH 114) F 1 pure C- 1 0 3' O' 2I N' SB FRONTAGE ROAD W I q 12' 12' 6' [HI j j I T YP TYP SIB MAINLANES AUX. 10' 12' 12' 12' 12 10' HDR 1 r NB MAINLANES AUX. AUX. VARIES 10' 12' 12' 12' 12' 12' 10' SHOP. SHDR t t t t t I 12:1 1 ^:1 iYP T'!P EXISTING - SH 121 SOUTH OF MUSTANG DR TYP 3 �G IZ 'N NB FRONTAGE ROAD 9 12• t2• 9' IW HDR 2L 6:i V AP.1ES yP TYP T Fiqure llll F VARY R F MI VARY 2 TO 4 FROM 2 TO 4 I 590' - 1225' (VARIES) RIGHT OF WAY il 3 � 3 S8 DIRECT CONNECTOR( NB DIRECT CONNECTOR Q °I �58 FRONTAGE ROAD VARIES VARIES VAR) II VARIES I p v+ I G 2' - AUX AUX I 4. I AUX AUX N8 FRONTAGE ROAD v+ O ao 20 USUAL 8' -10' 0'-12' 0' -12' 12' 12' ' -10' SIB MAINLANES NB MAINLANES ' -t0' 12' 12' 0' - 12' 0' - 12' ' -10' I a a I 9' t2' t2' 72' SHDR $HDR AUX VARIES AUX AUX S HDR SHDR 2' G a I I 1 1 10' ' - 12' 12' 12' 12 12' 12' 12' 12' 12' 12' 12' 0' -12' 0' -12' 10' ! t t t 21 12' 12' ,2' 9' I + SHDR SHDR USUAL SHDR SHDR j 1 tSUAL t t t t 2.OY 2.5% 4.7 TYP 3:7 MAY 1.5% -ZL- PGLJ '.5% % % 2..`2T. j PGL PGL fv , TYP TYP TYP 1.5% 4:11 AY PGLGl YP TYP 3:1M PGL PROPOSED SH 121 SOUTH FROM SH 360 TO MUSTANG DR Fiqure 3' O' Z, U1 S6 FRONTAGE RO 10 12' 12' SHDR 11 I 3 .i ¢I z' '^ EXISTING w SB FRONTAGE R0� 26' 10' 12' 12' USUAL SHDR � 6,1 1 1 TYP PGL 460' - 520' (VARIES) RIGHT OF WAY f I I B MAINL ANE S B MAJNLANES 4' 4' 10' 12' 12 . HDR I SHDR 12' 1 12' 1U' SHDR t t SHE -1! ,2:, TYP TYP TYP EXISTING - SH 360 NEAR STONE MEYERS PKWY 470 - 520' (VARIES) RIGHT OF WAY f I VARIES NUMBER OF LANES 48 NUMBER OF LANES VARY FROM 2 USUAL VARY f OM TO 3 4 4 30' B MAINL ANES - I NB MAINL ANES CLEAR ZONE AUX 10 t0 SHDR ' AUX CLEAR ZONE 70' 12' 12' 0'-12' � FID '-12' 12' 12' i SHDR � t t SHDR 1 1 1 i �ZL 72 -7 i 12:1 Z. 6:7 t TYP TYP TYP 6YP PGL I PGL PROPOSED SH 360 NEAR STONE MEYERS PKWY Figure C - 17) TY 3 I� V Z NB FRONTAGE ROAD 12' 12' 10' SHDR I 13 EXISTING o NB FRONTAGE ROAD I N 12' 12' t0' 26' w SHDR USUAL t - 6 , I 2 2' 2 20' 6' 12' 12' 12' 12' 12' 12' 8' 6' 20 12 � t t _2c d zx __ 2z Il 2-/ PGL PGL ' PGL PROPOSED - WILLIAM D. TATE OVER SH 114 I 2 2' 2 � 2 2 2' I 20' 6' 8' 12' 12' 12' 12' 12' 12' B' 6' 20' I 2, PGL PGL---' I PGL PROPOSED - MAIN STREET OVER SH 114 r 25 2, 2' I 2 2 20' 1 6' 11. 12' 12' 12' 2 39' 2 12' 12' 12' 2 8' 6' 2 � 20' � 8' 12' 12' 0' 8' 0' -12' 12' 12' 8' USUAL ARIE U AL ARIE t t � ♦ 1♦ J US ! t t t PGL PGL- PGL PGL �I PROPOSED - TEXAN TRAIL OVER SH 121 PROPOSED - MUSTANG DRIVE I� UTURN 2 2 2' ( 2 24' 16 ' 12' 12' 12' 12' 12' 12 1 8' I � USUAL Sl ' PGL PROPOSED - STARS & STRIPES WAY OVER FM 2499 12' 12' 12' 12' 2' 1 2 13' 12' 2• p• 12' 12' 12' 16' 3 USUAL USUAL � O to of 2 2• ' PGL---" -16' 0-12' 12' 12' 12' 0' - 12' PGL PROPOSED - GRAPEVINE MILLS BLVD OVER FM 2499 11 5 4 �% STA 94 +00 TO STA 112 +42.24 CONTROL LINE r t UTURN RAMPS 1 2' 4• 14 8' SHLDR t 1 SHLDR 2% MIN 6 ' 6: 1 TYP PGL TYP FREEWAY RAMPS AND DIRECT CONNECTORS (FOR SECTION IN THE DIRECTION OF TRAVEL) F i gure C- 13 160' USUAL (VARIES) RIGHT OF WAY 3 '3 O � O to of 2 2• ' 12' 12' -16' 0-12' 12' 12' 12' 0' - 12' ° VA VA RIE V ARIE t t t la 11 5 4 �% - Z� i• /• PGL PROPOSED - BASS PRO DR STA 94 +00 TO STA 112 +42.24 CONTROL LINE r t UTURN RAMPS 1 2' 4• 14 8' SHLDR t 1 SHLDR 2% MIN 6 ' 6: 1 TYP PGL TYP FREEWAY RAMPS AND DIRECT CONNECTORS (FOR SECTION IN THE DIRECTION OF TRAVEL) F i gure C- 13 APPENDIX D ENVIRONMENTAL FEATURES 1i _- ______ -_- _ __ _� _ ___ _________ ______ __ __________ _ _ __ Y _______________ ------------ - - '7" r i Of •'a� ' • f.✓ , � ..ILL � r F s j . �•� i fi �, �. ,,,.. _ `•- �:.,r. � ter.-. • .3Zj `h ,�. � � w � \, ;' J •.. a i i_.3+ >t .. p '. '�.• �- f i - 'i I � � ' � . • r �,�'"', ,. , t ' t • Jf : ' Y t r 1 � wr - , r _ � , • \' • •' 'i � .�,."r."".".;+.Ca' << - -- ---------------- �--------- - - - - - - ---------- - - - - -- - - - -- - ` $ •�' � 4 A 4. •- f v •i M1 Will- Farrar Park t r r 4 ; "� r, Z fir. ♦' ! � � v, 'r ' d • ! '� � SSA d! .� y-S r � , -t ,-, .; - f r -.' . .t' j � T_ \ e r } ter. I I�� V �'''`;i c . � _ y � ✓� � � ,. � L 4. L ^ ,�' L i r \ q r � r ''tt. -�� L � s �,� ' T /t1 � { • \ - � � * ' r •� a. Y4 ' ' �t � �a mil[ ' _; ,r - � Ir w9 A6 Bear Creek Park r .: w-7 _ * w Y... >�� u rr � • • T -�i.� ;tir �u.' 'a�. rya � �• � � � I � � � Y� ,� �� I 4 ,° *->r - � t. 4 P } r'+r�r: \ajyy�{_�P »t f � ,a '•, � , ` :{ t� +'.''� \ { \ � s - _ T1r { '.`} :� - 'ti ` h ^:: .. , �.. t •. •'-y to t l ' a *..1 L - ..i1s - * "' ' i r - -- - '1 us N {� tip 1 , _' • M1 i§ tti� � r ,�� t'7c • e � i� • . "`t u � � �' � � t 91st } 6 ,uji � �� ♦C y�.�• •ter. .~ • i - ' t ' Y " � ., ma y: V 1ti ,'� �� Y : J� • i • ' y f• :i. ! �. - � ;� - r r, ,�.f• -y� 3 � � E � Will- Farrar Park a: -` * ^k t LI � w � �pe� '� � 'g•" \ F � T 1 4. J .` • ,a 1 0 1, , Psi for tv VA a ! - :' � ,.' -W. 1 �'...- .er• , -r te' � ,�ll.., 'r I � �li S i;` s � i i °. s c S r' �•. LF � • j • � f "1 tr•.. 'ia.ti ,� 1 1 ';'.ysS. , t i _� ,,,, -� � T � ` � °'t ► . 7 ��,, `i� 'sir' ; ; = -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - j y�fj rr ' � M DFW Airport 13 ' NO `�LV -Ail No t �T — i� y I. t t ;A1v a � ' r Bear Creek Park Wi JI ► t Y ?"� 4- to i } • R t , 't �•�i' LY 2 92 N APPENDIX E PHOTOGRAPHS APPENDIX E PHOTOGRAPHS I 5: { x r 4V Photo 1. E -1 Riparian woodland at a tributary to Big Bear Creek. Photo 2. Mixed oak woodland adjacent to existing Hwy 360 right -of -way. Photo 3. Mixed oak woodland adjacent to existing SH 114 right -of -way. E-2 Photo 4. Mesquite - juniper savannah adjacent to existing SH 114 -121 right -of -way. Photo 6. Ornamental vegetation at a commercial site along William D. Tate Avenue. E -3 Photo 5. Maintained grasses in the existing Hwy 360 right -of -way. Photo 7. Tributary of Big Bear Creek, viewing upstream. VJ �I - Ail +erti Photo 8. SH 360 eastbound frontage road, looking west at interchange with SH 121. E -4 � I r Photo 9. SH 114, eastbound, just east of Ira E. Woods Avenue. Photo 10. SH 121, northbound, just east of William D s. . Tate Avenue. E -5 APPENDIX F CENSUS TRACT AND BLOCK GROUP MAP APPENDIX G PUBLIC MEETINGS APPENDIX G PUBLIC MEETINGS Meeting Date, Location "Notice Provided Number of Attendees May 21, 1997 Grapevine Newspaper 58 Convention Center Advertisement Newspaper September 3, 1998 Grapevine City Advertisement and 23 Council Chambers direct mail Newsletter Newspaper December 10, 1998 Grapevine City Advertisement and 32 Council Chambers direct mail Newsletter Newspaper April 27, 1999 Grapevine City Advertisement and 71 Council Chambers direct mail Newsletter Newspaper July 15, 1999 Grapevine City Advertisement and 57 Council Chambers direct mail Newsletter Newspaper February 23, 2006 Grapevine Advertisement and 339 Convention Center direct mail Newsletter APPENDIX H MOBILE SOURCE AIR TOXIC ANALYSIS SH114/SH121 From BS114L in Grapevine to the Dallas County Line CSJ: 0353 -03- 059 &097 Final Mobile Source Air. Toxic Analysis NEPA Document CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR TOXICs SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT SECTION 1: AFFECTED ENVIRONMENT 1.1 AIR QUALITY 1.1.1 Air Toxics Background In addition to the criteria air pollutants for which there are National Ambient Air Quality Standards (NAAQS), EPA also regulates air toxics. Air toxics are pollutants known or suspected to cause cancer or other serious health or environmental effects. Most air toxics originate from human -made sources, including on -road mobile sources (cars, light trucks, motorcycles, and 18- wheelers), non -road mobile sources (e.g., bulldozers, locomotives, aircraft, boats, etc.) area sources (e.g., dry cleaners, gas stations), and stationary/point sources (e.g., electric utilities, petrochemical refining, and other industry). Mobile Source Air Toxics (MSATs) are a subset of the 188 air toxics defined by the Clean Air Act. MSATs are compounds emitted from highway vehicles and non -road equipment. Some toxic compounds are present in fuel and are emitted to the air when the fuel evaporates or passes through the engine unburned. Other toxics are emitted from the incomplete combustion of fuels or as secondary combustion products. Metal air toxics also result from engine wear or from impurities in oil or gasoline (see EPA420 -R -00 -023 [EPA, 2000a] for more details on MSATs). Studies have found up to 50 percent of the monitored amounts of formaldehyde and acetaldehyde in the atmosphere are not directly emitted by mobile sources but are formed secondarily in the atmosphere (South Coast Air Quality Management District [SCAQMD], 2000). In 2006, the Federal Highway Administration (FHWA), and the Texas Department of Transportation (TxDOT) issued new guidance on completing Mobile Source Air Toxic (MSAT) assessments of highway projects. Quantitative assessments of MSATs can provide some information on the quantity of MSATs emitted from passenger cars, light trucks, and heavy trucks. However, simple quantification of the emissions, coupled with other considerable uncertainties associated with the existing estimates of toxicity of the various MSATs, would not give enough information to reach meaningful conclusions about project - specific health impacts. The EPA is the lead federal agency for administering the Clean Air Act and has certain responsibilities regarding the health effects of MSATs. EPA issued a Final Rule on Controlling Emissions of Hazardous Air Pollutants from Mobile Sources (66 FR 17229, March 29, 2001). This rule was issued under the authority in Section 202 of the Clean Air Act. In its rule, EPA examined the impacts of existing and newly promulgated mobile source control programs, including its reformulated gasoline (RFG) program, its national low emission vehicle (NLEV) standards, its Tier 2 motor vehicle emissions standards and gasoline sulfur control requirements, and its proposed heavy duty engine and vehicle standards and on -road diesel fuel sulfur control requirements. Between 2000 and 2020, FHWA projects that even with a 64 percent increase in VMT, these programs will reduce on -road emissions of benzene, formaldehyde, 1,3- butadiene, and 1 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR Toxics SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT acetaldehyde by 57 percent to 65 percent, and will reduce on -road diesel PM emissions by 87 percent, as shown in Figure 1. FIGURE 1 VEHICLE MILES TRAVELED (VMT) VS. MOBILE SOURCE AIR TOXICS EMISSIONS, 2000 -2020 Vehicle Miles Traveled Emissions (trillions /year) (tons /year) 6 200,000 Benzene ( -57%) VMT ( +64 %) Diesel Exhaust DPM + DEOG ( -87 %) 3 100,000 Formaldehyde ( -65 %) Acetaldehyde ( -62 %) -. 1,3- Butadiene ( -60 %) Acrolein ( -63 %) 0 0 2000 2010 2020 Notes: For on -road mobile sources. Emissions factors were generated using MOBILE6.2. MTBE proportion of market for oxygenates is held constant, at 50 %. Gasoline RVP and oxygenate content are held constant. VMT: Highway Statistics 2000, Table VM -2 for 2000, analysis assumes annual growth rate of 2.5 %. "DPM + DEOG" is based on MOB ILE6.2- generated factors for elemental carbon, organic carbon and SO4 from diesel - powered vehicles, with the particle size cutoff set at 10.0 microns. Source: FHWA 2006 In an ongoing review of MSATs, the EPA finalized additional rules under authority of CAA Section 202(1) to further reduce MSAT emissions that are not reflected in the above graph. The EPA issued Final Rules on Control of Hazardous Air Pollutants from Mobile Sources (72 FR 8427, February 26, 2007) under Title 40 Code of Federal Regulations Parts 59, 80, 85 and 86. The rule changes are effective on April 27, 2007. As a result of this review, EPA adopted the following new requirements to significantly lower emissions of benzene and the other MSATs by: (1) lowering the benzene content in gasoline; (2) reducing evaporative emissions that permeate through portable fuel containers; and (3) reducing non - methane hydrocarbon (NMHC) exhaust emissions from passenger vehicles operated at cold temperatures (under 75 degrees Fahrenheit). 2 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR Toxlcs SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT Beginning in 2011, petroleum refiners must meet an annual average gasoline benzene content standard of 0.62 percent by volume, for both reformulated and conventional gasoline, nationwide. This would be a 38 percent reduction from 2007. EPA standards to reduce NMHC exhaust emissions from new gasoline - fueled passenger vehicles will become effective in phases. Standards for light -duty vehicles and trucks (<— 6000 pounds [Ibs]) become effective during the period of 2010 to 2013, and standards for heavy light -duty trucks (6,000 to 8,000 Ibs) and medium -duty passenger vehicles (up to 10,000 Ibs) become effective during the period of 2012 to 2015. Evaporative requirements for portable gas containers become effective with containers manufactured in 2009. Evaporative emissions must be limited to 0.3 grams of hydrocarbons per gallon per day. EPA has also adopted more stringent evaporative emission standards (equivalent to current California standards) for new passenger vehicles. The new standards become effective in 2009 for light vehicles and in 2010 for heavy vehicles. In addition to the reductions from the 2001 rule, the new rules will significantly reduce annual national MSAT emissions. The EPA estimates that emissions in the year 2030, when compared to emissions in the base year prior to the rule, will show a reduction of 330,000 tons of MSATs (including 61,000 tons of benzene), more than one million tons of volatile organic compounds, and more than 19,000 tons of PM2.5. 1.1.2 TCEQ Monitor Data The TCEQ monitors for the criteria pollutants and air toxics. Not all monitors measure for all criteria pollutants and air toxics. The closest monitors are within five miles of SH 114/121 (Table 1). The closest HAP monitor is approximately 1.75 miles from SH 114/121. The official data from these monitors are found on the EPA's maintained web site, not all monitors sample for the same pollutants, and various monitors do not have one year of complete data to compile an annual average, It usually takes several months after a complete year of data is collected for that data to be quality controlled and quality assured. TABLE 1 LOCAL MONITOR DATA Notes: EPA disclaimer regarding these data: "Readers are cautioned not to infer a qualitative ranking order of geographic areas based on AirData reports. Air pollution levels measured in the vicinity of a particular monitoring site may not be representative of the prevailing air quality of a county or urban area. Pollutants emitted from a particular source may have little impact on the immediate geographic area, and the amount of pollutants emitted does not indicate whether the source is complying with applicable regulations." Source: EPA, 2007 -2008 1210512008 MBJ 2006 Annual 2006 Peak 24 -Hour Annual Average Monitor ID Average Distance from 1 -Hour PM2.s Benzene 1'3 Butadiene Formaldehyde Acetaldehyde Acrolein SH 1141121 CAMS 13 11.07 4g /m3 4.96 4g /m3 0.20 4g /m 2.97 qg /m3 3.06 k9 /m3 0.32 4g /m3 16.11 miles CAMS 401 (aka CAMS 60) 11,54 qg /m3 4.76 uglm3 0.24 ug /m3 3.48 ug /m3 3.44 ug /m3 0.33 ug /m3 12.65 miles CAMS 70 N/A 3.58 ug /m3 0.13 ug /m3 N/A N/A N/A 1.75 miles CAMS 63 N/A N/A N/A N/A N/A N/A 13.10 miles CAMS 17 N/A N/A N/A N/A N/A N/A 10.42 miles Notes: EPA disclaimer regarding these data: "Readers are cautioned not to infer a qualitative ranking order of geographic areas based on AirData reports. Air pollution levels measured in the vicinity of a particular monitoring site may not be representative of the prevailing air quality of a county or urban area. Pollutants emitted from a particular source may have little impact on the immediate geographic area, and the amount of pollutants emitted does not indicate whether the source is complying with applicable regulations." Source: EPA, 2007 -2008 1210512008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR TOXICS SH 1141121: GRAPEVINE FUNNEL FINAL NEPA REPORT 1.1.3 Project Specific MSAT Information Numerous technical shortcomings of emissions and dispersion models and uncertain science with respect to health effects prevent meaningful or reliable estimates of MSAT health effects of this project (see "Unavailable Information for Project Specific MSAT Impact Analysis" section within this Appendix for more information). However, it is possible to quantitatively assess the "relative" levels of future MSAT emissions for the build and no build project alternatives. Although a quantitative assessment cannot identify and measure health impacts from MSATs, it can give a basis for identifying and comparing the potential differences among MSAT emissions, if any, from the various alternatives. The assessment presented below is based on project specifics as well as derived in part from a study conducted by the FHWA titled A Methodology for Evaluating Mobile Source Air Toxic Emissions Among Transportation Project Alternatives, found at: www.fhwa.dot.gov / environment / airtoxic /msatcompare /msatemissions.htm The Federal Highway Administration (FHWA) and Texas Department of Transportation (TxDOT) propose to widen and reconstruct State Highway (SH) 114 and SH 121 in Tarrant and Dallas Counties. The general limits of the proposed improvements are along SH 114 from east of North Kimball Avenue to east of International Parkway and along SH 121 from Hall Johnson Road to FM 2499 (Grapevine Mills Parkway). The project area is located primarily within the cities of Grapevine and Southlake, just north of the Dallas /Fort Worth (DFW) International Airport. The project would provide transportation improvements along approximately 14.4 miles of SH 114, SH 121 and other interconnected roadways. Proposed improvements focus on the convergence of SH 114 and SH 121 between Main Street and International Parkway, the transportation corridor known locally as "The Funnel." Since 2006, this project has been referred to as the DFW Connector. In addition, roadway facilities proposed for improvement as part of this project include six other interconnected roadways in the project area: FM 1709, SH 26 (Ira E. Woods Avenue), SH 360, International Parkway, IH 635, and FM 2499. These roadways are referred to collectively in this document as the "DFW Connector." The area of proposed transportation improvements is bounded by SH 360 just south of Stone Myers Road, SH 121 at Hall Johnson Road, SH 114 at North Kimball Avenue, International Parkway just south of North Airfield Drive, SH 114 at Freeport Parkway, IH 635 just east of Royal Lane, SH 121 just north of FM 2499 and FM 2499 just south of Gerault Lane. For each alternative, the amount of MSATs emitted would be proportional to the vehicle miles traveled (VMT) assuming that other variables such as fleet mix are the same for each alternative. The VMT estimated for each of the Build Alternatives is slightly higher than that for the No Build Alternatives, because the additional capacity increases the efficiency of the roadway and attracts rerouted trips from elsewhere in the transportation network. This increase in VMT would lead to higher MSAT emissions for the action alternative along the highway corridor, along with a corresponding decrease in MSAT emissions along the parallel routes. The emissions increase is offset somewhat by lower MSAT emission rates due to increased speeds; according to EPA's MOBILE6 emission model, emissions of all the priority 4 12/0512008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR TOXICs SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT MSATs except for diesel particulate matter decrease as speed increases. The extent to which these speed - related emissions decrease will offset VMT- related emissions increases cannot be reliably projected due to the inherent deficiencies of technical models. Regardless of the alternative chosen, emissions wiN likely be lower than present levels in the design year as a result of EPA's national control programs that are projected to reduce MSAT emissions by 57 to 87 percent between 2000 and 2020. Local conditions may differ from these national projections in terms of fleet mix and turnover, VMT growth rates, and local control measures. However, the magnitude of the EPA - projected reductions is so great (even after accounting for VMT growth) that MSAT emissions in the study area are likely to be lower in the future in nearly all cases. The additional travel lanes contemplated as part of the project alternatives will have the effect of moving some traffic closer to nearby homes, schools and businesses; therefore, there may be localized areas where ambient concentrations of MSATs could be higher under the Build Alternative than under the No Build Alternative. The localized increases in MSAT concentrations would likely be most pronounced along the expanded roadway sections of the project (See the EA Section III: Proposed Project Description for further details). However, as discussed previously, the magnitude and the duration of these potential increases compared to the No -build alternative cannot be accurately quantified due to the inherent deficiencies of current models. In sum, when a highway is widened and, as a result, moves closer to receptors, the localized level of MSAT emissions for the Build Alternative could be higher relative to the No Build Alternative, but this could be offset due to increases in speeds and reductions in congestion (which are associated with lower MSAT emissions). Also, MSATs will be lower in other locations when traffic shifts away from them. However, on a regional basis, EPA's vehicle and fuel regulations coupled with fleet tumover will cause region -wide MSAT levels to be significantly lower than today in almost all cases. 1.1.4 Sensitive Receptors within Study Area FHWA has completed a review of several studies that have attempted to address how MSAT concentration levels may behave based on the distance from a roadway. FHWA notes that both models and experimental data predict short -term concentrations of air toxics can be elevated for receptors downwind of and very near roadways. The tendency for pollutant levels to drop off substantially as the distance from the roadway increases is well documented. The distance where the highest decrease in concentration starts to occur is approximately 328 feet (100 meters). By 1,640 feet (500 meters), most studies have found difficulty distinguishing between background levels of a given pollutant and the elevated levels that may have been found directly adjacent to the roadway. Finally, wind direction and speed, vehicle traffic levels, and roadway design can further increase or decrease the distance at which elevated levels of any given pollutant can be distinguished as directly associated with a roadway. 5 1210512008 MBJ CSJ: 0353 -03 -059 & 079 SH 114/121: GRAPEVINE FUNNEL MOBILE SOURCE AIR TOXICS FINAL NEPA REPORT Sensitive receptors are defined as schools both public and private, licensed day care facilities, hospitals, and senior citizen care facilities. The Study Team identified and mapped twenty (20) sensitive receptors within the SH 114/121 study area, (Tables 2 & 3). Two of these sensitive receptors, Baylor Medical Center and Cook Children's Pediatric are within 100 meters (328 feet) of the study area, with the remaining eighteen (18) falling within 500 meters (1,640 feet). TABLE 2 SH 114/121 SENSITIVE RECEPTORS IN THE STUDY AREA Location Address Distance to Centerline Fellowship Church 2450 Highway 121 North 917 ft 279m Baylor Medical Center 1650 W College Street 288 ft 88m Care Now 2355 E Grapevine Mills Circle 465 ft 142m Comprehensive Family Medical 1280 S Main Street 1512 ft 461 m Winfree Academy Charter School 1250 William D. Tate Ave #100 1268 ft 386m Baylor Regional Medical Center at Grapevine 1650 W College St. 820 It 250m Health South Sports Medicine & Rehabilitation Ctr. 1217 Ira E Woods Ave. 1295 ft 395m Living Word Lutheran Preschool 2031 W Northwest Highway 820 ft 250m All -Star Orthopedics &Sorts Medicine 2020 W State Highway 114 492 ft 150m - Trophy Club Medical Center 2850 E Highway 114 541 ft 165m G mboree 2960 E Southlake Blvd 984 ft 300m Kindercare Learning Center 3115 E Southlake Blvd 610 ft 186m Church at the Cross Memorial Baptist Church 3000 William D. Tate Ave 1112 ft (339m Premier Pediatrics 3600 William D. Tate Ave. 393 ft 120m Texas Regional Asthma & Allergy Center 3600 William D. Tate Ave. 393 ft 120m - Holy Trinity 3750 William D. Tate Ave. 360 ft 110m La Petite Academy 2301 Hall Johnson Road 967 ft 295m Primrose School of Hall- Johnson 2300 Hall Johnson Road 1131 ft 345m - Colleyville Heritage High School 5401 Heritage Ave. 1512 ft (461m Cook Children's Pediatric 3801 William D Tate Ave 278 ft 85m Source: Study Team 2007 -2008 TABLE 3 SH 1141121 SENSITIVE RECEPTORS BY DISTANCE Scenario Number of Receivers within: 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR TOXICs SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT Source: Study Team 2007 -2008 1.1.4.1 Unavailable Information for Project Specific MSAT Impact Analysis This EA includes a basic analysis of the likely MSAT emission impacts of this project. However, available technical tools do not enable the prediction of project- specific health impacts resulting from the emission changes associated with the Scenarios addressed in this EA. Due to these limitations, the following discussion is included in accordance with CEQ regulations (40 CFR 1502.22(b)) regarding incomplete or unavailable information: 1.1.4.2 Information that is Unavailable or Incomplete Evaluating the environmental and health impacts from MSATs on a proposed highway project would involve several key elements, including emissions modeling, dispersion modeling in order to estimate ambient concentrations resulting from the estimated emissions, exposure modeling in order to estimate human exposure to the estimated concentrations, and then final determination of health impacts based on the estimated exposure. Each of these steps is encumbered by technical shortcomings or uncertain science that prevents a more complete determination of the MSAT health impacts of this project. 1. Emissions: The EPA tools to estimate MSAT emissions from motor vehicles are not sensitive to key variables determining emissions of MSATs in the context of highway projects. While MOBILE6.2 is used to predict emissions at a regional level, it has limited applicability at the project level. MOBILE6.2 is a trip -based model — emission factors are projected based on a typical trip of 7.5 miles, and on average speeds for this typical trip. This means that MOBILE6.2 does not have the ability to predict emission factors for a specific vehicle operating condition at a specific location at a specific time. Because of this limitation, MOBILE6.2 can only approximate the operating speeds and levels of congestion likely to be present on the largest -scale projects, and cannot adequately capture emissions effects of smaller projects. For particulate matter, the model results are not sensitive to average trip speed, although the other MSAT emission rates do change with changes in trip speed. Also, the emission rates used in MOBILE 6.2 for both particulate matter and MSATs are based on a limited number of tests of mostly older - technology vehicles. Lastly, in its discussion of PM under the conformity rule, EPA has identified problems with MOBILE6.2 as an obstacle to quantitative analysis. These deficiencies compromise the capability of MOBILE6.2 to estimate MSAT emissions. MOBILE 6.2 is an adequate tool for projecting emissions trends, and performing relative analyses between alternatives for very large projects, but it is not sensitive enough to capture the effects of travel changes tied to smaller projects or to predict emissions near specific roadside locations. However, MOBILE6.2 is currently the only available tool for use by FHWA/TxDOT and may function adequately for larger scale projects for comparison of alternatives. 12/05/2008 MBJ 328 feet (100 meters) 1640 feet (500 meters) Build 2 18 Source: Study Team 2007 -2008 1.1.4.1 Unavailable Information for Project Specific MSAT Impact Analysis This EA includes a basic analysis of the likely MSAT emission impacts of this project. However, available technical tools do not enable the prediction of project- specific health impacts resulting from the emission changes associated with the Scenarios addressed in this EA. Due to these limitations, the following discussion is included in accordance with CEQ regulations (40 CFR 1502.22(b)) regarding incomplete or unavailable information: 1.1.4.2 Information that is Unavailable or Incomplete Evaluating the environmental and health impacts from MSATs on a proposed highway project would involve several key elements, including emissions modeling, dispersion modeling in order to estimate ambient concentrations resulting from the estimated emissions, exposure modeling in order to estimate human exposure to the estimated concentrations, and then final determination of health impacts based on the estimated exposure. Each of these steps is encumbered by technical shortcomings or uncertain science that prevents a more complete determination of the MSAT health impacts of this project. 1. Emissions: The EPA tools to estimate MSAT emissions from motor vehicles are not sensitive to key variables determining emissions of MSATs in the context of highway projects. While MOBILE6.2 is used to predict emissions at a regional level, it has limited applicability at the project level. MOBILE6.2 is a trip -based model — emission factors are projected based on a typical trip of 7.5 miles, and on average speeds for this typical trip. This means that MOBILE6.2 does not have the ability to predict emission factors for a specific vehicle operating condition at a specific location at a specific time. Because of this limitation, MOBILE6.2 can only approximate the operating speeds and levels of congestion likely to be present on the largest -scale projects, and cannot adequately capture emissions effects of smaller projects. For particulate matter, the model results are not sensitive to average trip speed, although the other MSAT emission rates do change with changes in trip speed. Also, the emission rates used in MOBILE 6.2 for both particulate matter and MSATs are based on a limited number of tests of mostly older - technology vehicles. Lastly, in its discussion of PM under the conformity rule, EPA has identified problems with MOBILE6.2 as an obstacle to quantitative analysis. These deficiencies compromise the capability of MOBILE6.2 to estimate MSAT emissions. MOBILE 6.2 is an adequate tool for projecting emissions trends, and performing relative analyses between alternatives for very large projects, but it is not sensitive enough to capture the effects of travel changes tied to smaller projects or to predict emissions near specific roadside locations. However, MOBILE6.2 is currently the only available tool for use by FHWA/TxDOT and may function adequately for larger scale projects for comparison of alternatives. 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR Toxics SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT 2. Dispersion: The tools to predict how MSATs disperse are also limited. The EPA's current regulatory models, CALINE3 and CAL3QHC, were developed and validated more than a decade ago for the purpose of predicting episodic concentrations of carbon monoxide to determine compliance with the NAAQS. The performance of dispersion models is more accurate for predicting maximum concentrations that can occur at some time at some location within a geographic area. This limitation makes it difficult to predict accurate exposure patterns at specific times at specific highway project locations across an urban area to assess potential health risk. Along with these general limitations of dispersion models, FHWA is also faced with a lack of monitoring data in most areas for use in establishing project- specific MSAT background concentrations. 3. Exposure Levels and Health Effects: Finally, even if emission levels and concentrations of MSATs could be accurately predicted, shortcomings in current techniques for exposure assessment and risk analysis preclude us from reaching meaningful conclusions about project- specific health impacts. Exposure assessments are difficult because it is difficult to accurately calculate annual concentrations of MSATs near roadways, and to determine the portion of a year that people are actually exposed to those concentrations at a specific location. These difficulties are magnified for 70 -year cancer assessments, particularly because unsupportable assumptions would have to be made regarding changes in travel patterns and vehicle technology (which affects emission rates) over a 70 -year period. There are also considerable uncertainties associated with the existing estimates of toxicity of the various MSATs, because of factors such as low -dose extrapolation and translation of occupational exposure data to the general population. Because of these shortcomings, any calculated difference in health impacts between alternatives is likely to be much smaller than the uncertainties associated with calculating the impacts. Consequently, the results of such assessments would not be useful to decision makers, who would need to weigh this information against other project impacts that are better suited for quantitative analysis. 1.1.4.3 Summary of Existing Credible Scientific Evidence Relevant to Evaluating the Impacts of MSATs Research into the health impacts of MSATs is ongoing. For different emission types there are a variety of studies that show that some either are statistically associated with adverse health outcomes through epidemiological studies (frequently based on emission levels found in occupational settings) or that animals demonstrate adverse health outcomes when exposed to large doses. Exposure to toxics has been a focus of a number of EPA efforts. Most notably, the agency conducted the National Air Toxics Assessment (NATA) in 1996 to evaluate modeled estimates of human exposure applicable to the county level. While not intended for use as a measure of or benchmark for local exposure, the modeled estimates in the NATA database best illustrate the levels of various toxics when aggregated to a national or state level. The EPA is in the process of assessing the risks of various kinds of exposures to these pollutants. The EPA Integrated Risk Information System (IRIS) is a database of human health effects that may result from exposure to various substances found in the environment. The IRIS database is located at http: / /ww.epa.gov /iris. The following toxicity information for the six prioritized MSATs was taken from the IRIS database Weight of Evidence Characterization 8 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR TOXICs SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT summaries and represents the Agency's most current evaluations of the potential hazards and toxicology of these chemicals or mixtures. • Acetaldehyde: is a probable human carcinogen based on increased incidence of nasal tumors in male and female rats and laryngeal tumors in male and female hamsters after inhalation exposure • Acrolein: The potential carcinogenicity of acrolein cannot be determined because the existing data are inadequate for an assessment of human carcinogenic potential for either the oral or inhalation route of exposure • Benzene: Benzene is characterized as a known human carcinogen • 1,3 Butadiene: 1,3- butadiene is characterized as carcinogenic to humans by inhalation. • Diesel Exhaust: (DE) is likely to be carcinogenic to humans by inhalation from environmental exposures. Diesel exhaust as reviewed in this document is the combination of diesel particulate matter and diesel exhaust organic gases. Diesel exhaust also represents chronic respiratory effects, possibly the primary non - cancer hazard from MSATs. Prolonged exposure may impair pulmonary function and could produce symptoms, such as cough, phlegm, and chronic bronchitis. Exposure relationships have not been developed from these studies. • Formaldehyde: is a probable human carcinogen, based on limited evidence in humans; and sufficient evidence in animals There have been other studies that address MSAT health impacts in proximity to roadways. The Health Effects Institute, a non - profit organization funded by EPA, FHWA, and industry has undertaken a major series of studies to research near - roadway MSAT hot spots, the health implications of the entire mix of mobile source pollutants, and other topics. The final summary of the series is not expected for several years. Some recent studies have reported that proximity to roadways is related to adverse health outcomes — particularly respiratory problems. Much of this research is not specific to MSATs, instead surveying the full spectrum of both criteria and other pollutants. The FHWA cannot evaluate the validity of these studies, but more importantly, they do not provide information that would be useful to alleviate the uncertainties listed above and enable us to perform a more comprehensive evaluation of the health impacts specific to the project. The technical shortcomings and recent studies previously discussed in this document were further summarized by EPA in the preamble to the 2007 MSAT rule, with the following statement: "Significant scientific uncertainties remain in our understanding of the relationship between adverse health effects and near -road exposure, including the exposures of greatest concern, the importance of chronic versus acute exposures, the role of fuel type (e.g., diesel or gasoline) and composition (e.g., % aromatics), relevant traffic patterns, the role of co- stressors including noise and socioeconomic status, 9 12/05/2008 MBJ CSJ: 0353 - 03-059 & 079 SH 114/121: GRAPEVINE FUNNEL MOBILE SOURCE AIR TOXICs FINAL NEPA REPORT and the role of differential susceptibility within the "exposed" populations. "(Citation: Volume 73 Federal Register Page 8441 (February 26, 2007) Control of Hazardous Air Pollutants from Mobile Sources) 1.1.4.4 Relevance of Unavailable or Incomplete Information While available tools do allow the reasonable prediction of emission changes between alternatives for larger projects, the amount of MSAT emissions from each of the project alternatives and MSAT concentrations or exposures created by each of the project alternatives cannot be predicted with enough accuracy to be useful in estimating health impacts. Therefore, the relevance of the unavailable or incomplete information is that it is not possible to make a determination of whether any of the alternatives would have "significant adverse impacts on the human environment." 1.1.5 Mobile Source Air Toxics (MSATs) The approach used in the analysis of MSATs within the SH 114/121 study area considers the on -road sources for the six priority MSATs (i.e., acetaldehyde, acrolein, benzene, 1,3 butadiene, DPM, and formaldehyde). This analysis is based on existing or base year (2007) and future volumes of traffic (2015 and 2030) that have been projected by the North Central Texas Council of Governments (NCTCOG) travel model. An affected transportation network was derived from the 2030 No -Build Scenario compared to the 2030 Build Scenario to determine which roadway links in the model achieve a t 5 % volume change. The affected transportation network was then compared to the 2007 and 2015 models in order to extrapolate the baseline and interim year model. Speeds were modeled as average speeds and weighted by both the type of roadway and by the amount of total VMT that occur at that speed. This analysis uses MOBILE6.2 inputs that are appropriate to the Dallas -Fort Worth Urban Area. These inputs are consistent with those used for other modeling activities in the area (e.g., State Implementation Plan [SIP] inventories, conformity analyses). 1.1.5.1 MSAT Results The resulting emission inventory for the six priority MSATs was compiled as summarized in Table 4 and Figure 2 for the Base Year (2007), an interim year (2015), and the 2030 design year. Both the 2015 and 2030 had two scenarios, the No- Build and the Build for the project. 10 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 SH 114/121: GRAPEVINE FUNNEL MOBILE SOURCE AIR TOXICS FINAL NEPA REPORT TABLE 4 MSAT EMISSIONS SH 114/121 BY SCENARIO (TONSIYEAR) Compound Year/ Scenario % Difference 2007 2015 2015 2030 2030 2007 to 2030 2007 to 2030 Base No -Build Build No -Build Build No -Build Build A cetaldehyde 29.9 18.9 19.6 17.4 18.6 -42% -38% crolein 2.1 1.4 1.4 1.3 1.4 -39% -35% Benzene 79.8 50.6 52.3 42.2 45.5 -47% -43% Butadiene 12.7 8.1 8.3 7.0 7.6 -45% -41% Formaldehyde 45.4 29.6 30.6 29.2 31.0 -36% -32% Diesel Particulate Matter 101.5 28.5 29.6 11.5 12.6 -89% -88% Total MSAT 271.5 137.1 141.9 108.6 116.6 -60% -57% Total VMT (Miles/Year) 13,234,245 17,876,117 18,572,622 22,619,353 24,611,158 71% 86% Source: Study Team 2007 -2008 FIGURE 2 PROJECTED CHANGES IN MSAT EMISSIONS RY .qr.FNARIO OVER TIME. cN 11d1191 12/05/2008 MBJ ouurce: aruay seam zuut -zuuu CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR TOXICs SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT The analysis indicates a substantial decrease in MSAT emissions can be expected for both the Build and No -Build Scenarios (2030) versus the base year (2007). Emissions of total MSATs are predicted to decrease by approximately 57 percent in 2030 Build Scenario compared with 2007 levels. If emissions are plotted over time, a substantially decreasing level of MSAT can be seen, (Figure 3) however, overall VMT continues to rise. Differences in total MSAT emissions between the No -Build and Build Scenarios were found. The 2030 Build Scenario is expected to generate a 9 percent increase in VMT as compared to the 2030 No- Build, and a corresponding 7 percent increase in MSATs. Of the six priority MSAT compounds, benzene and DPM contribute the most to the emissions total in 2007 (see Table 4 and Figure 2). The amount of DPM emitted in 2007 is higher than the amount of benzene emitted. In future years a substantial decline in benzene is anticipated (43 percent reduction in benzene from 2007 to 2030, Build Scenario), and an even larger reduction in DPM emissions is predicted (about an 88 percent decrease from 2007 to 2030, Build Scenario). FIGURE 3 COMPARISON OF MSAT FMISSIONS VS VMT RY SCENARIO - SH 1141121 300. 250 - - - - - -- - _- __ - - - -. - - 30,000,000 25,000,000 200 20,000,000 R T 0 150 A T 15,000,000 ° OMSAT E 1-0—VMT a F 100 10,000,000 50 5,000,000 0 Base No -Build Build No -Build li Build I 2007 2015 2030 Year /Scenario Source: Study Team 2007 -2008 12 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 MOBILE SOURCE AIR Toxics SH 114/121: GRAPEVINE FUNNEL FINAL NEPA REPORT These emission levels are for all the MSATs evaluated and are mostly a reflection of the total VMT. The reasons for these dramatic improvements are two fold, a change in vehicle fuels, both gasoline and diesel fuel, and a change in emission standards that both light -duty and heavy -duty on -road motor vehicles must meet. The EPA predicts substantial future air emission reductions as the agency's new light -duty and heavy -duty on -road fuel and vehicle rules come into effect (Tier II, light -duty vehicle standard, Heavy -Duty Diesel Vehicle and (HDDV) standards and low sulfur diesel fuel, and the EPA's proposed Off -Road Diesel Engine and Fuel Standard). These projected air emission reductions will be realized even with the predicted continued growth in VMT. See EPA's Tier 11 Regulatory Impact Analysis (RIA) and EPA's HDDV RIA; Regulatory Impact Analysis (EPA, 2001; EPA, 1999). Growth in the Dallas /Fort Worth area is expected to remain robust through 2030. Population is expected to increase 80 percent and employment growth is expected to increase by 72 percent from 2000 through 2030 (NCTCOG, 2003) Increased roadway usage, which will occur either under the No -Build or Build Scenarios, will not necessarily lead to increases in harmful emissions (NOx, VOCs, PM, or MSATs). Such emissions from vehicles are expected to continue the current dramatic pattern of decrease, even with continuing increases in VMT. Technology is improving at a pace that exceeds the effect of increased VMT. SH 114/121 is estimated to emit the following total amounts of the six priority air toxics as seen in Table 4. 1.1.6 MSAT Conclusions The ability to discern differences in MSAT emissions among transportation alternatives is difficult given the uncertainties associated with forecasting travel activity and air emissions 23 years or more into the future. The main analytical tool for predicting emissions from on -road motor vehicles is the EPA's MOBILE6.2 model. The MOBILE6.2 model is regional in scope and has limited applicability to a project -level analysis. However, the effects of a major transportation project extend beyond its corridor and an evaluation within the context of an affected transportation network can be accomplished. When evaluating the future options for upgrading a transportation corridor, the major mitigating factor in reducing MSAT emissions is the implementation of the EPA's new motor vehicle emission control standards. Substantial decreases in MSAT emissions will be realized from a current base year (2007) through an estimated time of completion for a planned project and its design year some 23 years in the future. Accounting for anticipated increases in VMT and varying degrees of efficiency of vehicle operation, total MSAT emissions were predicted to decline approximately 57 percent from 2007 to 2030. While benzene emissions were predicted to decline more than 43 percent, emissions of DPM were predicted to decline even more (i.e., 88 percent). MSATs, especially benzene, have dropped dramatically since 1995, and are expected to continue dropping. The introduction of reformulated gasoline has lead to a substantial part of this improvement. In addition, Tier II automobiles introduced in model year 2004 will continue to help reduce MSATs. Diesel exhaust emissions have been falling since the 13 12/05/2008 MBJ CSJ: 0353 -03 -059 & 079 SH 114/121: GRAPEVINE FUNNEL MOBILE SOURCE AIR TOXICS FINAL NEPA REPORT early 1990s with the passage of the Clean Air Act Amendments (CAAA). The CAAA provided for improvement in diesel fuel through reductions in sulfur and other diesel fuel improvements. In addition, the EPA has further reduced the sulfur level in diesel fuel, which took effect in 2006. The EPA also has called for dramatic reductions in NOx emissions, and PM from on -road and off -road diesel engines. MSATs as in relation to SH 114/121 are not expected to increase overall air toxics in the Dallas /Fort Worth area in the future years investigated. 14 12/05/2008 MBJ APPENDIX I INFORMATION REGARDING DFW CONNECTOR IN THE 2008 -2011 TRANSPORTATION IMPROVEMENT PLAN FRIDAY, JUNE 06, 2008 DALLAS -FORT WORTH MPO PAGE: 3 6:52:12 PM FY 2008 -2011 TRANSPORTATION IMPROVEMENT PROGRAM FORT WORTH DISTRICT PROJECTS FY 2008 DISTRICT COUNTY CSJ HWY LET DATE PHASE CITY MPO PROJ ID YOE COST FORT WORTH TARRANT 0081 -12 -039 IH 35W 08/2006 C,E FORT WORT H $1,251,786 LIMITS FROM: AT NORTH TARRANT PARKWAY ON IH 35W REV DATE: 06/2008 LIMITS TO: IN FORT WORTH GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: INSTALL TURNAROUND BRIDGE FOR IH35W SB; ON NORTH SIDE FOR TEXAS U -TURN FUNDING CATEGORY: 10 MTP REFERENCE: TSM 2701 R EMARKS: - --------------------------------------------------------- Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $58,472 Cost of Right Of Way: $0 Approved Phases:) Federal Funds: $1,288,795 Construction: $1,193,313 $1,251,786 State Funds: $0 Construction Engineering: $71,599 j Local Funds: $143,201 Contingencies: $83,532 Local Contribution: $0 Indirects: $58,472 Total Funding: $1,431,996 Bond Financing: $0 Total Project Cost (Year of Expenditure): $1,465,38 FORT WORTH TARRANT 0172 -01 -042 BU 287P 12/2007 C,E,R FORT WORT H $8,703,697 LIMITS FROM: ON ROSEDALE ST FROM IH 35W TO REV DATE: 06/2008 LIMITS TO: RIVERSIDE DR IN FORT WORTH GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: WIDEN FOUR LANES TO SIX LANE DIVIDED & REPLACE RR UNDERPASS HP TX357 FUNDING CATEGORY: 6,10 MTP REFERENCE: TH1 135.0 REMARKS: __ __ __ __ __ __ Total Project Cost Information: Authorized Funding: Preliminary Engineering: $313,137 Cost of Right Of Way: $2,000,000 Approved Phases:i Federal Funds: $5,110,848 Construction: $6,390,560 $8,703,697 j State Funds: $1,592,849 Construction Engineering: $319,528 j Local Funds: $0 Contingencies: $447,339 Local Contribution: $2,000,000 Indirects: $313,137 Total Funding: $8,703,697 Bond Financing: $0 Total Project Cost (Year of Expenditure): $9,783,702 'State Paying for PE and /or ROW Costs FORT WORTH TARRANT 0353 -03 -059 SH 114 08/2008 C,E,R OTHE R $154,834,383 LIMITS FROM: BS 114L, IN GRAPEVINE REV DATE: 06/2008 LIMITS TO: DALLAS COUNTY LINE GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: RECONSTRUC 4/8 LANE FREEWAY TO 8/13 LANES W/ AUXILIARY LANES, FRONTAGE FUNDING CATEGORY: 2,12 ROADS AND RAMPS MTP REFERENCE: FT1 1425 REMARKS: Total Project Cost Information: Authorized Funding: Preliminary Engineering: $7,116,943 Cost of Right Of Way: $8,060,000 Approved Phases:i Federal Funds: $107,428,800 Construction: $139,657,440 $154,834,383 j State Funds: $42,034,143 Construction Engineering: $5,809,750 j Local Funds: $0 Contingencies: $8,714,624 Local Contribution: $5,371,440 Indirects: $7,116,943 i Total Funding: $154,834,383 Bond Financing: $0 Total Project Cost (Year of Expenditure): $176,475,700 'State Paying for PE and/or ROW Costs FORT WORTH TARRANT 0353 -03 -079 SH 114 08/2007 C,E GRAPEVIN E $46,772,728 LIMITS FROM: W COLLEGE, IN GRAPEVINE REV DATE: 06/2008 LIMITS TO: DALLAS COUNTY LINE (MANAGED FACILIT GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: CONSTRUCT 4 LANE SEPARATE FREEWAY (MANAGED FACILITY) FUNDING CATEGORY: 2,12 MTP REFERENCE: HMI 8190 REMARKS: Total Project Cost Information: Authorized Funding: Preliminary Engineering: $2,184,808 Cost of Right Of Way: $0 Approved Phases:/ Federal Funds: $34,298,400 Construction: $44,587,920 $46,772,728 j State Funds: $10,759,408 Construction Engineering: $1,783,517 j Local Funds: $0 Contingencies: $2,675,275 j Local Contribution: $1,714,920 Indirects: $2,184,808 Total Funding: $46,772,728 Bond Financing: $0 Total Project Cost (Year of Expenditure): $53,416,328 ! 'State Paying for PE and /or ROW Costs PHASE: C= CONSTRUCTION, E = ENGINEERING, R = ROW, T = TRANSFER V11-6 FRIDAY, JUNE 06, 2008 6:52:12 PM DISTRICT COUNTY DALLAS -FORT WORTH MPO FY 2008 -2011 TRANSPORTATION IMPROVEMENT PROGRAM FORT WORTH DISTRICT PROJECTS FY 2008 CSJ HWY LET DATE PHASE CITY MPO PROJ ID PAGE: 4 YOE COST FORT WORTH TARRANT 0364 -01 -113 SH 121 08/2008 C,E,R GRAPEVIN E $157,405,041 LIMITS FROM: IH 635 REV DATE: 0612008 LIMITS TO: SH 114 GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: RECONST FREEWAY 4 LANE TO 8/10 LNS W/ AUX LNS, COLLECTOR FACILITY (9) 8 FUNDING CATEGORY: 2,12 INTERCHANGE WITH SH 114 /INTL PKWY; FR W/ AUX LNS MTP REFERENCE: FT1 1715 REMARKS: Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $6,508,681 Cost of Right Of Way: $23,175,000 Approved Phases:i Federal Funds: $98,247,200 Construction: $127,721,360 $157,405,041 i State Funds: $54,245,481 Construction Engineering: $5,313,209 Local Funds: $0 Contingencies: $7,969,813 Local Contribution: $4,912,360 Indirects: $6,508,681 Total Funding: $157,405,041 Bond Financing: $0 GROUPED PROJECT CSJ: N/A Total Project Cost (Year of Expenditure): $177,196,742 "State Paying for PE and /or ROW Costs FORT WORTH TARRANT 0504 -02 -008 SH 121 08/2008 C,E FORT WORT H 11250 $585,384,720 LIMITS FROM: IH 30 --- --- --- --- --- ---- -- --- -- ---- --- ------- -- --- - -- - REV DATE: 06/2008 LIMITS TO: ALTA MESA BLVD Authorized Funding: GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: CONSTRUCT NEW LOCATION 6 LANE TOLLWAY WITH INTERCHANGES AT IH 30 AND FUNDING CATEGORY: 2,7,10 IH 20 $2,616,375 Approved Phases:i MTP REFERENCE: FT1 1530, FT1 1535, IN1 15301, Construction: $46,800,000 $51,709,575 j IN1 10151 REMARKS: ADD NEW PROJECT $1,872,000 j Local Funds: $0 Total Project Cost Information: $2,808,000 Authorized Funding: Preliminary Engineering: $28,384,720 Cost of Total Funding: $51,709,575 Right Of Way: $0 Approved Phases:i Federal Funds: $127,416,000 Construction: $557,000,000 $585,384,720 State Funds: $60,238,720 Construction Engineering: $23,171,200 Local Funds: $0 Contingencies: $34,742,947 Local Contribution: $397,730,000 Indirects: $28,384,720 Total Funding: $585,384,720 Bond Financing: Total Project Cost (Year of Expenditure): $0 $671,683,587 'State Paying for PE and/or ROW Costs FORT WORTH TARRANT 0504 -02 -013 SH 121 08/2008 C,E,R FORT WORT H $51,709,575 LIMITS FROM: ALTA MESA BLVD REV DATE: 06/2008 LIMITS TO: FM 1187 GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: CONSTRUCT 4 LANE TOLLWAY ON NEW LOCATION(TOLL) FUNDING CATEGORY: 2 MTP REFERENCE: FT1 1537 REMARKS: -------------------------------------------------------------------------------- --- --- --- --- --- ---- -- --- -- ---- --- ------- -- --- - -- - Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $2,293,200 Cost of Right Of Way: $2,616,375 Approved Phases:i Federal Funds: $24,672,000 Construction: $46,800,000 $51,709,575 j State Funds: $11,077,575 Construction Engineering: $1,872,000 j Local Funds: $0 Contingencies: $2,808,000 Local Contribution: $15,960,000 Indirects: $2,003,040 Total Funding: $51,709,575 Bond Financing: $0 Total Project Cost (Year of Expenditure): $58,392,615 `State Paying for PE and/or ROW Costs FORT WORTH TARRANT 0504 -04 -001 SH 121 08/2008 C,E,R CROWLE Y $22,422,450 LIMITS FROM: FM 1187, SOUTH REV DATE: 06/2008 LIMITS TO: JOHNSON COUNTY LINE GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: CONSTRUCT 4 LANE TOLLWAY ON NEW LOCATION_(TOLL) FUNDING CATEGORY: 2 MTP REFERENCE: FT1 1540 REMARKS: Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $1,019,200 Cost of Right Of Way: $603,250 Approved Phases:l Federal Funds: $0 Construction: $20,800,000 $22,422,450 j State Funds: $5,942,450 Construction Engineering: $832,000 j Local Funds: $0 Contingencies: $1,248,000 Local Contribution: $16,480,000 Indirects: $1,019,200 Total Funding: $22,422,450 Bond Financing: $0 Total Project Cost (Year of Expenditure): $25,521,650 ! 'State Paying for PE and/or ROW Costs PHASE: C= CONSTRUCTION, E = ENGINEERING, R = ROW, T = TRANSFER V1 1 -7 FRIDAY, JUNE 06, 2008 DALLAS -FORT WORTH MPO PAGE: 14 6:52:13 PM FY 2008 -2011 TRANSPORTATION IMPROVEMENT PROGRAM FORT WORTH DISTRICT PROJECTS FY 2009 DISTRICT COUNTY CSJ HWY LET DATE PHASE CITY MPO PROJ ID YOE COST FORT WORTH TARRANT 0014 -15 -036 US 287 08/2009 C,E FORT WORT H $2,155,737 LIMITS FROM: NORTH OF FM 3479 REV DATE: 06/2008 LIMITS TO: NORTH OF IH 35W INTERCHANGE GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: CONSTRUCT AUXILIARY LANE FROM NB ENTRANCE FROM FM 3479 & IH35W TO NTP; FUNDING CATEGORY: 2 AUXILIARY FOR SB EXIT TO FM 3479 & ENTR FR NTP MTP REFERENCE: TSM 2700 REMARKS: Total Project Cost Information: Authorized Funding: Preliminary Engineering: $100,697 Cost of Right Of Way: $0 Approved Phases:l Federal Funds: $1,520,000 Construction: $2,055,040 $2,155,737 State Funds: $480,697 Construction Engineering: $102,752 j Local Funds: $0 Contingencies: $143,853 Local Contribution: $155,040 Indirects: $100,697 Total Funding: $2,155,737 Bond Financing: $0 Total Project Cost (Year of Expenditure): $2,503,039 ! 'State Paying for PE and /or ROW Costs FORT WORTH TARRANT 0172 -09 -031 US 287 08/2008 C,E MANSFIEL D 11704 $4,896,633 LIMITS FROM: WALNUT CREEK DRIVE REV DATE: 06/2008 LIMITS TO: BROAD STREET; IN MANSFIELD GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: CONSTRUCT 2 LANE FRONTAGE ROADS IN EACH DIRECTION INCLUDING 2 BRIDGES FUNDING CATEGORY: 1,7 MTP REFERENCE: FR1 1407 REMARKS: __ __ _ _ __ __ -------------------------------- Total Project Cost Information: Authorized Funding: Preliminary Engineering: $237,433 Cost of Right Of Way: $0 Approved Phases:i Federal Funds: $2,484,907 Construction: $4,659,200 $4,896,633 State Funds: $858,659 Construction Engineering: $290,734 Local Funds: $0 Contingencies: $339,190 Local Contribution: $1,553,067 Indirects: $237,433 Total Funding: $4,896,633 Bond Financing: $0 Total Project Cost (Year of Expenditure): $5,763,990 `State Paying for PE and/or ROW Costs FORT WORTH TARRANT 0363 -01 -111 SH 26 05/2009 C,E,R GRAPEVIN E 11730 $28,770,115 LIMITS FROM: BRUMLOW ROAD (GRAPEVINE SECTION) REV DATE: 06/2008 LIMITS TO: SH 114 GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: RECONSTRUCT FROM 4 LANE W /CONTINOUS TURN LANE TO 6 LANE DIVIDED FUNDING CATEGORY: 1,7 MTP REFERENCE: TH1 125.3 REMARKS: Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $842,675 Cost of Right Of Way: $10,730,000 Approved Phases:i Federal Funds: $6,000,000 Construction: $17,197,440 $28,770,115 State Funds: $10,370,115 Construction Engineering: $859,872 Local Funds: $0 Contingencies: $1,203,821 Local Contribution: $12,400,000 Indirects: $736,050 Total Funding: $28,770,115 Bond Financing: $0 Total Project Cost (Year of Expenditure): $31,569,858 'State Paying for PE and /or ROW Costs FORT WORTH TARRANT 0364 -01 -072 SH 121 09/2008 C,E,R TARRAN T $23,724,153 LIMITS FROM: DALLAS COUNTY LINE REV DATE: 06/2008 LIMITS TO: FM 2499 GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: RECONSTRUCT FROM 4 TO 10 LANE FREEWAY W/ AUXILIARY, RAMPS AND FR RDS FUNDING CATEGORY: 2,10 MTP REFERENCE: FT1 1505, FR1 1505 REMARKS: Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $891,209 Cost of Right Of Way: $4,645,000 Approved Phases:l Federal Funds: $12,193,600 Construction: $18,187,943 $23,724,153 j State Funds: $8,584,610 Construction Engineering: $909,397 j Local Funds: $0 Contingencies: $1,273,156 Local Contribution: $2,945,943 Indirects: $891,209 Total Funding: $23,724,153 Bond Financing: $0 Total Project Cost (Year of Expenditure): $26,797,915 'State Paying for PE and /or ROW Costs PHASE: C= CONSTRUCTION. E = ENGINEERING. R = ROW. T = TRANSFER V1 1-17 FRIDAY, JUNE 06, 2008 DALLAS -FORT WORTH MPO PAGE: 15 6:52:13 PM FY 2008 -2011 TRANSPORTATION IMPROVEMENT PROGRAM LIMITS FROM: RIO GRANDE ON HENDERSON STREET AT U FORT WORTH DISTRICT PROJECTS LIMITS TO: PETER SMITH ROAD IN FORT WORTH GROUPED PROJECT CSJ: N/A FY 2009 INCREASING VERTICAL CLEARANCE WITH A DEEPER SECTION MTP REFERENCE: TSM 2100 DISTRICT COUNTY CSJ HWY LET DATE PHASE CITY MPO PROJ ID YOE COST FORT WORTH TARRANT 0364 -01 -112 SH 121 01/2009 C,E,R GRAPEVIN E $167,050,741 LIMITS FROM: SH 114 Right Of Way: REV DATE: 06/2008 Federal Funds: $2,131,698 LIMITS TO: SH 360 $2,882,056 $3,040,910 j GROUPED PROJECT CSJ: N/A Construction Engineering: TIP DESCRIPTION: RECONST 4 TO 6 LN W/ AUX LNS FREEWAY, FR. RDS.& RAMPS ADD COLLECTOR FUNDING CATEGORY: 2,12 Contingencies: FACILITY (3/4 W /AUX) & DIR CONN TO SH 114 INCLUDING UP TO 7 LANE MTP REFERENCE: FT1 1510, FR1 1510 REMARKS: Total Funding: $3,040,910 Bond Financing: $0 Total Project Cost Information: ! Authorized Funding: `State Paying for PE and /or ROW Costs Preliminary Engineering: $6,878,322 Cost of Right Of Way: $25,197,500 Approved Phases:i Federal Funds: $99,833,520 Construction: $134,974,919 $167,050,741 State Funds: $57,034,202 Construction Engineering: $5,614,957 j Local Funds: $0 Contingencies: $8,422,435 Local Contribution: $10,183,019 Indirects: $6,878,322 - Total Funding: $167,050,741 Bond Financing: $0 Total Project Cost (Year of Expenditure): $187,966,454 'State Paying for PE and /or ROW Costs FORT WORTH TARRANT 0364 -01 -115 SH 121 12/2008 C,E,R GRAPEVIN E $255,493,415 LIMITS FROM: FM 2499 REV DATE: 06/2008 LIMITS TO: SOUTH OF IH 635 INTERCHANGE GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: RECONST FRWY 4 TO 8 LN W /AUX LNS,FR RIDS & RAMPS & COLLECTOR FACILITY (7) FUNDING CATEGORY: 2,12 & INTERCHANGE W/ FM 2499 & IH 635 MTP REFERENCE: FT1 1507 REMARKS: - --------- -- --- -- --- - - -- -- - - -- ----- -- -------- --- --- - - - --- -- -- Total Project Cost Information: -- ---- ! -- ---- - - - - -- -- - -- -- -- -- - - - ---- Authorized Funding: - --- -- — Preliminary Engineering: $9,748,394 Cost of Right Of Way: $54,450,000 Approved Phases:) Federal Funds: $141,490,400 Construction: $191,295,021 $255,493,415 j State Funds: $99,570,994 Construction Engineering: $7,957,873 j Local Funds: $0 Contingencies: $11,936,809 Local Contribution: $14,432,021 Indirects: $9,748.394 Total Funding: $255,493,415 Bond Financing: $0 Total Project Cost (Year of Expenditure): $285,136,492 'State Paying for PE and /or ROW Costs FORT WORTH TARRANT 090248 -186 CS 06/2009 C,E HURS T 1646 $1,079,977 LIMITS FROM: AT HARRISON LANE REV DATE: 06/2008 LIMITS TO: ON PIPELINE RD IN HURST GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: INTERSECTION IMPROVEMENTS OFFSET INTER/SHIFT N HARRISON WEST 150 FEET; FUNDING CATEGORY: 7 ADD EXTEND LEFT TURN LANE; ON PIPELINE (EB & WB) & ON SB HARRISON MTP REFERENCE: TSM 2100 REMARKS: - - - - --- -- --- -- ---- --- ----------- --- --- ---- - --- - -- -- ---- -- --- Total Project Cost Information: -- -- -- - ! ---- ----------------------------- -- - - - Authorized Funding: - -- --- - -- - -- Preliminary Engineering: $57,237 Cost of Right Of Way: $0 Approved Phases:) Federal Funds: $798,800 Construction: $1,022,740 $1,079,977 j State Funds: $0 Construction Engineering: $105,129 j Local Funds: $199,700 Contingencies: $93,448 j Local Contribution: $81,477 Indirects: $57,237 Total Funding: $1,079,977 Bond Financing: Total Project Cost (Year of Expenditure): $0 $1,335,792 FORT WORTH TARRANT 0902 -48 -451 CS 09/2009 C,E FORT WORT H 11166 $3,040,910 LIMITS FROM: RIO GRANDE ON HENDERSON STREET AT U REV DATE: 06/2008 LIMITS TO: PETER SMITH ROAD IN FORT WORTH GROUPED PROJECT CSJ: N/A TIP DESCRIPTION: RECONSTRUCT GRADE SEPARATION AND IMPROVE PEDESTRIAN TUNNEL BY FUNDING CATEGORY: 7 INCREASING VERTICAL CLEARANCE WITH A DEEPER SECTION MTP REFERENCE: TSM 2100 REMARKS: Total Project Cost Information: ! Authorized Funding: Preliminary Engineering: $158,854 Cost of Right Of Way: $0 Approved Phases:i Federal Funds: $2,131,698 Construction: $2,882,056 $3,040,910 j State Funds: $158,855 Construction Engineering: $194,515 j Local Funds: $532,925 Contingencies: $226,934 j Local Contribution: $217,432 Indirects: $158,854 ! Total Funding: $3,040,910 Bond Financing: $0 Total Project Cost (Year of Expenditure): $3,621,214 ! `State Paying for PE and /or ROW Costs PHASE: C= CONSTRUCTION, E = ENGINEERING, R = ROW, T = TRANSFER V11 8 APPENDIX ] MAPS REGARDING INDIRECT AND CUMULATIVE EFFECTS OF REGIONAL TOLL AND MANAGED /HOV SYSTEM , 3 7 Q E m y V d -- -- E E a c G R r T� _o LL m A C w C C O • ~_ 46 V Q 9 • \ Q • • ■ • • a 01 r • r/ eassel an so 5 on N c n N 41 c a E Q g p o o W t c O - c N O. ti < U o O Q m :2 L O . N C dv c t� ELL w S p CL N v/ O 0 N � > U 30 d i ' Tu as °' �E �v �� 3 � Z c y ii £ v �w Eta. 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April 3, 2008 Commissioners Karen H. Clary, Ph.D. Peter M. Holt Biological Resources Branch Chairman RE: Environmental Assessment for DFW Connector Improvements San Antonio Environmental Affairs Division T. Dan Friedkin Texas Department of Transportation Vice - Chairman Houston 125 East 11 th Street Mark E. Bivins Amarillo Austin, TX 78701 -2483 J. Robert Brown El Paso RE: Environmental Assessment for DFW Connector Improvements Antonio Falcon, M.D. Grand Rio Grand Grande City SH 114: From Business l 14L to International Park-way y Karen J. HIKon San Antonio SH 121: From SH 350 to FM 2499 (CSJ 0353 -03 -059, etc., Tarrant and Dallas Counties) Margaret Martin Boerne Philip Montgomery Dear Ms. Clary: Dallas John 0. Parker The Texas Parks and Wildlife Department (TPWD) has reviewed the Lee M. Bass Environmental Assessment (EA) for the proposed project referenced above. Chairman- Emeritus Fort Worth The project would involve the reconstruction and widening of the DFW Connector and interconnected facilities north of the DFW International Airport to Executive Direrector ctor Carter P. upgrade the facilities and eliminate "the funnel" along this area while also providing consistent frontage roads, managed lanes, and direct connectors. The project would require approximately 192 acres of additional right -of -way (ROW). The EA indicates that the project would impact I acre of riparian woodlands, 29 acres of mixed oak woodlands, and 23 acres of mesquite juniper savannah. Many areas of the new ROW consist of narrow bands along the existing ROW. Wide bands of new ROW are primarily proposed along the project from Texan Trail to the intersection with IIi 635, as shown in Appendix D, Plates C and D. TPWD review of aerial imagery shows that within this segment alone, it appears the riparian habitat associated with Cottonwood Branch exceeds 1 acre. A conservative estimate of the impacts to riparian habitat along Cottonwood Branch at this location is approximately 8 acres. Jurisdictional impacts of 0.1 acre to Water 15 would reduce the impacts to riparian habitat at this location by a small amount. It was difficult to determine where TxDOT identified riparian habitat because the EA did not contain visual delineations of wetlands and vegetation types. The EA discusses riparian habitat occurring along 5 creeks and their associated tributaries. 4200 SMITH SCHOOL ROAD AUSTIN. TEXAS 78744 -3291 512.389.4800 To manage and conserve the natural and cultural resources of Texas and to provide hunting, fishing www.tpwd- state.tx -us and outdoor recreation opportunities for the use and enjoyment of present and future generations. Karen H. Clary, Ph.D Page 2 April 3, 2008 In accordance with Provision (4)(A)(ii) of the TxDOT -TPWD Memorandum of Understanding (MOU), the Memorandum of Agreement (MOA) includes riparian sites as an item to be considered for non - regulatory mitigation. The EA indicates that no non - regulatory compensatory mitigation would be offered for loss to riparian habitat associated with the proposed project because all stream crossings would be spanned and because impacts to riparian vegetation would be minimized. The EA did not show locations and lengths of bridge spans and their associated profile designs to verify how riparian habitat would be conserved at bridge crossings. Additionally, the EA indicates that all vegetation would be removed within the ROW, thus impacts to riparian habitat will occur. Riparian areas provide important ecological functions. Riparian vegetation serves as an energy source for aquatic organisms while providing habitat for terrestrial wildlife species. Trees provide shade and prevent wide fluctuations in water temperature, protecting aquatic wildlife from the harmful effects of climatic extremes. The stems and roots of riparian vegetation stabilize soil by reducing water velocity and minimizing erosion. Wooded riparian corridors along streams generally provide nesting habitat for birds and food, cover, and travel corridors for wildlife. In areas experiencing growth and development it is essential to protect remaining riparian systems and to enhance riparian buffer zones at every opportunity. Riparian vegetation is a priority habitat type for conservation by TPWD across the state; therefore staff requests this loss be mitigated at a 1:1 ratio. A three to five year maintenance plan that ensures an 85 % survival rate should be developed for the replacement trees at the riparian site chosen for restoration. Request Plates delineating riparian woodlands, mixed oak woodlands, mesquite juniper savannah, and wetlands should be provided. Request The riparian woodland impacts should be recalculated to include the wooded buffer along Cottonwood Branch. R nest. No less than 8 acres of habitat restorationlmitigation for loss to riparian habitat should be provided. Riparian habitat restoration would be most beneficial within the same system impacts occur. Karen H. Clary, Ph.D Page 3 April 3, 2008 Bridge Profile Recommendation The bridge spans should be designed to include adequate vertical and horizontal clearances under the bridge to allow for terrestrial wildlife to safely pass under the road. Such spaces should appeal to wildlife by using natural surfaces and vegetation. Recommendation TPWD prefers that riprap or other bank stabilization structures be used only if an erosion problem exists. Bank stabilization or riprap should not obstruct the path of terrestrial wildlife. Riprap should only be necessary if the new bridge were too low or oriented such that no light will get under the bridge to support sufficient bank vegetation. TPWD advises review and implementation of these requests and recommendations. If you have any questions, please contact me at (903) 675- 4447. Sincerely, Karen B. Hardin Wildlife Habitat Assessment Program Wildlife Division kbh:5246 Texas Department of Transportation P.O. BOX 6868 • FORT WORTH, TEXAS 76115 -0868 • (817) 370 -6500 October 3, 2008 Karen Hardin Wildlife Habitat Assessment Program Wildlife Division Texas Parks and Wildlife Department 4200 Smith School Road Austin, Texas 78744 RE: Environmental Assessment for DFW Connector Improvements SH 114: From Business 114L to International Parkway S11 121: From SH 360 to FM 2499 (CSJ: 0353 -03 -059, etc. Tarrant and Dallas Counties) Dear Ms. Hardin, We appreciate your attention to this project and the opportunity to provide you with additional information. This letter responds to TPWD comments and recommendations made in a letter dated April 3, 2008 regarding the review of the Draft Environmental Assessment (EA) document prepared for the above referenced project. We have very carefully reviewed TPWD comments regarding biological impacts and are providing the following response_ TPWD Comment/Request: Plates delineating riparian woodlands, mixed oak woodlands, mesquite juniper savannah, and wetlands should be provided. Tx-DOT Response: Plates depicting existing vegetation have been prepared and are included as an attachment to this letter. Project area streams and wetlands were depicted on the plates in the draft of the EA document that was reviewed. These are included on the attached plates, along with the requested vegetation layer. Furthermore, these plates will be included in future drafts of the EA document. TPWD Comment/Request: The riparian woodland impacts should be recalculated to include the wooded buffer along Cottonwood Branch. TxDOT Response: The wooded buffer along Cottonwood Branch does contain riparian woodland vegetation and was inadvertently mislabeled in the draft of the EA that was reviewed. This error has since been corrected and vegetation impacts for the proposed project have been recalculated. In addition, minor design changes made since the February 2008 draft EA document review resulted in the need for minor amounts of additional right -of -way. These areas are along SH 114 Page 1 of 6 THE TEXAS PLAN REDUCE CONGESTION • ENHANCE SAFETY • EXPAND ECONOMIC OPPORTUNITY • IMPROVE AIR QUALITY INCREASE THE VALUE OF OUR TRANSPORTATION ASSETS An Equal Opportunity Employer southeast of the SH 114 interchange with International Parkway on DFW International Airport property (Plate D of Appendix D), and at the northeast corner of the FM 2499 /Grapevine Mills Boulevard intersection (Plate E of Appendix D). Also, please see the attached Vegetation Impacts, Sheets 4 and 5, for updated right -of -way limits in these two areas. A field visit was conducted on August 29, 2008 to re- verify and re- quantify the extent and composition of riparian woodland vegetation in the project area. As a result of that field visit, one additional vegetation type (Riparian Scrub /Shrub vegetation) has been added, and vegetation impacts for the proposed project have been recalculated. Riparian scrub /shrub vegetation within the project area occurs alongside and within the channel of some creeks and drainages. It consists of a mixture of woody shrubs, saplings, and herbaceous species, including cattails (Typha sp.), black willow (Salix nigra), willow baccharis (Baccharis neglecta), ironweed (Vernonia sp.), rattle -bush (Sesbania drummondii), johnsongrass, flatsedges (Cyperus sp.), sedges (Carex sp.), cottonwood (Populus deltoides), cockle -bur (Xanthium strumarium), dallisgrass (Paspalum dilatatum), spurges (Euphorbia sp.), amaranth (Amaranthus sp.), and balloonvine (Cardiospermum halicacabum). Mature woody vegetation is generally lacking or represented by only a few isolated individuals. Approximately 4.87 acres of riparian scrub /shrub vegetation is found within the project area. No unusual features were observed. Table 1 below displays the updated calculations for all categories of vegetation identified within the project area. TPWD Comment/Request: No less than eight acres (as estimated by TPWD from visual examination of aerial photographs) of habitat restoration/mitigation for loss to riparian habitat should be provided. Riparian habitat restoration would be most beneficial within the same system impacts occur. Additionally, a three to five year maintenance plan that ensures an 85% survival rate should be developed for the replacement trees at the riparian site chosen for restoration. Tx-DOT Response: As mentioned above, a field visit was conducted on August 29, 2008 to re- verify and re- quantify the extent and composition of riparian woodland vegetation in the project area. As a result of this field visit, the impacts to riparian woodlands were recalculated and are summarized in Table 2. Page 2 of 6 During the field visit on August 29, 2008, a representative sampling was taken within each riparian woodland area in order to more fully describe each riparian woodland area. Attachment I provides the number and percent occurrence for each mature tree species within the sampling, the diameter at breast height (dbh) range and approximate height range for each species, the density of trees within the woodland, a listing of sapling /shrub and herbaceous species within the sampling, and a listing of other species identified within the woodland. The Texas Department of Transportation Fort Worth District revisited the riparian impacts for Cottonwood Branch, an intermittent stream. As provided by guidance from the United States Army Corps of Engineers, normally the riparian area will be 25 to 50 feet wide on each side of the stream for a well established riparian corridor. Classifying the riparian corridor utilizing the USACE estimate is very generous for the area. Of the species present within this corridor, it does not appear to be of good quality. Historically this area was grazed prior to becoming a part of the Dallas -Fort Worth (DFW) International Airport property. Since then, aggressive species have matured but lack the quality necessary for any substantial benefit to wildlife. TxDOT believes that an estimated 4.11 acres of riparian woodland exist along the Cottonwood Branch channel. This area is identified as water feature number 15 on the attached plates. Essentially, of the 4.11 acres that are present in the area, only minimal impacts are expected. The design for the new development of the DFW Connector project calls for this area to be bridged by a new structure. Only minor impacts are expected where columns would be necessary to support the new structures. Judging from a worst case scenario, these impacts are expected to be less than one acre. In regards to any non - regulatory mitigation effort for riparian impacts as a result of the proposed project, the TxDOT - Fort Worth District does not propose to mitigate for any unregulated habitat of such minimal disruption or impact. TxDOT apologizes for not relaying the bridging concept of the riparian area of Cottonwood Branch during its initial submittal. Please find attached, a layout that illustrates the riparian area of Cottonwood Branch along with the proposed area being bridged and therefore minimizing riparian impacts. In another point, the DFW International Airport has established a wetland mitigation area to be preserved just northeast of this area. The DFW International Airport abides by an US Department of Transportation Federal Aviation Administration Advisory Circular No: 150- 5200 -33B that prohibits the development of airport property in such a manner that may attract hazardous wildlife on or near public -use airports. Most of the property surrounding this project is owned by the DFW International Airport. Therefore, mitigation within the same system would be impossible. Page 3 of 6 TxDOT will commit to adding restrictions in the plans, dictating clearing activities within the Cottonwood Branch riparian area, be limited to that necessary to build the supporting elements of the proposed structure. Disturbed areas caused by the clearing activities, associated with building the supporting elements of the proposed structure, would be reseeded and would eventually foster similar species. Also, no impacts to the wetland near Cottonwood Branch are expected since the area would also be bridged. Furthermore, TxDOT will also commit to adding a note to the plans to establish fencing around the wetland area and make aware that the wetland area is not to be disturbed. TPWD Comment/Recommendation: The bridge spans should be designed to include adequate vertical and horizontal clearances under the bridge to allow for terrestrial wildlife to safely pass under the road. Such spaces should appeal to wildlife by using natural surfaces and vegetation. Tx-DOT Response: All bridges are planned to accommodate at a minimum a 50 year flood with a two -foot clearance. Due to the topography in the area there should be sufficient vertical and horizontal clearance to allow for terrestrial wildlife to pass safely under the bridges. TPWD Comment/Recommendation: TPWD prefers that riprap or other bank stabilization structures be used only if an erosion problem exists_ Bank stabilization or riprap should not obstruct the path of terrestrial wildlife. Riprap should only be necessary if the new bridge were too low or oriented such that no light will get under the bridge to support sufficient bank vegetation. TxDOT Response: The proposed riprap should not pose an obstruction to the movement of terrestrial wildlife under the proposed bridges; usual placement would be only on the slope from the bridge abutment to the toe of slope. On small channels, wildlife would be able to use the channel bottom as a pathway, while on larger channels there should be ample opportunity in the overbank areas for wildlife movement. Historically, TxDOT has experienced substantial erosion problems at unprotected bridge abutments, not only from water flowing through the bridge opening, but also from stormwater runoff flowing from the road down the embankment slope. The resultant damage to the embankment poses a major maintenance problem. Because the problems associated with stormwater runoff flowing down the slope, riprap protection is necessary even on grade separation structures - not just at stream crossings. Even with bridges as much as 20' off the ground, and as little as 20' wide, there is typically insufficient ambient light under the bridges to provide an environment conducive to the growth of sufficient vegetation that will maintain an erosion - resistant slope. The vegetation that will grow under these conditions tends to be of the noxious, undesirable varieties. Even when vegetation does grow under bridges, it generally does not do so on the abutment slopes, leaving those areas exposed to erosion. TxDOT will make every effort to ensure that wildlife paths, as described above, are provided whenever practical. Page 4 of 6 We appreciate the time and effort taken by TPWD to review the project document for impacts to biological resources. Please contact me at (817) 370 -6718 if you have additional comments or need any further clarifications. Sincerely, Elisa F. Garcia Environmental Specialist Fort Worth District cc: Environmental Affairs Division Attachments Page 5 of 6 Attachment 1 ` Riparian Woodlands Within the DFW Connector Project Area Where only one number is listed, all trees of that species exhibited the same dbh and/or height. Page 6 of 6 Treespecies with dbh >6" within sam lin Density (# Sapling /shrub Herbaceous Other species Number of Percent Dbh range Height Riparian trees per species observed species observed observed in woodland Species individuals occurrence ( %) (inches)` range acre) within sampling within sampling moderation (feet)' Sugarberry 18 94.7 6 to 12 20 to 50 Sugarberry, honey Canada wild -rye Bois d'Arc (Maclura CBIfiS faevi afa locust (Gledifsia (Elymus canadensis), pomifera), black triacanthos), dewberry flatsedge (Carex sp.), willow (Salix nigra) (Rubus frivialis), rattle- beggars lice (Tontis Cottonwood 333.3 bush (Sesbania arvensis), goldenrod Branch Boxelder 1 5.3 8 30 drummondir ), p oison (Solidago sp.) (Ater negundo) ivy (Toxicodendron radicans), coral -berry (Symphoncarpos orbiculatus American elm American elm, Giant ragweed Cottonwood (Ulmus 2 25.0 14 and 24 60 sugarberry, green ash, (Ambrosia trifida), (Populus deltoides) americana chinaberry, croton (Croton sp.), bur oak (Quercus ryegrass (Lolium Sugarberry 1 12.5 26 50 macrocarpa), cedar perenne) Green ash Denton Creek (Fraxinus 3 37.5 8 to 14 15 -25 140.3 elm (Ulmus crassifolia), enns Ivanica ) greenbrier (Smilax bona - nox), poison ivy, Chinaberry Melia azedarach 1 125 . 10 10 elderberry (Sambucus canadensis), willow Bois d'arc 1 12.5 5 10 baccharis ( Baccharis ne /ecta Black willow 3 16.7 10 to 38 40 to 80 Boxelder, green ash Canada wild -rye, Inland sea -oats sedge (Carex sp.) (Chasmanthium Boxelder 14 77.8 6 to 18 15 to 40 latifolium), grapevine (Vitis sp.), poison ivy, Bear Creek 315.8 giant ragweed, American elm 1 5.5 15 60 sugarberry, ironweed (Vemonia sp.), frostweed (Verbesine vi inica Bois d'arc 2 22.2 8 and 24 15 to 60 Cedar elm, sugarberry, Greenbrier, coral- None Farris Branch 157.9 pecan (Carya berry, giant ragweed, Sugarberry 4 445 . 6 to 14 25 to 45 Cedar Elm 3 33.3 6 to 14 25 to 40 illinoiensis) grapevine Ulmus crassifolia Boxelder 5 62.5 6 to 16 30 Sugarberry, boxelder, Cockle -bur (Xanthium Black willow, American elm, coral- strumanum), mulberry (Morns Sugarberry 1 12.5 6 18 berry, hog plum balloonvine sp.), bois d'art, (Prunus nvulans) (Cardiospermum honey locust Grapevine Creek 140.3 halicacabum), poison American elm 2 25.0 8 and 12 25 to 35 ivy, Johnsongrass (Sorghum halepense), goldenrod, smartweed ( Pol yg onum s . Where only one number is listed, all trees of that species exhibited the same dbh and/or height. Page 6 of 6 ... e c: ., ►,it DFW CONNECTOR % ''� -�' -i APPENDIX D > ri g P y HUMAN „t t _ _ ,� - t ,� x .�� 3 � �- MAN 2 ,- ' ENVIRONMENT Y k y z SH 994 _ _ Location Diagram : ' � 3 � r ; 7 � _ fop 4• f s g W North H -f Ail— ` 1�114 it ._, - 0 x - - , . f t NO R9 -' �� - -•w. t3 .. a11iSt ,;� � � , Proposed ROW l , t v s + t t t F € Existing ROW <t .� ,�''�• �- .:. .. , '- _ _, ��- �'. , # .� =i=�, vita Colle a St' _ _ _ Po rw Displacement Building : 4 a t- p acement Noise Receiver m� 71 R5 s- Photo Locations Hazardous Materials Site Al • F. . EWoodB -;; i Ira - a , - ti t y _ A 4 Y j i L S 92" IL i 5�� .. y l rossrLxad or c . I DFW Co n n ector Funn on'' • (The el) r e a - * 50 500 9,000 : o _ x Feet M L. One Inch Equals 9000 Feet Plate A i a2. ? � •. -.� t. � Vii - sa= - � j _ _ _ }q� _ _ 4 r - �* y � ♦ ^�� i s �� ' � y - � �.. - � }fir ' a + :1 �'� f'- Y,. �, .. 1 , "! ?•� .F_ .y, d•�"'- �{t��. �'1 µ Rpp�.�'..- y� .:'. „ ice �-. , � � , �€ ft,� _ t K¢ ♦ � _ ?YsJI va. 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' � � -:•*: t- . •..- ..sr,.e: c _ . . � _ IL } r � . ,� � ; •; .. � +d.�4 ,._ . � � ¢ ,� . � » ^ A o Lan ` � Location Diagram c i , , rr1 w ..� 7 , . �� . 1 't� - _ "* .tom iM '-• e i ## R 4 ? �, � i .rte t 4 :,• �i1 � q f � ' ..� � " . Proposed ROW Existing ROW tv • .. f... `\.� .__F eta :. ?Y i j ■...- Potential Building 3 t Ski r -'12 l_' _ Displacement R Noise Receiver 7 ' i; Crossroads of. I in{ - A ` � I c, x _ 1M` Photo Locations DEw Addition ®Fw Connector (Tiio Funsre6�` H _ Hazardous Materials Site G ` r , f � �4 .. . � sue: +• - , F o 0 250 500 1,000 ITTI Feet One Inch Equals 1000 Feet Plate C DFW CONNECTOR APPENDIX D HUMAN ENVIRONMENT Di Location �d Proposed ROW Existing ROW Potential Building Displacement R Noise Receiver Photo Locations Hazardous Materials Site 0 250 500 1,000 Feet One Inch Equals 1000 Feet Plate D i . s tA_ A ate.._ -.•� t. 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