What’s
next for the project?
Currently the Department is in the process of preparing
the Final Environmental Impact Statement (FEIS). This
process entails incorporating to agency and public comments
into the revised project documents and plans as needed.
Further coordination between the Department, Martin County
and other cooperating agencies is on-going throughout
this time. After all comments are addressed, the Department
will submit the FEIS to the Federal Highway Administration
(FHWA) for final review and approval. Approval by the
FHWA is expected in the Fall of 2004. After the FHWA approves
the document the project is granted Location Design Concept
Acceptance (LDCA) and moves to the next phases, Final
Design and Right of Way Acquisition (buying land necessary
for the roadway).
Is the project funded?
Currently the project is funded for Design, and partially
funded for Right of Way Acquisition. The Construction
phase is unfunded at this time.
When
will Right of Way Acquisition start?
Tentatively Final Design is scheduled for early in 2005.
Right of Way Acquisition would begin after that but currently
is not scheduled.
How
will I know if all or a part of my property is needed
for the roadway?
If any part of your property is needed for roadway construction
you will be notified during the Right of Way Acquisition
phase by an FDOT Right of Way Agent who will guide you
through the process step-by-step.
If
any part of my property is needed for the project will
I be compensated?
Yes. The Right of Way Agent who contacts you will be able
to give you the details of the compensation program.
Will
there be any more public meetings or opportunity for community
feedback?
Yes. Public Involvement is an on-going process throughout
the life of the project. Final Design will conduct meetings
to discuss project details as needed, and to keep the
community up-to-date on the project’s progress.
When
will construction start?
Presently the project is not funded for construction.
Funds may become available but the earliest that construction
could possibly start would be sometime in 2008. It is
estimated that the entire project will take approximately
three years to complete.
Questions
Regarding Environmental Impacts:
Why
are environmental factors evaluated?
Environmental impact evaluation was introduced into the
analysis of federal aid projects in 1969 through the National
Environmental Policy Act (NEPA), along with other state
and federal environmental statutes, ensure that environmental
issues are considered along with engineering factors and
socio-economic concerns for all construction projects
using federal dollars.
What
factors are evaluated?
Amount and quality of wetlands potentially affected, endangered
species habitat encroachment, traffic noise impacts, air
quality impacts, identification of historic and archaeological
sites, recreation/conservation areas, floodplain encroachment,
and identification of potentially contaminated sites are
normally evaluated for roadway and bridge projects.
How
will this environmental information be used?
Selection of a preferred alternative is based on trying
to balance environmental, engineering and socio-cultural
issues. To assist in the decision making, a project Evaluation
Matrix will be completed. This will outline the impacts
for each alternative in a comparative manner. Another
important element in the selection of the preferred alternative
is public input. This information is used in considering
the potential social, cultural and economic benefits/impacts
of the alternatives under consideration.Additional questions:
What
is the PD&E Process?
It is an involved process that is required by the National
Environmental Act (NEPA) to ensure that all viable alternatives
are evaluated for the project’s impact on a variety
of factors. The PD&E process aims to avoid, minimize,
or mitigate the projects impacts on the human and natural
environment. At the end of this process, a preferred alternative
will be chosen that attempts to effectively balance the
communities needs versus those impacts.
Questions
regarding Noise Impacts:
What
factors affect traffic noise?
Vehicle noise is a combination of the noises produced
by the engine, exhaust, and tires. In addition, the level
of traffic noise depends primarily on (1) the volume of
traffic, (2) the speed of traffic, (3) the number of trucks
in the flow of traffic, and (4) the distance between the
traffic and receptor. In general, heavy traffic volumes,
higher speeds, and greater number of trucks lead to more
traffic noise. Conversely, the larger the distance between
the traffic source and receptor, the lower the noise levels
at the receptor. Sound intensity decreases in proportion
with the doubling of the distance from the source.
How
does FDOT determine an impact of traffic noise?
FDOT follows the Federal Highway Administration’s
(FHWA) noise impact criteria, which states that noise
impacts occur when predicted traffic noise levels approach
or exceed the applicable Noise Abatement Criteria (NAC).
The NAC for residential areas is 67 decibels (measurement
of sound pressure). Noise impacts are also considered
to occur when predicted traffic noise levels substantially
exceed existing noise levels by 15 decibels or more. When
a noise impact is identified, abatement must be considered.
Examples of noise abatement include: traffic management,
alignment alterations, and noise barriers.
How
will FDOT determine the anticipated noise impacts related
to the Indian Street Bridge project?
FDOT is conducting a noise study for this project. The
noise study (1) identifies noise sensitive land uses (such
as residential areas), (2) measures noise levels in the
field to establish current sound levels and to validate
the computer model, (3) predicts potential noise impacts
using computer modeling and field verification, (4) compares
future noise levels for the different alignment alternatives
with FHWA noise abatement criteria, and (5) evaluates
possible application of abatement techniques associated
with the predicted noise impacts. If the noise study demonstrates
that predicted noise levels approach or exceed the NAC
or the noise level differences are substantial, FDOT will
examine feasible and reasonable methods to attenuate the
noise.
What
makes abatement measures feasible and reasonable?
To be feasible, an abatement measure must (1) meet all
safety, maintenance, and design requirements and (2) physically
reduce the noise at the receptor by at least 5 decibels.
To be reasonable, the views of the impacted residents
need to be considered. Furthermore, the overall noise
abatement benefits must outweigh the overall adverse social,
economic, and environmental effects and costs related
to noise abatement. Once the effectiveness of noise abatement
is determined, the ultimate decision of the type of noise
attenuation rests with the individual residents who would
be protected.
