[Federal Register Volume 64, Number 197 (Wednesday, October 13, 1999)]
[Notices]
[Pages 55518-55520]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-26694]
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TENNESSEE VALLEY AUTHORITY
Lower Cumberland and Tennessee Rivers, Kentucky Lock Addition,
Final Environmental Impact Statement, Department of the Army, United
States Army Corps of Engineers
AGENCY: Tennessee Valley Authority.
ACTION: Adoption of final environmental impact statement and issuance
of Record of Decision.
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SUMMARY: In accordance with the Council on Environmental Quality's
regulations (40 CFR parts 1500 to 1508) and the Tennessee Valley
Authority's (TVA) procedures for implementing the National
Environmental Policy Act (NEPA), TVA has decided to adopt the Final
Environmental Impact Statement (FEIS) issued by the United States Army
Corps of Engineers (USACE) in June 1992 and filed with the
Environmental Protection Agency on September 9, 1992. The FEIS,
entitled ``Lower Cumberland and Tennessee Rivers, Kentucky Lock
Addition, Final Feasibility Study, Volume 1 Main Report and
Environmental Impact Statement,'' addresses the construction and
operation by the USACE of a new navigation lock at Kentucky Dam on the
Tennessee River at River Mile 22.4. TVA was a cooperating agency in the
preparation of the FEIS because it has responsibility for Kentucky Dam,
including preserving the integrity of the dam and its appurtenant lock
structures. TVA has independently reviewed the FEIS and finds that the
statement adequately addresses the comments and suggestions made by TVA
in its role as a cooperating agency. Further, TVA has decided to adopt
USACE's preferred alternative, Alternative Plan A, identified in the
FEIS.
Alternative Plan A proposes the construction of a new 110-foot wide
by 1200-foot long navigation lock chamber and related features at the
existing Kentucky Lock and Dam to improve the capacity and efficiency
of the Kentucky-Barkley navigation system. Even though some components
of this plan are subject to modification that would require subsequent
NEPA reviews tiered from the 1992 FEIS, TVA has decided to adopt the
basic plan under Alternative A for the construction of a new navigation
lock and to facilitate construction of those unmodified project
components evaluated in the FEIS.
FOR FURTHER INFORMATION CONTACT: Linda B. Oxendine, Senior NEPA
Specialist, Environmental Management, Tennessee Valley Authority, 400
West Summit Hill Drive, Mailstop WT 8C, Knoxville, Tennessee 37902-
1499, telephone (423) 632-3440 or e-mail lboxendine@tva.gov. Copies of
the final EIS may be obtained by writing to Tom Swor, US Army Corps of
Engineers, Nashville District, PO Box 1070, Nashville, Tennessee 73202-
1070, or by calling (615) 736-5831.
SUPPLEMENTARY INFORMATION: The Kentucky Lock and Dam Project, completed
in 1944, is located in Marshall and Livingston counties in western
Kentucky at Tennessee River Mile 22.4. The project is part of the
Kentucky-Barkley navigation system. This system is comprised of the
Barkley Canal, Kentucky Lock and the lower Tennessee River, Barkley
Lock and the lower Cumberland River, and a short section of the Ohio
River between the mouths of the Cumberland and Tennessee rivers. The
Kentucky-Barkley navigation system is a vital link within the much
larger Inland Waterway System.
Navigation traffic transiting the Kentucky-Barkley system often
encounters significant delays at Kentucky Lock due to its relatively
small chamber dimensions (110-foot wide by 600-foot long) and the high
traffic levels. The lock has the highest average delay times in the
Ohio River navigation system. Delays to barge tows at Kentucky Lock
often exceed 12 hours, while the average delay time is in excess of
five hours. Projected traffic demand at Kentucky Lock is expected to
more than double over the 50 year planning horizon, reaching an
estimated 83 million tons by 2050.
In response to requests from congressional committees and the
navigation industry, the USACE and cooperating agencies undertook a
comprehensive study to analyze solutions that would improve the
capacity and efficiency of the Kentucky-Barkley navigation system. The
study evaluated an array of alternatives which included providing
additional capacity at Kentucky Dam by extending the existing lock or
adding a new lock, modification of some or all of the ten bendways on
the lower Cumberland River, three canal schemes to connect
[[Page 55519]]
the lower Cumberland and Tennessee River below Kentucky and Barkley
dams, and traffic management giving priority to downbound tows at
Barkley Lock and upbound tows at Kentucky Lock. The results of the
study was the 1992 Final Feasibility Report and EIS which contained the
recommendation to construct a new 110-foot wide by 1200-foot long lock
at Kentucky Dam.
On May 10, 1991, TVA and the USACE signed a Memorandum of Agreement
defining the responsibilities of the agencies for implementing the
Kentucky Lock Project. As specified in the agreement, USACE has
responsibility to implement the Kentucky Lock Project, including all
design and construction activities. TVA has responsibility to approve
the final lock design and the modifications and/or relocations of
several existing Kentucky Lock and Dam project features.
As identified in the FEIS, features of the recommended plan
include: Construction of a 110-foot wide by 1200-foot long lock chamber
immediately landward of the existing Kentucky Lock, relocation of the
Paducah-Louisville Railroad onto a new bridge over the Tennessee River
0.3 miles downstream of Kentucky Dam, elevation of a portion of US
Highway 62/641 crossing the dam, construction of highway access and
bridge to the electrical switchyard, elevation of electrical
transmission lines to provide safe clearance over the new lock,
provision of a new lock operations building, and construction of other
building and facilities to replace existing ones including Taylor
campground, maintenance base for Kentucky Dam reservation, public
safety service office facilities and firing range, visitor and
fishermen access facilities along the left bank, and upgrading the boat
launching ramps on the left bank below the dam. Although some of the
project components in the 1992 FEIS are subject to modification during
the design and engineering phase, many project features will remain as
they were described in the FEIS. The basic concept of the recommended
project plan and those unmodified project components are covered by
this Record of Decision (ROD).
Those project components subject to modification that are not
covered by this ROD will be addressed in subsequent NEPA documents,
tiered from the 1992 FEIS, that assess the environmental consequences
that could result from the modifications. At present, those project
components include revised locations for the US Highway 62/641 bridge;
relocation of transmission structures; a bike/pedestrian bridge over
the locks and walkway across the dam; and possible revisions to lock
approach facilities, mooring cells, and a variety of visitor
facilities.
Alternatives Considered
In the 1992 FEIS, three alternative lock construction plans were
analyzed in addition to the No Action Alternative. Under the No Action
Alternative, normal operation and maintenance of the Kentucky-Barkley
navigation system would continue through the 50-year planning period.
Measures to rehabilitate, or replace in-kind, existing structures would
be undertaken as needed to ensure navigability. In addition, certain
nonstructural measures such as modification of hydropower discharges at
Barkley Lock and Dam and use of helper boats would be used to increase
system traffic capacity. Adoption of the No Action Alternative would
result in continued and growing lines of traffic in sensitive near-
shore areas which support diverse mussel populations, some of which are
federally listed threatened or endangered species.
The three alternative lock construction plans included the
recommended 110-foot by 1200-foot lock (Alternative Plan A), a 110-foot
by 800-foot lock (Alternative Plan B), and a 110-foot by 600-foot lock
(Alternative Plan C). Under each plan, the existing 110-foot by 600-
foot lock at Barkley would continue to operate as an auxiliary lock.
All three plans would reduce lockage delays at Kentucky Dam; however,
Alternative Plan A would reduce delays to a significantly greater
degree than either alternative Plan B or Plan C. Each lock plan was
found to be economically feasible and provide significant net benefits;
although, Plan A resulted in greater net benefits and, therefore, was
the National Economic Development (NED) plan. The environmentally
preferred alternative is the one that fully meets the project
objectives and needs while having the least adverse impacts upon
ecological, cultural, and aesthetic resources. Because the three plans
have essentially the same environmental impacts, no one alternative
emerges as being the environmentally preferred alternative.
Basis for Decision
Like the USACE, TVA has decided to adopt Alternative Plan A because
it would maximize net economic benefits, was the NED plan, would
significantly reduce delay times, and is preferred by the navigation
industry. Environmental consequences of the selected plan are
essentially the same as those of alternative Plans B and C; however,
compared to B and C, Alternative Plan A would significantly reduce
delay times and avoid traffic congestion in sensitive near-shore areas.
Alternative Plan A would include environmental design and best
management practices to protect and improve significant aquatic and
terrestrial resources. In spite of the fact that some project
components are being revised and will require subsequent NEPA reviews,
TVA has decided to adopt the concept and basic components of
Alternative Plan A. Adoption of Alternative Plan A at this time will
facilitate detailed planning for the project and permit timely action
on components already addressed in the 1992 FEIS.
Environmental Consequences and Mitigation
During preparation of the 1992 FEIS, the potential impacts to
aquatic resources and recreation fishing emerged as the primary
environmental considerations. Populations of approximately 35 species
of freshwater mussels, perhaps including as many as four federally-
listed endangered mussel species, are known to live in the Tennessee
River downstream from Kentucky Dam. To protect this resource, the state
of Kentucky has designated the Kentucky Dam tailwater between the dam
at River Mile 22.4 and downstream to Cooper Creek at River Mile 17.8 as
a mussel sanctuary. Twenty-three of these mussel species have been
found in areas that would be directly affected by the project. Where
project activities could result in the destruction of substantial
mussel resources (e.g., dewatered areas, areas to be dredged, and
bridge piers), mussels will be removed and relocated to other suitable
habitats within the tailwater sanctuary.
The Kentucky Dam tailwater is the most heavily fished river reach
in the state of Kentucky. The fishery is a significant natural,
recreational, and economic resource. The project will minimize impacts
to the fishery resource and to those anglers who use it. During project
construction, inconvenience to the fishing public will be minimized,
and safety zones will be established around construction areas to
preclude injury to the public. Loss of a boat launching facility on the
right bank will be mitigated by major upgrades to the boat ramp on the
left bank. When the project is completed, bank fishermen access on both
banks will be improved.
In addition to the above measures, other mitigation measures are
defined in the USACE's 1992 Feasibility Report (pages 77 and 78). Those
measures will
[[Page 55520]]
be implemented, as defined in the Feasibility Report or adjusted to
accommodate modifications to project components, to mitigate the
unavoidable environmental impacts of construction. Further, as stated
in the USACE's ROD:
Compliance with applicable environmental review and consultation
requirements has been accomplished through the Corps feasibility
study processes. The FEIS document consideration of and compliance
with the Fish and Wildlife Coordination Act, Clean Water Act, Clean
Air Act, Comprehensive Environmental Resources Compensation and
Liability Act, Resource Conservation and Recovery Act, Toxic
Substance Act, Endangered Species Act, Floodplain Management
(Executive Order 11988), Protection of Wetlands (Executive Order
11990), Intergovernmental Review of Federal Programs (Executive
Order 12372), National Environmental Policy Act (NEPA), and National
Historic Preservation Act. All practicable means to avoid or
minimize environmental harm from the selected alternative have been
adopted.
Dated: September 30, 1999.
Kathryn J. Jackson,
Executive Vice President.
[FR Doc. 99-26694 Filed 10-12-99; 8:45 am]
BILLING CODE 8120-08-U
