[Federal Register Volume 62, Number 64 (Thursday, April 3, 1997)]
[Notices]
[Pages 15957-15960]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-8513]
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TENNESSEE VALLEY AUTHORITY
Kingston Fossil Plant (KIF) Alternative Coal Receiving Systems,
Roane County, Tennessee
AGENCY: Tennessee Valley Authority.
ACTION: Issuance of Record of Decision.
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SUMMARY: This notice is provided in accordance with the Council on
Environmental Quality's regulations (40 CFR parts 1500 to 1508) and
TVA's procedures implementing the National Environmental Policy Act.
TVA has decided to adopt the preferred alternative (Alternative C)
identified in its Final Environmental Impact Statement (EIS) on
Kingston Fossil Plant (KIF) Alternative Coal Receiving Systems. The
Final EIS was made available to the public on January 15, 1997. A
Notice of Availability of the Final EIS was published in the Federal
Register on January 31, 1997. Under Alternative C, TVA would construct
a new rail spur from the existing CSX Rail Yard or a direct tie in to
the Norfolk Southern (NS) line at Walnut Hill in Harriman to the
existing TVA coal delivery yard at KIF. The route would involve
crossings of the Emory River and an embayment of Watts Bar Reservoir.
FOR FURTHER INFORMATION CONTACT:
Harold M. Draper, NEPA Specialist, Environmental Management, Tennessee
Valley Authority, 400 West Summit Hill Drive, WT 8C, Knoxville,
Tennessee
[[Page 15958]]
37902-1499; telephone (423) 632-6889 or e-mail hmdraper@tva.gov.
SUPPLEMENTARY INFORMATION: The KIF receives by rail about 4 million
tons of medium sulfur coal per year. This coal is transported by
Norfolk Southern (NS) and CSX Railroads to Harriman, Tennessee. At
Harriman (CSX origin), the coal is transported over a short NS spur for
transport to NS's Emory Gap rail yard and then to TVA's Caney Creek
yard. TVA then moves the coal by rail from Caney Creek yard to KIF, a
distance of about 4 miles. While NS has directed access to Caney Creek,
CSX trains are charged a switching fee, now approximating $2 million
annually for use of the NS spur. This switching fee contributes to
higher fuel costs at KIF when compared to the fuel costs at other TVA
fossil plants. In order to enhance the competitiveness of the KIF plant
and to provide more economical access to lower sulfur coals, which will
be required to meet new air quality regulations, TVA investigated
alternative methods of coal delivery to the plant.
TVA provided public notice of its intent to prepare an
Environmental Impact Statement on alternatives for coal delivery to KIF
on May 22, 1995. A public meeting on the proposal was held on June 29,
1995. TVA released a draft EIS on May 15, 1996, and held a public
meeting to receive comments on the document on June 11, 1996. After
considering all comments, TVA revised the EIS appropriately. The Final
EIS was distributed to commenting agencies and the public on January
15, 1997.
Alternatives Considered
In order to reduce the fuel costs for KIF, direct rail delivery was
evaluated because it would eliminate rail line switching fees, reduce
operation and maintenance costs, and increase competition between the
rail carriers. Alternatives initially considered included construction
of an overland conveyor, a new barge unloading facility, and a coal
slurry pipeline. Also, increased truck deliveries were considered.
However, all of these were rejected because they were not feasible from
an economic or engineering standpoint. A longer 13-mile rail line from
Oliver Springs was also rejected on economic and other grounds. Three
alternatives were formulated that represented economically feasible
options. These were no action and two alternatives that involved
construction of a new rail spur.
Under Alternative A, No Action, conditions and impacts resulting
from the existing coal delivery system would not change. However, this
route, which passes through downtown Harriman, blocks several street
crossings and impacts the ability of the city and county governments to
provide emergency services during portions of the day. There are also
ongoing noise impacts resulting from 30-car rail trips to the plant
about six times per day.
Under Alternative B, Rail Spur Route No. 1, new rail spurs would
originate at the CSX Harriman Yard or near the NS line at Walnut Hill.
From north to south, the route would cross Bullard Branch and Quarry
Branch (CSX spur only), pass south of the Fiske Road community, pass
through the Harriman Industrial Park, cross the Emory River, and extend
overland about three miles to the plant. Proceeding south from the
Emory River, the route would cross Swan Pond Circle Road, cross an
unnamed stream, pass under existing transmission lines, cross Swan Pond
embayment on a causeway, cross Swan Pond Circle Road, cross Swan Pond
Road, cross Swan Pond Creek, and link up with the existing rail line.
Implementation of Alternative B would result in a rail spur
approximately 4.5 miles in length. From an infrastructure standpoint,
trains would bypass downtown Harriman; however, in order to avoid two
road crossings in a short distance, Swan Pond Road and Swan Pond Circle
would need to be relocated near their junction, creating one crossing.
Bridges would need to be constructed across the Emory River and two
small creeks; and there would be a new causeway across Swan Pond
embayment. Other traffic impacts would be that one existing and two new
crossings would be blocked to allow trains to pass; however, because
the roads are less-used then the ones crossed by the current route,
fewer vehicles would be impacted. Under this alternative, there would
be 24,730 fewer vehicle crossings of the rail route per day than under
the No Action alternative.
Trains following the new rail line would increase noise levels in
the Fiske Road community of Harriman. However, the largest potential
noise increase in this community over existing levels is 0.4 decibels
(dBA). The quieter Swan Pond Circle Road community south of the Emory
River would also be impacted by operation of a new rail line. Noises in
this community would result from crossing bridges, road crossing bells,
train whistles, and wheel squeal due to track curvature. In this area,
the largest potential noise increase would be 2.0 dBA over existing
levels. In order to reduce this impact, welded rail would be used
rather than jointed rail in the Swan Pond Circle area.
Construction of the rail spur in Alternative B would result in the
loss of 7 acres of prime farmland and a 5-acre beaver-created wetland.
However, to the extent practicable, TVA would locate the rail spur
above the 750-foot contour in the Swan Pond embayment area to avoid
wetland involvement. With strict adherence to Best Management Practices
during construction of the proposed rail spur, no significant impacts
to water quality, floodplains, wildlife, recreation, or endangered
species are expected. However, because the rail construction would take
place in a karst geology area, there is some risk of sinkhole
subsidence. This would be minimized by proper geotechnical
investigations. Approximately 43 views from residences would be
affected. There would be a 31 percent reduction in locomotive emissions
as compared to the No Action alternative. An archaeological survey of
the proposed route identified four sites that were eligible or
potentially eligible for listing in the National Register of Historic
Places that could be impacted by the proposed route. TVA would continue
consultation with the State Historic Preservation officer prior to
construction to define measures to avoid or reduce adverse effects to
these sites. Although most of the area is sparsely populated, it
appears that compared to the No Action alternative, fewer minority
population groups would be affected; however, slightly more low income
individuals would be affected.
Under Alternative C, Rail Spur Route No. 2, the route would not
cross Swan Pond embayment after crossing under transmission lines, but
would proceed south along the east side of Swan Pond, cross Swan Pond
Circle Road, cross the narrow embayment fronting the KIF ash stack on a
causeway, and run parallel with Swan Pond Road and the existing rail
line to the plant rail yard. Implementation of Alternative C would
result in construction of a rail spur 4.75 miles in length. Under this
alternative, there would be 28,600 fewer vehicle crossing of the rail
route per day than under the No Action alternative. Construction along
the Alternative C route would not result in loss of prime farmland and
would only involve minor wetland crossings. Approximately 37
residential views would be affected. There would be slightly higher
impacts on low-income individuals than Alternative B. Other impacts
would be similar to those of Alternative B.
TVA Decision
The Final EIS identified Alternative C, Rail Spur Route No. 2, as
the preferred alternative. The northern end
[[Page 15959]]
of this rail spur route includes options to link to both the CSX yard
and the NS rail line. Of the two action alternatives, Alternative C
avoids the most wetland and prime farmland impacts. It also involves
fewer intersections, fewer vehicles affected at railroad crossings,
fewer terrestrial ecology impacts, and fewer aesthetic impacts on
neighboring residents. In comparison to the No Action alternative, a
new rail delivery option would reduce the fuel costs of KIF through
increased competition between rail carriers for coal deliveries,
reduced operation and maintenance costs for TVA, and the elimination of
switching fees currently associated with CSX deliveries. All of these
benefits would help to provide TVA's customers with electricity at the
lowest possible rate.
In choosing its preferred alternative, TVA carefully considered and
addressed all comments submitted on the Draft EIS. In addition, TVA has
considered comments received from the Environmental Protection Agency
on the Final EIS comment responses. These additional considerations are
discussed below, along with the comment response number from the FEIS:
Comment No. 3. EPA believes that environmental
considerations associated with alternatives that were not considered in
detail due to economic reasons, including the coal slurry pipeline
alternative and the overland flexible pipe conveyor alternative, should
be discussed in the EIS along with economic and feasibility
considerations. Because the coal slurry pipeline alternative and
overland flexible pipe conveyor alternative would follow the same
routes as the other alternatives, TVA believes that many of the
environmental impacts would be the same; however, had they been
economical, there may have been some noise and air quality benefits of
these alternatives. In addition, EPA believes TVA should have been more
definitive in its statement of whether the Walnut Hill spur would have
been constructed as part of Alternative C. The analysis of
environmental impacts for each alternative considered both the route
that would originate at the CSX yard as well as the Walnut Hill
variation. As it turned out, the impacts for the route that would
originate at the CSX yard are higher than impacts for the Walnut Hill
variation for all areas except Environmental Justice. Accordingly, the
Environmental Justice analysis identifies the impact of the Walnut Hill
spur.
Comment No. 15. EPA expresses concerns about the potential
for derailment at a critical Swan Pond Circle Road intersection that
might isolate residents east of Alternative C from emergency vehicles.
The length of a unit coal train, including locomotives, is
approximately 6700 feet. One of the earlier preliminary railroad
alignment studies measured near that distance between the north and
south intersections of Swan Pond Road. TVA will design the final
centerline alignment such that the distance between crossings is
greater than 7000 feet. With this commitment the scenario no longer
exists where both crossings could be simultaneously blocked.
Comment No. 21. EPA requests that an independent entity
review spill plans to determine if the plans have been tested
previously in the field and whether they are effective. Federal and
state regulations require the development of Spill Prevention Control
and Countermeasures (SPCC) Plans. These plans have to be kept at the
site and made available to state and EPA inspectors upon request. The
KIF SPCC Plan covers preventive measures required for TVA contractors
and associated temporary tanks on TVA properties. The plan also
provides for emergency response measures that have been successfully
employed in the past. TVA SPCC Plans have been supplied to EPA Region
IV along with spill incident reports, and no shortcomings have been
identified. TVA has trained response personnel at the site as well as
an emergency strike force located in strategic positions across the
valley that can respond within an hour's notice. The SPCC Plan has been
certified by a Professional Engineer and has been tested previously in
the field.
Comment Nos. 24 and 25. EPA expresses concern that the
proposed earthen fill causeway across Swan Pond embayment would
restrict water circulation and result in water quality problems in the
embayment. EPA requests that a bridge over the embayment be considered.
The earthen fill causeway proposed for crossing the Watts Bar Embayment
area for Alternate C should allow good circulation and fish passage.
Both navigational clearance considerations and drainage considerations
influence the size of the culvert through the causeway. TVA shallow
draft bridge clearance standards for the culvert in this causeway will
be adequate in accommodating small recreational vessels. As stated in
the FEIS, the standards require a minimum elevation of 6 feet
vertically above normal maximum pool Elevation 741 and a horizontal
clearance of a minimum 8 feet. Drainage considerations and sizing
indicate the necessity for a large culvert. Preliminary culvert sizing
indicates a concrete double barrel box culvert of size 13' x 36' as a
minimum. This size box culvert is in effect a small bridge. The wind,
rain, and inflows in the Watts Bar Embayment area should adequately
flush the waters through the larger culvert and, thus, allow a good
circulation in the embayment. In addition, the costs associated with
bridging are substantial, and a bridge would not be the most economical
decision.
Comment No. 31. EPA states that the frequency and
magnitude of train whistles near residential areas should be discussed.
TVA has estimated the impacts at the closest residence in a ``worst-
case'' scenario in the FEIS. Typically, there would be two train trips
per day during daylight hours past a given point, with the train
whistles lasting several seconds.
Comments No. 42-44. EPA requests that Environmental
Justice mitigation be provided for low-income populations affected by
the Walnut Hill spur. All mitigation commitments to reduce noise and to
ensure safety of the rail would apply throughout the route of the
proposed rail line. TVA does not feel that special mitigation at this
site is necessary for the following reasons. Under Alternative C (with
Walnut Hill spur), virtually all of the minority population is located
in Census Tract 308, Block Group 3. This block group also has a poverty
rate of 30.1 percent, much higher than the 21 percent in the rest of
the impact area. However, most of the residents of this block group are
far enough removed from the rail site that the impacts range from
minimal to essentially nonexistent. Within this block group, the rail
will run through a largely unpopulated area between Fiske Road and the
Emory River. The population of the block group is on the other side of
Fiske Road extending toward the north for some distance. This
consideration essentially eliminates impacts to minority populations
and reduces the low-income population to a share not much higher than
the county and state rates. If the proposed Walnut Hill spur is not
built, all the coal would go the CSX Harriman Yard. The additional area
impacted in transporting coal to the CSX Harriman Yard is about 10.6
percent minority, with a poverty rate of 26.9 percent. The overall
impact area for the new rail line combined with the area between Walnut
Hill and the CSX Harriman Yard has a 6.5 percent minority population,
well below the state average of 17 percent but well above the county
average of 3.8 percent. The poverty rate is well above both the state
and county rates. However, the
[[Page 15960]]
route through the additional area to the CSX Harriman Yard would be on
existing rail, not new rail, and would add routine transient traffic to
an existing facility. EPA also requests data on how many of the
affected people are low-income minorities. With the proposed Walnut
Hill spur, the project impact area has approximately 53 persons (2.3
percent of the total population) who are both minority and low-income.
Without the Walnut Hill spur (the coal goes to the CSX Harriman Yard),
the impact area would have approximately 109 persons (2.8 percent of
the total population) who are low-income minorities. TVA does not
believe that these impacts are disproportionately high.
After carefully considering EPA comments, TVA has decided to
implement Alternative C as identified in its Final EIS.
Environmentally Preferable Alternative
Because Alternative A, No Action, would result in no change in
existing conditions, it could be characterized as the environmentally
preferable alternative. However, Alternative A does not accomplish the
goal of reducing fuel costs. Further, none of the action alternatives
would be environmentally destructive and none would likely result in
significant environmental impacts. Of the action alternatives,
Alternative C is environmentally preferable due to fewer impacts to
wetlands and prime farmlands.
Environmental Consequences and Commitments
In choosing Alternative C, all practical means to avoid or minimize
environmental harm have been adopted. These measures are listed below:
To minimize noise impacts in the rural Swan Pond Circle
community, the radius of track curvature would be kept as high as
possible to minimize wheel-squeal. Noise will also be reduced by the
use of welded rail in the Swan Pond community area. Also, all
construction equipment will be equipped with noise attenuating devices,
such as mufflers and insulated engine housings.
On-site open burning will not be conducted when an air
stagnation advisory or a special dispersion statement issued by the
National Weather Service is in effect for the area. Where necessary, a
water wagon will be used to control dust associated with construction
activities.
Should a potentially adverse water pollution incident
occur in association with construction, state regulators and upstream
and downstream water supply operators will be notified. During
construction, Best Management Practices for silt control will be
utilized, including straw dikes, filter fabric, and where necessary,
retention basins.
Sinkhole subsidence or collapse will be avoided by
appropriate planning and design based on sound geotechnical
investigations. Proper spill prevention procedures will be put in place
to prevent contamination of groundwater from fuels, oils, and solvents
during construction.
Appropriate hydraulic analyses will be performed to ensure
that the project is consistent with local floodplain regulations.
Direct impacts to riparian zone forests at the Emory River
bridge crossing will be minimized by crossing the river at a 90-degree
angle.
Wetlands will be avoided in the Swan Pond embayment by
keeping all construction for the rail spur above the 750-foot elevation
except at stream crossings.
Phase II and III archaeological surveys will be conducted
during the Spring of 1997 to determine the significance of the four
archaeological sites in the corridor, and to allow any needed data
recovery from the sites.
TVA will design the final centerline alignment such that
the distance between road crossings is greater than 7000 feet.
Dated: March 10, 1997.
Gregory M. Vincent,
Vice President, Fuel Supply and Engineering Fossil and Hydro Power.
[FR Doc. 97-8513 Filed 4-2-97; 8:45 am]
BILLING CODE 8120-01-M
