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Home My WebLink About19940647 Ver 1_Complete File_19940714 EVALUATION OF ALIGNMENT ALTERNATIVES Replacement of the Herbert C. Bonner Bridge (Bridge No. 11) over Oregon Inlet - Dare County, NC 1 Federal Project No. BRNHF-12 (24) ' State Project No. 8.1051205 TIP Project No. B-2500 .s NETLANDS1401 GROUP MATERQUALITYSEUION Prepared for: The North Carolina Department of Transportation Project Development and Environmental Analysis Branch 1548 Mail Service Center Raleigh, North Carolina 27699-1548 eOf NO?YH C* h? YQt r* AN'" Or" Submitted by: Parsons Brinckerhoff Quade & Douglas, Inc. 909 Aviation Parkway, Suite 1500 Morrisville, North Carolina 27560 July 2003 EVALUATION OF ALIGNMENT ALTERNATIVES Replacement of the Herbert C. Bonner Bridge (Bridge No. 11) over Oregon Inlet - Dare County, NC Federal Project No. BRNHF-12 (24) State Project No. 8.1051205 TIP Project No. B-2500 Prepared for: The North Carolina Department of Transportation Project Development and Environmental Analysis Branch 1548 Mail Service Center Raleigh, North Carolina 27699-1548 ?O NORt.1 .R?\ rE ;. Yc k "r vy ?,t SFNt OI' IN/+N?? Submitted by: Parsons Brinckerhoff Quade & Douglas, Inc. 909 Aviation Parkway, Suite 1500 Morrisville, North Carolina 27560 July 2003 Mi 1'.] Table of Contents j 1.0 Introduction ...............................................................................................................1 2.0 Study Area Definition ................................................................................................2 3.0 Alignment Screening Criteria ...................................................................................2 4.0 Assessment Data ......................................................................................................5 4.1 Resources Considered ..................................................................................... 5 4.2 Design Criteria .................................................................................................. 5 t 5.0 Alignment Alternatives .............................................................................................6 5.1 Bodie Island Termini - Segment F ................................................................. ...6 5.2 5.3 Pamlico Sound Open Water - Segments D and E ........................................ Rodanthe Termini - Segments A, B and C .................................................... ... 6 ...6 6.0 Revi ew of Evaluation Criteria ................................................................................ .10 ' 6.1 Community ........................................................................... 10 ' 6.2 6.3 6.4 Natural Resources ......................................................................................... Cultural Resources ........................................................................................ Coastal Conditions ......................................................................................... . 10 .13 .13 6.5 Public Perception ........................................................................................... .14 1 7.0 Alignment Alternatives Analysis .......................................................................... .14 7.1 Alignment Alternative A - Segments FDA ..................................................... .15 7.2 7.3 Alignment Alternative B - Segments FDB ..................................................... Alignment Alternative C - Segments FDC ..................................................... .15 .15 7.4 Alignment Alternative D - Segments FEA ..................................................... .16 7.5 Alignment Alternative E - Segments FEB ..................................................... .16 ' 7.6 Alignment Alternative F - Segments FEC ..................................................... .16 1 List of Figures Figure 1. Project Location Map ........................................................................................ 3 Figure 2. Project Study Area and Corridor Alternatives ................................................... 4 Figure 3. Alignment Alternatives ...................................................................................... 7 Figure 4. Bodie Island Project Area ................................................................................. 8 Figure 5. Rodanthe Project Area ...................................................................................... 9 Figure 6. Bodie Island Project Area - Wetlands .............................................................11 Figure 7. Rodanthe Area - Wetlands and Historic District .............................................12 List of Tables Table 1. Comparison of Impacts by Alignment Alternative within Corridor 4 ..................17 iv ' Evaluation of Alignment Alternatives for the Replacement of the Herbert C. Bonner Bridge Over Oregon In This analysis is intended to aid in the determination of the placem ent and approximate length of bridge alignment alternatives for the Herbert C. Bonner B ridge Replacement Project (TIP Project No. B-2500). The Supplemental Draft Enviro nmental Impact Statement (SDEIS) will evaluate one or more of these alternatives in detail, a s concurred by the Herbert C. Bonner Bridge Replacement Project National Environm ental Policy Act (NEPA) / Section 404 Merger Team at their July 23, 2003 meeting. i 1.0 Introduction A SDEIS is being prepared for the proposed replacement of the Herbert C. Bonner Bridge. The proposed action would replace the existing Herbert C. Bonner Bridge with a new bridge in the Oregon Inlet area between Bodie and Hatteras Islands in Dare County, North Carolina. t A Draft Environmental Impact Statement for the replacement of Bi approved in 1993. Public hearings were held on February 23 and alternative was selected and a preliminary Final Environmental Im was prepared. Coordination with the US Fish and Wildlife Service Section 7 of the Endangered Species Act was not resolved and th approved. Recent trends in shoreline erosion and over of the project resulted in the decision to pre The purpose of and the need for the propos concurred upon at a July 31, 2002 National Merger Meeting. At a NEPA / Section 4041 corridor alternatives, known as Corridor Alt( forward for evaluation of specific alignment removed from consideration because of hig Since the February Merger Meeting, the US F conclusion that in accordance with the Nation 1997, it would be highly unlikely, if not impost in Corridor Alternative 1 is compatible with thi National Wildlife Refuge (Refuge). Therefore Corridor Alternative 4. NCDOT representativ and local government representatives on Jun Workshops were held on June 26, 2003. In k probable change or perhaps loss of paved ro; occur with a bridge in Corridor Alternative 4. forums that if a bridge in Corridor Alternative provide an alternative means of access prior the Refuge. i of NC 12 and a SDEIS and ction to be inch ronmental Polic er Meeting on I ves 1 and 4, w cost and natural sh and Wildlife Seri I Wildlife Refuge Sy ale, for the USFWS management strate the NCDOT is now 5 met with the Dare 16, 2003. Two Citi th cases, concern v iwav access within vere built, it w the NCDOT's nner Bridge was 24, 1994. A preferred )act Statement (FEIS) (USFWS) related to FEIS was never r changes in the setting s additional alternatives. in the SDEIS was t (NEPA) / Section 404 iary 12, 2003, two elected to be carried :ernatives 2 and 3 were iurce impacts. (USFWS) reached the .m Improvement Act of conclude that a bridge for the Pea Island :using its attention on expressed about the Refuge that would indicated at both ntent to plan and iment of NC 12 within Several bridge alignment alternatives in Corridor Alternative 4 are examined below in context with community, cultural, and natural resource impacts, natural resource agency input, and other evaluation criteria described in Sections 3.0 and 4.0. 2.0 Studv Area Definition The location of the Herbert C. Bonner Bridge is shown in Figure 1. An expanded study area that encompasses potential alternative southern termini for the bridge project is shown in Figure 2 and Figure 4. The Bonner Bridge study area is within the Cape Hatteras National Seashore and the portion of the study area south of Oregon Inlet is also within the Pea Island National Wildlife Refuge. The study area boundaries are on the Pamlico Sound side of Bodie and Hatteras Islands, beginning at the northern termini for the existing Bonner Bridge. The study boundary terminates just south of the emergency ferry dock at Rodanthe. In between the northern and southern boundaries, the portions of the Refuge abutting the three NC 12 "hot spots" are excluded from the study area. The eastern boundary of the study area is NC 12. The western boundary was previously a line 500 feet west of the western extent of Submerged Aquatic Vegetation (SAV) populations mapped by the National Oceanic and Atmospheric Administration (NOAA), National Marine Fisheries Service (NMFS) and the North Carolina Division of Marine Fisheries (DMF). This boundary was expanded since the February 12 Merger Team meeting to include an area that extends westward into the Pamlico Sound up to depths of seven feet. This boundary was expanded in order to better accommodate construction of a replacement bridge from a barge with minimal dredging. Figure 3, presented later in this report, shows an approximate six-foot depth demarcation based on a navigation chart previously prepared by NOAA. 3.0 Alignment Screening Criteria Potential alignments were screened for suitability based on several criteria, including: • The alignment tie-in locations within the Refuge boundaries must be acceptable to the Pea Island National Wildlife Refuge and potentially compatible with their Refuge Management Plan; ¦ The alignment tie-in locations must be acceptable to the Cape Hatteras National Seashore (National Park Service) and be potentially eligible to receive a non-impairment determination from the National Park Service; ¦ Selected alignments will minimize impacts to multiple natural resources, including SAV's, wetlands, and federally protected species; and • Selected alignments will minimize impacts to cultural resources and community features including historic properties, home and business displacements, views, recreational opportunities, and public services to the maximum extent practicable. The Pea Island National Wildlife Refuge was reserved for migratory birds and other wildlife by Executive Order in 1938. As indicated in Section 1.0, the USFWS has concluded that a replacement bridge in Corridor Alternative 1 would not be compatible with the Executive 2 I rr, ?r ?. ?./rr }}allercr,5 ?. . LEGEND ?•% %/ l,Slpnc} , •.;' Corridor Alternatives Rodanthe 'S' Curves Hotspot , Known Submerged Aquatic Vegetation Pea Island National Wildlife Refuge ?• D Hot Spots Emergency Y!w ? e RODANTWE ' o 2 Mies F rry Dock ECT STUDY AREA & CORRIDOR ALTERNATIVES Figure cement of the Herbert C. Bonner Bridge (Bridge No. 11) over Oregon Inlet, Dare County, NC 2 11 1 Order and the National Wildlife Refuge Improvement Act of 1997. Therefore, an alignment in Corridor Alternative 1 does not meet the alignment screening criteria listed above. 4.0 Assessment Data 4.1 Resources Considered The following resource components were considered in the development of alignment alternatives: • Community - Displacements - Views - Accessibility - Public Services - Recreational Use of Pamlico Sound - Traffic Service at Rodanthe • Cultural Resources - Historic Properties - Underwater Archaeology • Construction Method • Coastal Conditions • Natural Resources - Wetlands - SAV locations mapped by the NMFS and the DMF 4.2 Design Criteria Alignments were drawn to meet the screening criteria described in Section 3.0 to the extent possible. Centerlines were placed to provide a bridge that is constructible, cross navigation channels at a reasonable angle, avoid the rising sand island west of the south shoulder of Oregon Inlet, and end south of the Refuge at Rodanthe. In addition to the design criteria that were used to prepare the corridor alternatives, the following design criteria were also used when preparing the alignment alternatives: 1. Design speed of 60 miles per hour (97 kilometers [km] per hour) for the northern approach and bridge structure and 50 miles per hour (85 km per hour) for the southern approach; 2. Maximum grade of five percent; 3. Typical Sections Lane Width: Roadway and Bridge - 12 feet (3.6 meters) Roadway Width: Roadway and Bridge - 40 feet (12.2 meters) comprised of two 12-foot (3.6 meter) lanes with eight-foot (2.4 meter) shoulders 5 h Roadway shoulders - four feet (1.2 meters) paved and four feet unpaved; 4. Side slopes of 6:1 (minimum) to 3:1 (maximum) for all cut or fill heights. 5.0 Alignment Alternatives All of the alignment alternatives begin on Bodie Island near the US Coast Guard Station and Oregon Inlet Marina, approximately in the same location as the pervious preferred alternative. There are two alignment alternatives for the portion of the replacement bridge in the open water of the Pamlico Sound and three alignment alternatives as the bridge approaches and makes landfall in Rodanthe. The alignment alternatives, labeled by segment, are shown in Figure 3. Tie-in locations are shown in more detail in Figure 4 and Figure 5. 5.1 Bodie Island Termini - Segment F Segment F begins just south of the entrance to the US Coast Guard Station and Oregon Inlet Marina. It is 1.3 miles (2.1 kilometers) long. 5.2 Pamlico Sound Open Water - Segments D and E Segments D and E begin where Segment F ends. Both extend south through Pamlico Sound, bypassing the Pea Island National Wildlife Refuge. Segment D is 14.8 miles (23.7 kilometers) long and Segment E is 13.8 miles (22.1 kilometers) long. Segment E is within Corridor Alternative 4, just outside of known SAV areas mapped by the NMFS and the DMF. Segment D is further west in areas mapped by NOAA as having depths greater than six feet. NCDOT is conducting studies to update SAV and depth information for the proposed project. Segments D and E converge as they begin their approach to shore near Rodanthe. 5.3 Rodanthe Termini - Segments A, B and C Segments A, B and C begin where merged Segments D and E end. All three segments make landfall north of the emergency ferry dock. Segment A is 1.9 miles (3.0 kilometers) long. It curves onto land and terminates on existing NC 12 approximately 200 feet (61 meters) south of the Texaco gas station. Segment B also curves onto land and is 2.0 miles (3.2 kilometers) long. Segment B ends at existing NC 12 approximately 600 feet (183 meters) south of the Chicamacomico Life Saving Station. Segment C is 1.8 miles (2.8 kilometers) long and is the northernmost Rodanthe alignment alternative. Segment C terminates at existing NC 12 approximately 600 feet (183 meters) north of the Texaco gas station. It has a straight approach and would meet with existing NC 12 at a signalized intersection. r 6 EAE die , o Bo is land ° Roanoke Aland Durk l 'l I .1 all( Canal Area Hotspot r, C°I i^ 1 n 'tom 75' Sandbag Area Ycu ltil?urcl, Hotspot LEGEND //Alignment Alternatives Known Submerged Aquatic Vegetation Pea Island National Wildlife Refuge Hot Spots D National Oceanic and Atmospheric Administration Navigation Chart - Project Area Depths less than 6 feet 0 1 2 Mies Nalional "'e ,,• "Qn ref' /:, I ?Urlel'ati ?C'land 1 r Emergency-4 Ferry Dock t Rodanthe 'S' Curves Hotspot See Figure 5 for Details RODANTHE ALIGNMENT ALTERNATIVES Figure Replacement of the Herbert C. Bonner Bridge (Bridge No. 11) 3 over Oregon Inlet, Dare County, NC i i i i i i RODANTHE PROJECT AREA Figure v4tc"9- Replacement of the Herbert C. Bonner Bridge (Bridge No. 11) 5 over Oregon Inlet, Dare County, NC 6.0 Review of Evaluation Criteria 6.1 Community Tourism is the principal industry in Dare County and on Hatteras Island. The tourist industry creates a large number of local jobs and generates substantial revenue for Dare County and the State of North Carolina. Sixty-one percent of the employment in Dare County relates to the tourism industry. Dare County promotes tourism during the peak season and the development of "shoulder" season tourism (in the spring and fall). The labor force in Dare County increases by approximately 75 percent between off-peak season and peak season. Abundant natural resources will continue to be a major draw for tourists. The National Park Service website shows total recreation visits to the Cape Hatteras National Seashore in 2002 at over 3.6 million. The Cape Hatteras National Seashore is a popular local, state and national vacation destination. Visitors enjoy a variety of activities, including birding, fishing, surfing or wind boarding, swimming, hiking, and attending interpretive programs offered by National Park Service Rangers. Boating, fishing, wind boarding, and kite boarding are recreational activities that are popular within the project area. The US Fish and Wildlife Service website for the Refuge shows that it receives over 2.5 million visitors annually, including birders, canoeists, beach users, fishermen, and photographers. The southern beaches on Hatteras Island are all part of unincorporated Dare County and feature the six recreational-oriented villages of Avon, Buxton, Frisco, Rodanthe, Salvo, and Waves. Hatteras, a seventh village, is home to the Hatteras Inlet Ferry Terminal. Rodanthe, like the other villages, is experiencing growth. New home construction continues to supply an increasing demand for personal and rental recreational properties. New commercial properties to support the increasing use of the island are also emerging. Products and services involved with daily life on Hatteras Island come across the Bonner Bridge. The island relies heavily on repair and other services from the mainland. Residents, as well as visitors, of Hatteras Island, rely on off-island community services. Telephone, cable, and electric service are brought to Hatteras Island via the Bonner Bridge 6.2 Natural Resources The existing bridge crosses salt marsh communities. The predominant wetland types crossed by the alignment alternatives are man dominated, maritime shrub thicket, salt shrub/grassland, black needlerush, and smooth cordgrass (see Figure 6 and Figure 7). Plant communities consist of primarily wetland communities and some upland maritime shrub/scrub and dune communities. I f= 10 1 The dynamic nature of the area around Ore particularly in shallow water and shoreline combined to show in Figure 3 the general k supplied from the NMFS was based on aeri data was generated from boat surveys that NCDOT is in the process of obtaining curre The estuarine waters of the Pamlico Sound Water Quality (DWQ) as market shellfish - (Pasquotank Basin, Stream Index 30-22). near shore are considered valuable for fish birds. The US Fish and Wildlife Service lists 18 spec federally Threatened, Endangered, or Federa wintering Piping Plover (Charadrius melodus) Inlet, both on the southern tip of Bodie Island Carolina Natural Heritage Program data show which include state and federal Threatened ai species, in the project area. ' 6.3 Cultural Resources Archaeological studies indicate that the envirc stability necessary for good archaeological habitation or evidence of shipwrecks are know I JI The abandoned Oregon Inlet Coast Guard listed in the National Register of Historic Plac The Bonner Bridge replacement would be f Coast Guard Station than the existing bridge. The Chicamacomico Life Saving Station, on the Rodanthe, is on the National Register of Historic Chicamacomico Life Saving Station is represent U.S. Life Saving Service during the late nineteei st side of NC 12 at Owens Road in aces. Constructed in 1910, the re of the style of station erected for the and early twentieth centuries. A Phase I Historic Architectural Survey shows that three homes in Rodanthe in or near Corridor Alternative 4 and the Chicamacomico Life Saving Station are potentially eligible for the National Register. A draft Phase II Architectural Survey indicates that the properties are eligible for the National Register. The draft report recommends that the area be considered a National Register-eligible historic district (see Figure 7). 6.4 Coastal Conditions The inlet channel moves. Channel movement mus horizontal alignment of any replacement bridge. Si the midpoint of Oregon Inlet has migrated steadily kilometers), for an average rate of 70 feet (21.3 me migration is punctuated by alternate widening and i storms, primarily because of erosion and accretion 13 Inlet results in ephemeral habitats, Data from the NMFS and DMF was )n of submerged aquatic vegetation. Data ?otography from 1998 and 1990. The DMF conducted between 1995 and 2001. The W information. classified by the North Carolina Division of waters (SA) and high quality waters (HQW) low waters and extensive mudflats found resources and important foraging habitat for s for Dare County ( updated 2/11/03) that are pecies of Concern. Critical habitat for the is been designated on the shores of Oregon d the northern tip of Hatteras Island. North ,currences of Natur al Heritage Elements, Endangered specie s and other important %nt of the Outer Banks provides little of the servation. No sites related to human the project area. i at the northern end of Hatteras Island is It is owned by the State of North Carolina. r away from the abandoned Oregon Inlet be considered whe n determining the ce its opening durin g a storm in 1846, )uthward just over t wo miles (3.2 Drs) per year. The h istory of the inlet's srrowing, typically in response to severe if the Bodie Island s houlder of the inlet. The Hatteras Island shoulder has moved steadily southward. Most of the variation in inlet width was because of movements of Bodie Island. Like all active tidal inlets, Oregon Inlet requires periodic dredging to maintain a navigation channel. A spit is presently encroaching on the area of the center navigation span for the Bonner Bridge. The current natural inlet gorge is 30 to 40 feet (9 to 12 meters) deep but is south of the navigation span. The rate of erosion of the Hatteras Island shoreline has accelerated in the last decade, in part because of human activities. Shoreline erosion and ocean overwash threaten to sever segments of the NC 12 roadway for several miles south of the existing Bonner Bridge. 6.6 Public Perception The Pea Island Wildlife Refuge is considered to be of global importance for shore birds and migratory waterfowl. It is also an area that receives considerable recreational use by "bird watchers." At the two Citizens Informational Workshops held on June 26, 2003 concern was expressed about the probable change or perhaps loss of paved roadway access within the Refuge that would occur with a bridge in Corridor Alternative 4. USFWS representatives indicated that if a bridge in Corridor Alternative 4 were built, it was their intent to plan and provide an alternative means of access prior to the NCDOT's abandonment of NC 12 within the Refuge. 7.0 Alignment Alternatives Analysis The alignment segments described in Section 5.0 can be combined into the following six alignment alternatives: 1. Alignment A - Segments F, D and A; 2. Alignment B - Segments F, D, and B; 3. Alignment C - Segments F, D and C; 4. Alignment D - Segments F, E and A; 5. Alignment E - Segments F, E and B; and 6. Alignment F - Segments F, E and C A comparison of the alignment alternatives is shown in Table 1 (at the end of this report) and discussed below. All of the alignment alternatives begin on Bodie Island with Segment F. Wetlands were delineated at both the Bodie Island and Rodanthe bridge termini areas (see Figure 6 and Figure 7). No wetlands would be filled to construct Segment F. Approximately 0.15 miles (0.24 kilometers) of wetlands would be bridged. It is estimated that there would be approximately 0.13 miles (0.21 kilometers) of SAVs bridged by Segment F. There would be no residential or business displacements or historic property impacts associated with this 14 ' The two open water alignment alternatives, Segments D and E, begin at the end of Segment F and continue south in Pamlico Sound to Rodanthe. Segments D and E are outside of areas of known SAVs. Bridge erection equipment would be floated on barges. Segment D, ' in depths of six to seven feet (1.8 to 2.1 meters), is expected require little or no dredging to float the barges. Constructing Segment E, in shallower depths (three to four feet or 0.9 to 1.2 meters), would likely necessitate more dredging to float construction barges than ' Segment D. Dredging would disrupt the Sound bottom, increasing the sediments within the water column and disturbing fish habitat. ' Differences between the three alignment alternatives for the replacement bridge termini in Rodanthe (Segments A, B and C) are evaluated in Sections 7.1 through 7.6. 7.1 Alignment Alternative A - Segments FDA Alignment Alternative A begins at Segment F on Bodie Island, follows the more western, ' deeper Segment D in the Pamlico Sound, and curves onto land at Rodanthe where it terminates near a Texaco gas station. Alignment Alternative A would displace three homes. It would also displace a building adjacent to the gas station that houses three commercial businesses: an auto repair shop, a restaurant, and a produce store. No wetlands would ' need to be filled for this alignment alternative; approximately 0.38 miles (0.61 kilometers) of wetlands would be bridged. Alignment Alternative A would cross an estimated 1.52 miles (2.43 kilometers) of SAVs. This is similar to the amount of SAVs that would be crossed by the other alignment alternatives. 7.2 Alignment Alternative B - Segments FDB Alignment Alternative B begins at Segment F on Bodie Island, follows the more western, deeper Segment D in the Pamlico Sound. Alignment Alternative B curves onto land at Rodanthe, where it terminates south of the Chicamacomico Life Saving Station. Alignment Alternative B would displace one residence and would cross an area used to store cars that are utilized for auto parts by the automobile repair business just north of the Texaco gas station. It is also probable that it would displace a commercial business at the end of the alignment. Alignment Alternative B crosses a property that a draft Phase II Historic Resources report recommends for inclusion on the National Register of Historic Places. Along with Alignment Alternative E, it would have the most substantial affect on the views from the homes on the Pamlico Sound of the alignment alternatives. No wetlands would be required to be filled for this alignment alternative; approximately 0.33 miles (0.53 kilometers) of wetlands would be bridged. 7.3 Alignment Alternative C - Segments FDC Alignment Alternative C also begins at Segment F on Bodie Island and follows the more western, deeper Segment D in the Pamlico Sound. Alignment Alternative C makes a straight approach and landfall at Rodanthe, ending at a signalized intersection north of the Texaco gas station. A potential benefit of this connection would be a reduction in the amount of right-of-way necessary for the new alignment between the new bridge and existing NC 12 in Rodanthe. A signalized intersection could be designed to provide an adequate level of service for NC 12 traffic. This alignment alternative would have no residential displacements. Along with Alignment Alternative F, Alignment Alternative C would have the least substantial affect on views from homes on the Pamlico Sound. 15 Alignment Alternative C would cross the area used to store cars by the auto repair business. , This alignment alternative would fill approximately 0.53 acres (0.21 hectares) of wetlands and bridge approximately 0.29 miles (0.47 kilometers) of wetlands. The amount of wetlands , filled is based on the assumption that as much as the first 500 feet (152.4 meters) of each endpoint would be on fill and that the area filled would be 100 feet (30.5 meters) wide. 7.4 Alignment Alternative D - Segments FEA Alignment Alternative D and its impacts are identical to Alternative A except this alternative ' follows the shallower Segment E in Pamlico Sound with the resulting increased probability of needing to dredge the sound bottom during construction. 7.5 Alignment Alternative E - Segments FEB 1 Alignment Alternative E and its impacts are identical to Alternative B except this alternative I follows the shallower Segment E in Pamlico Sound with the resulting increased probability of needing to dredge the sound bottom during construction. 7.6 Alignment Alternative F - Segments FEC Alignment Alternative F and its impacts are identical to Alternative C except this alternative follows the shallower Segment E in Pamlico Sound with the resulting increased probability of needing to dredge the sound bottom during construction. 16 cu H b v O v ap?J s O N v M U N ` a z z z U. rn O .. 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