4.3.5

4.3.5 Soundscapes
The purpose of a traffic noise study is to determine potential impacts caused by noise generated both during
construction and from vehicles after a project has been completed. Traffic noise associated with the
alternatives has the potential to impact tbe experience of people visiting the Park as well as wildlife in the
Park. Increases in sound levels could be particularly disturbing to people with hearing sensitiviry, and the
level of annoyance may vary among individuals. The degree of disturbance by unwanted sound depends
essentially on the amount and type of the intruding noise, the relationship between the background sounds
and the intruding noise, and the type of activiry occurring when a sound is heard. The degree to which a
person may be affected by a change in sound levels also depends upon the person's expectations regarding
the experience, as well as the person's sensitivity to the sound component of that experience.
In comparison with the overall size of GSMNP, the soundscape impact areas for the alternatives would be
small. However, Park visitars who have an a�ersion to any perceptible change in sound levels would be
adversely affected. This is discussed further in Solitude Impacts, Section 4.2.5.2.9.
4.3.5.1 Methodology for Assessing Traffic Noise and Soundscape Impacts
To determine if future traffic noise levels are compatible with various land uses, the FHWA developed Noise
Abatement Criteria (NAC) and procedures to be used in the planning and design of roadways (FHWA
2004a). A summary of the NAC for various land uses is presented in Table 4-15. Sound levels are expressed
as sound equivalents (Lec�, which represent the steady sound level that over a defined period of time would
produce the same total sound energy that the actual fluctuating sounds produce over that period of time. An
individual event, such as a motorcycle or other loud vehicle riding past, may produce a higher level of noise
at any given point in time than the Leq level. The Leq is generally used by FHWA when determining the
effects of traffic noise. The occurrence of and amount of sound created by individual vehicles fluctuate and
modeling individual noise events is not widely used in determining future noise impacts due to traffic. The
Leq levels given in Table 4-15 represent the upper limit of acceptable noise conditions. The Park is
considered to be in Activity Category A. Tbis category is defined as "lands on which serenity and quiet are
of extraordinary significance and 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" (FHWA 2003).
Noise abatement must be considered if the NAC values are approached or exceeded. Approach is defined as
1 dBA, which equates to 56 dBA for Activiry Category A. Noise abatement is also considered if there are
substantial increases over the ambient sound levels. A substantial increase is defined as either a] 5-dBA or
greater increase above existing sound levels that are less than or equal to 50 dBA, or a 10-dBA increase
above existing sound levels that are greater than 50 dBA. Existing sound levels in the study area are briefly
summarized in Chapter 3 and are detailed in the Noise Section of the ECR, Section 3.12. Sound level
measurements taken in 2003 are shown on Figure 3-4. A typical Park reading within the study area is
roughly 433 dBA.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-143
North Shore Road Final Environmental Impact Statement

Table 4-15. FHWA Noise Abatement Criteria
Activity Hourly
Category Leq Description of Activity Category
A 57 dBA Lands on which serenity and quiet are of extraordinary significance
(Exterior) and 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 dBA Picnic areas, recreation areas, playgrounds, active sports areas,
(Exterior) parks, residences, motels, hotels, schools, churches, libraries, and
hospitals.
C 72 dBA Developed lands, properties, or activities not included in categories
(Exterior) A or B above.
D ----- Undeveloped lands.
E 52 dBA Residences, motels, hotels, public meeting rooms, schools,
(Interior) churches, libraries, hospitals, and auditoriums.
Source: 23 CFR 772, USDOT, FHWA.
Anticipated sound levels were generated as a function of the distance from the edge of pavement. The
average daily peak-hour traffic volumes fram the peak summer tourist season were used to determine
soundscape impacts. These traffic volumes do not reflect the unique volumes associated with holiday
weekends or the lower sound levels in winter and early spring. The sound levels calculated for each
alternative represent the average equivalent sound level that would occur during 1 hour. As mentioned
previously, this average may be much lower than the sound level associated with an isolated event, such as a
particularly loud vehicle.
Table 4-16 lists the extent of tbe traffic noise contours generated using the FHWA Traffic Noise Model for
1 dBA and 15 dBA increases, as well as for Leq=56dBA. Tl�e lengths noted in the table indicate the distance
from the edge of pavement or gravel (relative to each side of the roadway) that a person would be able to
perceive 1 dBA and 15 dBA increases over existing sound levels or a future sound level at or greater than 56
dBA. An increase of 1 dBA is the smallest change in sound levels that is detectable by people during active
listening. A 15 dBA increase over existing conditions is considered to be a substantial sound level increase
within the Park. At 56 dBA, anticipated sound levels are considered to approach the NAC for the Park. The
noise contours do not reflect the potential for landforms to block noise nar for a drop-off or valley near the
edge of the road to permit noise to travel farther. In addition to topographic conditions, the right air
conditions and absence of leaves from the trees may permit noise to travel further distances. Park
backcountry specialists have heard traffic noise from Newfound Gap Road while on the AT near Mt.
Kephart.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-144
North Shore Road Final Environmental Impact Statement

Table 4-16. Year 2025 Average Traffic Noise Contours'
Alternative
No-Action
Monetary Settlement
Laurel Branch Picnic Area
Bushnell (Primitive Park Road)
Bushnell (Principal Park Road)
Northern Shore Corridor
(Primitive Park Road)
Northern Shore Corridor
(Principal Park Road)
1 dBA Lec�
Increase Z'
NA6
NA
58 ft
(17.7 m)
94 ft
(28.7 m)
169 ft
(51.5 m)
82 ft
(25.0 m)
202 ft
(61.6 m)
15 dBA Leq
Increase 4
NA
��
NA
9ft
(2.7 m)
13ft
(4.0 m)
2ft
(0.6 m)
16ft
Leq = 56 dBA 5
NA
NA
1ft
(0.3 m)
6ft
(1.8 m)
19ft
(5.8 m)
4ft
(12 m)
23 ft
(7.0 m)
Notes:
1 Distances are measured from the edge of pavement outward, and apply to each side of the roadway.
These distances are based on post-construction conditions. Individual noise events could extend to
greater distances.
2 Leq — sound level equivalent for an hour.
3 A 1 dBA change in sound levels is the lowest change detectable during active listening.
4 A 15 dBA increase over existing sound levels is the NAC threshold for a substantial impact to humans,
based on the typical 43.3 dBA existing GSMNP sound level in the study area.
5 Leq of 56 dBA is the level approaching (i.e., 1 dBA less than) the NAC threshold for Activity Category A.
6 NA = Not applicable because the alternative does not cause a change in sound levels within or applicable
to this category.
Type
Beneficial impacts are changes that result in a decrease in sound levels when compared with existing
conditions. Adverse impacts are changes that result in an increase in sound levels when compared with
existing conditions.
Context
Traffic or construction noise will be highest in immediate vicinity of the road and will dissipate with
distance. Individual events, such as a motorcycle or other loud vehicle, may produce a higher level of noise
traveling a further distance at a given point in time. Human activity and wildlife in the vicinity of a proposed
project or action, along with associated existing sound levels, also influence the degree to which noise
associated with the proposed action affects park visitors or wildlife.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-145
North Shore Road Final Environmental Impact Statement

Duration
Soundscape impacts are characterized as short-term if they would occur during the construction of an
alternative. Long-term impacts are considered to be changes that would continue after construction. For
resources impacted by noise, such as terrestrial wildlife, bears, and migratory birds impact durations may
vary as they are uniquely defined for each affected resource (Impacts to the Natural Environment, Section
4.4).
Intensity
Due to the value associated with solitude and the natural soundscape within GSMNP, the intensity thresholds
are based on the distance from the roadway that a person actively listening would be able to perceive an
increase in sound ]evels.
No/Negligible
There would either be no change in sound levels from existing conditions, or the change would not exceed
1 dBA past 50 ft(15 m) from the edge of pavement.
Minor
Sound levels would change at least 1 dBA from existing conditions; however, the change would not exceed
1 dBA past 100 ft (30 m) from the edge of pavement.
Moderate
Sound levels would change at least 1 dBA from existing conditions, and the change would not exceed 1 dBA
past 200 ft(61 m) from the edge of pavement.
Major
Sound levels would change at least ] dBA from existing conditions, and the change would eXCeed 1 dBA
past 200 ft(61 m) from the edge of pa�ement.
4.3.5.2 Summary of Soundscape Impacts
The sound-level increases associated with the alternatives present a worst-case scenario (post-construction)
because they were modeled during the peak tourist season and peak hour of the day. The anticipated sound
levels would not be constant throughout a day, nor would they be expected throughout the entire year.
However, individual events, such as a motorcycle or other loud vehicle, may produce a higher level of noise
traveling a further distance at a given point in time. Air conditions and leafing conditions may also permit
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-146
North Shore Road Final Environmental Impact Statement

noise to travel farther, however, the lowest levels of projected traffic and associated noise levels correspond
to the winter months when leaves are off the trees in the Park.
The highest sound levels would occur during construction. Major noise-producing elements of the
alternatives involving construction would include blasting, earth removal, hauling, grading, and paving. It is
assumed that equivalent sound levels would typically be greater than 80 dBA at least 100 ft(30 m) from the
proposed work area during the construction period, based on data provided by FHWA. This would be
considered a major, short-term soundscape impact within the study corridors throughout the construction
period for Laure] Branch Picnic Area, the Partial-Build Alternative to Bushnell, and the Northern Shore
Corridor, based on the intensiry criteria described previously. Major soundscape impacts, specifically far the
Northern Shore Corridor, would not be expected to occur along the entire length of the project concurrently.
Construction periods are considered short-term relative to the life of each alternative. Typical construction
limitations, such as work hours during daylight and seasonal factors, reduce the duration of construction-
related soundscape impacts.
Direct impacts to soundscapes are discussed for each alternative. Indirect impacts could result as the
behavior of wildlife and visitors changes in response to the introduction of noise from the proposed build
alternatives. A brief discussion of soundscape impacts to wildlife and the AT are presented in this section.
4.3.5.2.1 No-Action
The No-Action Alternative would not change sound levels in the study corridors. There would be no short-
term or long-term impacts to soundscapes.
4.3.5.22 Monetary Settlement
The Monetary Settlement Alternative would not change sound levels in GSiVINP. There are no anticipated
short-term or long-term impacts to soundscapes.
4.3.5.2.3 Laurel Branch Picnic Area
Long-term soundscape impacts for the Laurel Branch Picnic Area would be adverse and minor. Access to
this recreational area would be via a short loop road that ties into existing Lake View Road Traffic volumes
on this loop road would be low, which would create small changes from existing sound levels. Increases at
or greater than 1 dBA would be within approximately 58 ft(] 7.7 m) of the edge of roadway. Sound-level
changes from existing conditions would not reach 15 dBA. Sound levels would be at or above 56 dBA only
within the roadway construction footprint. The people experiencing the sound-level increases would
primarily be those creating the increase.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-147
North Shore Road Final Environmental Impact Statement

4.3.5.2.4 Partial-Build Alternative to Bushnell (Primitive and Principal Park Roads)
Partial-Build Alternative to Bushnell (PNimitive Park Road)
Adverse soundscape impacts with the Partial-Build Altemative to Bushnell (Primitive Park Road) would be
minor and long-term. Sound level increases above the current ambient levels would be detectible by people
actively listening (at or greater than 1 dBA) within 94 ft (28.7 m) from the edge of roadway. Sound level
changes would be equal to or greater than 15 dBA above the existing sound levels within 9 ft(2.7 m) of the
edge of roadway. Sound levels would be at or above 56 dBA within 6 ft(] .8 m) of the edge of roadway.
The Partial-Build Alternative to Bushnell (Primitive Park Road) also would result in increased noise from
boats accessing the boat ramp at the development area, however, this would be limited by wake restrictions.
Southern Option at Forney Creek Embayment (Primitive Park Road)
This alternative differs from the baseline route only due to its location, and therefore they differ only in the
associated origin of the traffic noise. The Southern Option at Forney Creek Embayment would result in a
change in sound levels equivalent to the baseline route.
Partial-Build Alternative to Bushnell (Principal Park Road)
Adverse soundscape impacts with the Partial-Build Alternative to Bushnell (Principal Park Road) would be
moderate and long-term. Sound level increases above tbe current ambient levels would be detectible by
people actively listening (at or greater than 1 dBA) within l 69 ft(51.5 m) from the edge of roadway. Sound
levels would be equal to or greater than 15 dBA above the existing sound levels within 13 ft(4.0 m) of the
edge of pavement. Sound levels would be at or above 56 dBA within 19 ft(5.8 m) of the edge of pavement.
The Partial-Build Alternative to Bushnell (Principal Park Road) also would result in increased noise from
boats accessing the boat ramp at the development area, however, this would be limited by any wake
restrictions.
Southern Option at Forney Creek Embayment (Principal Park Road)
This alternative differs from the baseline route only due to its location, and therefore they differ only in the
associated origin of the traffic noise. The Southern Option at Forney Creek Embayment would result in a
change in sound levels equivalent to the baseline route.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-148
North Shore Road Final Environmental Impact Statement

4.3.5.2.5 Northern Shore Corridor (Primitive and Principal Park Roads)
Northern Shore Corridor (Primitive Park Road)
Adverse soundscape impacts with the Northern Shore Corridor (Primitive Park Road) would be moderate
and long-term. Sound level increases above the current ambient levels would be detectible by people
actively listening (at or greater than 1 dBA) within 82 ft (25.0 m) from the edge of roadway. Sound-level
changes would be equal to ar greater than 15 dBA above the existing sound levels within 2 ft(0.6 m) of the
edge of roadway, basically along the shoulder. Sound levels would be at or above 56 dBA within 4 ft(1.2
m) of the edge of roadway.
Southern Option at Forney Creek Embayment, Southern Option at Hazel and Eagle Creek Embayments, and Southern
Option Crossing the Fontana Dam (Primitive Park Road)
These alternatives only differ from the baseline route due to their location, and therefare the difference is
only in the associated origin of tbe traffic noise. Tbese options would result in an equivalent cbange in sound
levels as the baseline route previously discussed.
Northern Shore Corridor (Principal Park Road)
The Northern Shore Corridor (Principal Park Road) has the highest projected traffic volumes of the study
alternatives; therefore, it also has the most adverse soundscape impacts of all of the alternatives. Sound-level
increases from this alternative would be major and long-term. Sound level increases above the current
ambient levels would be detectible (at or greater than 1 dBA) within 202 ft(61.6 m) from the edge of
roadway. Sound levels would be equal to or greater than 15 dBA above the existing sound levels within 16
ft(4.9 m) of the edge of pavement. Sound levels would be at or above 56 dBA within 23 ft (7.0 m) of the
edge of pavement. In addition to having the highest projected total traffic volumes, the Northern Shore
Corridor is projected to result in the highest percentage of motorcycle traffic (l 5 percent in the peak tourist
season and 6 percent during the off-pealc season) compared with the other partial-build and build alternatives
(7 percent year-round for the Northern Shore Corridor [Primitive Park Road] and 5 percent for the Partial-
Build Alternative to Bushnell [Primitive ar Principal Park Road] and the Laurel Branch Picnic Area), thus
resulting in greater noise impacts associated with motorcycles.
Southern Option at Forney Creek Embayinent, Southern Option at Hazel and Eagle Creek Embayments, and Southern
Option Crossing the Fontana Dam (Principal Park Road)
These alternatives differ from the baseline route only due to their locations, and therefore differ only in the
associated origin of the traffic noise. These options would result in a change in sound levels equivalent to
the baseline route.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-149
North Shore Road Final Environmental Impact Statement

4.3.5.2.6 Cumulative Impacts
The creation and eXpansion of GSMNP and the creation of Fontana Dam in the early to mid-twentieth
century resulted in study area soundscapes that experience predo�ninantly natural and little man-made
sounds. Traffic traveling on Lake View Road and the road across Fontana Dam may be heard at the western
and eastern ends of the areas being studied for the project. In addition, wildlife and Park visitors are exposed
to some noise from boat traffic on Fontana Lake, as well as loud vehicles, such as certain motorcycles or
trucks, on area roadways south of Fontana Lake. Population growth in the study area and foreseeable future
projects such as NCDOT STIP projects in proximity to tbe Park also have the potential to impact study area
soundscapes. The introduction of traffic by the proposed partial-build or build alternatives would add to the
noise experienced by some wildlife and Park visitors, particularly south of the proposed alternatives.
4.3.5.2.7 Wildlife Impacts
Noise from construction activity and traffic can cause avoidance behavior in wildlife. However, it has been
observed that while noise affects the suitability of habitat surrounding roadway corridors and development,
wildlife tend to be more adversely affected by human activities than the sounds associated with those
activities. Soundscape impacts were considered in determining the overall impacts for terrestrial wildlife and
black bears are presented in Sections 4.4.6 and 4.4.7, respectively. As noted previously, individual events
such as a loud vehicle may result in higher levels of noise at a given point in time, even during the off-peak
season for visitors.
Migratory birds that inhabit the study area can be adversely affected during mating by sound levels above 50
dBA. Tl�e birds' mating season is during the spring and does not correspond to the peak tourist season,
therefare traffic volumes and associated sound levels would be at lower levels than indicated previously.
This would tend to reduce the area of sound-level impacts due to traffic noise during the bird's mating
season. However, there is some overlap between peak tourist seasons and feeding and territory maintenance
seasons for inigratory birds. The potential noise levels above 50 dBa during the peak visitor season are
likely to affect migratory bird feeding and territory maintenance behaviar. Soundscape impacts were
considered in determining the overall impacts for Migratory Birds, Section 4.4.8. As noted previously,
individual events such as a loud vehicle may result in higher levels of noise at a given point in time, even
during the off-peak season for visitors.
4.3.5.2.8 Appalachian National Scenic Trail
The AT enters the study area near Fontana Dam and then follows Fontana Dam Road across the dam and
continues for roughly 0.75 mi (1.2 km) on paved roadway. The Northern Shore Corridor would cross the AT
near Fontana Dam, with one option rying into the existing Fontana Dam Road to cross the dam. Hikers on
the AT in the vicinity of Fontana Dam currently experience higher sound levels than at more secluded areas.
This existing soundscape is associated with current traffic on Fontana Dam Road, water passing through the
dam's spillway, and human activities surrounding the dam, lake, and visitor center. Considering the current
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-150
North Shore Road Final Environmental Impact Statement

level of activity in ihis area and associated background soundscape, the change in sound levels associated
with the Northern Shore Corridor would be moderate. Overall impacts to the AT are summarized within
Visitor Use and Experience in Section 4.2.5.2.4. As detailed in the introduction to Section 4.3.5.2, major,
adverse soundscape impacts would be associated with construction for the Northern Shore Corridor, but
would not be expected to occur along the entire length of the project concurrently. Impacts to the AT would
be greatest during construction of the western portions of the Northern Shore Corridor in the vicinity of
Fontana Dam.
4.3.5.3 Mitigation
When traffic noise and soundscape impacts are predicted, examination and evaluation of alternative noise
abatement measures for reducing or eliminating the noise and associated soundscape impacts must be
considered.
4.3.5.3.1 Roadway Alignment
Alignment selection involves the horizontal and vertical orientation of the roadway. The selection of
alternative alignments for nois�abatement purposes includes consideration for the balance between
soundscape impacts and other engineering parameters and environmental impacts. However, there are no
stationary receivers within the Park from which the roadway could be moved further away to lessen traffic
noise and soundscape impacts. Therefore, changing the roadway alignment would not reduce impacts
associated with the alternatives.
4.3.5.32 Traffic System Management Measures
Traffic management measures that limit vehicle type, speed, volume, and time of operation are often
effective nois�abatement measures. Commercial truck traffic is prohibited within GSMNP. Also, the two
roadway types being considered have low operating speeds and low traffic volumes. The Primitive Park
Road has a] 5 mph (25 kph) speed limit while the Principal Park Road has a 30 mph (50 kph) speed limit.
These factors have been included in the noise analysis and are reflected in the results shown in Table 4-16.
4.3.5.3.3 Noise Barriers
Noise barriers reduce sound levels by blocking the sound path between a noise-sensitive area and a roadway.
In that there are no stationary receivers and the Park as a whole is a noise-sensitive area, barriers would not
be an effective solution to reduce sound levels.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-151
North Shore Road Final Environmental Impact Statement

4.3.5.3.4 Enhanced Public Relations and Communication
Due to the importance and preservation commitment regarding natural soundscapes, any construction plans
for the project would include methods for reducing construction noise and soundscape impacts as much as
practical to keep sound levels to a minimum. One method to reduce impacts would be to implement a Public
Outreach Program informing gateway communities and Park visitors of construction activities and schedules
and soliciting public comments throughout the construction period. Another method would be to specify
newer and quieter types of equipment that have such features as low-noise mufflers and/or rubber tires
instead of inetal tracks. Portable noise barriers could also be considered for use around noisy pieces of
stationary equipment.
4.3.5.4 Impairment Evaluation
Impairment (as defined by NPS policy) to the eXisting soundscape of GSMNP and the AT would not occur
under the No-Action Alternative, Monetary Settlement Alternative, Laurel Branch Picnic Area, and the
Partial-Build Alternative to Bushnell. The Northern Shore Corridor is not likely to impair the existing
soundscapes of GSMNP or the AT based on the information obtained to date. Due to the magnitude of this
alternative, it is likely that additional NEPA documentation would be required to address sit�specific
impacts not currently known, to determine detailed avoidance, minimization, and mitigation measures as
they relate to final design, and to r�evaluate the impairment determination related to the existing
soundscapes.
4.4 Impacts to the Natural Environment
4.4.1 Wetlands
In compliance with Executive Order 11990 and Directar's Order #77-1, a Statement of Findings for wetlands
would be developed and released for public review if a partial-build or build alternative was selected for
implementation. A Statement of Findings explains why an alternative with wetland impacts was identified
as the preferred alternative, and includes such inforrnation as tbe delineated wetland mapping, a description
of the wetlands, disclosure of the adverse impacts, minimization efforts, and proposed compensation. For
any study alternative that impacts wetlands, more detailed design and additional field surveys may be
required before a Statement of Findings is developed.
4.4.1.1 Methodology for Assessing the Wetland Impacts
Wetlands, both jurisdictional wetland and special aquatic habitats, were evaluated to determine impacts.
Details regarding wetland types and classifications are discussed in Section 3.4.1, Appendix M, and
Attachment M-3 and approximate wetland locations are depicted in Figure 3-5. Wetland impact analysis
utilizes the wetland acreage expected to be lost or altered as a result of the new location of a road or
recreational facilities or disturbance during construction. ArcGIS software was used to determine the
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-152
North Shore Road Final Environmental Impact Statement