Lower Cumberland and Tennessee Rivers, Kentucky Lock Addition, Final Environmental Impact Statement, Department of the Army, United States Army Corps of Engineers

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 [email protected]. 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

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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

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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]

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