[Federal Register Volume 64, Number 197 (Wednesday, October 13, 1999)]
[Notices]
[Pages 55518-55520]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-26694]


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TENNESSEE VALLEY AUTHORITY


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

AGENCY: Tennessee Valley Authority.

ACTION: Adoption of final environmental impact statement and issuance 
of Record of Decision.

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SUMMARY: In accordance with the Council on Environmental Quality's 
regulations (40 CFR parts 1500 to 1508) and the Tennessee Valley 
Authority's (TVA) procedures for implementing the National 
Environmental Policy Act (NEPA), TVA has decided to adopt the Final 
Environmental Impact Statement (FEIS) issued by the United States Army 
Corps of Engineers (USACE) in June 1992 and filed with the 
Environmental Protection Agency on September 9, 1992. The FEIS, 
entitled ``Lower Cumberland and Tennessee Rivers, Kentucky Lock 
Addition, Final Feasibility Study, Volume 1 Main Report and 
Environmental Impact Statement,'' addresses the construction and 
operation by the USACE of a new navigation lock at Kentucky Dam on the 
Tennessee River at River Mile 22.4. TVA was a cooperating agency in the 
preparation of the FEIS because it has responsibility for Kentucky Dam, 
including preserving the integrity of the dam and its appurtenant lock 
structures. TVA has independently reviewed the FEIS and finds that the 
statement adequately addresses the comments and suggestions made by TVA 
in its role as a cooperating agency. Further, TVA has decided to adopt 
USACE's preferred alternative, Alternative Plan A, identified in the 
FEIS.
    Alternative Plan A proposes the construction of a new 110-foot wide 
by 1200-foot long navigation lock chamber and related features at the 
existing Kentucky Lock and Dam to improve the capacity and efficiency 
of the Kentucky-Barkley navigation system. Even though some components 
of this plan are subject to modification that would require subsequent 
NEPA reviews tiered from the 1992 FEIS, TVA has decided to adopt the 
basic plan under Alternative A for the construction of a new navigation 
lock and to facilitate construction of those unmodified project 
components evaluated in the FEIS.

FOR FURTHER INFORMATION CONTACT: Linda B. Oxendine, Senior NEPA 
Specialist, Environmental Management, Tennessee Valley Authority, 400 
West Summit Hill Drive, Mailstop WT 8C, Knoxville, Tennessee 37902-
1499, telephone (423) 632-3440 or e-mail [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

[[Page 55519]]

the lower Cumberland and Tennessee River below Kentucky and Barkley 
dams, and traffic management giving priority to downbound tows at 
Barkley Lock and upbound tows at Kentucky Lock. The results of the 
study was the 1992 Final Feasibility Report and EIS which contained the 
recommendation to construct a new 110-foot wide by 1200-foot long lock 
at Kentucky Dam.
    On May 10, 1991, TVA and the USACE signed a Memorandum of Agreement 
defining the responsibilities of the agencies for implementing the 
Kentucky Lock Project. As specified in the agreement, USACE has 
responsibility to implement the Kentucky Lock Project, including all 
design and construction activities. TVA has responsibility to approve 
the final lock design and the modifications and/or relocations of 
several existing Kentucky Lock and Dam project features.
    As identified in the FEIS, features of the recommended plan 
include: Construction of a 110-foot wide by 1200-foot long lock chamber 
immediately landward of the existing Kentucky Lock, relocation of the 
Paducah-Louisville Railroad onto a new bridge over the Tennessee River 
0.3 miles downstream of Kentucky Dam, elevation of a portion of US 
Highway 62/641 crossing the dam, construction of highway access and 
bridge to the electrical switchyard, elevation of electrical 
transmission lines to provide safe clearance over the new lock, 
provision of a new lock operations building, and construction of other 
building and facilities to replace existing ones including Taylor 
campground, maintenance base for Kentucky Dam reservation, public 
safety service office facilities and firing range, visitor and 
fishermen access facilities along the left bank, and upgrading the boat 
launching ramps on the left bank below the dam. Although some of the 
project components in the 1992 FEIS are subject to modification during 
the design and engineering phase, many project features will remain as 
they were described in the FEIS. The basic concept of the recommended 
project plan and those unmodified project components are covered by 
this Record of Decision (ROD).
    Those project components subject to modification that are not 
covered by this ROD will be addressed in subsequent NEPA documents, 
tiered from the 1992 FEIS, that assess the environmental consequences 
that could result from the modifications. At present, those project 
components include revised locations for the US Highway 62/641 bridge; 
relocation of transmission structures; a bike/pedestrian bridge over 
the locks and walkway across the dam; and possible revisions to lock 
approach facilities, mooring cells, and a variety of visitor 
facilities.

Alternatives Considered

    In the 1992 FEIS, three alternative lock construction plans were 
analyzed in addition to the No Action Alternative. Under the No Action 
Alternative, normal operation and maintenance of the Kentucky-Barkley 
navigation system would continue through the 50-year planning period. 
Measures to rehabilitate, or replace in-kind, existing structures would 
be undertaken as needed to ensure navigability. In addition, certain 
nonstructural measures such as modification of hydropower discharges at 
Barkley Lock and Dam and use of helper boats would be used to increase 
system traffic capacity. Adoption of the No Action Alternative would 
result in continued and growing lines of traffic in sensitive near-
shore areas which support diverse mussel populations, some of which are 
federally listed threatened or endangered species.
    The three alternative lock construction plans included the 
recommended 110-foot by 1200-foot lock (Alternative Plan A), a 110-foot 
by 800-foot lock (Alternative Plan B), and a 110-foot by 600-foot lock 
(Alternative Plan C). Under each plan, the existing 110-foot by 600-
foot lock at Barkley would continue to operate as an auxiliary lock. 
All three plans would reduce lockage delays at Kentucky Dam; however, 
Alternative Plan A would reduce delays to a significantly greater 
degree than either alternative Plan B or Plan C. Each lock plan was 
found to be economically feasible and provide significant net benefits; 
although, Plan A resulted in greater net benefits and, therefore, was 
the National Economic Development (NED) plan. The environmentally 
preferred alternative is the one that fully meets the project 
objectives and needs while having the least adverse impacts upon 
ecological, cultural, and aesthetic resources. Because the three plans 
have essentially the same environmental impacts, no one alternative 
emerges as being the environmentally preferred alternative.

Basis for Decision

    Like the USACE, TVA has decided to adopt Alternative Plan A because 
it would maximize net economic benefits, was the NED plan, would 
significantly reduce delay times, and is preferred by the navigation 
industry. Environmental consequences of the selected plan are 
essentially the same as those of alternative Plans B and C; however, 
compared to B and C, Alternative Plan A would significantly reduce 
delay times and avoid traffic congestion in sensitive near-shore areas. 
Alternative Plan A would include environmental design and best 
management practices to protect and improve significant aquatic and 
terrestrial resources. In spite of the fact that some project 
components are being revised and will require subsequent NEPA reviews, 
TVA has decided to adopt the concept and basic components of 
Alternative Plan A. Adoption of Alternative Plan A at this time will 
facilitate detailed planning for the project and permit timely action 
on components already addressed in the 1992 FEIS.

Environmental Consequences and Mitigation

    During preparation of the 1992 FEIS, the potential impacts to 
aquatic resources and recreation fishing emerged as the primary 
environmental considerations. Populations of approximately 35 species 
of freshwater mussels, perhaps including as many as four federally-
listed endangered mussel species, are known to live in the Tennessee 
River downstream from Kentucky Dam. To protect this resource, the state 
of Kentucky has designated the Kentucky Dam tailwater between the dam 
at River Mile 22.4 and downstream to Cooper Creek at River Mile 17.8 as 
a mussel sanctuary. Twenty-three of these mussel species have been 
found in areas that would be directly affected by the project. Where 
project activities could result in the destruction of substantial 
mussel resources (e.g., dewatered areas, areas to be dredged, and 
bridge piers), mussels will be removed and relocated to other suitable 
habitats within the tailwater sanctuary.
    The Kentucky Dam tailwater is the most heavily fished river reach 
in the state of Kentucky. The fishery is a significant natural, 
recreational, and economic resource. The project will minimize impacts 
to the fishery resource and to those anglers who use it. During project 
construction, inconvenience to the fishing public will be minimized, 
and safety zones will be established around construction areas to 
preclude injury to the public. Loss of a boat launching facility on the 
right bank will be mitigated by major upgrades to the boat ramp on the 
left bank. When the project is completed, bank fishermen access on both 
banks will be improved.
    In addition to the above measures, other mitigation measures are 
defined in the USACE's 1992 Feasibility Report (pages 77 and 78). Those 
measures will

[[Page 55520]]

be implemented, as defined in the Feasibility Report or adjusted to 
accommodate modifications to project components, to mitigate the 
unavoidable environmental impacts of construction. Further, as stated 
in the USACE's ROD:

    Compliance with applicable environmental review and consultation 
requirements has been accomplished through the Corps feasibility 
study processes. The FEIS document consideration of and compliance 
with the Fish and Wildlife Coordination Act, Clean Water Act, Clean 
Air Act, Comprehensive Environmental Resources Compensation and 
Liability Act, Resource Conservation and Recovery Act, Toxic 
Substance Act, Endangered Species Act, Floodplain Management 
(Executive Order 11988), Protection of Wetlands (Executive Order 
11990), Intergovernmental Review of Federal Programs (Executive 
Order 12372), National Environmental Policy Act (NEPA), and National 
Historic Preservation Act. All practicable means to avoid or 
minimize environmental harm from the selected alternative have been 
adopted.

    Dated: September 30, 1999.
Kathryn J. Jackson,
Executive Vice President.
[FR Doc. 99-26694 Filed 10-12-99; 8:45 am]
BILLING CODE 8120-08-U