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

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

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

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