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Environmental Impact Statement/Section 4(f) Evaluation: Ontonagon, Ontonagon County, MI

Note: EPA no longer updates this information, but it may be useful as a reference or resource.

 

Environmental Impact Statement/Section 4(f) Evaluation: 



[Federal Register: February 1, 1996 (Volume 61, Number 22)]
[Notices]               

[Page 3760-3761]

>From the Federal Register Online via GPO Access [wais.access.gpo.gov]







DEPARTMENT OF TRANSPORTATION

Federal Highway Administration

 


Environmental Impact Statement/Section 4(f) Evaluation: 
Ontonagon, Ontonagon County, MI



AGENCY: Federal Highway Administration (FHWA), DOT.



ACTION: Notice of intent.






SUMMARY: The FHWA is issuing this notice to advise the public that an 
Environmental Impact Statement/Section 4(f) Evaluation will be prepared 
for the proposed M-64 structure replacement over the Ontonagon River in 
Ontonagon, Ontonagon County, Michigan. Also being studied is the 
relocation of the M-64 alignment with up to 2.0 kilometers (1.3 miles) 
of new approach roadway.



FOR FURTHER INFORMATION CONTACT:

Mr. James A. Kirschensteiner, Program Operations Engineer, FHWA, 315 W. 
Allegan Street, Room 207, Lansing, Michigan, 48933, Telephone: (517) 
377-1880; or Mr. Ronald S. Kinney, Manager, Environmental Section, 
Bureau of Transportation Planning, Michigan Department of 
Transportation, P.O. Box 30050, Lansing, Michigan, 48909, Telephone: 
(517) 335-2621.



SUPPLEMENTARY INFORMATION: The FHWA, in cooperation with the Michigan 
Department of Transportation (MDOT), is preparing an Environmental 
Impact Statement (EIS) Section 4(f) Evaluation for the proposed 
replacement of the M-64 swing bridge over the Ontonagon River in 
Ontonagon, Ontonagon County, Michigan. The existing swing bridge built 
in 1939 is in need of major maintenance to the deck and piers. This 
structure has been determined to be of historical importance since it 
is the last swing bridge on the Michigan trunkline system. The swing 
bridge expands when open in hot weather and needs to be cooled down to 
close, thus creating motorist delays. The bridge provides a substandard 
opening for both navigation and water flow in the Ontonagon River. Low 
underclearance in combination with relatively close pier spacing and 
windrowed ice at the mouth of the river has also created ice jams on 
the upstream side of the bridge during the spring breakup. At various 
times this situation has caused flooding in downtown Ontonagon. There 
is also concern of a major ice blockage causing damage to the bridge 
resulting in a 130 kilometer (81 mile) detour over state highways.
    Alternatives include: (1) no action, (2) rehabilitate the existing 
swing structure, (3) construct new moveable bridge adjacent to existing 
structure (Alternative A), (4) Alternatives B, B-2, C, D, and E involve 
constructing a fixed structure on new alignment upstream of the marina. 
Traffic will be maintained on the existing structure while Alternatives 
A, B, C, D, or E structures are being built.
    Alternative A would involve constructing a bascule type lift bridge 
approximately 35 meters (115 feet) upstream of the existing structure. 
This alternative starts approximately 140 meters (460 feet) northeast 
of the railroad crossing on M-64, parallels the existing alignment for 
0.8 kilometer (0.5 mile), and ties into River Street 35 meters (115 
feet) southeast of the



[[Page 3761]]



existing M-64/River Street intersection. Two commercial displacements 
may occur with Alternative A.

    Alternative B starts approximately 250 meters (820 feet) southwest 
of the M-64/Superior Way intersection. The alignment then travels 
northeasterly to cross the Ontonagon River with a 220 meter (720 foot) 
fixed structure upstream of the marina and ties into River Street along 
Copper Street. The total length of this alternative is approximately 
1.6 kilometer (one mile) and may involve up to three commercial, two 
public, and three residential displacements.
    Alternative B-2 follows a similar alignment to Alternative B with 
the same starting point southwest of the M-64/Superior Way 
intersection. The alignment then shifts to the northeast crossing the 
river with a 193 meter (635 foot) fixed structure upstream of 
Alternative B and ties into River Street along Tin Street. Alternative 
B-2 is approximately 1.6 kilometer (one mile) long and may involve up 
to one commercial and five residential displacements. The alternative 
will require modifications to the M-38/US-45/River Street intersection, 
with US-45 being relocated 84 meters (275 feet) southeast of its 
current location to intersect M-38 at a right angle. Alternative B-2 
may displace five residential and one commercial units.
    Alternative C involves combining a new M-64 structure with a new 
railroad bridge using the same location for the piers and abutments for 
both the railroad and highway bridges. Alternative C starts southwest 
of the M-64/Superior Way intersection and crosses the river immediately 
upstream of the existing railroad structure. The combination fixed 
bridge would be approximately 430 meters (1410 feet) long. This 
alignment would intersect US-45 between Lead and Gold Streets and then 
intersect M-38 approximately 82 meters (270) southeast of Parker 
Avenue. This alternative may involve up two commercial and ten 
residential displacements.

    Alternative D starts southwest of the M-64/Superior Way 
intersection and crosses the river upstream of Alternative C. The fixed 
structure would be approximately 500 meters (1640 feet) long. 
Alternative D would be approximately 1.9 kilometers (1.2 miles) long. 
This alternative would intersect US-45 just south of Silver Street and 
continue east to tie into M-38 at Alsace Avenue. Alternative D may 
involve up to one commercial and eight residential displacements.
    Alternative E also starts southwest of the M-64/Superior Way 
intersection and runs easterly to tie into US-45 at Mercury Street and 
continues easterly along the north side of Mercury Street to intersect 
M-38. Alternative D is approximately 1.9 kilometers (1.2 miles) long 
with a 350 meter (1150 foot) long fixed structure that crosses the 
Ontonagon River upstream of Alternative D. This alternative may involve 
up to ten residential displacements.

    Early coordination with a number of federal, state, and local 
agencies has identified the more significant issues to be addressed in 
the EIS. A summary of the scoping process to date, identifying the 
alternatives being considered and the social, economic, and 
environmental issues involved, is being prepared. The scoping summary 
is expected to be available in February 1996 and will be made available 
to all interested agencies, organizations, and individuals on request.
    A public informational meeting was held on October 12, 1995, to 
provide the public an opportunity to discuss the proposed action. 
Additional public informational meetings are anticipated. Comments on 
the scoping summary and the issues identified are invited from all 
interested parties. Requests for a copy of the scoping summary or any 
comments submitted should be addressed to the above contact persons. 
Once comments are received on the scoping summary and all potential 
impacts and issues are determined, a Draft EIS will be prepared to 
address all aspects of the different alternatives. The Draft EIS is 
expected to be available in late 1996 and will be available for public 
and agency review.



    Issued on: January 24, 1996.

Norman Stoner,

Assistant Division Administrator, Lansing, Michigan.
[FR Doc. 96-2138 Filed 1-31-96; 8:45 am]
BILLING CODE 4910-22-M

 
 

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