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Record of Decision for Facilities Development Necessary to Support the Homeporting of a Nimitz-Class Aircraft Carrier at the Naval Station, Mayport, Florida
Note: EPA no longer updates this information, but it may be useful as a reference or resource.
[Federal Register: August 25, 1997 (Volume 62, Number 164)]
[Notices]
[Page 44954-44956]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr25au97-65]
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DEPARTMENT OF DEFENSE
Department of the Navy
Record of Decision for Facilities Development Necessary to
Support the Homeporting of a Nimitz-Class Aircraft Carrier at the Naval
Station, Mayport, Florida
Pursuant to section 102(2)C of the National Environmental Policy
Act (NEPA) of 1969 and the Council on Environmental Quality regulations
implementing NEPA procedures (40 CFR parts 1500-1508), the Department
of the Navy announces its findings relative to the analysis of the
facilities development necessary to support the homeporting of a
Nimitz-class aircraft carrier at Naval Station (NAVSTA), Mayport,
Florida. This analysis was required by the National Defense
Authorization Act for Fiscal Year 1993, because under existing carrier
force structure plans, all conventional carriers (CVs) will be replaced
by nuclear-powered carriers (CVNs) at the end of the CVs service life.
NAVSTA Mayport, which has long been a homeport for conventional
aircraft carriers, is currently homeport to the USS Kennedy. The
analysis evaluates the potential environmental impacts associated with
development of facilities to support possible CVN Homeporting at NAVSTA
Mayport in the year 2010.
A notice of intent was published in the Federal Register on October
7, 1993, indicating that Navy would prepare a Programmatic
Environmental Impact Statement (PEIS) evaluating the Facilities
Development Necessary To Support Potential Aircraft Carrier Homeporting
at the Naval Station, Mayport, Florida. A public scoping meeting was
held October 26, 1993 in Neptune Beach, Florida to determine the scope
of significant issues to be examined in the Draft PEIS (DPEIS). The
DPEIS was filed with the U.S. Environmental Protection Agency (EPA) on
March 15, 1996 and was distributed to agencies and officials of
federal, state, and local governments, citizen's groups and
associations, media, public libraries, and interested parties for
review and comment. The notice of filing and notice of public
availability appeared in the Federal Register on March 22, 1996. The
period of public review and comment on the DPEIS was from March 22,
1996 through May 13, 1996. A public hearing was held on April 24, 1996
in Neptune Beach, Florida. Comments on the DPEIS were received in three
forms: (1) Letters, (2) written comments received at the public
hearing, and (3) oral statements made at the hearing. Comments included
concerns regarding wildlife impacts, dredging impacts, water quality,
and housing impacts. Those comments and Navy responses were
incorporated into the Final PEIS (FPEIS), which was filed with the EPA
on March 7, 1997, and distributed for public review. The Notice of
Filing appeared in the Federal Register on March 14, 1997. The period
of public review on the FPEIS ended on April 14, 1997.
The PEIS evaluated the reasonable alternatives to implementing CVN
homeporting at NAVSTA Mayport and the potential environmental impacts
of new construction, facilities modification, dredging, and operation
of a CVN at NAVSTA Mayport. In addition to the various alternatives
discussed in the PEIS, a ``No Action'' alternative was evaluated. In
the ``No Action'' alternative, NAVSTA Mayport would not be evaluated as
a second potential East Coast CVN Homeport, thus leaving all CVNs
homeported in Norfolk, Virginia. This alternative was dismissed because
it fails to meet the requirements of Pub. L. 102-484 which requires
Navy to prepare a plan which could develop NAVSTA Mayport as a Nimitz-
Class aircraft carrier homeport.
NAVSTA Mayport has two conventionally-powered aircraft carrier
berthing wharves, Wharf C-1 and Wharf C-2, neither of which are
currently able to accommodate CVN draft, electrical, and maintenance
requirements. Wharf C-1 was eliminated from further evaluation because
it provides no berthing or infrastructure advantage over Wharf C-2 and
because Wharf C-2 has better opportunities for providing security.
Three berthing alternatives were evaluated throughout the PEIS: Wharf
C-2, Wharf F (an industrial maintenance wharf), and a dual capability
concept where both Wharf C-2 and Wharf F are used. The dual capability
configuration was chosen as the preferred alternative because it offers
the most operational flexibility, allowing continued use of Wharf F as
an industrial rework facility, even when the carrier is in port.
New construction necessary to support the depot-level maintenance
requirements of a CVN homeported at NAVSTA Mayport would include a
depot-level maintenance facility (DMF). The DMF would comprise three
main components: Controlled Industrial Facility (CIF), Ship Maintenance
Facility (SMF), and Maintenance Support Facility (MSF). The DMF and its
surrounding areas would have to be capable of supporting a work force
of approximately 1,000 workers per day. This would include shipboard
workers, within the facility, and the project management team. The SMF
facility would house all non-controlled propulsion plant work, material
inspection and storage, and pure water production. Radiological work to
be performed at the DMF would occur in the CIF, while the MSF would
include the administrative functions.
Pierside improvements discussed in the PEIS would include required
modification to the two wharves considered for berthing of a CVN, Wharf
C-2 and Wharf F. Structural analysis of each wharf for the dredge depth
of 50 feet below Mean Lower Low Water (mllw), for the additional
loading introduced by a 100-ton mobile crane at the wharves, and for
more rigorous mooring standards were performed to assist in the wharf
improvements recommendations and the analysis results were summarized
in the PIES. Assessments of the existing infrastructure (utilities)
were also performed and the study results summarized in the PEIS.
[[Page 44955]]
The Jacksonville District U.S. Army Corps of Engineers (USACE)
completed a study in 1994 of dredged material disposal areas for the
Navy. The dredged material disposal alternatives considered for the
potential homeporting at NAVSTA Mayport included: (1) The Jacksonville
offshore dredged material disposal site (ODMDS), (2) diked upland
disposal, (3) beach nourishment, and (4) beneficial uses.
Sediment quality, sediment volume, and the practicality and
feasibility of disposal were considered during the evaluation of
dredged material disposal alternatives. The preferred alternative
method and site selected for the disposal of new work and maintenance
dredged material is the Jacksonville ODMDS. All other methods and sites
discussed in the USACE dredge study were dismissed as being too costly
or not feasible for the potential homeporting project. New work
dredging would utilize both hopper dredging and clam shell dredging
methods.
The ODMDS is located approximately five miles southeast of the
entrance marker for the Jacksonville Harbor Channel. An ODMDS Site
Management and Monitoring Plan (SMMP) prepared by EPA limits annual
dredged material disposal volumes to two million cubic yards (MCY).
Navy's plan to dispose of approximately 5.7 MCY in 18 months would
exceed this limitation. In order not to exceed the SMMP limits, the
Navy could extend the dredging work period to 36 months or more, or
should Navy wish to proceed with the 18 month disposal plan, the Navy
would have to conduct additional dispersion predictive model studies.
If the results of these model studies demonstrated that sufficient
dispersive characteristics could be achieved, the disposal volume
restriction on ODMDS could be waived or modified. Also, sediment
sampling and bioassay testing of dredged material is required by the
EPA prior to authorization of offshore disposal. Samples have been
taken from the Mayport turning basin and the entrance channel. The EPA
has reviewed the sediment and water quality analysis from these areas
and has concurred with the finding that the material is suitable for
ocean disposal in the Jacksonville ODMDS in accordance with the Marine
Protection Research and Sanctuaries Act. This concurrence is valid
through March 1999, contingent upon finalization of the SMMP,
therefore, if a future proposal is made to homeport a CVN at NAVSTA
Mayport, additional sediment characterization would be required.
Impacts from construction and operations of proposed facilities
were evaluated in the PEIS. Other impacts evaluated included those
associated with the increased CVN crew size and their dependents,
construction personnel, and maintenance facilities personnel. A summary
of the physical, biological, and socioeconomic impacts that would be
caused by the potential action follows.
The St. Johns River entrance channel, the entrance channel to
NAVSTA Mayport, and the turning basin would be dredged to 50 feet below
mllw, plus two-foot overdredge, to accommodate the water depth
requirements for a CVN. The total volume of the dredged material would
be approximately 5.7 MCY. Dredging and dredged material disposal
operations would temporarily cause turbidity in the water. Navy would
comply with the provisions of Section 10 of the Rivers and Harbors Act
of 1899, Section 103 of the Marine Protection, Research, and
Sanctuaries Act of 1972, and Section 404 of the Clean Water Act, by
obtaining all required permits from the USACE, the Florida Department
of Environmental Protection (FDEP), and the St. John's River Water
Management District.
Construction activities would disturb approximately 20 acres of
land, some of which have been previously disturbed. Potential short-
term erosion would be minimized by implementing erosion control
measures as required by the National Pollutant Discharge Elimination
System (NPDES) General Permit for Construction Activity. Since more
than five acres would be disturbed for the construction, a Notice of
Intent (NOI) would be submitted to EPA, Region IV should a future
proposal be made. The NOI would describe preparation and implementation
of a Storm Water Prevention Plan. Accidental spills of hazardous
materials during construction and operation of facilities would be
contained, and remediated, following existing Navy contingency plans.
These measures and plans would also protect water resources in the
area.
Short-term impacts to local air quality would be expected from
operation of heavy construction equipment, including dredges. No
permanent deterioration of air quality would result from the associated
construction activities. Operation of the maintenance facilities would
produce welding fumes, cleaning solution fumes, and other emissions.
All sources would comply with the air regulations in the Florida
Administrative Codes. Emissions from dredging would possibly be above
de minimis levels for the ozone precursor nitrogen oxide
(NOX ) and a conformity determination would be prepared if
Duval County is still classified as a maintenance area should the
project be proposed. Further mitigative measures such as extending the
work period to reduce annual emissions could be required as a result of
the analysis. Maintenance facilities would produce emissions from paint
booths and solvents. Emissions controls will be used as required by the
FDEP permits. Construction and operation of facilities would generate
noise in the waterfront area. Noise levels would be similar to existing
levels in this industrial area.
Wastewater from the CVN and maintenance facilities would be
discharged to existing shore facilities. The NAVSTA Mayport wastewater
treatment plant has capacity for the anticipated slight increase in
volume and would treat the water to permit standards before discharge.
Industrial/bilgewater (including oily wastewater) production is less
for a CVN than a CV and would be pretreated at the oily wastewater
treatment plant.
Four acres of existing landscaped vegetation would be removed
during construction. Open areas of the sites would be revegetated
following construction. Dredging would affect aquatic species, causing
some to relocate temporarily. The feeding areas of some birds would be
temporarily disturbed.
Plankton and benthos in the turning basin would be temporarily
affected by wharf construction and dredging. Dredged material disposal
at the ODMDS would also temporarily affect biological communities.
These communities would recover shortly after the activities. It is not
anticipated that threatened and endangered species would be adversely
affected by construction, dredging, or facilities operations.
Particular attention will be paid during dredging to safeguard marine
mammals (e.g., manatees and right whales) by controlling timing and
speeds, and by employing lookouts for early detection.
Should Navy pursue future homeporting of a CVN at NAVSTA Mayport,
coordination would occur with U.S. Fish and Wildlife Service, National
Marine Fisheries Service, EPA, FDEP and other state regulatory agencies
to effect full compliance with the Marine Protection, Research, and
Sanctuaries Act, Endangered Species Act, and the Fish and Wildlife
Coordination Act.
In accordance with section 106 of The National Historic
Preservation Act, potential impacts to historic and archeological
resources have been
[[Page 44956]]
evaluated. No known archeological or historic architectural sites are
documented in the proposed construction or facility improvement areas.
No historic or archeological sites are expected to be encountered
during the dredging activity; however, should sites or artifacts be
encountered during dredging, the activities would cease and site
inspections would be performed. The State of Florida Historic
Preservation Officer has concurred with this analysis.
A CVN has a crew size of 3,217 persons which is 102 persons more
than that of a CV. The potential increase in personnel and dependents
from replacing an existing CV with a CVN would be approximately 217
persons. Most of the additional crew would live aboard the carrier. On-
base family housing resources are anticipated to remain at full
occupancy, and the additional personnel with families would probably
seek housing in residential areas near NAVSTA Mayport.
The maintenance facilities would employ approximately 1,000 workers
during a six month maintenance availability. These employees would live
in rental housing (apartments, hotels, motels, and other). This would
have a positive economic effect on the temporary housing market.
Most of the utilities requirements of the carrier can be supplied
by the existing infrastructure within the station. Additional
electrical substations and connections to wharf outlets would be
required. NAVSTA Mayport can supply the additional water supply
requirement of 32,000 gallons per day (GPD), and wastewater treatment
facilities have approximately 0.7 million gallons per day (MGD)
available capacity.
Approximately 15,000 pounds per year of hazardous waste would be
generated from CVN activities in port, approximately the same amount as
for a CV. The waste storage facility on base has adequate capacity to
store the waste. Construction of maintenance facilities located
southwest of Wharf F could impact a contaminated site [Solid Waste
Management Unit (SWMU #23)]. Should this occur, an additional
investigation and possible cleanup may be required.
A minor increase in vehicle trips would result from homeporting the
CVN, and these would be distributed throughout the area. Roadway
improvements to Mayport Road and Atlantic Boulevard proposed by the
Jacksonville Transportation Authority would improve levels of service
on area roadways. The proposed Wonderwood Expressway would also improve
access in the area of the Naval Station.
Pursuant to Executive Order 12898, Environmental Justice, potential
environmental and economic impacts on minority and low-income persons
and communities were assessed. No disproportionate concentrations of
minority or low-income populations were identified in the area of
impact of the potential facilities and operations. Additionally, Navy
has ensured that opportunities for community participation (including
minority and low-income persons and populations) in the NEPA process
have been provided.
The population increase associated with CVN homeporting would place
minor additional demands on housing and community services, such as
police, fire, recreation, and education. These effects would be a small
part of the total impact from projected population increases in the
Jacksonville area from other (non-Navy) causes.
The completion of this PEIS fulfills the Navy requirements to
analyze NAVSTA Mayport as a second East Coast homeport for a Nimitz-
Class aircraft carrier as required by Public Law 102-484. The analysis
presented in the PEIS and supporting studies indicate that NAVSTA
Mayport is a feasible homeport site should the Navy define such a need
in the future providing the identified construction, renovations, and
dredging can be accomplished.
Should the Navy decide to pursue facilities development necessary
to support a CVN at NAVSTA Mayport, additional NEPA analysis would be
conducted defining the action as then proposed. If the proposed
dredging would occur after March 1999, bioassay analysis will be
required for all new work dredged material. Also, should the Navy
exceed the OSMDS SMMP annual dredged material disposal limits of two
million cubic yards per year, dispersion modeling will need to be
performed to determine if the annual disposal volume limit on the OSMDS
site may be modified or waived. Finally, a conformity determination for
the ozone precursor NOX would be prepared if Duval County
were still classified as a maintenance area when the project was
proposed.
Questions regarding the Environmental Impact Statement prepared for
this action may be directed to Southern Division, Naval Facilities
Engineering Command, P.O. Box 190010, North Charleston, South Carolina
29419-9010 (Attn: Mr. Ronnie Lattimore, Code 064RL), telephone (803)
820-5888.
Dated: August 19, 1997.
Duncan Holaday,
Deputy Assistant Secretary of the Navy, (Installations and Facilities).
[FR Doc. 97-22492 Filed 8-22-97; 8:45 am]
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