Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
5.
PROJECT ALTERNATIVES
5.1
Introduction
PART 1
NEPA
Environmental Assessment
Terminology: The existing interchange is a complex system of roads and ramps. Readers
are encouraged to first read Section 4.3 for a detailed description of the existing
interchange and roadway system. In Section 4.3, photos, figures, and text explain the
roadways, bridges, and ramp system, as well as roadway and ramp nomenclature. An
understanding of the existing interchange will help in understanding the alternatives
discussed in this Section 5. The terms at-grade and grade-separated are explained in
Section 1.1. The term at-grade is used for the At-Grade (Preferred) alternative because it
will replace a two-level elevated structure with a single roadway which directly intersects
with other area roads. Ramp connections to I-195 will remain.
This section describes the No Build and three Build alternatives:
•
•
•
•
No Build
At-Grade Interchange (Preferred) alternative
Two-Way Single-Level Viaduct Interchange (Replacement) alternative
Rehabilitation of the Existing Two-Level Viaduct Interchange (Repair) alternative
These alternatives resulted from an extensive alternatives analysis process. As discussed
in the project history in Section 1.3, the independent Value Engineering Study (VE
Study, URS) completed in 2009 recommended modifying the scope of the planned
rehabilitation work and suggested alternatives that would remove the viaduct and replace
it with a roadway that would be combined with the existing at-grade Route 138/Davol
Street as more cost effective.
The VE study was followed by the Route 79 and Ramps Improvement Study (Jacobs,
2009) which evaluated the recommendations of the VE study at a conceptual level and
concluded that alternatives to remove the viaduct were viable and had merit. MassDOT
imitated a more detailed study of alternatives that included the input of stakeholders in
Fall River and the region. The alternatives development process is summarized below.
Background documents and studies are provided in Traffic Appendix 1, and on the
MassDOT project website.
Pursuant to the federal Interstate Access Policy, an Interchange Modification Report
(IMR) was submitted to FHWA which presented analysis of the alternatives in terms of
impacts on the structural and operational integrity of the interstate roadway system, in
this case Interstate-195. In a letter dated February 29, 2012, FHWA made an affirmative
determination of the engineering and operational acceptability of the At-Grade
(Preferred) alternative. The letter is included in Appendix 1, Traffic. In the IMR, and the
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Project Alternatives
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Route 79/I-195
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Fall River, MA
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Traffic Study, the alternatives are numbered differently than they are in the EA/ENF
document. The nomenclature used in the EA/ENF evolved during the alternatives
analysis process and was selected for simplicity and clarity in this document. The chart in
Section 1.8 compares the nomenclature for the alternatives in the EA/ENF and other
traffic studies.
5.2
Alternatives Development
The extensive process of developing alternatives to evaluate in the EA/ENF consisted of
the following four steps:
Step 1: Review Previous Studies
These previous studies included MassDOT’s Value Engineering Study (URS
Corporation, 2009), the follow-up Route 79 and Ramps Improvement Study (Jacobs,
2009), the city-sponsored Route 79/Davol Street Transportation Study (2008, VHB), the
city’s Master Plan, and the city-sponsored Fall River Energy Enterprise (FREE) Initiative
(2009).
Step 2: Form a Project Task Force
MassDOT initiated early public outreach with residents, business owners, local
governments, regional agencies and officials, permitting agencies and other stakeholders.
A Task Force (discussed further in Section 11.1) was convened to help develop and
refine the range of alternatives and to solicit public input on the project. Meetings were
open to the public and the Task Force met nine times from January 2010 through January
2011. More than 15 conceptual alternatives were developed, evaluated, and discussed at
these Task Force Meetings. A tenth meeting was held on November 16, 2011 to update
the Task Force prior to distribution of the EA/ENF.
Step 3: Develop Goals to Screen the Initial Conceptual Alternatives
Goals were developed as part of the early action of the Task Force. The compatibility of
the project to other planned projects in the area was considered, including the City of Fall
River’s Route 79 project north of the interchange which is independent of MassDOT’s
Interchange Reconstruction Project, the Fall River Energy Enterprise (FREE) Initiative
concept to restore portions of the Quequechan River to an open water flow, and the
planned South Coast Rail Project.
A screening exercise of initial concept alternatives was done in order to identify
alternatives for further study. Concept alternatives that would result in a degradation of
vehicle levels of service or required extensive adverse land takings were dismissed. Any
alternative carried forward for additional consideration was required to meet the
following criteria:
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Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
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Environmental Assessment
9 Maintain adequate vehicle level of service (LOS D or better) on I-195 and other
roadways,
9 Preserve and enhance protected parkland and historic structures,
9 Improve pedestrian/bike circulation and local vehicular access,
9 Improve access to the waterfront.
Step 4: Develop Conceptual Alternatives
In addition to the original alternative that would have rehabilitated the existing viaduct,
over 15 conceptual designs were developed and presented to the Task Force to ensure
that a full range of alternatives was evaluated.
Several alternatives included variations of a diamond interchange with signals or
roundabouts as well as a concept that incorporated collector-distributor roads. A diamond
interchange facilitates movements to and from a freeway to a local arterial via two
intersections. These alternatives were developed to see if it would be feasible to remove
ramps and make some of the roadway right-of-way available for elements of the FREE
Initiative or other potential gateway projects. For these options, the existing ramps would
be eliminated and new loop ramps to connect to I-195 would be constructed west of
Route 79. The diamond interchange concept would require extensive land takings, would
impact historic and parkland resources, and would result in adverse impacts to the I-195
interchange traffic operations. The ramp design for this concept would also negatively
impact access from Route 79 to the waterfront, as well as industrial, commercial, and
cultural properties in the area. This group of alternatives was recommended for
elimination by the Task Force.
A design concept that would have constructed a new viaduct with fewer structures but
would have maintained the existing configuration of the interchange was evaluated and
resulted in the Two-Way Single-Level viaduct alternative described in Section 5.5. The
rehabilitation of the existing two-level viaduct was included as an alternative as discussed
in Section 5.6. The No Build alternative has also been analyzed, as discussed in Section
5.3.
Several at-grade concepts were evaluated. At the conclusion of the Task Force process,
the at-grade alternative concept was favored over a viaduct concept. Two of the
alternative at-grade designs were evaluated further to see if features of both could be
combined into one at-grade alternative that would be acceptable to FHWA and carried
forward for the EA/ENF environmental document. The primary difference between the
two options (referred to as Alternatives 1 and 3 in the Traffic Study provided in the
Appendix) was that Alternative 3 had a new roadway connection between Route 79 and
Milliken Boulevard, and the other did not. Alternative 1 maintained the ramp connection
from I-195 EB to Milliken but the ramp went under Ramp C and E to provide for better
vertical roadway gradients. Features of alternatives 1 and 3 were combined into several
design refinements made to the proposed intersections along the Route 79 within the
project area to maximize the efficiency of the operation of the traffic signal system
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Fall River, MA
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including additional lanes, designation of one-way streets and evaluation of alternative
signalization schemes.
The At-Grade alternative has been identified as the preferred alternative in this document.
This alternative addresses the Purpose and Need for the project (discussed in Section 2),
as well as other criteria considered during the evaluation. The At-Grade (Preferred)
alternative is one of three alternatives (the 2 other options being the Rehabilitation and
the Two-Way Single-Level Viaduct alternatives) found acceptable in the Interchange
Modification Report (IMR) for engineering and operations. The Traffic Study, provided
in the Appendix, includes an explanation of the analysis and refinements to the at-grade
alternative that resulted in the At-Grade (Preferred) alternative.
A description of the extensive year-long Project Task Force alternatives development and
evaluation process is included in the Route 79/I-195 Interchange Traffic Study, July
2011, provided in Appendix 1. A description of the alternatives presented in the EA/ENF,
and identification of the At-Grade (Preferred) alternative, is provided below.
5.3
No Build
The No Build alternative would continue with emergency repairs to the existing
structurally deficient bridges currently underway, resulting in no change from the current
repair program. A long-term solution to replace or rehabilitate the structures would still
be needed.
The No Build alternative has been evaluated in terms of the project purpose and need,
and project goals. This alternative would not meet the project’s purpose and need since it
would not address
• the need to rehabilitate or replace the structurally deficient structures;
• the need to reduce life-cycle costs and would require costly and continuing repair
to the structures and ramp closures; and
• the need to improve substandard roadway geometry.
Additionally, the No Build alternative would not address the following project goals:
• would not meet the goal to improve connections because Route 79 would
continue to not interface with local streets. The No Build alternative would not
eliminate the awkward U-turn from Route 79 SB to I-195 (discussed in Section
4.3.6). Traffic volumes on Davol Street would be considerably lower than with
the At-Grade (Preferred) alternative because regional (Route 79) traffic would be
on the viaduct; therefore, the quality of service for pedestrians and cyclists would
be better than with the At-grade (Preferred) alternative. This alternative would not
include the shared use path and would not increase opportunities for pedestrians
and cyclists to connect to existing path/boardwalk facilities;
• would not meet the funding goals of the Accelerated Bridge Program;
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Interchange Reconstruction Project
Fall River, MA
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• would not meet the goal to improve project area aesthetics. The existing viaduct
would remain a negative visual element;
• would not meet the goal to minimize impacts to historic and cultural resources
because the viaduct would remain a prominent feature adjacent to the National
Register-listed buildings; and
• would not meet the goal to be compatible with the city’s goals of improving
access to the waterfront and improving the appearance of the interchange.
5.4
At-Grade (Preferred) Alternative
The term at-grade is used for the At-Grade (Preferred) alternative because it will replace
the two-level elevated Route 79 structure with a single roadway which directly intersects
with other area roads. Ramp connections to I-195 will remain.
The At-Grade alternative is shown in Figures 5-1, 5-2, 5-3, and 5-4 and described in
further detail in Section 3. It includes the following elements:
• The existing two-level Route 79 viaduct will be completely removed and Route
79 combined with Davol Street within the project area. A new four-lane roadway
(two through lanes in each direction) will be constructed that will connect with
local roads at three new signalized at-grade intersections and the ramps to I-195;
• Signals will be provided at the following new intersections with Route 79/Davol
Street: Central Street (identified as Intersection #3 on Figure 5-1), Anawan
Street/Pocasset Street (identified as Intersection #2 on Figure 5-1), and the
proposed Water Street Connector (identified as Intersection #1 on Figure 5-1).
Signals are also proposed at the intersection of the proposed Milliken Connector
with Milliken Boulevard (#5) and at the proposed Milliken Connector with Ramp
C (#4);
• The Water Street Connector will be constructed to improve access to and from the
waterfront. The new connector will intersect with the new at-grade Route 79.
• Ramp connections will be reconfigured. Table 3-1, in Section 3, provides more
information on the proposed ramps;
• The Anawan Street Bridge will be reconstructed and will provide increased
vertical clearance for rail freight and the proposed South Coast Rail project.
• Pedestrian and bicycle accommodations will include a new shared use path,
improved sidewalks and pedestrian crosswalks, and pedestrian phases on the
signals;
• Traffic operations improvements to the Broadway/Columbia Street intersection,
south of the interchange project limits, and signal improvements for Milliken
Boulevard at Central Street/Durfee Street are proposed;
• Existing Connector Street, between Pocasset Street and Milliken Boulevard, will
be realigned to allow two-way traffic flow. This will involve a slight realignment
of the intersection openings of this local roadway to facilitate two-way traffic
flow. Connector Street will provide access to Milliken Boulevard from I-195 EB
via Pocasset Street; and
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Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
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Environmental Assessment
• Three local streets will be modified to work with the new Route 79 configuration.
Canal Street will no longer intersect with Broadway Extension but will be
continued onto Spring Street. Harbor Terrace will be made one-way northbound
from Central Street. Anawan Street will become one-way eastbound.
The At-Grade (Preferred) alternative has been evaluated in terms of the project purpose
and need, and project goals. This alternative meets the project’s purpose and need in that
it would address
• the need to rehabilitate or repair structurally deficient structures;
• the need to reduce life-cycle costs. The At-Grade alternative would have the least
number of structures in the future and the lowest long-term maintenance life-cycle
costs; and
• the need to improve substandard roadway geometry.
Additionally, the At-Grade (Preferred) alternative would address the following project
goals:
• would meet the goal to improve connections to and from Route 79 to local streets
and I-195; would eliminate the awkward U-turn from Route 79 SB to I-195; and
would improve conditions for pedestrians and cyclists by adding designated
facilities and upgraded street crossings;
• would meet the funding goals of the Accelerated Bridge Program;
• would meet the goal to improve project area aesthetics by removing the visual
impact caused by the existing viaduct;
• would meet the goal to minimize impacts to historic and cultural resources
because the Route 79 viaduct would be removed from the Historic District and
would no longer be a prominent visual element adjacent to National Registerlisted buildings;
• would meet the goal to be compatible with the city’s plan to revitalize the
waterfront. This alternative would improve local roadway access to the CBD and
waterfront; and
• would also be compatible with the city’s Master Plan that promotes area projects
proposed by others such as a Route 79 boulevard north of the interchange project
area and the proposed South Coast Rail project.
MassDOT has selected the At-Grade alternative as the preferred alternative.
5.5
Two-Way Single-Level Viaduct Alternative
The Two-Way Single-Level Viaduct alternative would replace the existing two-level
Route 79 viaduct with a new single-level viaduct, carrying two lanes in each direction.
Route 79 would remain grade-separated from local streets as it is today, but on one, less
visually intrusive viaduct instead of two.
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Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
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Environmental Assessment
The Two-Way Single-Level Viaduct alternative is shown in Figures 5-5 and 5-6. It
includes the following elements:
• The two-level Route 79 northbound and southbound viaduct would be removed
and replaced with a new single-level viaduct, carrying two lanes in each direction.
This would eliminate one level of viaduct and maintain similar grade-separated
interchange movements as existing conditions;
• A new ramp diverging from Ramp A would serve local street movements near the
waterfront at Davol Street. The new ramp would accommodate a portion of trips
currently using Ramp Y (at Milliken Boulevard) to access the CBD and the
waterfront;
• A new ramp would be provided from Route 79 SB to Davol Street SB,
approximately 0.8 miles north of Central Street. The connection would improve
accessibility and connectivity to the CBD and the waterfront from the north. The
desirable local connection from I-195 EB to the waterfront would still be missing;
• Ramp F (I-195 WB off-ramp to Route 79 southbound) would be removed and
replaced with a new ramp connection to Central Street. This would eliminate the
weave onto Route 79 southbound and Broadway Extension;
• New Ramp to I-195 to replace Ramp D;
• The Canal Street connection to Broadway Extension/Davol Street would be
closed; and
• The intersections of Davol Street with Anawan Street/Pocasset Street and Central
Street would be signalized.
The Two-Way Single-Level Viaduct alternative has been evaluated in terms of the
project purpose and need and project goals. This alternative:
• meets the project’s need to rehabilitate or replace the structurally deficient
structures and
• meets the project’s need to reduce life-cycle costs; however, this alternative
would have more structures and higher maintenance costs over time compared to
the At-Grade (Preferred) alternative.
The Two-Way Single-Level Viaduct alternative does not meet the project’s need to
improve substandard roadway geometry. Although this alternative eliminates the short
weave sections found in the No Build alternative, it would introduce a negative geometric
design feature with the tight radius required on the curve formed between the transition
from Route 79 to I-195 ramps to avoid impacts to the historic mill buildings.
Additionally, the Two-Way Single-Level Viaduct alternative would partially address the
following project goals to
• meet the funding goals of the Accelerated Bridge Program;
• improve project area aesthetics to some extent by replacing the existing two-level
viaduct with a single-level structure with cleaner lines and fewer supports;
• minimize impacts to historic and cultural resources. However, this alternative
would leave an elevated highway structure adjacent to National Register-listed
mill buildings and Heritage Park; and
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Fall River, MA
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• be compatible with the city’s plan to revitalize the waterfront. The visual
appearance of the interchange would improve with a new, single-level viaduct,
but the views of and access to the waterfront would be minimally improved.
The Two-Way Single-Level Viaduct alternative on the other hand would not meet the
goal to improve connections because Route 79 would continue to not interface with local
streets. This alternative would not eliminate the awkward U-turn from Route 79 SB to I­
195 (discussed in Section 4.3.6). Traffic volumes on Davol Street would be considerably
lower than with the At-Grade (Preferred) alternative because regional (Route 79) traffic
would be on the viaduct; therefore, the quality of service for pedestrians and cyclists
would be better than with the At-grade (Preferred) alternative. This alternative would not
include the shared use path and would not increase opportunities for pedestrians and
cyclists to connect to existing path/boardwalk facilities.
Therefore, the Two-Way Single-Level Viaduct alternative was not selected.
5.6
Rehabilitation of the Existing Two-Level Viaduct Alternative
The Rehabilitation alternative would reconstruct all elevated structures. It is shown in
Figures 5-7 and 5-8 and includes the following elements:
• Improvements would include new high-performance concrete decks, steel
stringers, bearings, and deck joints. The existing lead-painted steel superstructure
would be removed and replaced with a new steel superstructure painted with a
modern coating system. Substructure improvements would include repairs and/or
replacement of concrete piers and abutments. Existing steel piers would be
rehabilitated including cleaning and painting;
• A new ramp would be provided from Route 79 SB to Davol Street SB,
approximately 0.8 miles north of Central Street. The connection would improve
accessibility and connectivity to the CBD and the waterfront from the north; and
• New traffic signals on Davol Street at Anawan Street/Pocasset Street and Central
Street would be installed.
The Rehabilitation alternative has been evaluated in terms of the project purpose and
need and project goals. This alternative would partially meet the purpose of the project
but address only one of the project needs.
• It would address the need to rehabilitate or replace the structurally deficient
structures.
• It would not address the need to reduce life-cycle costs. Over the long term, this
alternative has the most structures and would have the highest maintenance cost.
• It would not address the need to improve substandard roadway geometry.
Additionally, the Rehabilitation alternative would meet the funding goals of the
Accelerated Bridge Program, but it would not meet the goal to improve connections
because Route 79 would continue to not interface with local streets. This alternative
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Interchange Reconstruction Project
Fall River, MA
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would not eliminate the awkward U-turn from Route 79 SB to I-195 (discussed in Section
4.3.6). Traffic volumes on Davol Street would be considerably lower than with the AtGrade (Preferred) alternative because regional (Route 79) traffic would be on the viaduct;
therefore, the quality of service for pedestrians and cyclists would be better than with the
At-grade (Preferred) alternative. This alternative would not include the shared use path
and would not increase opportunities for pedestrians and cyclists to connect to existing
path/boardwalk facilities
This alternative would not meet the goal to improve project area aesthetics by removing
the visual impact caused by the existing viaduct and it would not meet the goal to
minimize impacts to historic and cultural resources. This alternative would leave the twolevel elevated highway structure adjacent to National Register historic mill buildings and
Heritage Park and it would not meet the goal to be compatible with the city’s plan to
revitalize the waterfront.
For these reasons, the Rehabilitation alternative was not selected.
5.7
Summary of Alternatives Comparison
Project Purpose and Need
The purpose of the project is to promote safety by addressing the structurally deficient
bridges that are part of the Route 79/I-195 Interchange and thereby reduce life-cycle
maintenance costs of the interchange structures.
The No Build alternative does not meet the project’s purpose and need. The No Build
alternative has not been selected because it would not rehabilitate structurally deficient
structures; would not improve safety; and would do nothing to reduce life-cycle costs.
The At-Grade (Preferred) alternative fully meets the project’s purpose and need. In
addition, the At-Grade (Preferred) alternative meets the need to reduce life-cycle costs to
a greater extent than the other alternatives and is the only alternative that meets the goal
to improve connections between I-195 and Route 79. MassDOT has selected the AtGrade alternative as the preferred alternative.
The Two-Way Single-Level Viaduct alternative mostly meets the project’s purpose and
need but, as discussed above, fails to meet the need to reduce life-cycle costs as much as
the At-Grade (Preferred) alternative and also introduces a negative geometric design
feature in order to avoid impacts to the historic mill buildings. Because of severe right-of­
way constraints, the design features a substandard radius proposed as part of the new
design of the viaduct connection from new Route 79 single-level viaduct to I-195 ramps.
The Two-Way Single-Level Viaduct alternative has not been selected for these reasons.
Rehabilitation of the existing two-level viaduct alternative meets the project’s purpose
and need in only one way—addressing the structurally deficient structures. For this
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reason, the Rehabilitation of the existing two-level viaduct alternative has not been
selected.
Project Goals
The goals of the project include: improve connections from I-195 and Route 79 and local
multi-modal connectivity; meet legislative funding requirements; improve project area
aesthetics; minimize impacts to historic and cultural resources; and be consistent with
local and regional plans.
The No Build alternative does not meet any of the goals of the project.
The At-Grade (Preferred) alternative meets all of the goals of the project.
The Two-Way Single-Level Viaduct alternative does not meet the goal to improve
connections from I-195 and Route 79, and does not improve system linkage by improving
conditions for cyclists and pedestrians.
The Rehabilitation of the Existing Two-Level Viaduct alternative meets only one of
the project goals, the legislative funding goal.
Table 5-1 provides a summary of the evaluation of the alternatives in terms of the project
purpose and need and project goals. Table 5-2 presents a summary comparison of the
environmental impacts for each alternative presented in the EA/ENF. Section 6 provides
a detailed discussion of the impacts.
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Table 5-1
Summary Comparison of Alternatives with the Project Purpose and Needs and Goals
No Build
Alternative
At-Grade
(Preferred)
Alternative
Two-Way
Single-Level
Viaduct
Alternative
Rehabilitation of
the Existing TwoLevel Viaduct
Alternative
X.
9
9
9
X
9 9
9
X
X
9
X
X
9
X
X
9
9
9
9 9
9
X
9 9
9
X
9 9
9
X
Purpose and Need
Address Structural
Deficiencies
Reduce Life-cycle
Costs
Address
Substandard
Geometry
Goals
Improve
Connections from
X
I-195 & Route 79
Meet Legislative
Funding
X
Requirements
Improve Project
X
Area Aesthetics
Minimize Impacts
to Historic and
X
Cultural Resources
Be Consistent
With Local and
X
Regional Plans
X does not meet need or goal
9 meets need or goal
99 meets need or goal to greater extent
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Table 5-2 Summary of Impacts of Alternatives
Impact Category
Transportation
Local Street Connectivity
Traffic Operations
Level of Service (LOS)
No-Build Alternative
No change in vehicular connectivity.
Ongoing repairs to infrastructure.
No change in operations. The
potential for delays resulting from
repairs and weight restrictions
remains.
No change.
Interchange Travel Times to
I-195
Bicycle/Pedestrian
No improvements.
Accommodations
Land Use/Natural Environment
Land Use
No change.
Land Takings
No takings.
Visual Environment
Table 1-2
Air Quality
No change in visual environment.
Elevated structure remains a visual
intrusion.
No impacts.
Noise
No impacts.
Wetlands
No impacts.
Floodplains
Wildlife / Fisheries
No impacts.
No impacts.
Stormwater
Continued discharge of minimally
treated stormwater to Quequechan
and Taunton Rivers.
No change.
At-Grade (Preferred) Alternative
Provides the most added vehicular connectivity.
Two-Way Single-Level Viaduct Alternative
Rehabilitate Existing Viaduct Alternative
Acceptable levels of service for all intersections, freeway
sections and ramp junctions.
Provides some added vehicular connectivity with new SB offramp to Davol Street SB.
Acceptable levels of service for most intersections, all freeway
sections and all ramp junctions.
Minor improvements in vehicular connectivity with new SB offramp to Davol Street SB. No improvements to infrastructure.
Unacceptable levels of service for some intersections, freeway
sections and ramp junctions.
Travel times increase for all movements to I-195 EB and WB for
Year 2030 PM peak hour.
Improvements consist of shared use path and new and/or
reconstructed sidewalks and pedestrian signals.
Travel times do not increase compared to No Build for Year 2030
PM peak hour.
Improvements consist of reconstruction of existing sidewalks
within the project area and pedestrian signals.
Travel times do not increase compared to No Build for Year 2030
PM peak hour.
Improvements consist of pedestrian signals and signalized crossings
at existing intersections that would be signalized.
Consistent with City’s zoning initiatives and Master Plan.
No relocations of any businesses or homes. Takings of two small
vacant/undeveloped parcels.
Provides substantial improvement with viaduct removed.
Inconsistent with City’s zoning initiatives and Master Plan.
Requires taking of either a portion of a private parking lot or
portion of historic mill building and relocation of businesses.
Provides some improvement with consolidation of two viaducts
into one and opportunity for aesthetic improvements to highway
structures.
No impacts. In conformance with SIP.
Short-term construction impacts.
No impacts. Minor increase in noise but does not reach what is
defined as a noise impact. Short term construction impacts.
Temporary impacts to Buffer Zone.
No change.
No takings.
No impacts. In conformance with SIP. Short-term construction
impacts.
No impacts. Minor increase in noise but does not reach what is
defined as a noise impact. Short term construction impacts.
Alteration of Buffer Zone and federal wetlands. Temporary work
in Land Under Water at Central Street Bridge.
No impacts.
Provides substantial improvements to water quality. No wildlife
impacts.
NEPA
New drainage system with retention basin and swales will meet
DEP requirements and improve water quality of stormwater
discharge to Quequechan and Taunton Rivers.
Supports Taunton River Stewardship Plan by supporting plans
that stimulate recreation, tourism, and local economic activity.
No change in visual environment. Elevated structure is repainted but
remains a visual intrusion.
No impacts. In conformance with SIP.
Short-term construction impacts.
No impacts.
Short term construction impacts.
No impacts.
Coastal Zone
Parkland
Oil and Hazardous Material
Cultural Resources (Historic
and Archaeological)
Socio-economic Environment
Regional Productivity
No change.
No impacts.
No impacts.
No impacts. Elevated structure
continues to blight historic district.
Opportunity to support CZM policies.
Temporary impact to Heritage State Park.
No adverse impacts with implementation of a management plan.
No Adverse Effect Concurrence October 24, 2011.
Notice of Project Change Concurrence April 10, 2012
No impacts.
Provides some improvements to water quality. No wildlife
impacts.
Some improvement to water quality of stormwater discharge with
deep sump catch basins to Quequechan and Taunton Rivers but
space would be limited for treatments such as detention basins.
Somewhat supports Taunton River Stewardship Plan by
supporting plans that stimulate recreation, tourism, and local
economic activity.
Limited opportunity to support CZM policies.
No impacts.
No adverse impacts with implementation of management plan.
May result in Adverse Effect if ramp impacts historic mill
building.
No Change.
Environmental Justice (EJ)
Populations
No change. Elevated structures
continue to blight neighborhood.
Access to waterfront and CBD
remains limited.
Ongoing emergency repairs. Current
2-year contract is for $10 million.
No measurable effect on regional productivity.
Compared to No Build, travel time for:
-Rte. 79 SB to CBD improves by 6.6 minutes
-Rte. 79 to I-195 EB and WB increases by 1.3 minutes
Improvements to visual environment, pedestrian and bicycle
access, and access to waterfront and CBD.
No measurable effect on regional productivity.
Compared to No Build, travel time for:
-Rte. 79 SB to CBD improves by 4.2 minutes
-Rte. 79 to I-195 EB and WB no change
Improvements to visual environment, pedestrian and bicycle
access, and access to waterfront and CBD.
No measurable effect on regional productivity.
Compared to No Build, travel time for:
-Rte. 79 SB to CBD improves by 5.4 minutes
-Rte. 79 to I-195 EB and WB no change
No disproportionate impacts. No change. Elevated structures
continue to blight neighborhood. Access to waterfront and CBD
remains limited.
$174 million.
$225 million.
$184 million.
Wild & Scenic Rivers
Total Project Cost (design,
ROW, construction)
No impacts.
Provides some improvements to water quality. No wildlife impacts.
Some improvement to water quality of stormwater discharge to
Quequechan and Taunton Rivers with deep sump catch basins.
No change. Would not support Taunton River Stewardship Plan.
No change.
No impacts.
No adverse impacts with implementation of management plan.
No impacts.
Existing elevated structure would remain within historic district.
___________________________________________________________
Project Alternatives
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
______________________________________________________________
Project Alternatives
5-13
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction
Project
Fall River, MA
At-Grade Alternative
Plan View
Figure 5-1
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
______________________________________________________________
Project Alternatives
5-15
Note: Looking Northbound
At-Grade Alternative Cross Section at Mill Buildings
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 5-2
Note: Looking Northbound
At-Grade Cross Section at Central Street
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 5-3
At-Grade Cross Section North of Central Street
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 5-4
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
______________________________________________________________
Project Alternatives
5-19
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction
Project
Fall River, MA
Two-Way Single-Level Viaduct
Alternative Plan
Figure 5-5
View
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
______________________________________________________________
Project Alternatives
5-21
Note: Looking Northbound
Two-Way Single-Level Viaduct Alternative Cross Section
at Mill Buildings
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 5-6
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
______________________________________________________________
Project Alternatives
5-23
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction
Project
Fall River, MA
Rehabilitation Alternative
Plan View
Figure 5-7
Route 79/I-195
Interchange Reconstruction Project
Fall River, MA
PART 1
NEPA
Environmental Assessment
______________________________________________________________
Project Alternatives
5-25
Note: Looking Northbound
Rehabilitation Alternative Cross Section at Mill Buildings
NOT TO SCALE
Route 79 / I-195 Interchange Reconstruction Project
Fall River, MA
Figure 5-8