Pulaski – Laurel County

I-66 from East of Somerset to I-75 South of London

 

Frequently Asked Questions

 

1.      Nationally, I-66 was determined to not be feasible. Why does Kentucky continue to pursue the project?

The 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) provided funding for an “I-66 Feasibility Study”, also referenced as the Transamerica Transportation Corridor (TTC). In 1994, this study was completed and did conclude that there was not “… a pressing need for a coast-to-coast TTC at this point in time.” However, the study did conclude that individual segments providing “linkage to the National Highway System and/or key elements of a state’s transportation system” may be economically feasible.  The May 1997 report “Southern Kentucky Corridor (I-66): Economic Justification and Financial Feasibility” found the project to be economically justified in Kentucky. The highest priority was shown to be the portion of the highway between Somerset to London, providing a link from the Daniel Boone Parkway to the Cumberland Parkway.

 

2.      Corridors, Bands and Alternates are discussed at various points. What are the differences?

During the early planning for this project, wide areas were reviewed that would traverse well to the north of KY 80; areas in the vicinity of KY 80 including shifting to the south of London; a middle area that would provide a more direct route from south of London to Somerset, and a southern area in the vicinity of KY 192, which would approach from the south of Somerset; and combinations of these. These wide areas are referred to as Corridors.

 

From these early studies, it was decided that the Corridor following KY 80 and shifting to the south between London and Corbin would be recommended for further studies. Within this basic Corridor, a number of smaller areas were examined for consideration. These smaller areas are referenced as Bands. Each band is still wide enough to permit a number of variations of roadways to avoid potential environmental, engineering, or right-of-way considerations. Each roadway variation is called an Alternate. Included in these alternates is an option for No-Build.

 

As the environmental process is completed, one alternate will be determined to the Preferred or Selected Alternate.

 

  1. Why is this roadway needed? Existing KY 80 serves the traffic just fine.

Major highway design projects utilize traffic projections based on predicted future population and economic growth and resulting expected vehicle usage. The traffic projections are generated for 20 years beyond an expected construction date; i.e. – 2030. In determining projects to advance, the Kentucky Transportation Cabinet examines these future needs. Vehicular growth, particularly truck traffic, will decrease the highway capacity and reduce the safety of driving KY 80. The greatest safety problem along KY 80 may be the number of at-grade intersections that exist along the route. As mainline and cross-road traffic grows, the potential conflicts inherently increase resulting in more right-angle crashes. The severity of these crashes on higher speed facilities is such that the likelihood of injuries or even fatalities is also increased.

 

An improved roadway system is also important to an economic stimulus for a region. Four-lane roads, particularly interstates, are one of the critical elements that industry leaders consider in the location of future facilities. The addition of industries to the area does increase the number of job opportunities and can likely generate higher paying positions, as well.

 

  1. Why not just reconstruct KY 80 for use as the interstate?

Several alternatives for using KY 80 from near KY 461 on the west end to near the Wal-Mart Distribution Center on the east end of KY 80 are under consideration for the design of I-66. An interstate facility requires that there be no direct access to the roadway other than from grade-separated interchanges. Directly utilizing KY 80 as the interstate will require existing homes, businesses, and smaller cross-roads to be served by a frontage road system that would also have to be constructed adjacent to the interstate. An alternative is to utilize all or part of KY 80 as the frontage road and parallel the new facility adjacent to it. Alternatives following KY 80 past the Wal-Mart distribution Center to I-75 at London would require the relocation of most of the businesses along the route and was determined to be cost prohibitive as well as causing disproportional economic impacts.

 

  1. Why not just follow KY 80 into London? Go north of London?

The Final Planning Study did examine these options. As stated in Question 4, an interstate facility requires that there be no direct access to the roadway other than from grade-separated interchanges. The eastern-most part of KY 80 has a large number of businesses in close proximity to existing KY 80. Utilizing existing KY 80 from I-75 through the Wal-Mart Distribution Center would require the construction of frontage road systems outside of the interstate corridor. This would result in the relocation of a large number of these businesses. The resultant economic impact and relocation cost makes this option cost-prohibitive.

 

Two Corridors, designated as N-2 and N-3, to the north of existing KY 80 were also examined during the initial planning stage. Both of these alternatives bordered the south end of Wood Creek Lake, which was considered to be a potential impact. The terrain in this area was also noted as more rugged, resulting in increased construction costs. These corridors would then cross I-75 to the north in close proximity to the existing KY 80 interchange. A large number of relocations would occur near this crossing, including identified disadvantaged populations.

 

  1. It appears that the KY 80 band would have a major impact on Shopville.  What are the alternatives?

Several bands are under consideration that would bypass Shopville to the south, including some that will still use existing KY 80 from east of Shopville. These bands minimize direct impacts to the community while preserving the existing conditions along KY 80 through Shopville.

 

  1. Are any of the other corridors that were in the original planning report still under consideration?

All corridors will be carried through the discussion in the project’s Environmental Impact Study. However, data contained  in the 2000 Planning Study supported further consideration and detailed study for corridors in proximity to KY 80 on the west end and shifting southward after crossing the Rockcastle River to a new interchange south of London.

 

  1. Why is there not more discussion of the “Do Nothing” or “No Build Alternate”?

The “Do Nothing” alternate , also referred to as the “alternative of no action” or “No Build” is included in any environmental study to identify those conditions that would exist if no physical or management changes were made. It assumes continued growth rates in traffic, congestion, crashes, land development, resource loss, etc. and continued zoning, maintenance, and management practices. The “Do Nothing” alternative serves as a baseline against which all alternatives are compared for analysis of their relative benefits, dis-benefits, and environmental consequences. Highway projects do sometimes have significant environmental impacts. Every reasonable effort is being made to identify, disclose and avoid or minimize adverse environmental impacts.  

 

  1. There are several references to the Citizen’s Committee. What is this Committee?

This committee is made up of 20 local individuals that were selected to represent the diversified issues on the project – community, business, environmental and aesthetics, and tourism and economic development. These individuals were selected from volunteers who requested the opportunity for representation on the committee. Input from the Committee has been sought throughout the Design and Environmental investigation process.

 

The Committee initially identified the bands to be studied and ultimately aided in the selection of alternatives within the identified bands. All source materials, including environmental studies and public comments and concerns received from several early public meetings, were brought to the committee for their consideration of the study areas. The source materials in combination with the member’s local knowledge provided them a solid background to make recommendations to the Kentucky Transportation Cabinet.

 

The Committee will continue to review all project data, including further public input from a future hearing, as the project progresses. Ultimately the Committee will make recommendations to the Kentucky Transportation Cabinet for acceptable alternates that may be considered as the “Preferred Alternate”.

 

  1. Several bands within the northern corridor are currently being studied. How will a preferred band be chosen?

See question 2 regarding the development of Corridors, Bands and Alternates.

 

All Bands were developed with input provided by the Citizen’s Committee addressing community, business, environmental and aesthetics, and tourism and economic development concerns, and in accordance with the geometric requirements for an interstate facility. The Committee’s input was based on both their knowledge of local issues and considerations and from the input of the public in the series of public meetings that have been held. Some bands were eliminated early in the process as not meeting the core values established by the Committee. Those remaining have had detailed environmental investigations. Some of these Bands may be dismissed from further consideration during the evaluation of all of the environmental work.

 

Alternatives were developed within these bands for the detailed study. The Citizen’s Committee will be provided all information for a recommendation of how to proceed before any final Band or Alternate is selected. The final decision of the selected alternate, which includes consideration of “No Build”, will be at the discretion of the Kentucky Department of Highways and the Federal Highway Administration.

 

  1. If we are going to have a new road, good access to the interstate is important. Where will new interchanges be provided?

New interchanges at KY 461, KY 80 near where the interstate would depart that route on the east end of the Rockcastle River, KY 192 and on I-75 will most certainly be included with the project. Other cross-roads will be examined during the design process to determine needs for additional interchanges.

 

  1. KY 192 is currently overloaded. What will be done to improve it?

As stated in question 11, an interchange will be constructed on KY 192. As part of the I-66 construction, some reconstruction of KY 192, particularly to provide appropriate turn lanes within the interchange, will be required. However, any major re-construction of KY 192 not directly involved with the interchange area will require that a separate construction project be funded.

 

  1. What will be done to improve other crossroads?

All crossroads will be examined to determine the degree of upgrading that might be required to facilitate the construction of the interstate. It is likely that some improvement, including appropriate turn lanes to accommodate the interchanges, will be included as part of the interstate construction. Roads without interchanges will be reconstructed only to accommodate any interstate construction. This project does not include the upgrading of the crossroads. Any desired work on these roads should be addressed through your legislators.

 

Depending on the Selected Alternative, work on KY 80 is anticipated. See question 4 for some details on this issue. Utilizing any part of KY 80 for the interstate will require major re-construction to get it to interstate standards. Various alternates also has one or more interchanges that will connect the interstate to KY 80. Most certainly interchanges will be provided near KY 461 and east of the Rockcastle River.

 

 

  1. This project is only one part of the total I-66 considerations for Kentucky. How can the project be approached as a segment within National Environmental Policy Act (NEPA) guidelines?

NEPA allows investigation of segments as long as logical termini can be identified. The Federal Highway Administration has determined that a logical termini for this section of I-66 exists between I-75 on the east and KY 80 on the west at its connection with the proposed Somerset Northern Bypass. This means that it is reasonable that this section can be constructed by itself and will provide a usable section of road, regardless whether any other section of I-66 is ever built.

 

  1. Why not use the funds for this project to improve other secondary and local roadways or transfer them to educational or health care needs?

Funds for transportation improvements are earmarked to be used only for roadway improvements. The President and Congress enact legislation for the specific focus area, which are not transferable to other areas except by Congressional action. Similarly, the funds established in the Transportation bill are specific to the types of roadways to which those funds can be applied. Funds established for the interstate system cannot be applied to the local road system. Nationally, this is done to guarantee a proper disbursement of the roadway funds to those facilities that have the greatest usage and in the national interest, while still permitting some latitude for local projects.

 

  1. What are the environmental impacts of the project?

A Draft Environmental Impact Statement (DEIS) is currently being prepared that will address all of the identified environmental concerns. Air, noise, terrestrial and aquatic, socioeconomic, historical, and archaeological issues are just a few of the examples of identified issues that will be addressed in the report. Obviously one of the major issues on this project is the effect on the Daniel Boone National Forest. The DEIS is expected to be completed in  2005. A Final Environmental Impact Statement would be expected in mid-2006.

 

  1. What are the effects on the sinkhole and cavern systems of the region? How will the new roadway affect the drinking water supplies?

The Kentucky Transportation Cabinet is conducting the most extensive investigations of karst terrain ever initiated by the Cabinet. A national consultant with specialized experience in this field was hired to investigate the identifiable cavern and sinkhole systems in the area. In addition, experts from the Kentucky Geological Survey at the University of Kentucky were also hired to provide dye tracings for the underground water supplies. More detailed geotechnical investigation will also occur in later design stages. All of this information will serve to provide a design that will avoid or minimize impacts to the karst system.  Systems that will capture critical spills in case of emergency situations and keep them from the underground water supply will be investigated as more detailed design occurs in the final design stages.

 

  1. Are you considering the family cemeteries that are sprinkled throughout the project?

A large number of our staff has walked every band to identify items that may be an environmental concern. During their field visits, they attempted to make contact with all involved property owners and sought their input towards any potential considerations, including location of cemeteries. We welcome anyone’s information regarding information regarding these locations. Old family cemeteries without headstones are particularly hard to discover without local knowledge.

 

KYTC has formed a Section 106 Consulting Parties Committee consisting of individuals with historic backgrounds or concerns and owners of properties with historic elements. These individuals have also helped to identify cemeteries.

 

The Kentucky Department of Highways does make every effort to miss cemeteries when they are identified. In such cases, that they cannot be missed, every effort is made to reach next-of-kin to arrange disinterment and re-burial.

 

  1. All bands cross the Daniel Boone National Forest. What is being done to minimize effects?

Several bands are being studied. Identified takings are being compared to determine which alternative will ultimately be selected. All efforts will be used to minimize the width of acquisition of acquired. Similarly we are working with staff from the US Forest Service to determine potential mitigations, such as wildlife crossings.

 

  1. What is the project schedule? Why can’t it be done quicker?

As mentioned above, an Environmental Impact Statement (EIS) is expected on this project in mid-2006. It is only after this document is completed that final design can begin. Funding for future phases will be determined after the EIS is finalized and a Record of Decision is signed the appropriate authorities.

 

Many of the environmental investigations are seasonally controlled and thus require extensive time to gain the required data. Preparation of the EIS, along with reviews and approvals from the state and federal government also are necessarily detailed and involved to assure that all areas are given proper consideration and are in compliance with current regulations and policies.

 

The future project phases for final design, right-of-way acquisition, utilities, and construction will not be identified until completion of the EIS. Funding requirements and availability will affect the schedule.

 

 

  1. When will you determine for sure what properties and buildings will be taken by the project?

The Preferred Alternate will be recommended with the Environmental Impact Statement (EIS). Major impacts, such as the required acquisition of full properties, will likely be known at this time. However, final interstate alignment details and the affect on crossroads that will tightly define right-of-way limits and determine actual right-of-way takings will not occur until final design is initiated after the EIS. It would be anticipated that right-of-way plans will not be available until 1 - 2 years after approval of the EIS, subject to available funding for the next phase.

 

  1. How will you deal with noise and light pollution effects?

Noise and light pollution studies will be undertaken as part of the final design of the project. Noise walls may be considered at subdivisions, other major residential locations, and special areas. Locations and types of lighting will be determined during the final design phase, but commitments to minimize glare on adjoining properties is part of the project.

 

  1. What are my rights if my property is impacted?

An appraiser is assigned to make a fair market value appraisal of each property’s value before and after the taking. The difference between these values is the amount of compensation to be offered for the property being acquired. Property owners that are required to relocate may receive special benefits including such things as moving expenses, mortgage interest differential and replacement housing payments.

 

In most cases, an agreement with the property owner is reached in early negotiation processes. If the property owner rejects the Cabinet’s offer, then a condemnation action will be filed in the County Circuit Court. In this case, the judge will appoint three commissioners to view the property and to independently establish a value for the property to be acquired. This becomes the Commissioner’s Award. Both the State and the property owner may still file exceptions to the Commissioner’s Award and can seek a jury trial.

 

If more detailed information is needed, the cabinet offers an informational booklet – “Answers to Questions about Right of Way Acquisition” to affected property owners. Contact the Transportation Cabinet as shown on this web page if you wish to receive one of the booklets. Also additional information is available on the Division of Right-of-Way’s web site at http://transportation.ky.gov/Row/home.htm .

 

  1. If my home is left near the road, how can I be assured that I will not experience construction damage and if I do, who is liable?

If you have any special concerns about construction activities, particularly blasting, please advise the Transportation Cabinet during the design process. Special notes may be provided to the contractor to make him aware of your specific concerns. Under normal circumstances, the contractor is liable for any of his work activities. The contractor does routinely take significant effort to assure that adjoining properties are unaffected by any construction activities.

 

  1. When will the public see more information?

A series of public meetings have previously been held as new information became available. The latest informational meeting was held in November 2004. More formal public hearings will likely be held sometime in early 2006 following approval of the Draft Environmental Impact Statement by the Federal Highway Administration. An actual Preferred Alternative is not likely to be selected until the approval of the Environmental Impact Statement in mid-2006.

 

Additional information will be updated on the I-66 Pulaski-Laurel web site (http://transportation.ky.gov/roadprojects/I-66/pulaski-laurel.html) . Copies of the Draft EIS and Final EIS will be placed on the web site when they become available. Copies will also be made available in local public libraries and the KYTC District Office.