ENVIRONMENTAL ASSESSMENT
17™ STREET EXTENSION
[GDOT PROJECT NH-7141-00 (900) P.I. NUMBER 714190]
and
ATLANTIC STEEL REDEVELOPMENT PROJECT
FULTON COUNTY, GEORGIA
LEAD AGENCY:
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
COOPERATING AGENCIES:
Federal Highway Administration
Federal Transit Administration
Georgia Department of Transportation
Georgia Regional Transportation Authority
Metropolitan Atlanta Rapid Transit Authority
Atlanta Regional Commission
City of Atlanta
August 2000
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ENVIRONMENTAL ASSESSMENT
17th street extension
[GDOT PROJECT NH-7141-00(900), P.I. NUMBER 714190]
and
ATLANTIC STEEL REDEVELOPMENT PROJECT
FULTON COUNTY, GEORGIA
LEAD AGENCY:
U.S. Environmental Protection Agency
FEDERAL COOPERATING AGENCIES:
U.S. Department of Transportation
Federal Highway Administration
and
U.S. Department of Transportation
Federal Transit Administration
APPROVAL FOR ADVANCEMENT TO AVAJLABILITY/PUBLICHEARING PHASE:
mL
DATE
DATE
%-x-oo
DATE
APPROVAL OF ENVIRONMENTAL ASSESSMENT
DATE JOHN H. HANKINSON, JR.
REGIONAL ADMINISTRATOR
ENVIRONMENTAL PROTECTION AGENCY
DATE LARRY R DREIHAUP, P.E.
DIVISION ADMINISTRATOR
FEDERAL HIGHWAY ADMINISTRATION
DATE JERRY FRANKLIN
REGIONAL ADMINISTRATOR
FEDERAL TRANSIT ADMINISTRATION
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EXECUTIVE SUMMARY
The U.S. Environmental Protection Agency (EPA), in cooperation with the Federal Highway
Administration, the Federal Transit Administration, Georgia Department of Transportation
(GDOT), Georgia Regional Transportation Authority (GRTA), Metropolitan Atlanta Rapid Transit
Authority (MARTA), Atlanta Regional Commission and the City of Atlanta, has prepared an
Environmental Assessment (EA) for the 17th Street Extension [GDOT Project NH-7141-00(900)]
and Atlantic Steel Redevelopment Project, Fulton County, Georgia. The EA is a summary of the
development of concept alternatives, design traffic studies, preliminary engineering analyses, and
environmental impact assessments, all of which have been completed with opportunities for public
comment and agency coordination.
Jacoby Atlantic Redevelopment, L.L.C. (JAR), a developer in the City of Atlanta, has
proposed the remediation and redevelopment of approximately 135 acres near Atlanta's central
business district. The property to be redeveloped is the site of the former steel mill owned by
Atlantic Steel Industries, Inc. The planned redevelopment is expected to include two million
square feet of general office space, one and a half million square feet of retail and entertainment
uses, two million square feet of high tech offices, 2,400 residential units, and 1,000 hotel rooms. In
addition to the site redevelopment, project plans include construction of a multi-modal (cars,
pedestrians, bicycles, transit) bridge and interchange at 17th Street that would cross Interstate 75/85
(1-75/85) and provide access to the site as well as a connection to Midtown Atlanta and the nearby
MARTA Arts Center Station. Roadway improvements would include extension of the existing 17th
Street from West Peachtree Street (U.S. 19/S.R. 9) in Midtown Atlanta, heading west on new
alignment over 1-75/85, through the development, and connecting with Northside Drive (U.S.
41/S.R. 3) at Bishop Street. The project also would include operation of a transit shuttle system
that would circulate between the MARTA Arts Center Station and the Atlantic Steel site.
The proposed 17th Street Extension and Atlantic Steel Redevelopment Project is composed of
several components. Specific alternatives, including the no action alternative, were developed to
address the different components and included: 1) alternate site locations for the development in
the Atlanta metropolitan region; 2) alternate site designs for the Atlantic Steel Redevelopment; 3)
alternate locations for the 17th Street Bridge placement; 4) Interstate access alternates; 5) alternate
intersection improvements; 6) high occupancy vehicle access alternates; and 7) alternate
connections to transit at the MARTA Arts Center Station. The alternatives were developed based
upon an in-depth evaluation of comments received throughout the planning and public involvement
process. After analysis of the individual alternative project components, an overall preferred
alternative was developed. The preferred alternative is reflective of issues raised by public and
agency personnel and has been designed to minimize adverse effects on potentially affected
resource categories, as well as health and safety concerns.
I \ATLSTEEL\REPORT\DRAFT£X-SUM DOC
EX-1
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The following is a summary of the environmental impacts, both beneficial and adverse, of the
17th Street Extension and Atlantic Steel Redevelopment Project:
Groundwater & Hazardous Materials
• The Georgia Department of Natural Resources (DNR) approved a remediation plan for the
Atlantic Steel site that requires a groundwater interception system to collect and contain
groundwater on-site. The intercepted groundwater would be monitored and treated, if
required, prior to discharge to the City of Atlanta sewer system.
• Future occupants and users of the redeveloped site would not be exposed to existing soils or
groundwater on-site. Redevelopment and construction would, by design, provide permanent
engineered barriers to exposure in the form of new structures, pavement, concrete and/or soil
cover.
• The City of Atlanta and Georgia DNR approved a conservation easement holding JAR
responsible for implementing the approved remediation plan. The easement has been
prepared in order to assure that the necessary engineering and institutional controls are
maintained in-perpetuity.
Water Quality & Wetlands
• The City of Atlanta has confirmed that the existing City of Atlanta sewer lines and treatment
facilities have adequate capacity to convey and treat the estimated wastewater flows from the
proposed development.
• The proposed project would comply with all federal, state, and local stormwater design
standards. The proposed development would be required to provide detention facilities to
reduce the peak runoff from the post-development condition to less than or equal to the pre-
development conditions. An additional stormwater detention capacity of approximately 20%
would be provided by JAR as part of its stormwater design to assist the City in the
management of flows to the Tanyard Creek Combined Sewer Overflow Treatment Facility.
• Remediation of the Atlantic Steel site would impact approximately 3.75 acres of wetlands.
Mitigation for these impacts would include off-site stream restoration in the City of
Atlanta/Fulton County. Off-site roadway improvements would not impact any wetlands.
Protected Species
• The proposed project would not affect any threatened or endangered species.
Transportation Features
• Traffic conditions in the design year for this project (Year 2025) on the majority of surface
roadways and intersections in the study area are predicted to stay the same or improve (i.e.,
traffic volumes are predicted to decrease and traffic is predicted to move more efficiently)
with the construction of the 17th Street Bridge and Extension, as compared to not
implementing the project. Traffic conditions on some roadways and intersections in the
study area are predicted to worsen with implementation of the project, as compared to the no
action alternative. These increases in traffic volumes and decreases in levels of service
I-\ATLSTEEL\REPORT\DRAFT\EX-SUM.DOC
EX-2
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would occur over an approximate twenty-year time frame and should not adversely affect the
overall traffic patterns in these areas.
• Several communities in the project area expressed concerns about the cumulative traffic
increases resulting not only from this project, but from other new development in the area
that is already occurring, or that would occur in the future. Based on these concerns, a
Memorandum of Understanding between EPA, GDOT, GRTA, the City of Atlanta, JAR, and
the affected communities is being developed that would establish conditions to be met and
procedures to be followed for continued study of traffic impacts to neighborhoods associated
with new development in Midtown Atlanta.
• The proposed project would provide new bicycle and pedestrian access throughout the study
area, including new sidewalks and bicycle lanes throughout the Atlantic Steel site and on the
17th Street Bridge.
Air Quality
• No significant short-term construction air quality impacts or long-term traffic-related air
quality impacts are anticipated. Redevelopment of the Atlantic Steel site will include a
monitoring program, consisting of site design criteria and transportation performance targets,
to ensure that the redevelopment is designed and built with elements that encourage
alternatives to single occupancy vehicle trips, and that the project would perform in ways to
lower vehicle miles traveled and associated emissions.
Noise
• No significant short-term construction noise and vibration impacts or long-term traffic noise
impacts are anticipated.
• To minimize construction noise impacts, construction equipment would be required to have
factory-installed mufflers or their equivalents in good working order during the life of the
construction contracts. Construction, where feasible, would take place primarily, during the
less noise sensitive daylight hours to avoid impacts during the hours associated with sleep
Cultural Resources
• The proposed project would not impact any known prehistoric or historic archeological
resources. The roadbed of Hemphill Avenue may contain buried trolley tracks, and the area
beneath or alongside Hemphill Avenue may contain original water pipes associated with the
National Register-listed Atlanta Waterworks Hemphill Avenue Station. During project
construction, it is recommended that a qualified archaeological consultant monitor any
construction and subsurface activities that are to occur along Northside Drive in the vicinity
of Hemphill Avenue.
• The Atlantic Steel site has been identified as eligible for listing in the National Register of
Historic Properties. Cleanup and redevelopment of the site would have an adverse effect on
this resource. Mitigation for impacts to this resource includes: 1) development of large-
format black-and-white photographs of the site as it existed prior to redevelopment, and 2)
development and implementation of a public education and outreach plan. Components of
this education and outreach plan will include compilation of an oral history of Atlantic Steel
EX-3
I \ATLSTEEL\REPORTORAFT\EX-SUM.DOC
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Industries, Inc., development of educational materials, and the potential creation of a
permanent exhibition space celebrating and incorporating the history of Atlantic Steel in the
redevelopment plan.
• Off-site roadway improvements would not have any adverse effects on any listed or eligible
National Register properties.
Section 4(f)
• No Section 4(f) sites would be impacted by the transportation project.
Land Use/Community Resources
• The redevelopment would cleanup a large industrial site and replace it with a more
homogeneous type mixed-land use that would complement established neighborhoods.
Additional positive impacts of the redevelopment project include more commercial/retail
opportunities to be provided within walking or biking distance to many existing residences.
• The new 17th Street should result in improved response time for emergency vehicles along
the project corridor. One additional City of Atlanta police station with emergency medical
technicians is anticipated to be added by JAR in conjunction with the project.
• The development of the Atlantic Steel site into mixed-use land proposed under the preferred
alternative conforms to the recommendations of the Adopted Atlanta 2001 Comprehensive
Development Plan.
Socioeconomics
• The project would have significant positive effects to the local economy, including the
creation of new jobs, added population, increases in payroll, and new retail spending.
• Eight residences would be displaced by the Atlantic Steel Redevelopment Project and
nineteen commercial businesses would be displaced by the proposed 17th Street Extension
and associated off-site roadway improvements.
Environmental Justice
• The proposed project would not have any disproportionate adverse impacts to low-income or
minority populations.
Aesthetics
• There are a number of specific zoning conditions for the Atlantic Steel site that address
aesthetic, architectural, and landscaping requirements. In general, design and placement of
specific buildings would be completed in a manner so as to create transitions from, and
compatibility with, surrounding uses.
I \ATLSTEEL\RE PORTED RAFREX-SUM DOC
EX-4
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TABLE OF CONTENTS
Section Title Page
SECTION 1 NEED AND PURPOSE FOR ACTION 1-1
1.1 Project Overview 1-1
1.2 Agency Involvement 1-3
1.3 Regulatory Framework 1-3
1.4 Project Need and Purpose 1-4
1.5 Supporting Transportation Features 1-5
1.5.1 Roadway Improvements 1-5
1.5.2 Transit Improvements 1-6
SECTION 2 ALTERNATIVES CONSIDERED 2-1
2.1 Overview 2-1
2.2 Public and Agency Involvement 2-1
2.3 Site Location Alternatives 2-2
2.3.1 Cobb/Fulton County Site 2-2
2.3.2 South Henry County Site 2-2
2.3.3 Perimeter Center / Sandy Springs Site 2-4
2.3.4 Comparison of the Site Alternatives 2-4
2.4 Site Design Alternatives 2-4
2.4.1 Three Design Alternatives Considered 2-6
2.4.2 Evaluation of Site Designs 2-6
2.5 Roadway Alternatives 2-9
2.5.1 Bridge Location Alternatives 2-11
2.5.1.1 Widening 14th Street 2-11
2.5.1.2 16th Street Bridge 2-11
2.5.1.3 17th Street Bridge 2-11
2.5.2 17th Street Bridge - Alternatives Addressing Interstate Access 2-12
2.5.2.1 No Access Ramps 2-12
2.5.2.2 Reconfiguration of Existing 14th Street
Southbound Off-Ramps from 1-75 and 1-85 2-12
2.5.2.3 Addition of Northbound Off-Ramp from I-75/I-85 2-12
2.5.2.4 Reconfiguration of Southbound and Northbound
Off-Ramps 2-13
2.5.3 17th Street Bridge - Surface Street and Intersection
Alternatives 2-13
2.5.4 High Occupancy Vehicle (HOV) Access Alternatives 2-14
2.6 Transit Alternatives 2-14
2.6.1 Transit Only Alternative 2-14
2.6.2 Shuttle System Alternatives 2-15
2.6.3 Long-Term Transit Options 2-17
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TABLE OF CONTENTS
(CONTINUED)
Page
2.7 No Action (No Build) Alternative 2-18
2.8 Preferred (Build) Alternative 2-20
SECTION 3 AFFECTED ENVIRONMENT 3-1
3.1 Overview 3-1
3.2 Natural Environment 3-1
3.2.1 Earth Resources 3-1
3.2.2 Groundwater 3-2
3.2.3 Surface Water Resources/Hydrology 3-2
3.2.4 Terrestrial Habitat 3-7
3.2.5 Aquatic Habitat 3-7
3.2.6 Wetlands 3-8
3.2.7 Endangered and Threatened Species 3-8
3.3 Man Made Environment 3-10
3.3.1 Utilities 3-10
3.3.1.1 Water Supply 3-10
3.3.1.2 Wastewater Disposal 3-10
3.3.1.3 Solid Waste Disposal 3-10
3.3.1.4 Electrical Power 3-10
3.3.1.5 Natural Gas 3-10
3.3.2 Hazardous Substances 3-11
3.3.2.1 Atlantic Steel Property Conditions 3-11
3.3.2.2 Potentially Contaminated Areas 3-11
3.3.2.3 Risk Assessment Findings 3-12
3.3.2.4 Asbestos Containing Materials 3-13
3.3.2.5 Off-Site Concerns 3-13
3.3.3 Transportation Features 3-14
3.3.3.1 Existing Street System 3-14
3.3.3.2 Modal Interrelationships 3-16
3.3.4 Air Quality 3-19
3.3.5 Noise 3-20
3.3.6 Archaeological/Historic Resources 3-23
3.3.6.1 Regulatory Environment and Terminology 3-23
3.3.6.2 Archaeological Resources 3-24
3.3.6.3 Historic Resources 3-25
3.3.7 Section 4(f) Applicability 3-28
3.3.8 Land Use 3-28
3.3.8.1 Existing Land Use 3-28
TOC.DOC
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TABLE OF CONTENTS
(CONTINUED)
Page
3.3.8.2 Neighborhoods and Community Facilities 3-29
3.3.9 Socioeconomics/Demography/Economic Conditions 3-32
3.3.9.11 Population 3-32
3.3.9.2 Employment 3-32
3.3.9.3 Relocations 3-34
3.3.10 Environmental Justice 3-34
3.3.10.1 Demographic Characterizations 3-34
3.3.10.2 Potential Environmental Justice Areas 3-36
3.3.11 Aesthetic Resources 3-36
SECTION 4 IMPACTS 4-1
4.1 Overview 4-1
4.2 Natural Environment 4-1
4.2.1 Earth Resources 4-1
4.2.2 Groundwater 4-1
4.2.3 Surface Water Resources/Hydrology 4-2
4.2.4 Terrestrial Habitat 4-3
4.2.5 Wetlands and Aquatic Habitat 4-4
4.2.6 Wetland Mitigation Plan 4-4
4.2.7 Endangered and Threatened Species 4-5
4.3 Man Made Env ironment 4-5
4.3.1 Utilities 4-5
4.3.1.1 Water Supply 4-5
4.3.1.2 Wastewater Disposal 4-6
4.3.1.3 Solid Waste Disposal 4-7
4.3.1.4 Electrical Power 4-7
4.3.1.5 Natural Gas 4-8
4.3.2 Hazardous Substances 4-8
4.3.2.1 Atlantic Steel Property 4-8
4.3.2.2 National Lead Smelting Site 4-9
4.3.2.3 Other Concerns 4-9
4.3.3 Transportation Features 4-9
4.3.3.1 Changes to Existing Roadway System 4-9
4.3.3.2 Forecasted Traffic Impacts 4-10
4.3.3.3 Forecasted Traffic Operations 4-17
4.3.3.4 Transit Impacts 4-25
4.3.3.5 Non-Motorized Travel Impacts 4-25
4.3.3.6 Roadway Construction Impacts 4-26
TOC.DOC
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TABLE OF CONTENTS
(CONTINUED)
Page
4.3.3.7 Measures for Addressing Community Traffic
Concerns 4-27
4.3.4 Air Quality 4-29
4.3.4.1 Regional Impacts 4-29
4.3.4.2 Localized Impacts 4-29
4.3.4.3 Construction Related Impacts 4-30
4.3.4.4 Mitigative Measures 4-30
4.3.5 Noise and Vibration 4-33
4.3.5.1 Short Term Construction Impacts 4-33
4.3.5.2 Long Term Traffic Noise Impacts 4-34
4.3.5.3 Mitigative Measures 4-36
4.3.6 Cultural Resources 4-37
4.3.6.1 Historic Resources 4-38
4.3.6.2 Archaeological Resources 4-58
4.3.6.3 Measures Proposed to Address Cultural
Resource Concerns 4-59
4.3.7 Section 4(f) Evaluation 4-59
4.3.8 Land Use 4-60
4.3.8.1 Existing Land Use 4-60
4.3.8.2 Neighborhoods and Community Facilities 4-60
4.3.8.3 Consistency With Local Comprehensive Plan 4-61
4.3.9 Socioeconomics/Demography/Economic Conditions 4-62
4.3.9.1 Population and Demographics 4-62
4.3.9.2 Employment and Economic Characteristics 4-62
4.3.9.3 Relocations 4-64
4.3.9.4 Community Cohesion 4-64
4.3.10 Environmental Justice 4-68
4.3.11 Aesthetic Resources 4-70
SECTION 5 REFERENCES AND LIST OF ACRONYMS 5-1
SECTION 6 LIST OF PREPARERS 6-1
SECTION 7 LIST OF RECIPIENTS 7-1
TOC.DOC
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LIST OF FIGURES
No. Title Page
Figure 1-1 Study Area and Project Location 1-2
Figure 2-1 Site Location Alternatives 2-3
Figure 2-2 Vehicle Miles Traveled (VMT) Associated with Each Site 2-5
Figure 2-3 Comparison of Site Design Alternatives 2-7
Figure 2-4 Atlantic Steel Redesign Site Plan 2-10
Figure 2-5 Proposed Transit Shuttle Route 2-16
Figure 2-6 Preferred Alternative 2-21
Figure 2-7 Preferred Roadway Improvements (East End) 2-22
Figure 2-8 Preferred Roadway Improvements (West End) 2-23
Figure 2-9 17th Street Bridge Typical Cross Section 2-26
Figure 3-1 Historical Site Plan Showing Sewer Line and Surface Water Features 3-3
Figure 3-2 Surface Water Features 3-5
Figure 3-3 Pre-Development Surface Water Flow 3-6
Figure 3-4 Existing AADT Traffic 3-15
Figure 3-5 Existing AM Peak Hour LOS 3-17
Figure 3-6 Existing PM Peak Hour LOS 3-18
Figure 3-7 Historic Properties in the Area of Potential Effects 3-27
Figure 3-8 Land Use in the Vicinity of Atlantic Steel 3-30
Figure 3-9 Potential Environmental Justice Block Groups 3-35
Figure 4-1 2025 AADT No Action 4-12
Figure 4-2 2025 AADT Preferred Alternative 4-13
Figure 4-3 2025 No Action AM Peak LOS 4-18
Figure 4-4 2025 No Action PM Peak LOS 4-19
Figure 4-5 2025 Preferred Alternative AM LOS 4-20
Figure 4-6 2025 Preferred Alternative PM LOS 4-21
Figure 4-7 Eligible National Register Boundary of Atlantic Steel Industries, Norfolk
Southern Railroad, Siemens, Kool Korner Grocery, and Atlanta Waterworks
Hemphill Avenue Station 4-39
Figure 4-8 Eligible National Register Boundary of Siemens 4-42
Figure 4-9 Eligible National Register Boundary of Kool Korner Grocery 4-44
Figure 4-10 Eligible National Register Boundary of Ewell Jett House, The Granada, The
Belvedere, and Winwood Apartments 4-46
Figure 4-11 Eligible National Register Boundary of First Presbyterian Church, Mitchell
King House, and Garrison Apartments 4-50
Figure 4-12 Eligible National Register Boundary of Mitchell King House 4-52
Figure 4-13 Eligible National Register Boundary of The Castle (Fort Peace), Rhodes Hall,
and Ansley Park Historic District 4-54
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WATLDC01 \PROJECT\ATLSTEEL\REPORT\DRAFTMOC DOC
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LIST OF TABLES
No. Title Page
Table 2-1 Travel and Emissions Modeling of Site Location Alternatives 2-5
Table 2-2 Travel and Emissions Modeling of Atlantic Steel Site Designs 2-8
Table 2-3 Atlantic Steel Property Development Likely to Occur Under the No Action
(No Build) Alternative 2-18
Table 2-4 Proposed Roadway Improvements for the Preferred Alternative 2-24
Table 3-1 Listed Species Known to Potentially Occur in Fulton County, Georgia 3-9
Table 3-2 Level of Service Definitions 3-16
Table 3-3 National Ambient Air Quality Standards 3-19
Table 3-4 Maximum Monitored Ambient Concentrations in Atlanta for 1995-1999 3-21
Table 3-5 Historic Properties in the APE 3-26
Table 3-6 Existing Land Use in the Vicinity of Atlantic Steel 3-29
Table 3-7 Summary of 1990 Population and Employment Characteristics of the Study
Area 3-33
Table 3-8 Potential Environmental Justice Block Groups 3-37
Table 4-1 Roadways in the Eastern Portion of the Study Area Average Annual Daily
Traffic 4-14
Table 4-2 Roadways in the Western Portion of the Study Area Average Annual Daily
Traffic 4-15
Table 4-3 Interstate roadways in the Study Area Average Annual Daily Traffic 4-16
Table 4-4 Roadways in the Eastern Portion of the Study Area Level of Service 4-22
Table 4-5 Roadways in the Western Portion of the Study Area Level of Service 4-23
Table 4-6 Interstate Raodways in the Study Area Level of Service 4-24
Table 4-7 Atlantic Steel TCM Site Design Criteria 4-31
Table 4-8 Atlantic Steel TCM Travel Performance Measures 4-32
Table 4-9 Inventory of Business Displacements 4-65
Table 4-10 Inventory of Residential Displacements 4-67
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LIST OF APPENDICES
Appendix
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendix I
Appendix J
Title
Atlantic Steel Zoning Conditions
City of Atlanta Letter - No Action Alternative
Stormwater Modeling Report
Agency Correspondence
Noise Reports
Historic Resources/Programmatic Agreement
Visual Resources and Artistic Renderings
City of Atlanta Water and Sanitary Sewer Capacity Certifications and Storm
Sewer Alignment Verification
Draft Memorandum of Understanding
Microscale Carbon Monoxide Impact Assessment for the Atlantic Steel
Development Project
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WATLDCO1 \PROJECT\ATLSTEEL\REPORT\DRAFT\TOC DOC
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SECTION 1
NEED AND PURPOSE FOR ACTION
1.1 PROJECT OVERVIEW
Jacoby Atlantic Redevelopment, L.L.C. (hereafter referred to as JAR), a developer in Atlanta,
Georgia, has proposed remediation and redevelopment of approximately 135 acres near Atlanta's
central business district (CBD) in Fulton County (Figure 1-1). The property to be redeveloped is
the site of the former steel mill owned by Atlantic Steel Industries, Inc. (Atlantic Steel). In 1998,
the property was rezoned by the City of Atlanta from Heavy Industrial to Central Area
Commercial/Residential-Conditional (mixed use, with conditions). JAR purchased the property
from Atlantic Steel in December 1999. The proposed redevelopment would include a mix of
residential and business uses. The ultimate size of a development of this nature will depend, in a
large measure, upon future market conditions. Because of the unpredictability of these future
market conditions, it is difficult to predict the final design of the planned redevelopment. For the
purposes of this Environmental Assessment (EA), however, JAR identified the most likely amount
of development that would occur at the site. Based on an analysis of current market conditions and
a reasonable projection of future market conditions, the planned redevelopment is expected to
include two million square feet of general office space, one and a half million square feet of retail
and entertainment uses, two million square feet of high tech offices, 2,400 residential units, and
1,000 hotel rooms.
In addition to the site redevelopment, project plans include construction of a multi-modal (cars,
pedestrians, bicycles, transit) bridge and interchange at 17th Street that would cross Interstate 75/85
(1-75/85) and provide access to the site as well as a connection to Midtown Atlanta and the nearby
Metropolitan Atlanta Rapid Transit Authority (MARTA) Arts Center Station. Roadway
improvements would include extension of the existing 17th Street from West Peachtree Street (U.S.
19/S.R. 9) in Midtown Atlanta, heading west on new alignment over 1-75/85, through the
development, and connecting with Northside Drive (U.S. 41/S.R. 3) at Bishop Street. Additional
improvements include modifications to the existing 1-75 and 1-85 southbound ramps to 14th Street
(U.S. 19/S.R. 9) and Techwood Drive to provide access to the new bridge and the site; construction
of a new northbound off-ramp from 1-75/85 to 17th Street; reconstruction of the 14th Street Bridge
and Williams Street to accommodate the new northbound off-ramp; and intersection improvements
along 17th Street, 16th Street, 14th Street, and Northside Drive. The entire project study area is
approximately bounded by Peachtree Circle and Peachtree Street to the east, 14th Street to the
south, Trabert Avenue and the 1-75/85 Brookwood Interchange to the north, and Northside Drive to
the west (Figure 1-1). The study area includes the residential neighborhoods of Ansley Park, Home
Park, and Loring Heights, as well as the predominantly commercial districts east of 1-75/85 and
along Northside Drive.
I\ATLSTEElAREPORT\DRAFT\SECTIONl DOC
1-1
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to
LORING
HEIGHTS
Atlantic Steei
Redevelopment Site
HOME
PARK
MARTA Arts Center
Transit Station
Figure 1-1
Study Area and Project Location
17th Street Extension And
Atlantic Steel Redevelopment Project
Environmental Assessment
SOURCE: USGS Aerial Photograph
Northwest Atlanta, GA1995
ANSLEY
PARK
J:\gis\735996\HomePark\EJ_Catherine\data_check.apr
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The project also would include operation of a transit shuttle system that would circulate
between the MARTA Arts Center Station and the Atlantic Steel site via exclusive bus lanes that
would cross the proposed 17th Street Bridge and continue along 17th Street through the Atlantic
Steel development. Transit stops would be located throughout the Atlantic Steel site, providing
service within a quarter mile of the highest employment, retail, and residential concentrations. It is
anticipated that a dedicated shuttle bus pull-off would be provided on West Peachtree Street, to
allow passengers access to the MARTA Arts Center Station.
1.2 AGENCY INVOLVEMENT
The U.S. Environmental Protection Agency (EPA) became involved with this project through
its Project XL Program. Project XL, which stands for "excellence and Leadership," encourages
companies and communities to come forward with new approaches that have the potential to
advance environmental goals more effectively and efficiently than have been achieved using
traditional regulatory tools. Project XL is required for the Atlantic Steel redevelopment because
neither the 17th Street Extension nor the associated 1-75/85 access ramps would be able to proceed
without the regulatory flexibility being allowed by EPA under its XL Program. The specific
regulatory flexibility includes the consideration of the entire redevelopment project, including the
17th Street Extension, as a Transportation Control Measure (TCM) - (see Section 1.3 for more
detail).
EPA, in cooperation with the Federal Highway Administration (FHWA), the Federal Transit
Administration (FTA), Georgia Department of Transportation (GDOT), Georgia Regional
Transportation Authority (GRTA), MARTA, Atlanta Regional Commission (ARC) and the City of
Atlanta has prepared this EA as part of EPA's regulatory decision on approval of this
redevelopment project as a TCM. The EA is also intended to fulfill applicable National
Environmental Policy Act of 1969 (NEPA) requirements associated with other federal actions on
the Project, specifically in order that the transportation components of the project may become
eligible for federal funding. The EA has been prepared in accordance with NEPA, as amended;
EPA's "Policy and Procedures for Voluntary Preparation of NEPA Documents" (63 FR 58045),
generally following the procedures set out at 40 Code of Federal Regulations (CFR) Part 6,
Subparts A through D; and the U.S. Department of Transportation's (DOT) "Environmental Impact
and Related Procedures" (23 CFR 771). In addition, the EA has been prepared in accordance with
provisions of the Council on Environmental Quality (CEQ) regulations, other NEPA requirements
and policies, and any applicable state and local laws, regulations, and ordinances.
The EA is a summary and culmination of planning efforts associated with the development of
concept alternatives, design traffic study, preliminary engineering analysis, and environmental
impacts assessment, all of which have been completed with opportunities for public comment and
agency coordination, as part of the NEPA process as well as EPA's Project XL.
1.3 REGULATORY FRAMEWORK
Thirteen counties surrounding and including the City of Atlanta and Fulton County are
currently out of compliance with federal air quality conformity requirements because this region
has failed to demonstrate that the transportation activities will not exacerbate existing air quality
problems or create new air quality problems in the region. The Clean Air Act (CAA) generally
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prohibits construction of new capacity-enhancing transportation projects that use federal funds or
require federal approval in areas where compliance with conformity requirements has lapsed.
However, the CAA includes provisions for the creation of TCMs in non-attainment areas, such as
Atlanta. TCMs are defined as "...measures with the purpose of reducing emissions or
concentrations of air pollutants from transportation sources by reducing vehicle use or changing
traffic flow or congestion conditions." TCMs are specific strategies that, by their design, have an
air quality benefit. Projects which are approved as TCMs can proceed even during a conformity
lapse. Examples of typical TCMs include: projects that improve public transit; employer-based
transportation management plans; projects that limit certain metropolitan areas to non-motorized
and pedestrian use; programs to provide both travel and storage facilities for bicycles; and others.
The proposed 17th Street Extension and Atlantic Steel Redevelopment Project, including the
associated transit connection to the MARTA Arts Center station, are being proposed as a TCM.
This TCM is experimental in nature and is unlike any other TCM previously proposed. To be
considered as a TCM, the site's location, infrastructure and site design in combination with transit
and other transportation elements, (e.g. bicycle lanes) must demonstrate an air quality benefit. This
benefit must be an enforceable measure proven through specific activities. The enforceability of
the specific measures of the TCM must be demonstrated in order to be included as a revision to the
Georgia State Implementation Plan (SIP).
1.4 PROJECT NEED AND PURPOSE
The proposed redevelopment of the Atlantic Steel site would reduce overall emissions
associated with new development in the Atlanta region by promoting smart growth principles,
including site cleanup and redevelopment, certain on-site design elements, and the development of
transportation infrastructure that encourages the use of transit and non-motorized modes of travel.
The 17th Street Extension and Bridge are a part of the transportation infrastructure that is necessary
to support the redevelopment of the Atlantic Steel site and maintain acceptable overall mobility in
Midtown Atlanta.
The project as proposed would accomplish the following:
• Transform a former industrial site, environmentally impacted by its past use, into a mixed
use community of retail, residential, and commercial uses that would be more compatible
with surrounding land uses;
• Incorporate certain site design elements (e.g., higher residential and employment density,
mixed use, on-site transit proximity, and street connectivity) and transportation
infrastructure (e.g., sidewalks, bike paths, transit stops) that encourage the use of transit
and non-motorized modes of travel that serve to reduce overall emissions;
• Provide a new multi-modal bridge to reconnect the Atlantic Steel site with Midtown
Atlanta and serve as a new "Gateway" into the heart of Downtown Atlanta;
• Reduce congestion and improve traffic flow along 10th and 14th Streets by providing a
new east-west connection across the Downtown Connector;
• Provide new mass transit linkage to MARTA Arts Center Station to allow for a high transit
ridership; and
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• Provide internal trip capture on-site that would be unattainable in single land use
developments of the size of Atlantic Steel.
The proposed redevelopment plan for the Atlantic Steel site incorporates many elements that
could be TCMs by themselves, for example, the linkage to transit, the requirement that employers
at the site will join or form a Transportation Management Association (TMA), restricted access of
certain areas of the site for pedestrian use, and paths for bicyclists and pedestrians. EPA anticipates
that the combination of these elements would have a positive effect on reducing emissions. In
addition, the site has a regionally central, urban location. EPA supports the planning approach that
it is environmentally beneficial for development to occur where infrastructure and transportation
alternatives exist to support it (see Section 2.3). It is anticipated that redeveloping this property
would result in a shift of growth to Midtown Atlanta from the outer reaches of the metropolitan
area. The combination of the site's location in a central urban area, connection to the existing
transit system, design that promotes pedestrian access, participation in a TMA, and provision of
bicycle and pedestrian conveniences are expected to work together to reduce growth in auto traffic
in the Atlanta region. It is for these reasons that EPA is considering this project as a TCM.
1.5 SUPPORTING TRANSPORTATION FEATURES
As described above, the 17th Street Extension and Bridge are a part of the transportation
infrastructure that is necessary to support the redevelopment of the Atlantic Steel site and maintain
acceptable overall mobility in Midtown Atlanta. The following sections describe the specific needs
for the development of roadway and transit solutions that provide the desired mobility options of a
multi-modal transportation system in this area. The roadway improvements described are needed
to serve the Atlantic Steel site and to meet travel demands resulting from growth in population and
employment in the Midtown area. Improvements, current and future, to the highway and surface
street system cannot alone accommodate projected demand, nor will these improvements provide
the multi-modal system desired for Midtown Atlanta. However, by integrating transit
improvements as part of the redevelopment of the Atlantic Steel site, in combination with the
planned highway improvements on 1-75/85 and other closely coordinated programs, the capacity
and mobility options necessary to accommodate future growth can be achieved more effectively.
1.5.1 Roadway Improvements
When this segment of 1-75/85 was first built in the early sixties, full diamond interchanges
were provided at both 10th and 14th Streets. Some years later when the freeway was widened, the
northbound ramps at 10th Street and the southbound ramps at 14th Street were eliminated, leaving a
single split diamond interchange to serve the entire Midtown area. With traffic concentrated at
only two exits, the ramps have become very congested, especially at 14th Street with traffic often
experiencing long queues and backup onto the interstate highway. East-west traffic flow across the
freeway is also severely restricted. Grade separations were provided at 10th and 14th Streets, while
16th Street was severed by the initial freeway project. Traffic using 16th Street was redistributed
mainly to 14th Street. The reduced freeway access to and from 10th and 14th Streets has greatly
increased the volume and turning demand along each roadway.
There are currently a number of Midtown developments proposed or underway along the east
side corridor, as well as the expansion of the Turner Broadcasting Systems (TBS) Techwood
campus and the Atlantic Steel redevelopment on the west side. Approximately 7,800,000 square
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feet of commercial and residential development is proposed or under construction on the east side
of 1-75/85 and approximately 8,400,000 square feet of new development on the west side, including
the Atlantic Steel redevelopment. This new development would increase east-west trip demand
over 1-75/85. All proposed development in the Midtown area would impact the traffic conditions in
the project area and intensify the need for improved access. There is substantial need to restore
continuity for east-west traffic across the Interstate and to help alleviate congested conditions at the
10th and 14th Street interchanges and along Techwood Drive and Williams Street.
The proposed 17th Street Extension and Bridge, though certainly needed to ease Midtown
traffic congestion, is also proposed to serve the Atlantic Steel redevelopment site. The ability to
develop this mixed-use project is enhanced through the connectivity provided by the extension of
17th Street through the site and by providing new access from 1-75/85. Accessibility to this site is a
critical issue to ensure the proposed mixed development of residential, commercial, and retail land
uses on-site.
1.5.2 Transit Improvements
One of the most important aspects of the 17th Street Extension and Bridge is the linkage it
would provide for mass transit. An integral part of this project's transit orientation is the linkage
from the Atlantic Steel site to nearby mass transit at MARTA's Arts Center Station and the
MARTA system. The dedicated transit service throughout the site with a connection across the 17th
Street Bridge to the Arts Center Station would allow for a high transit ridership.
In addition to serving the on-site redevelopment, a number of regional mass transit needs are
being studied or are proposed for additional study that would be served by this transit link through
the Atlantic Steel site. Specifically, the ARC has developed a 2025 Regional Transportation Plan
(RTP) that includes a proposed light rail project from Town Center Mall in Cobb County
connecting to the Arts Center Station via the Atlantic Steel site and the proposed 17th Street Bridge.
In addition, the RTP includes a study to create a transit corridor on the west side of Downtown
Atlanta that could connect through the Atlantic Steel site.
Recognizing that the development of both the Town Center to Arts Center project and the west
side transit link would take years, the short-term development of a rubber tire transit system
proposed for the Atlantic Steel redevelopment project is crucial for establishing a new link to the
MARTA Arts Center Station. That system could be modified and adapted as other transit facilities
come on line. Regardless, the 17th Street Bridge and the Atlantic Steel site would be designed to
accommodate future rail, potentially connecting to the MARTA Arts Center Station.
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SECTION 2
ALTERNATIVES CONSIDERED
2.1 OVERVIEW
This section provides an overview of the alternatives development process, describes the
features of the site, bridge, and roadway alternatives considered, and identifies alternatives
considered, including the no build (hereafter referred to as the no action alternative), but eliminated
from further analysis in the EA. As described in Section 1, the proposed 17th Street Extension and
Atlantic Steel Redevelopment project is composed of several components which qualify the project
for consideration as a TCM and as a viable candidate for Project XL. The specific alternatives
developed address the different components and include: 1) alternate site locations for the
development in the Atlanta metropolitan region; 2) alternate site designs for the Atlantic Steel
Redevelopment; 3) alternate locations for the 17th Street Bridge placement; 4) Interstate access
alternates; 5) alternate intersection improvements; 6) high occupancy vehicle (HOV) access
alternates; and 7) alternate connections to transit at the MARTA Arts Center Station. Analyzing the
above mentioned alternative project components resulted in the identification of an overall
preferred (build) alternative (detailed in Section 2.8).
2.2 PUBLIC AND AGENCY INVOLVEMENT
The alternatives were developed based upon an in-depth evaluation of comments received
throughout the scoping and planning process. Multiple public meetings and discussion groups have
been held and individual contacts and public notices have occurred relative to this project, including
activities relating to the rezoning of the property, Project XL, Site Remediation and the
development of the EA. Over 300 public and agency meetings were held from 1997 through 2000,
involving: City of Atlanta Neighborhood Planning Unit E, Arthritis Foundation, Georgia Institute of
Technology, TBS, Coca-Cola, Midtown Alliance, Woodruff Arts Center, Loring Heights residents,
Home Park Neighborhood Association, Ansley Park residents, the Georgia Conservancy, Georgians
for Transportation Alternatives, Atlanta Bicycle Campaign, PATH Foundation, Pedestrians
Educating Drivers on Safety, and individual property owners. In addition to EPA, other agencies
involved in coordination, scoping and planning included: ARC, City of Atlanta, GDOT, GRTA,
Georgia Department of Natural Resources, FHWA, MARTA, FTA, U.S. Army Corps of Engineers
(COE), U.S. Fish and Wildlife Service (USFWS), State Historic Preservation Office (SHPO),
Atlanta History Center, Advisory Council for Historic Preservation, and others. Reflective of the
comments received, Georgia Governor Roy Barnes established a Green Light Committee chaired
by GRTA to help facilitate public and private sector coordination for this project. Members of the
Green Light Committee include: EPA, FHWA, FTA, GDOT, EPD, MARTA, City of Atlanta,
ARC, and JAR. Each of the alternatives considered reflect potentially significant issues raised by
public and agency personnel and were designed to minimize adverse effects on potentially affected
resource categories, as well as health and safety concerns.
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2.3 SITE LOCATION ALTERNATIVES
As stated previously, in order for a project to be considered a TCM, it must demonstrate an air
quality benefit. The entire Atlantic Steel redevelopment would attract new automobile trips and
result in new emissions. Therefore, redevelopment of the site when considered in isolation would
not qualify as a TCM in the traditional sense. However, the overall assumption of the air quality
benefit for this project is that emissions generated from the Atlantic Steel project compare favorably
with emissions generated by an equivalent amount of development at other likely sites in the region.
Transportation literature suggests travel emissions resulting from a developed Atlantic Steel site
might be lower than emissions resulting from another site because:
• the proposed development would include high densities, a mix of uses, and would be
located near transit, and would therefore generate fewer total auto trips than comparable
amounts of development placed in locations without these features; and
• the proposed development would be regionally central to more activities, so auto trips to
and from the site would on average be shorter (Hagler Bailly 1999).
Based on these considerations, EPA evaluated the performance of the Atlantic Steel site
relative to three other likely regional growth locations. This analysis is described in the
Transportation and Environmental Analysis of the Atlantic Steel Development Proposal (Hagler
Bailly 1999) and summarized in this section of the EA.
To reduce the potential number of locations where a mixed-use development of the magnitude
of the Atlantic Steel Redevelopment could occur, land with the following characteristics was
eliminated: surface water, extensive wetlands, protected groundwater, constrained water supply,
constrained highway, municipal boundaries, restrictive county land-use plan and committed lands.
The land screening process produced eight contiguous parcels that were large enough to absorb the
proposed development at suburban densities. Three of the eight sites were then selected based on
recommendations from a panel of regional project stakeholders. These three sites are as follows:
1) Cobb/Fulton County; 2) south Henry County; and 3) Perimeter Center/Sandy Springs
(Figure 2-1). These three sites, along with the Atlantic Steel Site, represent a range of possible
locations and types of development most likely to occur in the Atlanta region.
2.3.1 Cobb/Fulton County Site
The Cobb/Fulton County site is located in South Fulton County, near the intersection of
Interstate 20 (1-20) and Interstate 285 (1-285) (Figure 2-1). The existing land-use is primarily light
industrial and warehouse facilities. The area is served by bus service connecting to the downtown
Five Points MARTA rail station. The area is economically depressed and has been targeted by the
"Empowerment Zone" program as an area in need of economic development assistance as well as
increased mobility options for low-income residents.
2.3.2 South Henry County Site
The Henry County site is located in the southern portion of the County (Figure 2-1). Henry
County maintains a rural character despite significant development pressures. This site is located at
the greatest distance from regional activity centers and transit service in comparison with the other
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Figure 2-1
Site Location Alternatives
17th Street Extension and Atlantic Steel Redevelopment Project
Environmental Assessment
SOURCE: Hagler Bailly 1999
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alternatives. Henry County's proximity to Hartsfield International Airport has raised its
attractiveness as a site for freight and warehousing companies.
2.3.3 Perimeter Center / Sandy Springs Site
The Perimeter Center / Sandy Springs site is located in north Atlanta in the Perimeter Center
area, which is the location of one of metropolitan Atlanta's largest employment concentrations.
Despite its suburban location, the area is considered urban by development density standards. The
proposed site is scattered on parcels north and south of 1-285 (Figure 2-1). All parcels are located
within two miles of existing or proposed MARTA heavy rail stations.
2.3.4 Comparison of the Site Alternatives
The primary site comparison included a quantification of the transportation impacts and air
quality benefits of locating development on the Atlantic Steel site relative to the other possible
locations. Selecting distinct types of locations for analysis - infill in an urban activity center
(Atlantic Steel), suburban greenfield with bus transit (Cobb/Fulton County), a relatively isolated
greenfield site in a community with rural character (South Henry County), and infill in a suburban
activity center (Perimeter Center/Sandy Springs) - provided EPA with a better understanding of the
sensitivity of any emissions reductions to these different locations.
A regional transportation and air emissions analysis was performed for each site. Since Project
XL identifies flexibility with the CAA requirements which are triggered by Atlanta's violation of
the ground level ozone standard, emissions of the ozone precursors volatile organic compounds
(VOCs) and nitrogen oxides (NOx) were modeled. The analysis of regional VOC and NOx
emissions was conducted using TRANPLAN, Atlanta's regional travel model, and MOBILE 5a,
EPA's emissions model. The results of the regional location analysis are depicted in Figure 2-2 and
summarized in Table 2-1.
Analysis of regional transportation and air emissions produced by the proposed Atlantic Steel
development showed that the project would create less travel and fewer emissions than developing
available alternative sites (Hagler Bailly 1999). For this reason, it was agreed that redevelopment
of the Atlantic Steel site could be pursued further as a TCM.
2.4 SITE DESIGN ALTERNATIVES
Location affects environmental performance, but site design is also another important factor
that could affect travel behavior. Consequently, this EA also considers alternative site designs.
EPA was most interested in design differences affecting travel choices and subsequent auto
emissions. Many urban land use and transportation planning issues that affect transportation
behavior and subsequently environmental performance, are captured by what planners refer to as
the "three D's": diversity, design, and density (Hagler Bailly 1999). Diversity means mixing land
uses. Mixing uses has been observed to reduce auto trips by allowing trips to be made, chained, or
combined without the use of an automobile. The different uses, however, must be within easy
walking distances from each other. Design includes a range of choices that affect the physical and
aesthetic experience of being in an area. Specific design examples include distance most people
are located from a transit stop and store/office-front continuity along a sidewalk. Density refers
to the concentration of housing, shops, and offices. The arrangement of density on the site is
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Figure 2-2. Vehicle Miles Traveled (VMT) Associated with Each Site
600,000
Ip
im
8
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wneAjt-j.fc
Atlantic Steel Sandy Springs Cobb/Fulton Henry County
Table 2-1. Travel and Emissions Modeling of Site Location Alternatives
Regional Vehicle Miles Traveled
Site
Regional Total
(VMT*/day)
Associated with site
(VMT/day)
Site VMT difference from
Atlantic Steel
Atlantic Steel
139,172,200
340,300
Perimeter Center /
Sandy Springs
139,221,572
389,672
14.5%
Cobb/Fulton County
139,339,398
507,498
49.1%
South Henry County
139,350,097
518,197
52.3%
Regional Emissions
NOx
voc
Site
Regional
total
(tons/day)
Associated
with site
(tons/day)
Site NOx
difference
from Atlantic
Steel
Regional
total
(tons/day)
Associated
with site
(tons/day)
Site VOC
difference
from
Atlantic
Steel
Atlantic Steel
191.95
0.400
153.230
-0.390
Sandy Springs
192.10
0.548
37.00%
154.374
0.754
293.33%
Cobb/Fulton
192.24
0.690
72.50%
154.312
0.692
277.44%
Henry County
192.27
0.724
81.00%
154.464
0.844
316.41%
Source: HaglerBailly 1999
* VMT = Vehicle Miles Traveled
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important. For example, concentrating density around transit stops can increase ridership.
Improvements in each category were considered to reduce auto travel and emissions.
2.4.1 Three Design Alternatives Considered
Three site designs were developed by the project team for purposes of comparison (Figure 2-3).
The original Atlantic Steel site design developed by JAR was the first site design considered. It
was determined that the original design could be improved to reduce driving and levels of
emissions. EPA hired planners Duany Plater-Zyberk (DPZ) to help develop a site design that took
advantage of those opportunities. A site design that accomplished these goals while maintaining
the project's marketability was then created by DPZ. In addition, a design charette was held
December 7-9, 1998, in which government agencies, prospective developers, the community
(including representatives of the adjacent Home Park neighborhood), and other Atlanta
stakeholders, voiced concerns about the design of the project. The DPZ site design reflects much of
this input. JAR incorporated many of the DPZ design elements and submitted a revised site design
to EPA in May 1999.
2.4.2 Evaluation of Site Designs
Each of the three Atlantic Steel site designs differs in important ways that affect travel and
therefore emissions. Compared to the original design, the DPZ design and redesign excel in three
areas. First, they improve the mix of uses on-site by integrating them more closely. Second, they
provide better connectivity within the development as well as to the neighborhoods (primarily
Home Park) surrounding the development, an important consideration expressed by Home Park.
Third, the pedestrian environment was improved through street design and improved connectivity.
As with the regional location analysis, a quantitative analysis of the differences between all
three site designs in terms of travel and emissions was conducted (Hagler Bailly 1999). The
analysis required a two-step process. First, site design alternatives were analyzed using INDEX®,
a geographical information system (GlS)-based tool that measures land use and site design
characteristics. INDEX® measured spatial characteristics such as residential or employment
density. These measures allowed a quantitative comparison of design differences. Measures of site
design included, for example, the number of residential dwellings within 1/4 mile of a transit stop.
The second step involved developing predictions of travel choices for each of the three Atlantic
Steel site designs. As a starting point, ARC's travel model, TRANPLAN, was used to develop
baseline travel patterns to and from the Atlantic Steel site, as if it would be developed like a typical
Atlanta area project. Next, using data on travelers' responses to site design, as derived from
INDEX®, adjustments were made to TRANPLAN to reflect the site design variables which include
the dynamic interaction of employment, commercial use and housing within concentrated mixed-
use developments, as well as the effects of urban design characteristics and the degree of pedestrian
friendliness.
Together, these design variables affected both the selection of travel mode and total vehicle
miles traveled (VMT). The results of the comparison of the three site designs are reported in Table
2-2.
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Original Atlantic Steel Design
Block Level Land U&e
La*l Multi tauuky
Itod Mixed
LUIfcxei
¦I Office
1 I Retail
HParfc
¦¦Lake
Atlantic Steel Redesign
Block Level Land Use
10 Multi-family
HB Mixed
1—i Office
~ Freeway ROW
¦¦ Park
¦H Lake
DPZ Atlantic Steel Design
Block Level Land Use
Multi-faintly
Mixed
Office
\m Park
'—-1 Garage
¦¦ Lake
Figure 2-3
Comparison of
Site Design Alternatives
17th Street Extension and Atlantic Steel Redevelopment Project
Environmental Assessment
J:\735996\fig2-3a.cdr
SOURCE: Hagler Bailly 1999
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Table 2-2. Travel and Emissions Modeling of Atlantic Steel Site Designs
Regional Vehicle Miles Traveled
Site, Design
Regional Total
(VMT*/day)
Associated with site
(VMT/day)
Site VMT difference from
generic development
Atlantic Steel, Not
Design-adjusted
139,172,200
340,300
Original Atlantic Steel
Design
139,159,289
327,389
-3.8%
DPZ Atlantic Steel
Design
139,152,340
320,440
-5.8%
Atlantic Steel Redesign
139,154,690
322,790
-5.1%
Regional Emissions
NOx
voc
Site
Regional
total
(tons/day)
Associated
with site
(tons/day)
Site NOx
from generic
development
Regional
total
(tons/day)
Associated
with site
(tons/day)
Site VOC
from generic
development
Atlantic Steel, Not
Design-adjusted
191.95
0.400
153.230
-0.390
Original Atlantic
Steel Design
191.94
0.386
-3.5%
153.216
-0.404
-3.6%
DPZ Atlantic Steel
Design
191.93
0.376
-6.0%
153.206
-0.414
-6.2%
Atlantic Steel
Redesign
191.93
0.381
-4.7%
153.208
-0.412
-5.8%
Source: Hagler Bailly 1999
* VMT = Vehicle Miles Traveled
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The original Atlantic Steel site design was improved by incorporating key site design elements,
such as residential and employment density, mixed use, on-site transit proximity, and street
connectivity, that are expected to work together to reduce driving and level of emissions associated
with the site. For this reason, it was agreed that redevelopment of the Atlantic Steel site could be
pursued further as a TCM. The proposed JAR Atlantic Steel redesign is depicted in greater detail in
Figure 2-4. This design constitutes the redevelopment component of the preferred alternative.
2.5 ROADWAY ALTERNATIVES
This section presents the roadway alternatives, including a new bridge across the Downtown
Connector and improvements to 1-75/85 and surface streets in Midtown Atlanta, that were
considered. These alternatives were developed to provide access to the Atlantic Steel site, improve
east-west connections across the Downtown Connector, and alleviate operational and safety
problems on certain existing surface streets. These alternatives are summarized from the 17th Street
Extension and Interchange Concept Report, including revisions, hereafter referred to as the
"Concept Report" (MAAI 2000a). An Interchange Modification Report (IMR) is also being
completed that addresses more detailed operational analysis and possible impacts to the Interstate
system in compliance with State and Federal requirements. The Concept Report and updates are
available from GDOT upon request.
In order to assess the effectiveness of the various roadway alternatives developed for this
project, a thorough operational analysis was conducted on the roadway network in the project study
area. The following tasks were performed for this analysis:
• Existing traffic and turning movement counts were collected;
• Future traffic assignments were estimated;
• Qualitative-type analysis using Highway Capacity Software was conducted; and
• Quantitative-type analysis of critical intersections and freeway/ramp segments using
TRAF-CORSIM traffic modeling software was conducted.
Traffic operations of the study area roadway network were analyzed. Existing traffic counts
were collected in 1998 and 2000 to represent existing traffic conditions in the study area. Future
traffic (Year 2025 Background Traffic) was predicted by increasing the existing traffic volumes by
a growth factor. Volumes on the Interstate segments were compounded by 1.5% per year, and
volumes on the surface streets were compounded by 2% per year to represent future growth in the
project study area. Traffic attributable to the Atlantic Steel redevelopment was determined by using
Institute of Transportation Engineers (ITE) trip generation factors for the various proposed on-site
future land uses (e.g., commercial, retail, residential), reduced by a 10% internal capture (trips that
are captured on-site) and a 15% transit share (ITE 1997). The internal capture rate was based on the
results of studies, which analyzed trip making behavior in mixed-use developments similar to
Atlantic Steel. The transit share reduction was based on results of studies of the performance of
other transit-oriented developments and was also calculated by ARC's travel demand model, which
is calibrated to travel behavior in the Atlanta region based on travel surveys, for this project. The
final step included distribution and assignment of trips generated by the proposed redevelopment
onto the surface streets and Interstate system. Trip distribution was determined using the ARC
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regional model, and individual trips were assigned throughout the network according to this
direction distribution.
This section describes the decision making process concerning the development and evaluation
of roadway alternatives. Various Interstate and surface street improvements were modeled in order
to assess their ability to accommodate traffic flow in the year 2025. Several major roadway
alternative conceptual designs were considered. Design elements were modified under each
alternative to reflect public, community, and agency concerns. This evaluation process led to the
selection of the preferred roadway improvement components of the project. All other alternatives
were considered, but are not further evaluated in this EA. A more detailed description of all
roadway alternatives considered is provided in the Concept Report. The roadway improvements
proposed as part of the preferred alternative are discussed in detail in Section 2.8, and the impacts
associated with this alternative are addressed in Section 4.
2.5.1 Bridge Location Alternatives
The first set of alternatives developed identified potential locations and alignments for
providing an improved east-west connection across the Downtown Connector. Potential bridge
locations were developed from 14th Street north to the I-75/I-85 Brookwood Interchange.
2.5.1.1 Widening 14th Street
This alternative included widening 14th Street and associated intersections between Techwood
Drive and West Peachtree Street to the maximum feasible width, but did not include building a new
bridge. Results of the Year 2025 traffic modeling did not show appreciable improvements in traffic
and ramp operations even with significant widening of 14th Street. In addition, this alternative did
not provide direct access to the Atlantic Steel site. Therefore, this alternative was not considered
further, and it was determined that a new bridge would be required to provide direct access to the
Atlantic Steel site and another east-west connection into Midtown.
2.5.1.2 16th Street Bridge
A possible bridge location at 16th Street was considered. This alternative would have provided
direct access to the Atlantic Steel site and the MART A Arts Center Station. However, this bridge
location alternative was not considered further due to the inability to construct an at-grade
intersection at Spring Street, which was preferred by the City of Atlanta and the local property
owners in Midtown. At-grade intersections are preferred in order to enhance pedestrian and bicycle
mobility, and maintain City of Atlanta street continuity and connectivity. In addition, the potential
impacts to high rise developments and historic resources along 16th Street, as well as topography
constraints, provided additional rationale for identification of another bridge location.
2.5.1.3 17th Street Bridge
Two possible bridge locations along 17th Street were considered. The first 17th Street
alignment would have provided direct access to the Atlantic Steel site and the MARTA Arts Center
Station at Lombardy Way. However, this bridge location did not provide the opportunity for an at-
grade intersection at Spring Street due to grade problems. In addition, the local property owners
expressed concerns about the bridge location and suggested a 17th Street alignment to the north to
minimize impacts to existing properties.
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Based on these concerns, a 17th Street Bridge location/alignment was identified that met the
concerns of the local community and provided at-grade intersections at Spring and West Peachtree
Streets. The preferred bridge alignment includes the extension of existing 17th Street at West
Peachtree Street over the Interstate, through the Atlantic Steel property to Northside Drive. This
alternative was determined to be the preferred bridge alignment and is described in Section 2.8.
The proposed 17th Street Bridge would be approximately 130 feet wide and would contain two
general purpose travel lanes and one dedicated transit/bike lane in each direction with sidewalks on
both sides.
2.5.2 17th Street Bridge - Alternatives Addressing Interstate Access
After identification of a preferred bridge location, alternatives for access from 1-75/1-85 were
considered. These alternatives addressed alterations of existing ramps and provision of new
Interstate access to the 17th Street Bridge.
2.5.2.1 No Access Ramps
This alternative included the 17th Street Bridge with no direct Interstate access to and from the
bridge. This alternative provided some relief to traffic on 14th Street, because it provided a new
east-west connection. However, it did not provide relief to the existing north and southbound exit
ramps. Traffic on Techwood Drive and Williams Street would backup when trying to access 10th
and 14th Streets. In addition, without additional access to the Atlantic Steel site, traffic would
utilize existing surface streets in the Home Park community and have much greater impacts on this
community. For these reasons, this alternative was not considered further. It was determined that
some additional access from I-75/I-85 should be provided to the 17th Street Bridge.
2.5.2.2 Reconfiguration of Existing 14th Street Southbound Off-Ramps from 1-75 and 1-85
The purpose of this alternative was to reconfigure the existing southbound 14th Street off-ramps
from 1-75 and 1-85 to provide access to the 17th Street Bridge. This alternative provided direct
access from 1-75 to the 17th Street Bridge and improved access from 1-85 to 16th Street. Traffic
accessing Atlantic Steel would utilize these new connections. Techwood Drive would be widened
as it approaches 14th Street. The improvements described above would provide traffic relief on the
existing southbound ramps, especially on Techwood Drive as it approaches 14th Street. However,
with no additional northbound access or improvements, backups and delays on the existing
northbound exit at 10th Street would be unacceptable. Therefore, this alternative was not considered
further.
2.5.2.3 Addition of Northbound Off-Ramp from I-75/I-85
This alternative included the same improvements as described in Section 2.5.2.2 and also
included a new northbound off-ramp from I-75/I-85 to the 17th Street Bridge. The new northbound
off-ramp would be located just north of 14th Street and would involve relocation of Williams Street
to the east. This alternative would also involve improvements to the existing intersection of 16th
Street and Williams Street. However, this alternative was dismissed from further consideration
based on safety concerns related to the proximity of the 17th Street northbound off-ramp to the 1-75/
1-85 diverge.
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Due to the safety concerns, another northbound off-ramp alternative was developed that was
located south of 14th Street, further from the I-75/I-85 diverge. The off-ramp would exit the
Interstate and become elevated, built on a structure to fly-over 14th Street. The ramp would remain
elevated over existing Williams Street and connect with the 17th Street Bridge. However, this
alternative was dismissed from further consideration based on property owner concerns and
aesthetic impacts related to the elevated structure, as well as additional cost involved.
2.5.2.4 Reconfiguration of Southbound and Northbound Off-Ramps
This Interstate access alternative included the same improvements as described in Section
2.5.2.3, but with slight reconfiguration of both the southbound and northbound off-ramps. Due to
safety considerations, the northbound off-ramp was lengthened to a diverge point south of 14th
Street, further away from the I-75/I-85 diverge. The off-ramp would travel under 14th Street,
parallel the Interstate, and rise up to connect with the 17th Street Bridge. Since the northbound off-
ramp would pass underneath the 14th Street Bridge, this would require reconstruction of the 14th
Street Bridge.
In addition, since a greater portion of traffic accessing the Atlantic Steel site and Midtown are
predicted to come from 1-85 and GA400, the southbound off-ramps were reversed from the original
concept as described in Section 2.5.2.2. The southbound off-ramp from 1-85 would have direct
access to the 17th Street Bridge, and the 1-75 southbound off-ramp would have direct access to 16th
Street. Tech wood Drive would still be improved at 14th Street. Both of these changes constitute the
preferred alternative for Interstate access and are described in greater detail in Section 2.8.
2.5.3 17th Street Bridge - Surface Street and Intersection Alternatives
The 17th Street Bridge would include a transition into Midtown to connect with the existing
surface streets in the area. This would require improvements to several surface streets and
intersections in the surrounding project area (e.g., Spring Street, West Peachtree Street, Peachtree
Street, Williams Street, 14th Street, 16th Street, Techwood Drive). The original design for 17th
Street and its connection with existing surface streets and intersections was based primarily on
capacity criteria related to accommodating future traffic volumes. However, the City of Atlanta and
a number of public, community, and business leaders expressed significant concerns about the
scope and extent of the proposed improvements.
As a response to these concerns, several key intersections and surface streets were redesigned.
Additional urban design criteria were considered such as pedestrian safety and aesthetics, with less
emphasis on accommodating future traffic volumes. The focus of the changes was to reduce:
driving speeds, lane widths, the number of through and turning lanes, and turning radii of
intersections. The ultimate objective was to balance the needs of cars, buses, bicycles, and
pedestrians to better integrate 17th Street with the urban fabric of Midtown Atlanta and coordinate
more closely with the vision for Midtown provided by the Midtown Alliance and "Blueprint
Midtown." A description of the preferred design for 17 Street and the associated surface streets
and intersections, reflective of these changes, is provided in Section 2.8.
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2.5.4 High Occupancy Vehicle (HOV) Access Alternatives
Several alternatives were considered that would provide HOV access as part of this project.
The first alternative considered direct HOV access to and from the 17th Street Bridge. However,
due to engineering and site constraints, it was determined that HOV access could be provided to the
bridge, but no return access to the Interstate could be provided. In addition, provision of HOV
access from the Interstate would significantly impact the future ability to redesign the 1-75
southbound to 1-85 northbound loop. Therefore, direct HOV access to the 17th Street Bridge was
not considered further.
Several additional HOV access alternatives were considered: 1) access at 5th Street and a new
12th Street HOV-only bridge; 2) HOV-only bridge at 15th Street; and 3) reconfiguration of the 14th
Street Bridge to accommodate HOV access. However, due to the scope of these alternatives and
based on concerns raised by the public and other agencies, it was decided to separate out HOV
access from this project. A future regional study examining the optimal location of HOV access
into Midtown and potentially Atlantic Steel would be conducted as a separate project. This HOV-
only project would be identified through the ARC regional planning process at a future date and
would be subject to separate analysis under NEPA. Design of the 17th Street Bridge would not
preclude the ability to accommodate any possible HOV access alternative that was identified in this
study.
2.6 TRANSIT ALTERNATIVES
A transit system concept was identified that would provide a connection across the 17th Street
Bridge, connecting Midtown to the neighborhoods and to the proposed Atlantic Steel
redevelopment project on the west side of the Interstate. This concept addresses transit service
connections between the site and the existing MARTA Arts Center Station. Alternatives considered
for the project included a transit only alternative for 17th Street Bridge (no single occupancy vehicle
lanes), as well as a shuttle bus system for the short-term and a potential upgrade of the system to
light rail transit (LRT) technology in the future.
2.6.1 Transit Only Alternative
In response to public concerns that the 17th Street Bridge contained too many single-occupancy
vehicle (SOV) travel lanes and was not transit-oriented, a specific alternative was developed that
included transit-only for the 17th Street Bridge, including bike and pedestrian facilities, with no
SOV lanes. This alternative consisted of one dedicated transit lane in each direction on the bridge
and along 17th Street from West Peachtree Street to Northside Drive. No new Interstate access
would be provided. A shuttle bus system connecting the Atlantic Steel site with the MARTA Arts
Center Station would be provided by JAR.
The transit-only alternative was modeled to determine the potential impacts of this alternative.
Background traffic volumes were developed for Year 2025 using the same growth factors as
described in Section 2.5 (1.5% for the Interstate and 2% for surface streets in the study area), and
vehicle trips for the Atlantic Steel site were generated using the ITE trip generation factors.
Additionally, since a dedicated transit-only link would be provided, the proposed transit share of
trips was increased from 15% to 25%. Thus, the total site generated vehicle trips were reduced by
an additional 10%. Internal capture of on-site trips remained constant.
I UTLSTEEL\REPORTORAFT\SECT10N2.DOC
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The benefits of the transit-only alternative include no direct impacts associated with
construction of the proposed roadway improvements, with the exception of the 17th Street Bridge,
which would be more narrow, with less direct impacts to commercial properties in Midtown
Atlanta. In addition, there would be lower predicted traffic volumes, as compared to the preferred
alternative, in the areas east of 1-75/85 adjacent to the proposed 17th Street Bridge. However, even
with the additional reduction in vehicle trips associated with increased transit ridership, there are a
number of significant traffic impacts of the transit-only alternative, specifically in the southern and
western portions of the study area. Without the provision of an east-west general traffic connection,
including SOV lanes, across 1-75/85 and new Interstate access, traffic volumes would be
significantly greater on the existing Interstate exits at 10th and 14th Streets. Certain sections of 10th
Street, 14th Street, Techwood Drive, and Williams Street would experience large increases in
average daily traffic (ADT) volumes in the project area. Several intersections would have a higher
level of congestion in the Year 2025 as compared to the preferred alternative. Furthermore, without
the provision of direct access to the Atlantic Steel site, traffic would utilize existing surface streets
in the Home Park neighborhood to access the redevelopment and have much greater impacts on this
community.
Because of the significant impacts associated with not providing additional SOV lanes on the
17th Street Bridge or direct access to the site, the transit only alternative for the 17th Street Bridge
was not considered further.
2.6.2 Shuttle System Alternatives
Several alternative shuttle bus route options were evaluated, including four different circulation
patterns throughout the redevelopment. The alternatives were evaluated based on several criteria,
summarized below:
• Maximizing coverage of the Atlantic Steel site, providing service within a lA mile of the
highest employment, retail, and residential concentrations;
• Minimizing travel time to MART A;
® Ease of route understanding;
® Door-to-door service to office centers;
• Ease of implementation;
• Maximizing benefit of exclusive transit right-of-way; and
• Minimizing capital and operating costs.
Based upon the evaluation conducted, a preferred alternative shuttle route was identified. The
proposed shuttle bus route, along with the associated station and stop locations, are illustrated in
Figure 2-5, and described in detail in the Technical Memorandum, Transit Connection Atlantic
Steel Redevelopment Project to MARTA Arts Center Station (Dames & Moore 1999), referred to
throughout as the Transit Study. This alternative included routing the shuttle buses through the
MARTA Arts Center Station. However, in subsequent discussions with MARTA, it was
determined that private shuttle buses could not be routed through the Arts Center Station.
Therefore, a final shuttle route was selected that incorporated a dedicated pull-out lane with a Insert
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separate covered station located on West Peachtree Street just north of the existing MARTA Arts
Center Station, connected by a covered walkway to the main station entrance.
The proposed route would begin along the east side of West Peachtree Street, adjacent to the
MARTA Arts Center Bus Transfer facility. From the dedicated pull-out lane at this point, a bus
would travel north on West Peachtree Street to 17th Street. The shuttle bus would turn west over the
proposed 17th Street Bridge and circulate through the proposed Atlantic Steel development. The
shuttle bus would utilize special reserved transit-only lanes along 17th Street from West Peachtree
Street through the development. Returning from Atlantic Steel, the shuttle bus would travel east
over the 17th Street Bridge and turn south on Spring Street. The shuttle bus would turn east on 16th
Street and end up at the dedicated pull-out on West Peachtree Street.
Capital costs for initial start-up and annual operating costs for the shuttle bus system would be
borne by JAR. A total of four shuttle stations and six shuttle stops, as well as six buses (five regular
buses and one spare bus) have been identified for the preferred shuttle system. JAR anticipates
charging no fare to ride the shuttle.
Buses would have a signal priority at certain signalized intersections. During peak hours (6:00
to 9:00 AM and 3:30 to 6:00 PM) the buses would operate on a four minute frequency and an eight
minute frequency at off-peak hours, thereby matching the existing MARTA train schedule.
Stations and stops would be located along West Peachtree Street adjacent to the MARTA Arts
Center Bus Transfer Facility, at the intersection of 17th and Spring Streets, 17th Street between
Fowler Street and Lyle Place, 17th Street and State Street, 17th Street and Center Street, and at 16th
Street where the route loops around (Figure 2-5). Stations would include the following elements:
• Large shelters to accommodate waiting passengers;
• Signage, lighting, and seating;
• Electronic kiosks providing real-time shuttle service information;
• Security including video monitoring and emergency intercom;
• Advertising space as appropriate; and
• Other supporting items (i.e. trash receptacles, newspaper vending machines).
In addition to operation of a shuttle bus system, dedicated transit-only lanes will be provided
on 17th Street from West Peachtree Street to Northside Drive.
2.6.3 Long-Term Transit Options
As ridership increases and more development occurs on the west side of I-75/I-85, and as
Atlanta's transit system matures, it may become feasible to modify the proposed shuttle bus system
and switch to a fixed transit system (e.g. light rail). In order to recognize its maximum benefits, this
system should not only serve the Atlantic Steel site, but should connect with a more extensive
transit network that could serve much of the area west of I-75/I-85 and possibly provide a
connection to Cobb County. The alignment for a fixed system is still conceptual; however, the 17th
Street Bridge would be designed such that it can accommodate future rail, potentially connecting to
the MARTA Arts Center Station.
2-17
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2.7 NO ACTION (NO BUILD) ALTERNATIVE
The no action alternative is one in which state and federal agencies would take no action to
construct any of the transportation improvements for the proposed project. Under this alternative,
the 17th Street Extension and Bridge would not be built and the transit connection to the MARTA
Arts Center Station would not be implemented. In addition, the Atlantic Steel site would not be
developed in accordance with the JAR redevelopment plan.
The Atlantic Steel property was rezoned from Heavy Industrial District (1-2) to Central Area
Commercial Residential-Conditional District (C-4-C) in April 1998 (see Appendix A). One of the
conditions on redevelopment of the site is that the City of Atlanta will not issue permits for
buildings or structures until a contract is approved for construction of the 17th Street Bridge. The
practical effect of this zoning condition is that if there is no bridge, no development can occur on
the site without going through the formal rezoning process. Similarly, under the City of Atlanta's
zoning policies, Atlantic Steel could not reestablish steel milling industrial operations without
having the property rezoned. Since JAR purchased the property from Atlantic Steel Industries, Inc.
in December 1999, and they are in the process of demolishing the on-site buildings and cleaning up
the site, it is not likely that they would pursue rezoning of the property for industrial use. However,
some redevelopment of this property will occur, even without the transportation improvements.
Therefore, EPA, in combination with the City of Atlanta and JAR, developed a reasonable
redevelopment scenario for the Atlantic Steel property in the event the 17th Street Bridge is not
constructed. This scenario represents the best judgement of the City and JAR for what could likely
occur without access improvements and based on current trends of development activity and City
land use and zoning policies. Table 2-3 illustrates the categories of development likely to occur, the
approximate square footages of each, and estimated required parking.
Table 2-3. Atlantic Steel Property Development Likely to Occur Under the
No Action (No Build) Alternative
No Action Scenario
Land Use Type
Estimated Square Feet
Estimated Parking
Spaces
High-Tech Office
2,500,000
10,000
High-Tech Lab
1,000,000
3,000
Retail
1,500,000
7,500
Residential
2,400,000
3,120
Hotel
600,000
720
Total:
8,000,000
24,340
The development pattern, in terms of the land use type and allowable square footage, is not
significantly different from the current JAR redevelopment plan. However, there would be
significant differences in the quality and timing of the development, as well as transportation
implications without the additional transit and roadway improvements. The City of Atlanta
provided a letter to EPA that describes in greater detail some of the potential impacts of selecting
the no action alternative (see Appendix B).
I \ATLSTEEL\REPORT\DRAFT\SECTION2.DOC
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Major land use impacts of the no action alternative include the likelihood that the development
would be built as a series of single-use developments, with limited opportunities for intermixing
uses and no single vision for the property. Pedestrian continuity or provision of continuous
streetscapes and useable green space would be problematic. Bicycle paths would not likely be
provided in a continuous pattern. Adjacent land uses would likely be less compatible and not as
mutually supportive. Parking would be built on a per-site, as-needed basis with less opportunity for
shared or coordinated parking strategies, resulting in an increased number of parking spaces.
Lastly, transit linkages, and therefore ridership, would be minimal due to the nature of the
development, relying solely on existing bus coverage on Northside Drive and 14th Street. The
rezoned property would not contain any of the site design or transportation performance measures
that are currently required as part of the TCM.
The no action alternative was modeled to determine the potential traffic impacts of this
alternative. Background traffic volumes were developed for Year 2025 using the same growth
factors as described in Section 2.5 (1.5% for the Interstate and 2% for surface streets in the study
area). Vehicle trips for the Atlantic Steel site were generated using the ITE trip generation factors
based on the site build-out assumptions shown in Table 2-3. Additionally, since a dedicated transit
service to the MART A Arts Center Station would not be provided, the proposed transit share of
trips was reduced from 15% to 2%. Internal capture of on-site trips was reduced slightly from 10%
to 8%, given the likelihood for reduced pedestrian connectivity at site build-out. Thus, the total site
generated vehicle trips were increased by 15%. Without the 17th Street Bridge, primary access to
the site would be a new access road from Northside Drive, near Bishop Street, from State Street,
and other surface streets in Home Park.
The benefits of the no action alternative include no direct impacts associated with construction
of the proposed roadway improvements. In addition, lower traffic volumes are predicted for several
surface streets, as compared to the preferred alternative, in the areas east of 1-75/85 adjacent to
where the proposed 17th Street Bridge would have landed. However, similar to the transit-only
alternative, there are even greater predicted traffic impacts of the no action alternative, specifically
in the southern and western portions of the study area. Without the additional east-west connection
across 1-75/85 and new Interstate access, traffic volumes would be significantly greater on the
existing Interstate exits at 10th and 14th Streets. In addition, certain sections of 10th Street, 14th
Street, Techwood Drive, and Williams Street would experience from 14% up to 80% increases in
ADT volumes in the project area as compared to the preferred alternative. Sixteen intersections
would have a higher level of congestion in the Year 2025 as compared to the preferred alternative.
Furthermore, without the provision of direct access to the Atlantic Steel site, traffic would utilize
existing surface streets in the Home Park neighborhood to access the redevelopment and have much
greater impacts on this community.
Because of the significant land use and traffic impacts associated with not developing the site
as currently proposed and not providing the 17th Street Extension or a transit link to the MARTA
Arts Center Station, the no action alternative was not considered further.
I\ATLSTEEL\REP0RT\DRAFT\SECT10N2 DOC
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2.8 PREFERRED (BUILD) ALTERNATIVE
The overall preferred alternative for this project includes the JAR redesign of the Atlantic Steel
site, extension of 17th Street from West Peachtree Street to Northside Drive, and operation of a
transit shuttle system that would circulate between the MARTA Arts Center Station and the
Atlantic Steel site. A graphical representation of the preferred alternative is provided in Figure 2-6.
The following paragraphs present a detailed description of the roadway improvements associated
with the preferred alternative. Proposed roadway improvements are depicted in greater detail in
Figures 2-7 and 2-8 and summarized in Table 2-4.
17th Street Bridge. This multi-modal bridge is proposed to be approximately 130 feet wide
and would include automobile, transit, pedestrian, and bicycle elements. The bridge would contain
two general-purpose travel lanes and one dedicated transit/bike lane in each direction with
sidewalks on both sides. A diagram of a typical section for the proposed 17th Street Bridge is
provided in Figure 2-9. The bridge would descend to grade on the west side of I-75/I-85 in the
Atlantic Steel redevelopment and on the east side at Spring Street (Figure 2-7). The portion of the
road from Spring Street to West Peachtree Street would be on new alignment and would connect
with existing 17th Street at West Peachtree Street. 17th Street between West Peachtree Street and
Peachtree Street would not be widened; however, on-street parking would likely be removed at the
intersection of 17th Street and Peachtree Street to accommodate an additional turning lane.
Intersection improvements would be required at Spring Street and West Peachtree Street.
1-85 Southbound Exit Ramp. The existing 1-85 southbound ramp would be reconstructed to
allow vehicles to access the new 17th Street Bridge, 14th Street, and 10th Street. The existing 1-85
southbound ramp to 14th Street would continue to follow its current alignment, but vehicles would
no longer have access to 16th Street (Figure 2-7).
1-75 Southbound Exit Ramp. The existing 1-75 southbound ramp would be reconstructed to
allow vehicles to access 16th Street, 14th Street, and 10th Street. The purpose of this realignment is
to locate this ramp to the west of the reconfigured 1-85 off-ramp to 17th Street and to provide
exiting traffic access to 16th Street. Techwood Drive would be widened up to 14th Street to
accommodate the reconstructed 1-85 and 1-75 southbound exit ramps (Figure 2-7).
I-75/I-85 17th Street Northbound Exit Ramp. This new exit ramp would depart from the
freeway just south of the 14th Street Bridge. The ramp would cross under 14th Street and quickly
climb on structure until 16th Street. At this point, Williams Street would cross under the exit ramp
to reach the 1-75 northbound on-ramp. The exit ramp would double-deck the lower level entrance
ramp and connect directly with the 17th Street Bridge. Williams Street would be relocated to the
east to accommodate this new exit ramp. Improvements would occur at the intersection of 16th
Street and Williams Street to improve operations of this intersection (Figure 2-7).
14th Street Bridge. The 14th Street Bridge must be lengthened and reconstructed to
accommodate the underpassing northbound exit ramp. It would also be widened so that traffic
could continue to use the bridge during reconstruction, while maintaining the same number of
through lanes. Dedicated turning lanes would be added on the bridge. 14th Street would return to
its original width at Spring Street on the east side, and near Fowler Street on the west side of the
Downtown Connector (Figure 2-7).
I \ATLSTEEL\REPORT\DRAFRSECTION2 DOC
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Figure 2-6
Preferred Alternative
17th Street Extension and
Atlantic Steel Redevelopment Project
Environmental Assessment
MAAI 2000a
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Preferred Roadway Improvements
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17th Street Extension and
Atlantic Steel Redevelopment Project
Environmental Assessment
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Table 2-4. Proposed Roadway Improvements for the Preferred Alternative
Roadway Section
Existing Roadway Width
Proposed Roadway Width
1-75 (S.R. 401)
Northside Drive to Brookwood
Interchange
Eight 11' interstate lanes; two 12'
HOV lanes; 10-16' width shoulders
Unchanged through lanes, revised
14th Street southbound exit ramp
1-85 (S R. 403)
Peachtree Street to Brookwood
Interchange
Eight 11' interstate lanes; two 12'
HOV lanes; 10-16' width shoulders
Unchanged through lanes, revised
14th Street southbound exit ramp
1-75/85 (Downtown Connector)
Brookwood Interchange to 10th Street
Twelve 11' interstate lanes; two 12'
HOV lanes; 10-16' shoulders
Unchanged through lanes, new 17th
Street northbound exit ramp
14th Street (U.S. 19/S.R. 9)
Spring Street to Fowler Street
Four 10' urban lanes, 6-14'
sidewalks on both sides
Unchanged through lanes. Four 11'
turn lanes with adequate storage
added on bridge; and wider sidewalks
Northside Drive (U.S. 41/S.R. 3)
Deering Road to Norfolk Southern
Railroad Bridge
Four 10' urban lanes; 6-10'
sidewalks on both sides
11' turn lanes with adequate storage
added at 17th Street Intersection
West Peachtree Street (S.R. 9)
14th Street to 18th Street
Five 10' urban lanes; 6-14'
sidewalks on both sides
Unchanged
Spring Street (S.R. 9)
14th Street to 18th Street
Four 10' urban lanes; 6-14'
sidewalks on both sides
Unchanged
16th Street
East of Interstate to Spring Street
Three 10' urban lanes; 6-10'
sidewalks on both sides
Unchanged through lanes, redesign of
Williams Street Intersection
16th Street
West of Interstate to State Street
Two 11' urban lanes
Widened to four 11' lanes, divided by
a median; 10' sidewalks on both
sides of roadway
Williams Street
12th Street to 14th Street
Three 10' urban lanes; 6-10'
sidewalks on both sides
Unchanged, relocated to the east to
accommodate new exit ramp
Williams Street
14th Street to 16th Street
Two 11' urban lanes; 6-10'
sidewalks on east side
Unchanged, relocated to the east to
accommodate new exit ramp
Williams Street
16th Street to 1-75 Northbound
One 11' urban lane
Two 11' urban lanes
17th Street Bridge
Does not exist
Four 11' through lanes with two 1'
double raised pavement marking
rows; two 16' bus/transit/bicycie
lanes with 2' gutter; 22' raised
sidewalk (southside) and 30' raised
sidewalk (northside).
17th Street
East of Interstate to West Peachtree
Does not exist
Same as bridge with 8' raised median
for improved pedestrian safety
17th Street
West Peachtree Street to Peachtree
Street
Two 11' urban lanes with on-street
parking on both sides
Unchanged through lanes, 11' turn
lane added at Peachtree Street
Intersection
17th Street
West of Interstate to Northside Drive
Does not exist
Same as bridge with 16' raised
median and adequate sidewalks on
both sides of roadway
Bishop Street
Deering Road to Northside Drive
Two 14' lanes, 6-10' sidewalks on
both sides
Unchanged through lanes, 11' turn
lane added at 17th Street Intersection
Tech wood Drive
16th Street to 14th Street
Three 11' urban lanes; 0-10' broken
sidewalks on east side
Widened at 14th Street intersection to
four 11' urban lanes with 8' raised
sidewalk on west side
Source: (MAAI 2000a).
2-24
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17th Street (West End Improvements). 17th Street would be extended through the Atlantic
Steel redevelopment and connect with Northside Drive. It is anticipated that 17 Street would
bridge over the Norfolk Southern railroad on the western portion of the site. Intersection
improvements would be required at Bishop Street and Northside Drive (Figure 2-8).
Pedestrian and Bicycle Improvements. Sidewalks would be provided on all new surface
streets in the Atlantic Steel redevelopment and as part of all off-site roadway improvements. It is
anticipated that sidewalk widths would be approximately 15 feet on all street improvements except
for the 17th Street Bridge where they would be 22 feet on the south side and 30 feet on the north
side.
Bicycle lanes would be provided on 17th Street as part of the wide transit-only lane. As part of
the zoning conditions for the site, bicycle lanes would also be included on State Street (including
the loop north of 17th Street) and Center Street. In addition, JAR would utilize the existing at-grade
crossing over the railroad at Mecaslin Street to provide a signalized bike/pedestrian crossing into
the Loring Heights community. JAR would provide a grade separated (elevated) bike/pedestrian
crossing at the location, depending on negotiations with Norfolk Southern Railroad.
I:\ATLSTEELAREPORT\DRAFT\SECTION2 DOC
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FUTURE
RAIL TRANSIT
30'
17TH STREET BRIDGE
<
10'
22'
22'
18'
TOTAL WIDTH
(134',
22'
INCLUDES !' GUTTER
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Figure: 2-9
17th Street Bridge
Typical Cross Section
17th Street Extension and
Atlantic Steel Redevelopment Project
Environmental Assessment
SOURCE:
MAAI 2000o
./735996/dgnfiles/TYPICAL.DGN 07/28/00 10:54:40 AM
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SECTION 3
AFFECTED ENVIRONMENT
3.1 OVERVIEW
This section describes existing environmental conditions within the project study area. The
project study area is located north of the CBD of downtown Atlanta and is approximately bounded by
14th Street to the south, Northside Drive to the west, Trabert Avenue and the 1-75/85 Brookwood
Interchange to the north, and Peachtree Circle and Peachtree Street to the east (Figure 1-1). However,
given the potential influence of this redevelopment project, land use (Section 3.3.8), socioeconomic
conditions (Section 3.3.9), and potential environmental justice (EJ) areas (Section 3.3.10) were
characterized out to a mile from the study area boundary listed above. Similarly, traffic conditions
were characterized in some areas beyond the immediate study area given the potential traffic impacts
of this project. The information presented in this section serves as a baseline from which changes in
conditions can be compared. The description of existing conditions focuses on the resource categories
most likely to be affected by the proposed redevelopment project.
3.2 NATURAL ENVIRONMENT
The existing natural environment at the Atlantic Steel site is changing daily because of site
cleanup activities. Past and current soil removal activities by Atlantic Steel have removed the natural
vegetation on-site and altered site drainage patterns and aquatic habitat. This section describes the
natural environment of the site prior to initiation of site cleanup activities and the rest of the study area.
Section 4 describes the impacts of these cleanup activities in combination with redevelopment of the
site.
3.2.1 Earth Resources
The study area is located in the southern section of the Piedmont Physiographic Province. The
study area is located in the Gainesville Ridges District of the Upland Georgia Subsection of the
Piedmont. The Gainesville Ridges occur along the border of the Upland Georgia Subsection and the
Midland Georgia Subsection of the Piedmont, and consist of a series of northeast-trending, low, linear,
parallel ridges separated by narrow valleys (Clark and Zisa 1976; Law 1999a).
The site occupies a narrow, west to east-sloping valley. The valley turns abruptly to the north at
the eastern property boundary, near 1-75/85. The valley floor ranges in elevation from approximately
915 feet above mean sea level (MSL) at the western end to about 865 feet at the eastern end.
Surrounding ridge tops reach off-site elevations of approximately 1,000 feet MSL. As a result of the
natural valley setting, drainage from the surrounding area converges onto the site.
Natural soils typically found in the study area are brownish red in color, consisting of silts, sands,
and silty clays. The soil originated from weathered granitic and gneissic rock and contains micaceous
3-1
I \ATLSTEEL\REPORTJDRAFRSECnON3 DOC
-------
and quartzic materials. The Atlantic Steel site also contains fill material which is reported to contain a
mixture of soil and slag (a byproduct from melting scrap metal in the steel production process).
3.2.2 Groundwater
Groundwater in the study area occurs in the overburden soil and bedrock. On the Atlantic Steel
site, groundwater generally flows towards the northeastern and southeastern areas of the site (Law
1999d). Depth to groundwater ranges from approximately 10 to 40 feet across the Atlantic Steel site
(Law 1999a).
Groundwater in the greater Atlanta region occupies joints, fractures and other secondary openings
in bedrock, and pore spaces in the overlying mantle of residual material (Cressler, Thurmond and
Hester 1983). Fractures and joints extend through the bedrock in intersecting patterns. At depth, these
structures are mineralized and closed. However, at more shallow levels, they may act as conduits for
groundwater flow beneath the mantle of residual material (Law 1999a).
Groundwater recharge to the fractured bedrock occurs through seepage of precipitation through
the overlying mantle of residual material, or by flowing directly into openings in the exposed rock
(outcrops). Depth to bedrock and thickness of the overlying residual material varies in the area, and
ranges from exposed rock outcrops to 30 to 80 feet of saprolite (Law 1999a).
Limited groundwater contamination has been detected beneath the Atlantic Steel site (Section
3.3.2). The Georgia Environmental Protection Division (EPD) has prohibited the use of groundwater
at the site and requires that groundwater discharge be intercepted before it exits the eastern site
boundary at the 1-75/85 boundary (Law 1999a).
3.2.3 Surface Water Resources/Hydrology
Surface water features present in the study area are limited to the Atlantic Steel site. The nearest
surface water features outside the study area, include Tanyard Creek to the north and the Atlanta
Reservoir, which lies to the west of Northside Drive at the Hemphill Water Treatment Plant.
The Atlantic Steel site is located within a narrow, west-to-east sloping valley. Surface drainage
generally flows to the north and east and converges into a municipal sewer main that follows along the
original drainage features of the valley floor (Law 1999d). The surface water features of the site
consist of a channel and two surface water impoundments that convey stormwater to the municipal
sewer main. Off-site drainage enters the site from a storm sewer outfall near the southwest property
boundary, from a 36-inch storm sewer running from Bishop Street, north of the property, and from a
30-inch diameter storm sewer that runs parallel to the railroad tracks. The storm sewer from Bishop
Street historically discharged to the eastern upper impoundment, and the storm sewer parallel to the
railroad tracks historically drained to the middle upper impoundment (Figure 3-1).
I.\ATLSTEEL\REPORT\DRAFI\SECTION3.DOC
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Current surface water conditions at the site are changing due to the clean-up activities in progress.
Stormwater from the southwest combined sewer outfall discharged to a channel and historically
flowed to the northeast, discharging to two surface water impoundments (Figure 3-2). Flows from the
surface water impoundments discharged to a sewer inlet structure. This sewer inlet is connected with
a City of Atlanta combined sewer main that enters the property from 14th Street, near the southwest
boundary, and runs east, connecting with the Orme Street Combined Sewer near the southeastern
property boundary. Stormwater and surface water from the site is received by the Orme Street
Combined Sewer. This combined sewage system also collects stormwater from the surrounding areas.
Sewage from the Orme Street Combined Sewer is treated at the R. M. Clayton Water Reclamation
Plant, except when rain events exceed conveyance capacity, in which case flows are directed to the
Tanyard Creek Combined Sewer Overflow (CSO) Treatment Facility.
Flows from the southwest storm sewer averaged 2.72 million gallons per day (MGD) from
August 12, 1999 to August 23, 1999 (Law 1999e). In June 2000, the City of Atlanta took action to
address sanitary discharges into Atlantic Steel ponds. The Hemphill Water Treatment Plant
historically contributed to surface water flows via this combined sewer under an agreement with
Atlantic Steel for the City of Atlanta to provide flows periodically for reuse as process water. The
Hemphill Water Treatment Plant periodically discharged filter backwash waters to the surface waters
of the site as late as January 1998 (Richards 1998). Filter backwash waters are produced when the
flow to the water treatment plant's filters is reversed for the purpose of cleaning the filters. The
magnitude of these discharges ranged from 69,000 gallons to 272,000 gallons (Richards 1997).
Surface water runoff calculations were prepared for the site under the present conditions using the
TR-55 Model (Law 1999g). The site was divided into three basins for modeling purposes
(Figure 3-3). For the present condition, the following assumptions were made during the calculation
of peak stormwater discharges from the site:
• Rainfall amount for the 25-year, 24-hour storm event: 6.8 inches.
• Type II rainfall distribution.
• Hydrologic Soil Group D (fill material).
• Predevelopment acreage: 134 acres.
• Cover types for pre-development scenario were estimated from aerial photographs.
• Composite Manning's "n" coefficients were developed from weighted averages of each land
cover type.
Peak stormwater discharge from the site under the pre-development condition was calculated as
538 cubic feet per second (cfs). The peak discharge occurred at 12.3 hours into the storm event. A
complete list of the stormwater modeling assumptions and results is presented in Appendix C.
I:\ATLSTEEL\REPORT\DRAFT\SECTION3.DOC
3-4
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LEGEND
©® ® DRAINAGE SUBAREA
————— SUBAREA BOUNDARY
— ~ GENERAL SURFACE FLOW DIRECTION
NOTE: APPROXIMATE SITE BOUNDARY AND APPROXIMATE
SURFACE WATER FLOWS FOR MODELING PURPOSES
ONLY.
SUB AREA
ACRES
O
49.49
®
25.03
®
59.59
TOTAL
134.11
o
SCALE
JcTl 11 12—I
gj tjj
Figure 3-3
Pre-Development
Surface Water Flow
17th Street Extension and Atlantic Steel Redevelopment Project
Environmental Assessment
SOURCE: LAW 1999g
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3.2.4 Terrestrial Habitat
The study area is characterized as an industrial and urban environment. It includes typical urban
features like railroads, roads, highways, parking lots, sidewalks, residential neighborhoods,
commercial buildings, industrial buildings, and some low-quality natural areas. The majority of
terrestrial habitat in the study area includes some areas on the Atlantic Steel site, old field/scrub areas
along the south side of 16th Street adjacent to the Atlantic Steel property boundary, and residential
yards that occur in the adjacent neighborhoods. The yards contain older trees and appear to be
regularly maintained by landowners. The study area to the east of 1-75/85 is almost entirely developed
with very little natural habitat. All the pre-existing natural areas appear to have been altered to some
degree by development.
A survey of the Atlantic Steel site was completed in July 1999. Typical tree species present at the
time of the field survey included hackberry (Celtis occidentalis), water oak (Ouercus nigra), sweet
gum (.Liquidambar styraciflua), and red cedar (Juniperous siliciola). Dominant tree species along the
surface water drainage feature included water oak, eastern cottonwood (Populus deltoides), empress
tree (Paulownia tomentosa) boxelder (Acer negundo), black willow (Salix nigra), silk tree (Albizia
julibrissin), and sycamore (Platanus occidentalis). Old field/scrub area vegetation cover included
goldenrod (Solidago fistulosa), Japanese honeysuckle (Lonicera japonica), sweet gum and oak
saplings, and various grass species. The site also includes an upland portion that was partially forested
with shrubs and grass.
Terrestrial species that are typical for these areas include small mammals (i.e., squirrels, mice,
and voles), various birds (i.e., song-birds, doves, and raptors), and many species of reptiles and
amphibians (i.e., bull frog, garter snake, black racers, bull snake, and painted turtle). During the site
survey, fauna species observed included a mallard duck (Anas platyrhynchos), a red-tailed hawk
(Buteo jamaicenis), American crows (Corvus brachyrhnchos), an array of pigeons (Columba spp), and
mourning doves (Zenaida macroura).
3.2.5 Aquatic Habitat
Aquatic habitat located within the study area is confined to the Atlantic Steel site and consists of
the two impoundments. The status of these impoundments is changing due to clean-up activities. The
upper middle impoundment (Figure 3-2) was approximately eight feet deep (Law 1999e) and
dominated by cattail (Typha angustifolia), while the eastern upper impoundment was dominated by
smartweed (Polygonum setaceum). The eastern upper impoundment was approximately five feet deep
(Law 1997). The edge communities of both impoundments were dominated by eastern cottonwood
(Populus deltoides), boxelder (Acer negundo), black willow (Salix nigra), and sycamore (Platanus
occidentalis). Off-site and on-site stormwater drainage was the primary source of water for the
impoundments. A dense canopy of riparian forest vegetation covered the channel that runs northeast
through the site.
The impoundments were historically used for storage of process water for the steel mills. Annual
dredging and maintenance was conducted to keep the impoundments clear of debris and siltation.
Chlorine was added to the water to control bacteria. Maintenance to both impoundments was
discontinued more than 15 years ago and maintenance to the streambed/riparianarea was ceased over
25 years ago (Harmon 1999a). The water in the stream and impoundments was murky and stagnant,
and a very distinguishable septic smell was apparent in both areas.
I \ATLSTEEL\REPORT\DRAFT\SECT10N3X>OC
3-7
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3.2.6 Wetlands
According to the U.S. Army COE and the EPA, wetlands are defined as follows:
Those areas that are inundated or saturated by surface or groundwater at a frequency and
duration sufficient to support, and that under normal circumstances do support, a prevalence
of vegetation typically adapted for life in saturated soil conditions. Wetlands generally
include swamps, marshes, bogs, and similar areas (Environmental Laboratory 1987).
Wetlands located within the study area are confined to the Atlantic Steel site and consist of the
two impoundments. The impoundments located within the Atlantic Steel site total 3.75 acres and are
classified as palustrine wetlands. A palustrine system typically includes all nontidal wetlands
dominated by trees, shrubs, persistent, and emergent plants (Cowardin 1979). The wetlands displayed
the characteristics required for a jurisdictional determination by standards set forth in the 1987 Corp of
Engineers Wetlands Delineation Manual (i.e., prevalence of hydrophytic vegetation, hydric soils, and
permanent or periodic inundation or saturation).
During rain events, the impoundments on site typically receive surrounding area stormwater
drainage. The impoundments receive ample water to be flooded more than 14 consecutive days
during the growing season. Standing water was present during the 1999 survey. The wetlands appear
to support few species, which include the mallard duck, as well as other more common urban birds
such as the crow and pigeon. The majority of flora are those that typically prosper in disturbed urban
areas, including black willow, sycamore (Niering 1985), cattail, and smartweed (Tiner 1988). Over
the years, the wetlands have received large amounts of stormwater and process water that was also
reported to contain sewage (Richards 1998). The wetlands do not appear to have been able to process
the contamination, and therefore, the overall quality of habitat is degraded. The wetlands function, to
some extent, as a treatment for the inflow of stormwater. In summary, the wetlands are characterized
by low species diversity, have been historically maintained, have been severely affected by wastewater
discharges, and do not qualify as unique habitats.
3.2.7 Endangered and Threatened Species
Consultation with the USFWS and the Georgia Natural Heritage Program (GNHP) regarding the
potential occurrence of threatened or endangered species within the study area was completed in
September 1999 (Appendix D). A list of the potential species of concern based on information
received from both agencies is provided in Table 3-1. According to GNHP records, no federal
threatened or endangered species occur within a three-mile radius of the Atlantic Steel property.
Based on correspondence with the two agencies and findings of the site survey, it was concluded that
no federally threatened or endangered species occur in the study area. The only species of concern
noted by the GNHP (Krakow 1999) is the state threatened Bay star-vine {Schisandra glabra), which is
found in the understory of richly forested bottomland hardwoods and adjacent lower slopes. No
suitable habitat for this species was identified in the study area. According to the USFWS, "there is
little likelihood for the presence of natural wildlife or any federally- and state-listed species to occur
within the project study area" (Tucker 1999).
I:\ATLSTEEL\REPORT\DRAFT\SECTION3.DOC
3-8
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Table 3-1. Listed Species Known to Potentially Occur in Fulton County, Georgia1
Common Name
Scientific Name
Listing
Suitable Habitat
Survey Findings
Bald Eagle
Haliaeetus
leucocephalus
T, SE
Inland waterway and
estuarine areas in Georgia.
No individuals or suitable
habitat was observed during the
site reconnaissance.
Red-cockaded
woodpecker
Picoides borealis
E. SE
Nest in mature pine with
low understory vegetation
(30
years of age, preferable
>10" dbh.
No individuals or suitable
habitat was observed during the
site reconnaissance.
Gulf moccasinshell
mussel
Medionidus
pencillatus
E, SE
Medium streams to large
rivers with slight to
moderate current over
sand and gravel substrate,
may be associated with
muddy sand substrate
around tree roots
No individuals or suitable
habitat were observed during
the site reconnaissance
Bachman=s sparrow
Aimophila aestivalis
SR
Abandoned field with
scattered shrubs, pines, or
oaks.
No individuals or suitable
habitat were observed during
the site reconnaissance.
Appalachin Bewick=s
wren
Thyromanes
bewickialtua
SR
Dense undergrowth,
overgrown fields, thickets,
and brush in open or semi-
open habitat, feed
primarily on insects.
No individuals or suitable
habitat were observed during
the site reconnaissance
Blue stripe shiner
Cyprmella callitaenia
ST
Brownwater streams.
No individuals or suitable
habitat were observed during
the site reconnaissance.
Peregrine Falcon
Falco peregrine
SE
Nest on high cliffs, high
hills, or tall buildings.
No individuals or suitable
habitat were observed during
the site reconnaissance
Bay star-vine
Schisandra glabra
ST
Twining on subcanopy
and understory
trees/shrubs in rich
alluvial woods
No individuals or suitable
habitat were observed during
the site reconnaissance.
Piedmont barren
strawberry
Waldstemia lobata
ST
Rocky acidic woods along
streams with mountain
laurel; rarely in drier
upland oak-hickory-pine
woods.
No individuals or suitable
habitat were observed during
the site reconnaissance.
Key to Listings'
E Endangered (Federal) SE State Endangered SR State Rare
T Threatened (Federal) ST State Threatened
1 — Threatened and endangered species information was received from the United States Fish and Wildlife Service Athens, Georgia Field Office
in letter correspondence dated September 22,1999. Species information was also received from the Georgia Natural Heritage Program at the
World Wide Web Site (http://www.dnr.state.ga.us/dnrAvild/gnhpds.htm) and in letter correspondence dated September 8,1999.
I :\ATLSTEEL\Report\Draft\T ables\T able3 -1 doc
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3.3
MAN MADE ENVIRONMENT
3.3.1 Utilities
This section primarily describes existing utilities and historic usage on the Atlantic Steel site.
Future impacts to these utilities, related to predicted usage, is presented in Section 4. Other utilities in
the study area that may be affected during roadway construction would be identified during the
roadway design phase (see Section 4.3.1).
3.3.1.1 Water Supply
The City of Atlanta provides potable water to the site and surrounding area. A 12-inch main
entering the site from Mecaslin Street to the south provides the current potable water supply to the
existing facilities. Water consumption in 1999 was estimated at approximately 6,900 cubic feet per
month (Harmon 1999b). Water distribution lines in proximity to the site include two 8-inch lines, two
16-inch lines, and two 36-inch lines (Law 1999f).
3.3.1.2 Wastewater Disposal
During operation, Atlantic Steel discharged sanitary wastewater to the City of Atlanta sewer
system. One 6-foot sewer main and one 3-foot sewer main service the Atlantic Steel property. The
6-foot sewer main runs west to east, entering the property from 14th Street and connecting with the
Orme Street Combined Sewer, which runs south to north along the eastern property boundary
(Harmon 1999b; Law 1999d). The 6-foot main is maintained by the City of Atlanta. The 3-foot sewer
main originating on site runs to the northeast, discharging to the Orme Street Combined Sewer (Figure
3-1). The 3-foot main is maintained by Atlantic Steel. Sewage from the Orme Street Combined
Sewer is treated at the City of Atlanta's R.M. Clayton Water Reclamation Plant, except when rain
events exceed conveyance capacity and flows are directed to the Tanyard Creek CSO Treatment
Facility and.
3.3.1.3 Solid Waste Disposal
Solid waste disposal needs at the site were minimal during Atlantic Steel operations (Harmon
1999b). The City of Atlanta provides routine, municipal waste pick-up services for the study area.
3.3.1.4 Electrical Power
Electrical power in the study area is provided by Georgia Power. Electrical power consumption
at the Atlantic Steel Facility in 1999 was estimated at 214,400 kiloWatt hour (kWh) per month
(Harmon 1999b). Electrical power lines that service the site enter from the Georgia Power electrical
substation located adjacent to the western boundary of the property.
3.3.1.5 Natural Gas
Natural gas is provided for the Atlantic Steel facility by the Atlanta Gas Light Company. The site
is currently served by a 16-inch natural gas main that enters near the Mecaslin Street gate to the site
(Law 1999b). Natural gas consumption was estimated in 1999 at 690 cubic feet per month (Harmon
1999b). Existing natural gas mains in proximity to the site include three 16-inch mains and one 20-
inch main (Law 1999b).
I \ATLSTEEL\REPORT\DRAF1\SECTION3 DOC
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3.3.2 Hazardous Substances
A comprehensive search for potentially hazardous substances was conducted within the study
area. Most of the areas identified were on the Atlantic Steel site; however, several potential off-site
areas were identified (Section 3.3.2.5).
3.3.2.1 Atlantic Steel Property Conditions
The Atlantic Steel site has been used for steel-making and steel product finishing operations for
nearly 100 years. Steel-making operations were discontinued in 1991. Wire drawing operations,
galvanizing and rod cleaning operations ceased in the mid-1990s, and all other operations ceased in
December 1998. During its operation, the plant made finished steel from scrap that was melted.
Selected product runs of wire rod were acid-pickled in sulfuric acid (rod cleaning) and lime-coated in
preparation for wire drawing. Hazardous materials were used, and hazardous wastes were generated
during all operating periods.
Since June 1987, Atlantic Steel Industries, Inc. has held a hazardous waste facility permit
(HWFP) issued by EPD under authority of the Georgia Hazardous Waste Management Act. During
its routine maintenance operations, Atlantic Steel conducted groundwater monitoring activities, solid
waste management unit investigations, held financial assurance for post-closure care, and completed
other actions associated with the requirements of the permit.
A Phase II Investigation Report was submitted as a Final Report to the Georgia EPD in October
1999 (Law 1999a). This report documents the past uses of hazardous materials at the Atlantic Steel
site as well as the locations of potential hazardous waste contaminated areas.
3.3.2.2 Potentially Contaminated Areas
Twenty-nine Potentially Impacted Areas (PIAs) were identified where past operations on the
Atlantic Steel site may have impacted soil or groundwater (Law 1999a). Subsurface sampling was
conducted in each PIA; fifteen of the PIAs were identified for remediation because they contained
chemical constituents at levels greater than acceptable limits.
Groundwater investigations, baseline assessments, profiling of materials, and a PIA assessment
were performed at the site from August through November 1998. Laboratory results for groundwater
samples analyzed indicated the presence of barium, lead (Pb), zinc, beryllium, and cadmium,
trichloroethylene (TCE), 1,1-dichloroethane, cis-1, 2-dichloroethylene, and vinyl chloride. The
constituents which exceed EPA Region III Tap Water Values (TWVs) for drinking water were TCE,
cis-1,2-dichloroethylene,vinyl chloride, benzo(a)anthracene,cadmium, and zinc.
Soil samples were taken in the first residual soil layer encountered beneath surface fill soil.
Results of the "first soil" baseline sample analyses indicated the presence of metals in all samples.
Polycyclic aromatic hydrocarbons (PAHs) were detected in two samples. PAHs were not detected in
the other eight samples analyzed. VOCs, pesticides, polychlorinated biphenyls (PCBs), cyanide,
herbicides, and semi-volatile organic compounds (S VOCs) (other than PAHs) were not detected above
their respective detection limits. The only constituents which exceeded criteria used for residential
land uses, or Residential Risk Based Criteria (RBCs), were vanadium, arsenic, and
benzo(b)fluoranthene.
IAATLSTEEL\REPORT\DRAFT\SECTION3.DOC
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3.3.2.3 Risk Assessment Findings
A risk assessment was conducted to evaluate the potential risks to human health and the
environment in accordance with direction provided by EPD and other federal guidance. The risk
assessment (Law 1999a) addressed pathways where exposure could occur. Since the site development
would provide for the removal of or cover over contaminated areas, any exposure pathways would be
eliminated. Potential future human receptors would not be exposed to existing site soils or
groundwater because the new construction would include permanent exposure barriers in the form of
structures, pavement, and clean soil cover with institutional controls for future use and maintenance
activities at the redeveloped property. In addition, following redevelopment of the property, wildlife
and vegetation would not be exposed to contaminated soils since they would be covered with new
structures, pavement and clean soil. Therefore, the ecological exposure pathways were eliminated
(Law 1999a).
A risk assessment was performed to determine the risk to construction workers posed by
contaminants identified at the proposed facility. It was assumed that the complete exposure pathways
for construction workers are listed as follows:
1. Incidental ingestion of soil;
2. Inhalation of fugitive dust;
3. Dermal contact with soil;
4. Incidental ingestion of groundwater and;
5. Dermal contact with groundwater.
Several SVOCs, primarily PAHs, were detected in soil samples from various PIAs within the
Atlantic Steel site. Organic constituents detected included trichloroethene and PCBs (PCB-1248,
PCB-1254, and PCB-1260) in soil samples from PIAs where these constituents were used. In
addition, elevated levels of arsenic, cadmium, and Pb were also detected at the Atlantic Steel site (Law
1999a).
The maximum detected concentrations of arsenic, cadmium, Pb, mercury, zinc,
benzo(a)anthracene, benzo(a)pyrene, benzo(b)fluoranthene, dibenzo(a,h)anthracene, indeno(l ,2,3-
cd)pyrene, PCB-1248, PCB-1254, PCB-1260, and trichloroethene exceeded the risk-based residential
screening criteria, and were therefore selected as constituents of potential concern (COPCs).
Analytical results for the eight groundwater monitoring wells installed during the Phase II
Investigation were used to select COPCs. Results of analyses from these eight wells indicated that
five metals (barium, beryllium, cadmium, Pb, and zinc), four volatiles (1,1-dichloroethene, cis-1,2-
dichloroethene, trichloroethene, and vinyl chloride), and seven PAHs were detected in groundwater
on the site. The maximum detected concentrations of cadmium, Pb, zinc, benzo(a)anthracene,cis-l,2-
dichloroethene, trichloroethene, and vinyl chloride in ground-water exceed the risk-based screening
criteria for tap water and were selected as COPCs (Law 1999a).
The risk assessment was first conducted for future construction workers exposed to all potential
impacted areas on the site, and the Hazard Index (noncarcinogenic) and Lifetime Cancer Risks were
then calculated. The cumulative Hazard Index was calculated to be 0.1. A Hazard Index of less than
I \ATLSTEEL\REPORT\DRAFT\SECTION3.DOC
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1.0 indicates adverse health effects are not expected to occur as a result of exposure to contaminant
levels at the site. The Lifetime Cancer Risk was calculated to be 3x10"6 (three-in-one million). The
EPD "trigger" level for further assessment and potential action due to an unacceptable increased
Lifetime Cancer risk, is lxlO"6 (one-in-one million). The EPA Region 4 Lifetime Cancer Risk
"trigger" level is lxlO"4 (one-in-ten thousand). The calculated Lifetime Cancer Risk of 3X10"6, is
significantly less than the EPA "trigger" level of lxlO"4, but greater than the EPD "trigger" level of
lxlO"6
Potential "hot spots" (areas containing high levels of contamination) were then identified for
excavation and off-site disposal. The Hazard Index and the Lifetime Cancer Risk were recalculated
based on the remaining area. The Hazard Index was calculated to be 0.07 and the Lifetime Cancer
Risk was 4xl0"7. Both of these levels are below the EPD and the EPA "trigger levels" for further
assessment and potential action due to an unacceptable increased risk.
3.3.2.4 Asbestos Containing Materials
Several buildings that were demolished on the Atlantic Steel site contained asbestos-containing
fireproofing materials (Harmon 1999a). Asbestos is a known carcinogenic material whose primaiy
exposure route is through inhalation. When disturbed, asbestos-containing materials release fibers into
the air (i.e., become "friable"), and thereby create a risk to construction workers. In order to protect
individual health and the environment, demolition of these structures occurred in accordance with state
and federal standards. The materials were disposed of in a manner acceptable under the state and
federal requirements.
3.3.2.5 Off-Site Concerns
A search of environmental databases was conducted for environmental regulatory information.
This regulatory records search was based on information published by state and federal regulatory
agencies and is used to determine if the site or nearby properties are listed as having a past or present
record of actual or potential environmental impacts. It was determined that there are six underground
storage tanks (UST) sites within approximately 0.25 miles of the Atlantic Steel site and seven leaking
underground storage tank (LUST) sites within 0.5 miles of the site. There are also 3 sites within 0.25
miles of Atlantic Steel that generate small quantities of hazardous waste.
The National Smelting and Refining Company formerly owned and operated a facility located
across the railroad tracks, north of the Atlantic Steel site. In the early 1990's, EPA and several
companies conducted a removal action at the National Smelting and Refining Company property
under the Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA).
The site is continuing to undergo investigation under the direction of EPA.
Three other sites were identified that contain either USTs or previously identified LUSTs. These
three sites have the potential to impact or be impacted by the proposed roadway improvements.
Westinghouse Electric Corporation owns property on the corner of Bishop Street and Northside Drive,
and a previous LUST was identified on the property. The extension of 17th Street to Northside Drive
would occur in the vicinity of this property. In addition two gasoline stations, with USTs and
previously identified LUSTs on-site, are located on the north side of 14th Street between Williams
Street and Spring Street. Widening of 14th Street would occur in this area.
3-13
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3.3.3 Transportation Features
3.3.3.1 Existing Street System
The City of Atlanta Department of Public Works (DPW) and GDOT share the responsibility for
maintaining the existing street system in the study area. Generally, DPW maintains the local streets,
and GDOT maintains the state routes (SR). State routes in the study area include: Interstate 75 (SR
401), Interstate 85 (SR 403), Northside Drive (US 41/SR 3), 14th Street (US 19/SR 9), Spring Street
(US 19/SR 9), and West Peachtree Street (US 19/SR 9). All traffic signals, landscaping, and street
lighting on both local streets and state routes are maintained by DPW.
The Atlantic Steel site and the Midtown area are accessed via exits at 10th and 14th Streets from
1-75/85. Due to the existing ramp configurations at 10th and 14th Streets, this area can only be accessed
in certain directions. Traffic from the north on 1-75 and 1-85 can only exit at 14th Street. Traffic from
the south on 1-75/85 can only exit at 10th Street.
Existing traffic volumes on roadways in the study area were collected in December 1998 and
May 2000 at all signalized intersections and at major unsignalized intersections in the study area.
Freeway and ramp traffic volumes were obtained from GDOT. The average annual daily traffic
volumes (AADT) for the study area are presented in Figure 3-4. AADT represents the average traffic
volume on a roadway segment on any given day of the year (MAAI 2000a). Additional information
on existing A.M. and P.M. peak hour traffic volumes on specific roadways is not presented in this EA,
but is contained in the latest version of the GDOT Concept Report and is available from GDOT upon
request.
Due to the limited access into Midtown Atlanta, a tremendous amount of traffic utilizes the two
above-mentioned interchanges, especially at 14th Street. Due to traffic congestion at these
interchanges, the east-west movement of traffic is also severely limited. Roadways such as those
included in the study area are rated for operational effectiveness using a Level of Service (LOS) scale.
LOS is a standardized means of classifying traffic conditions associated with various traffic volume
levels. LOS ranges from "A" through "F."
Table 3-2 presents general definitions for each LOS. Figures 3-5 and 3-6 show the LOS and
existing areas of congestion on the interstates, ramps, and at key intersections and surface streets, in
the A.M. and P.M. peak hours, respectively. Non-colored surface streets represent a LOS of C or
better while green, yellow, and red colored streets and intersections represent LOS of D, E, and F
respectively.
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u>
I
~—*
KJ\
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Table 3-2. Level of Service Definitions
Level of
Service
Definition
A
Represents free flow traffic.
B
In the range of stable flow, but the presence of other users in the traffic flow begins to be
noticeable.
C
In the range of stable flow, but marks the beginning of traffic flow in which the operation of
individual users becomes significantly affected by interactions with others in traffic.
D
Represents high-density, but stable, traffic flow. Driver or pedestrian experiences a general
poor level of comfort.
E
Represents operating conditions nearing capacity level. All speeds are reduced to a low, but
uniform value. Traffic operating at this level is unstable and small increases in traffic flow
can cause system breakdown.
F
Represents transportation system breakdown. Stop and go situations occur for long stretches
of the roadway.
Source: Highway Capacity Manual, Special Report 209, Transportation Research Board 1997
3.3.3.2 Modal Interrelationships
Transit. The majority of the transit service for the Atlanta area is provided by MARTA.
MARTA currently operates a 46-mile rapid rail system as well as a fleet of 700 buses. The bus
transportation network is organized to feed the surrounding areas to the rapid rail system. MARTA
also operates 36 rapid rail stations in its network. The closest of these, the Arts Center Station, is
located in proximity to the Atlantic Steel site, on the east side of 1-75/85. Existing MARTA buses
provide service in the study area and interface with the Arts Center Station. Bus service from the
Atlantic Steel site will have access to the MARTA Arts Center Station. Cobb County operates Cobb
Community Transit (CCT) which provides bus service that connects with the MARTA system at the
Arts Center Station. Currently, CCT buses exit at 14th Street for access to the Arts Center Station.
Bicycle. Atlanta estimates that currently less than one percent of the population uses bikes to get
to and from work, shopping, or school (City of Atlanta 2000). Atlanta hopes that by providing safe
and convenient bike facilities, it can increase ridership and decrease automobile dependency.
Currently, the City of Atlanta has three programs to initiate this process: the Greenway Trail Corridor
Plan, the Atlanta Commuter On-Street Bike Plan, and the Bicycling Parking Plan. There is one major
bike trail that is under design/construction that is in the study area, the Arts District Trail. This trail is
part of the aforementioned Greenway Trail Corridor Plan. When completed, this trail will stretch from
downtown Atlanta, north to Atlanta Memorial Park (ARC 1995).
Pedestrian. In most areas of downtown Atlanta, it is often unsafe or uncomfortable for people to
walk across the street or along a street. This is due to lack of adequate sidewalks, crosswalks, and
pedestrian signals. Pedestrian access in the Atlantic Steel immediate vicinity is especially a problem.
However, in 1997 the City of Atlanta constructed sidewalks on both sides of 14th Street, south of the
Atlantic Steel site. This was done to link the Georgia Tech campus with the Midtown area. As part of
I:\ATLSTEEL\REPORT\DRAfTiSECTION3.DOC
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SOURCE: MAAI 200Oa
ATLANTIC STEEL SITE
Figure 3-5
Existing AM Peak Hour LOS
Legend
J:\Small_Cadd_prol\AtlstJ\lo898AM.dwg, 06/30/00 at 14:19, SG. 1:1
XREFk BORDERDWG
-------
Logond
£ LOS D
# LOS E
0 LOS F
(Not Shown) LOS A. B, or C
J:\Sfnoll_Cadd_prol\Atlotl\loa98PU.dwg, 06/30/00 at 14:10, SG, 1:1
XREFs: BORDER.DWG
Figure 3—6
Existing PM Peak Hour LOS
17th Street Extension and Atlantic Steal Redevelopment Project
En^ronmentd Aeeeeement
SOURCE: MAAI 2000a
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a process to improve pedestrian awareness, the City of Atlanta started a sidewalk construction
program in 1996 to increase safety and connectivity to major destination points. Currently Atlanta has
several plans to increase pedestrian awareness: Operation Crosswalk, the Pedestrian Master Plan, and
the Atlanta-Fulton Pedestrian Safety Task Force.
3.3.4 Air Quality
This section describes the regulatory context and current air quality status for the study area. The
EPA has established primary and secondary National Ambient Air Quality Standards (NAAQS) for
criteria pollutants under the provisions of the CAA. Primary NAAQS are established at levels
necessary, with an adequate margin of safety, to protect the public health. Similarly, secondary
NAAQS specify the levels of air pollution determined appropriate to protect the public welfare from
any known or anticipated adverse effects associated with air contaminants. Federal ambient air quality
standards for ozone, carbon monoxide (CO), nitrogen dioxide (NO2), sulfur dioxide (SO2), respirable
particulate matter smaller than 10 microns (PM10), and Pb are summarized in Table 3-3. Areas not in
compliance with the NAAQS are termed "non-attainment" areas. Attainment of the NAAQS is
determined through continuous ambient monitoring. Thirteen counties surrounding and including the
City of Atlanta and Fulton County are currently designated as "non-attainment" area due to ozone
violations of the NAAQS.
Table 3-3. National Ambient Air Quality Standards
Pollutant
Averaging Time
Primary Standard
Ozone
1 Hour
0.12 ppm
Carbon Monoxide (CO)
1 Hour
35 ppm
8 Hour
9 ppm
Nitrogen Dioxide (NO2)
Annual Average
0.053 ppm
Sulfur Dioxide (SO2)
3 Hour
0.5 ppm (a)
24 Hour
0.14 ppm
Annual Average
0.03 ppm
PM10
24 Hour
150 ug/m3
Annual Geometric Mean
50 ug/m3
Lead (Pb)
Calendar Quarter
1.5 ug/m3
Secondary Standard
Source' US EPA National Primary and Secondary Ambient Air Quality Standards (40 CFR 50)
Ozone is of particular concern in the Atlanta Metropolitan area. Ozone is a highly reactive
compound formed by a series of complex photochemical reactions involving VOCs and NOx. These
photochemical reactions require the presence of intense sunlight. The NAAQS for ozone is based on
the expected number of days per year with a one hour concentration of 0.12 ppm or greater. The
severity or magnitude of the exceedance is determined by the amount the measurement is above the
standard. Five (5) classifications of non-attainment for the one-hour ozone standard are specified in
the 1990 CAA Amendments (CAAA) as marginal, moderate, serious, severe and extreme. With
respect to ozone, the area has not met the NAAQS for this criteria pollutant since monitoring began in
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1980. In 1992, a 13-county region encompassing the Atlanta metropolitan area was designated as a
"serious" non-attainment area under Section 181 of the CAA.
Current air quality in the vicinity of the study area is monitored by EPD's Air Protection Branch
through a network of fourteen monitoring sites, including seven sites monitoring for ozone. The
maximum monitored ambient concentrations for all six criteria pollutants and ozone precursors for the
City of Atlanta between 1995 and 1999 are summarized in Table 3-4. As reported in this table, the
Atlanta area continues to achieve compliance with the NAAQS for all pollutants with the exception of
ozone.
3.3.5 Noise
Noise is often defined as unwanted sound. Sound is easily measured with instruments, but the
human variability is subjective and physical responses to sound complicates the understanding of its
impact on people. People judge the relative magnitude of sound by subjective terms such as
"loudness" or "noisiness."
Sound-pressure level (Lp) is measured and quantified in terms of a logarithmic scale in decibels
(dB). Research on human hearing sensitivity has shown that a 3 dB increase in the sound is barely
noticeable and a 10 dB increase would be perceived as twice as loud. The human hearing system;
however, is not equally sensitive to sound at all frequencies. Therefore, a frequency-dependent
adjustment called "A-weighting" has been devised so that sound may be measured in a manner similar
to the way the human hearing system responds. The A-weighted sound level is often abbreviated
"dBA" or "dB(A)."
The hourly contributions of highway noise are examined using primarily Leq (average hourly
equivalent sound level) and statistical values such as Lio (the sound level exceeded 10 percent of a
specific time period). While both are accepted by FHWA and GDOT, the Lio is used to analyze this
traffic noise study.
The proposed mixed-use development and 17th Street Bridge/Interchange is within a major urban
area that is bisected by the 1-75/85 connector. Existing noise measurements were taken at
representative locations that were expected to receive the largest impact, where there was insufficient
traffic data, and in areas where there exists a unique physical situation. The Lio noise levels were
measured using the Bruel & Kjaer Type 2231 Modular Precision Sound Level Meter system.
Appendix E presents noise measurement locations and monitoring results.
Existing traffic noise levels along the Interstate and the associated roadways were calculated
using the FHWA Highway Traffic Noise Prediction Model (FHWA 1982). This model is based on the
highway traffic noise prediction method specified in FHWA-RD-77-108. Calculated future noise
levels, Lio, across the entire study area ranged from 58 to 79 dBA (MAAI 2000b). The existing
calculated noise levels are shown in Appendix E.
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Table 3-4. Maximum Monitored Ambient
Concentrations in Atlanta for 1995-1999 (a)
Pollutant
Averaging
Concentration (b)
Year of
Exceeds
Time
Occurrence
Standard?
CO
1-hour
5.1 ppm
1999
No
5.1 ppm
1998
No
6.4 ppm
1997
No
7.8 ppm
1996
No
28.9 ppm
1995
No
8-hour
3.2 ppm
1999
No
3.1 ppm
1998
No
4.3 ppm
1997
No
3.9 ppm
1996
No
7.1 ppm
1995
No
no2
1-year
.022 ppm
1999
No
.024 ppm
1998
No
.025 ppm
1997
No
.027 ppm
1996
No
.019 ppm
1995
No
so2
3-hour
.061 ppm
1999
No
.118 ppm
1998
No
.095 ppm
1997
No
.062 ppm
1996
No
.083 ppm
1995
No
24-hour
.024 ppm
1999
No
.033 ppm
1998
No
.028 ppm
1997
No
.027 ppm
1996
No
.024 ppm
1995
No
1-year
.004 ppm
1999
No
.004 ppm
1998
No
.004 ppm
1997
No
.004 ppm
1996
No
.004 ppm
1995
No
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Table 3-4 (Concluded). Maximum Monitored Ambient
Concentrations in Atlanta for 1995-1999 (a)
Pollutant
Averaging
Concentration (b)
Year of
Exceeds
Time
Occurrence
Standard?
03
1-hour
.157 ppm
1999
Yes
.158 ppm
1998
Yes
.135 ppm
1997
Yes
.142 ppm
1996
Yes
.166 ppm
1995
Yes
PM10
24-hour
55 ug/m3
1999
No
62 ug/m3
1998
No
72 ug/m3
1997
No
61 ug/m3
1996
No
62 ug/m3
1995
No
1-year
27.4 ug/m3
1999
No
27.6 ug/m3
1998
No
30.2 ug/m3
1997
No
27.4 ug/m3
1996
No
30.1 ug/m3
1995
No
a. Source: EPA 1999
b. First highest maximum concentration at monitoring sites in Atlanta, Georgia.
ug/mJ - micrograms per cubic meter.
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3.3.6 Archaeological/Historic Resources
3.3.6.1 Regulatory Environment and Terminology
NEPA, as amended (42USC 4371 et seq), the National Historic Preservation Act (NHPA) of
1966, as amended (16 USC 470), Section 4(f) of the US DOT Act, as amended (49 USC 303(c)), and
other applicable federal, state, and local legislation govern the identification and treatment of historic
properties that are affected by a proposed federal action. Sections 106 and 110 of the NHPA require
the evaluation of effects of federal actions on historic properties. Implementing guidelines for the
NHPA also encourage coordinated compliance among Section 110, Section 106, and NEPA.
Coordination with the Georgia SHPO is being conducted as part of this EA process, as well as
coordination with other agencies and interested parties, including the Advisory Council on Historic
Preservation, Atlanta Urban Design Commission, Atlanta History Center, and Georgia Trust for
Historic Preservation. The existing EA process is being used to fulfill the coordination requirements
of Section 106, as encouraged by 36 CFR 800.2(a)(4).
An initial step in the Section 106 identification process is to determine the area within which
historic properties will be affected or are likely to be affected. The "Area of Potential Effects" (APE)
is defined in 36 CFR 800.16(d) as "the geographic area or areas within which an undertaking may
directly or indirectly cause changes in the character or use of historic properties, if any such properties
exist." In accordance with 36 CFR 800.4(a), the EPA consulted with the Georgia SHPO to determine
the boundaries of the APE. Boundary delineation also relied on physical examination of the project
site and its vicinity, public comments received at public meetings during the NEPA process, and
known concerns of parties interested in historic properties, such as the Atlanta Urban Design
Commission, the Ansley Park community, and the Home Park neighborhood. In addition to
considering potential physical effects (e.g., ground disturbance at the project site and related road
construction), the APE includes a physical "buffer" area that considers visual impacts to the
surrounding area. The APE is bounded roughly by 14th Street on the south, Northside Drive on the
west, Trabert Avenue and the I-75/85/Brookwood Interchange on the north, and Peachtree
Circle/Peachtree Street on the east (see Figure 1-1). For the purposes of this project, the study area
and APE are the same.
Two major transportation corridors pass through the APE: the Norfolk Southern Railroad and
1-75/85. The proposed redevelopment site occupied by the former steel mill is the primary feature in
the western portion of the APE. The APE contains a variety of other building types, including light
industrial and railroad-related properties adjacent to Northside Drive to the west, and Norfolk
Southern Railroad to the north, a portion of the early-20th century residential neighborhood of Home
Park south of the Atlantic Steel site, and a combination of commercial and residential development
east of 1-75/85, including a portion of the Ansley Park neighborhood east of Peachtree Street.
"Archaeological and historic resources," as used in this EA, are synonymous with "historic
properties," defined broadly by 36 CFR 800 as "any prehistoric or historic district, site, building,
structure, or object included in or eligible for inclusion in, the National Register of Historic Places."
Historic properties are "significant" in American history or prehistory, and include archaeological and
man-made resources. Properties that qualify for inclusion in the National Register must meet at least
one of the following four criteria:
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Criterion A:
Association with events that have made a significant contribution to the broad
patterns of our history;
Criterion B: Association with the lives of persons of significance in our past;
Criterion C : Embody the distinctive characteristics of a type, period, or method of construction,
or that represent the work of a master, or that possess high artistic values, or that
represent a significant and distinguishable entity whose component may lack
individual distinction; or,
Criterion D: Have yielded, or may be likely to yield, information important in prehistory or
history (36CFR60.4).
Properties that qualify for the National Register also must possess integrity, defined by the
following seven aspects: location, design, setting, materials, workmanship, feeling, and association.
The term "eligible for inclusion in the National Register" includes both properties formally designated
as eligible and all other properties determined to meet National Register criteria. In keeping with
NHPA regulations (36 CFR 800), "historic property" refers only to resources which are 50 years of
age or greater and are listed in, or eligible for listing in, the National Register. In order for buildings
and structures less than 50 years of age to be eligible for the National Register, these resources must
meet "special criteria considerations" as outlined in 36 CFR 60.4. National Historic Landmarks are
defined as historic properties of outstanding national significance that have been specially designated
by the Secretary of the Interior, in accordance with 36 CFR 65. For purposes of this discussion, the
term "archaeological resources" refers to cemeteries and prehistoric or historical subsurface sites.
"Historic resources" refers to buildings, structures, or objects, including historic districts. More
detailed assessments of the identification and evaluation effort for archaeological and historic
resources are contained in separate reports (Parsons ES 2000a; 2000b) conducted for this project.
3.3.6.2 Archaeological Resources
The archaeological assessment conducted as a result of consultation with the SHPO consisted of a
literature and records search, and a windshield-level field reconnaissance. The literature and records
search covered the entire APE for the project, while the field reconnaissance focused on areas that
would experience direct physical impacts.
With the exception of the railroad tracks constructed from 1869-1873, the majority of the project
area was undeveloped prior to erection of the Atlantic Steel Mill in the early twentieth century. As the
steel mill expanded during the twentieth century, the original landform changed considerably. Most
notably, the intermittent drainage which ran through the property was filled in on its eastern end, and
buildings were constructed over top of it. Part of the drainage was turned into a pond. Portions of the
site also were filled, to create a level building surface for the steel mill. Finally, a prominent hill
originally situated at the eastern end of the Atlantic Steel site was reduced by approximately 25 feet so
that additional buildings could be constructed there. The soil that was removed from the hill was used
to fill in areas to the north and south of the hill (Harmon 1999c).
The remainder of the study area saw building construction beginning in the early-twentieth
century and continuing through the late-twentieth century. A more complete description of the historic
land use in these areas is presented in the Archaeological Assessment Report (Parsons ES 2000a).
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No archaeological sites previously had been recorded in the APE, and none were observed during
the field survey. Much of the APE area has been disturbed from development and associated grading.
The only portion of the project area that appears to have the potential to yield archaeological resources
is the intersection of Hemphill Avenue and Northside Drive north of 14th Street. The roadbed of
Hemphill Avenue may contain buried trolley tracks, and the area beneath or alongside Hemphill
Avenue could contain original water pipes associated with the National Register-listed Atlanta
Waterworks Hemphill Avenue Station. Both of these resources would be potentially eligible for
listing in the National Register.
3.3.6.3 Historic Resources
This section summarizes the findings of the Historic Architectural Properties Identification and
Evaluation Report (Parsons ES 2000b). The historic resources evaluation was conducted as a result of
consultation with the SHPO and consisted of several tasks:
• Historic literature/map research at such repositories as the: Georgia Department of Natural
Resources, Historic Preservation Division; Atlanta History Center archives; Atlanta Urban
Design Commission; Fulton County Central Library; Georgia Archives; and the Georgia
Trust for Historic Preservation at Rhodes Hall;
• Review of key materials such as:
- National Register/National Historic Landmark nomination forms;
- Files and inventories for locally significant properties housed at the Atlanta Urban
Design Commission; and
- Previous investigations (e.g., surveys and compliance-related reports);
• Consultation with local agencies and individuals, including the Georgia SHPO, Atlanta Urban
Design Commission, Atlanta History Center, Neil Harmon (Principal Environmental Engineer
and long-time employee of Atlantic Steel Industries); Ruth Dusseault (an independent
photographer and artist who conducted a photographic documentary of the mill site); and
Dominique Bohnamour-Lloyd (a Professor at Georgia Institute of Technology who directed a
class project that involved documentation of the Atlantic Steel Mill); and
• Architectural survey of the APE, with particular focus on those areas that would experience
direct physical impacts due to redevelopment of the Atlantic Steel site and the related off-site
roadway improvements.
There are eleven known historic architectural properties within the APE: four properties are
listed in the National Register (Rhodes Hall, Garrison Apartments, the Ansley Park Historic District,
and the Atlanta Waterworks Hemphill Avenue Station), and seven properties were previously
identified as being eligible for the National Register by the Atlanta Urban Design Commission (Ewell
Jett House, The Granada, The Belvedere, Winwood Apartments, First Presbyterian Church, Mitchell
King House, and the Castle). Four additional properties were identified as eligible as a result of the
identification/evaluation effort for this project (Atlantic Steel Industries, Norfolk Southern Railroad,
Siemens, and Kool Komer Grocery). These properties are presented in Table 3-5, shown in
Figure 3-7, and described briefly in Appendix F.
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Table 3-5. Historic Properties in the APE
Resource #
Resource
Name/Address
Date
Current Use
NR Eligibility
1
Atlantic Steel
Industries
1901 and
after
Demolished
Yes (Identified
Eligible)
2
Norfolk Southern
Railroad
1869-1873
Railroad
Yes (Identified
Eligible)
3
Siemens
1299 Northside Drive
1941
Commercial
Yes (Identified
Eligible)
4
Kool Komer Grocery
349 14th Street
Circa 1935
Commercial
Yes (Identified
Eligible)
5
Ewell Jett House
1385 Spring Street NE
1916
Commercial
Yes (Previously
Identified)
6
The Granada
1302 W Peachtree
Street
1924
Granada Best
Western Suite
Hotel
Yes (Previously
Identified)
7
The Belvedere
1384 W Peachtree
Street
1922
Apartments
Yes (Previously
Identified)
8
Winwood Apartments
1460 W Peachtree
Street
1931
Apartments
Yes (Previously
Identified)
9
First Presbyterian
Church
1328 Peachtree Street
NW
1919
Church
Yes (Previously
Identified)
10
Mitchell King House
1382 Peachtree Street
NW
1912
Commercial
(Nix, Mann &
Associates)
Yes (Previously
Identified)
11
The Castle(Fort Peace)
87 15th Street, NW
3910
Commercial
Yes (Previously
Identified)
12
Rhodes Hall
1516 Peachtree Street,
NW
1904
Commercial
Listed
1974
13
Garrison Apartments
1325-1327 Peachtree
Street NE
1924
Reid House
(Apartments)
Listed
1979
14
Ansley Park Historic
District (including First
Church of Christ
Scientist)
Early
20th c
Residential
Neighborhood
Listed
1979
15
Atlanta Waterworks
Hemphill Avenue
Station
1892-1893
Water Treatment
Plant
Listed
1978
I.\ATLSTEELAReport\Draft\Tables\Tab!e3-5 doc
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12
m
10th a.
K
1CP
.13
LEGEND
m Area of Potanbd Effect
t— AtianbcSted
Redg^opmert Site
i ¦ r ¦ Ralroad
• historic Sdes
1 AfiarticSteei Industries
2 Norfolk Scuham Raflroad
3 Stamens
4 Kod Comer Gocer
5 BMflJettHaM
8 Th® Granada
7 itoBetodere
8 WnwoodApatmerli
9 Rrst FYw&ytsrtan Oucfi
10 Mtctvfl ting House
11 The Castle (Fort Psace)
12 RHodasKal
13 Garrison Apartments
14 Arstoy Parte Historic District
15 AftartaVtttenialaHarriFra Avenue Sbtan
N
500
500 1000 Feet
Figure 3-7
Historic Properties in the
Area of Potential Effects
17th Street Extension And
Atlantic Steel Redevdcpmert Project
ErNironmental Assessment
SOURCE Parsons ES 2000b
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3.3.7 Section 4(f) Applicability
Section 4(f) of the DOT Act of 1966 applies to all Federal-Highway programs, including
Federal-Aid Highway subsidies. The purpose of Section 4(f) is to protect parks, recreation areas,
wildlife/waterfowl refuges, and historic sites, by requiring transportation projects to provide additional
examination of these resources before approval can be granted. Section 4(f) applies to all historic
sites, but only publicly owned parks, recreational areas, and wildlife and waterfowl refuges. Section
4(f) stipulates that the FHWA and FTA can only approve a project that uses land from identified
Section (4f) resources if:
• There is no feasible and prudent alternatives to the use of these resources; and
• All possible planning has been taken to minimize harm to the resources.
The potential for Section 4(f) resources was researched and surveyed in the study area. These
efforts resulted in the identification of fifteen potential Section 4(f) resources, consisting of the fifteen
historic properties that are listed or eligible for listing in the National Register of Historic Places.
These properties are discussed in Section 3.3.6.3 and Appendix F, as well as detailed in the Historic
Architectural Properties Identification and Evaluation Report (Parsons ES 2000b).
FHWA and GDOT are responsible for determining the applicability of Section 4(f) for this
project. As described previously, the Atlantic Steel site was identified as a potential Section 4(f)
resource because it has been identified as eligible for listing in the National Register. However, as
described in Section 2.7, under the no action alternative, the Atlantic Steel Site would be cleaned up
and redeveloped regardless of whether or not the 17th Street Extension occurs. Demolition of all
on-site buildings has occurred and cleanup of the site is currently underway as part of the private
redevelopment action. Therefore, there is no Section 4(f) applicability to the Atlantic Steel Site since
the buildings have been demolished as part of the environmental remediation and proposed
redevelopment. As part of EPA's decision to approve this project as a TCM, compliance with Section
106 of the NHPA was required for adverse effects to the Atlantic Steel Site (see Section 4.3.6).
3.3.8 Land Use
For purposes of defining existing land use, socioeconomic conditions (Section 3.3.9), and
potential environmental justice (EJ) areas (Section 3.3.10), an area of influence for these categories
was identified based on a broader, one-mile buffer surrounding the previous defined study area
(Peachtree Circle/Peachtree Street on the east, 14th Street to the south, Trabert Avenue/Brookwood
Interchange to the north, and Northside Drive to the west). This broader area of influence was
identified because of the potential social and economic impacts that are likely to occur as a result of
this redevelopment project.
3.3.8.1 Existing Land Use
Land use in this one-mile area of influence includes the residential neighborhoods of Home Park,
Loring Heights, and Ansley Park; the Midtown commercial district; Georgia Institute of Technology
campus and all its related facilities; and heavy and light industrial complexes, primarily to the west.
This entire area is a major employment center in the Atlanta metropolitan region.
I:\ATLSTEEL\REPORT\DRAFT\SECTION3 £>OC
3-28
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The one-mile buffer contains approximately 4,852 acres of land. The largest land use within the
one-mile buffer is associated with the Industrial/Commercial Complexes, at 21 percent. This is
followed closely by the Medium Density Residential land use category, at 19 percent. The smallest
land uses in the study area are associated with the Urban-Other and Deciduous Forest categories, both
at one percent. Table 3-6 shows a breakdown of land uses in this area. Existing land uses are shown
in Figure 3-8.
Table 3-6. Existing Land Use in the Vicinity of Atlantic Steel
Type of Land Use
Acres in Study Area
Percentage of Total
Residential-Medium Density
930
19
Residential-High Density
454
9
Residential-Multi-Family
176
4
Commercial
804
17
Industrial
151
3
Institutional
399
8
Golf Courses
69
2
Forest-Deciduous
55
1
Parks
207
4
T rans/Comm/Uti 1 ities
266
6
Ind/Comm Complexes
1,036
21
Urban-Other
44
1
Highways
261
5
Total
4,852
100
This project conforms to several of the goals and objectives of the adopted City of Atlanta 2001
Comprehensive Development Plan (City of Atlanta 2000) which projects the kinds of future
development that may occur in the City in the foreseeable future. The City of Atlanta predicts
residential land use patterns to increase in the study area in terms of higher density and in-fill
development similar to Atlantic Steel. Residential land uses should become more prominent as the
City attempts to discourage sprawl.
3.3.8.2 Neighborhoods and Community Facilities
Neighborhoods. The organized neighborhoods within the area of influence are: Home Park,
located immediately south of the Atlantic Steel site; Ansley Park, which is located east of 1-75/85; and
Loring Heights, which is located north of the Atlantic Steel site. Home Park and Loring Heights are
single-family residential areas containing mostly bungalow-style housing units built in early to mid-
1900s and are established neighborhoods with a mixture of rental and owner-occupied residences.
Ansley Park was constructed in the early twentieth century and encompasses an area of approximately
275 acres. It includes approximately 600 single-family homes and several apartment buildings.
I:\ATLSTEEL\REPORT\DRAFI\SECTION3 DOC
3-29
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LEGEND
Landuse
Atlantic Steal Sita
Commercial
o
1 Mia Suffer
m
Industrial
[f®5! j
Tract Boirtdary and Tract Nomt.gr
Trana/ComnVUtflltiee
+
Hospital
ind/Ccmm Complexes
r
library
a
Urtarvother
0
Cemetery
m
Res-med density
0
Religious Canter
Raa-high density
Res-muiti-famlly
I
School
InatltutJoral - Intensive
©
Transit Station
Golf Courses
Forest deddlous
-1S>
Ltd Acceea Highways
Parks
£\2js\7359S6\Ho»TTega^
1000 0 1000 2000 Faet
Figure 3-8
Land Use In the Vicinity of
Atlantic Steel
17th Street Extension And
Atlantic Steel Redevelopment Project
Environmental Assessment
SOURCE Atlanta Regional Commission, 1997
3-30
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Schools. Schools are a strong indicator of community values. The Atlanta Public School System
provides public education in the City of Atlanta. There are ten school properties and one four-year
university located within the one-mile area of influence. There are three other schools and the Georgia
Institute of Technology academic center located just south of the Atlantic Steel site.
Parks, Recreation Areas, and Open Space. There are no parks located within the immediate
study area. There are four regional/neighborhood parks that are located within the one-mile area of
influence: Piedmont Park, Eubanks Park, Winn Park, and Underwood Hills Park. The Ansley Park
Golf Course is located within the one-mile area of influence and situated east of 1-75/85 and north of
Piedmont Park. The YMCA recreational facility center is located within the study area, south of the
Atlantic Steel site. A private recreational ball field owned by Georgia Tech also is located south of the
Atlantic Steel property, west of Mecaslin Street. The former Home Park Neighborhood Recreational
Facility is also located within the study area and south of Atlantic Steel. However, it has been
converted into a day care facility. The adjacent park land area is used by the day care center during
the day and is open to the public in the evenings and on the weekends.
There are a few parcels of land within the one-mile area of influence that are considered to be
open or vacant. At the time of this report, no development of these parcels is anticipated.
Places of Worship and Cemeteries. There are three religious institutions located in the
immediate study area. The First Presbyterian Church is located near the Peachtree Branch library and
on the east side of 1-75/85. The other two facilities, Atlanta Mosque and Mission Church of God, are
located southwest of the Atlantic Steel site, in the Home Park Neighborhood. There are 21 other
places of worship located within the one-mile area of influence. Most of these religious institutions
are located south and west of the Atlantic Steel site. There are no known cemeteries within the
immediate study area or the one-mile area of influence.
Hospitals and Health Centers. There are four medical facilities located within the one-mile area
of influence. The Piedmont Hospital complex is located just to the north of the 1-75/85 split. The
Georgia Tech University Infirmary is located south of the Atlantic Steel site, in the heart of campus.
The remaining two facilities are located southeast of the Atlantic Steel site and east of 1-75/85. They
are the Atlanta Hospital and the Psychiatric Institute of Atlanta.
Libraries and Museums. The Atlanta-Fulton County Public Library system operates one library
within the one-mile area of influence, Peachtree Branch. The Robert W. Woodruff Arts Center is
located within the study area. It is located across 1-75/85, adjacent to the Arts Center MARTA
Station. The Woodruff Arts Center is dedicated to excellence in the performing and visual arts. It is
home to the Alliance Theatre Company, Atlanta College of Art, Atlanta Symphony Orchestra, 14th
Street Playhouse, and the High Museum of Art. The Woodruff Arts Center offers its patrons a unique,
multi-faceted experience of many distinctive arts institutions all located on a single campus.
Emergency Services - Fire and Rescue. Fire protection in the area is provided by the City of
Atlanta. The city is broken into five districts, and each district has several fire stations to cover the
sub-areas of that district. The Atlantic Steel site is located in District Three and the closest fire station
is located east of 1-75/85 and south of the project study area.
1 1
JO 1
I'\ATLSTEEL\REPORT\DRAFTvSECTION3 .DOC
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Emergency Services - Police. Police protection is also provided by the City of Atlanta. Atlanta
is broken into six precincts. The Atlantic Steel site is in the same precinct as the downtown CBD,
Precinct Five. Several mini-precinct offices are located in each of the six major precincts. The closest
mini-precinct is located east of 1-75/85 and south of the project study area.
3.3.9 Socioeconomics/Demography/Economic Conditions
3.3.9.1 Population
Population and employment estimates for the one-mile area of influence are presented in Table
3-7 and are based on 1990 US Census data. Updates to these statistics are provided in the text where
available. Other characteristics including population by age group, race, income, and percentage of
households with income below poverty levels are presented by census tract. The twelve census tracts
listed in Table 3-7 are shown on Figure 3-8. Some of these census tracts extend beyond the one-mile
buffer of the site and encompass the Midtown business district, the Georgia Institute of Technology
campus, and the industrial/commercial areas along the 1-75/85 corridor. Although the study area is
heavily urbanized and the predominant land uses are office, commercial and industrial, several
residential communities are scattered throughout the project vicinity. Most of the resident population
is located within the neighborhoods of Home Park, Loring Heights, and Ansley Park as shown in
census tracts 4,5, 6, 89,90, and 91.
The age profile indicates that the residential population is largely comprised of persons within the
range of 15-34 years old, reflecting a fairly young age group living within the area.
The predominant racial group of the study area is white, although some concentrations of other
racial groups are present in areas west of the project site in the vicinity of Northside Drive, and south
of the site in the vicinity of Georgia Institute of Technology. Based on a GIS analysis of 1990 US
Census data for the project area, the percent minority population within the one-mile area of influence
is estimated to be 18.2%; the percent of households below poverty levels is approximately 24.2% for
this same area.
The median household income levels for the project area range from approximately $15,000 to
the mid-$40,000 range, indicating a wide range of income levels among various neighborhoods within
a one-mile buffer. Some of the lower income levels may be associated with the student population of
the nearby colleges and younger age groups living in the study area. This information is from the
1990 census and more recent data indicates that the median household income level is on the rise.
According to the Midtown Alliance (1999), the average household income reported within a one-mile,
three-mile and five-mile buffers of 10th Street and Peachtree Street is approximately $55,781, $58,856
and $61,011, respectively.
3.3.9.2 Employment
As listed in Table 3-7, the employment population within the study area far exceeds the
residential population which indicates that the area is a strong employment center. The majority of
these jobs are in the service and commercial sectors. Based on information provided by the Midtown
Alliance, a non-profit business development organization in the area, the top ten employers within the
study area are: Alston and Bird, AT&T, Bank of America, BellSouth Corporation, The Coca-Cola
I.\ATLSTEEL\REPORT\DRAFnSECTION3£)OC
3-32
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Table 3-7. Summary of 1990 Population and Employment
Characteristics of the Study Area
Characteristics
Census Tracts
T ract
89
90
91
5
4
6
7
1095
11
8
12
13
Population
9791
3472
6176
2564
1545
1335
3487
6460
1427
1516
3137
3391
Age
100
0-4 years
437
280
164
101
50
18
40
77
11
120
54
5-14 years
576
189
258
186
96
17
96
34
12
183
52
128
15-19 years
437
109
167
64
51
76
310
2233
33
88
77
72
20-34 years
4789
1416
2767
800
475
948
1922
3661
812
319
1664
1816
35-59 years
2681
1003
1879
961
614
166
948
396
432
466
864
974
60+ years
871
475
941
452
259
110
171
59
127
340
426
301
Race
White
7586
3192
5307
2336
1391
1070
630
5018
988
27
2278
2401
Non-white
2205
280
869
228
154
265
2857
1442
439
1489
859
990
Hispanic
394
86
122
31
34
35
79
216
30
3
79
77
Asian
212
23
88
43
13
164
8
636
32
2
49
17
Median HH
$32,202
$45,691
$31,007
$45,300
$40,417
$21,827
$20,000
$14,929
$20,824
$10,318
$20,979
$26,939
Income
Employment
16328
1127
11809
8033
13149
3741
2459
11198
3574
994
13845
2655
Source: US Census Data, 1990
-------
Company, Crawford Long Hospital, Federal Deposit Insurance Corporation, Georgia Institute of
Technology, Georgia Power, and Turner Broadcasting.
3.3.9.3 Relocations
The 17th Street Extension and Atlantic Steel Redevelopment project will require houses,
businesses, and/or industry located within the study area to be relocated. Those property owners
subject to relocation are addressed in Section 4.3.9.3.
3.3.10 Environmental Justice
Executive Order 12898 on Federal Actions to Address Environmental Justice in Minority
Populations and Low-Income Populations (Executive Order 12898 1994)requires all federal agencies
to identify and address disproportionately high and adverse human health or environmental effects of
federal programs on minority and low-income populations. The general purpose is to foster non-
discrimination in federal programs and to provide minority and low-income communities greater
opportunities for public participation in, and access to public information regarding human health and
environmental issues. As part of the NEPA process, potential EJ areas (areas that have high levels of
minority and/or low income populations relative to a reference area) are identified in the screening
process to ensure that these communities have access to both concise and clear information sufficient
to effectively participate in the public involvement process; and to ensure that these communities are
not disproportionately impacted by this project.
A general approach for identifying potential EJ areas involves the use of comprehensive
demographic information. Once identified, the locations of these geographic areas are then compared
to areas in which environmental and socioeconomic impacts are predicted to occur to determine if
these communities will be affected, and also to determine whether or not these impacts will be
disproportionate (significantly greater) than those experienced from the nearby non-EJ areas. If
disproportionate impacts are identified in this process, mitigation to alleviate those impacts to those
communities should occur.
3.3.10.1 Demographic Characterizations
General screening to identify potential EJ areas for this project involved comparing the minority
and low-income characteristics of a smaller geographic area (project area) with those of a larger
geographic area (reference area). In this project, U.S. Census data for 1990 were used for the
minority and low-income analysis. Data were collected at the block group level for the project area
and the Atlanta metropolitan statistical area (MSA) for the reference area. Similar to Section 3.3.9, for
the purposes of the EJ analysis, the area of influence for this project or the "project area" was
approximated based on a one mile buffer surrounding the study area for the project (Figure 3-9). The
Atlanta MSA is comprised of twenty counties surrounding the City of Atlanta. The block group data
level, instead of the tract level, was used because it provides the best combination of demographic
accuracy and data accessibility. The Atlanta MSA was selected as the appropriate reference area
because of the potential regional influence of this project, and the MSA best represents a regional
project area.
I \ATLSTEEL\REPORT\DRAFRSECTlON3.D0C
3-34
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Legend
H Poverty
SI Minority
I 1 Poverty and Minority
1 I None
(H No Data
f"°l Atlantic Steel
Redevelopment Site
C3 1 Mile Buffer
1000 0 1000 2000 Fast
Figure 3-9
Potential Environmental Justice
Block Groups
17th Street Extension And
Atlantic Steel Redevelopment Project
Environmental Assessment
SOURCE: U.S. Census Bureau, 1990 Census Data
^is\735996\Hornepar1<\E^Catherine\dat^che^^
3-35
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According to the U.S. Bureau of Census, minority populations are those groups that include
African Americans, American Indians, Asians, Pacific Islander, Hispanics, Eskimos, Aleuts and other
races. These population categories were used in this study to determine the minority percentage for
each block group in the project area and Atlanta MSA.
There are two options for defining low-income populations in EJ analyses. An absolute income
level (e.g., $15,000) or poverty status may be used to determine significant low-income populations.
Poverty data were used in this analysis as an indication for low-income status because it is adjusted for
family size and number of dependents. Specifically, two-times the national poverty level was used to
reflect the higher cost of living in the Atlanta MSA and project area.
3.3.10.2 Potential Environmental Justice Areas
In order for an area to be considered a potential EJ area of concern, either the minority or low-
income population of the project area must be "meaningfully greater" than that of the reference area
(EPA 1998). The Draft Guidance for Conducting Environmental Analyses (EPA 1998a) suggests the
use of a multiplier of 1.2 times the calculated percent of both the minority and low-income populations
for the reference area. Multiplying the calculated percentage of the reference area by 1.2 establishes a
threshold level at which the project area would contain a significantly higher minority or low-income
resident percentage of its population. Any block group with a percentage of residents above the
minority or low-income thresholds established for the Atlanta MSA are identified as potential EJ areas
of concern.
As a result of our analysis, several communities in the project area were determined to contain
minority and/or low-income populations at levels that are significantly higher than that of the Atlanta
MSA. The thresholds established for the Atlanta MSA are as follows: Minority: 35.71% and Low-
Income: 28.40%. The threshold levels for the Atlanta MSA and the block groups exceeding these
thresholds are presented in Table 3-8. These block groups are depicted in Figure 3-9. Based on the
low-income and minority population percentages, eighteen of thirty-five block groups within the
project area exceeded or equaled the MSA thresholds and are therefore considered potential EJ areas
of concern. Of these block groups, two are minority, ten are low-income, and six are a combination of
minority and low-income (see Table 3-8). The majority of these block groups appear to be distributed
in clusters west and southeast of the site (see Figure 3-9). Block group 13 includes the Georgia
Institute of Technology.
3.3.11 Aesthetic Resources
The Atlantic Steel project site occupies approximately 135 acres and has been in heavy industrial
use since the early 1900s. The original mill buildings and associated structures remained on-site and
until the summer of 2000, were in some degree of neglect. The visual appearance of the site has
changed dramatically because of site cleanup activities, including demolition and removal of all on-
site buildings. However, the appearance of the site is still relatively poor and undesirable from the
viewpoint of residential neighbors and employees/customers of the commercial developments in the
study area.
IAATLSTEEL\REPORTORAFTOECT10N3.DOC
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Table 3-8. Potential Environmental Justice Block Groups
THRESHOLD LEVEL FOR POPULATION WITH MINORITY STATUS: 35.71%
THRESHOLD LEVEL FOR POPULATION WITH LOW-INCOME STATUS*: 28.40%
Block Group Number
Total Population
Percent of Population
with Minority Status**
Percent of Population
with Low-Income
Status**
1
915
16.28%
24.70%
2
123
14.63%
26.83%
3
496
2.22%
9.88%
4
977
1.64%
3.99%
5
1.216
16.78%
16.02%
6
431
14.39%
19.72%
7
303
13.53%
79.87%
8
875
23.54%
69.37%
9
108
22.22%
79.63%
10
3.051
85.19%
55.30%
11
NO DATA
12
22
59.09%
0.00%
13
826
45.40%
63.20%
14
372
0.00%
17.74%
15
2.571
24.70%
78.26%
16
727
16.51%
0.00%
17
1.655
17.04%
0.00%
18
NO DATA
19
413
59.32%
70.22%
20
1.232
34.09%
35.06%
21
324
40.12%
53.67%
22
433
41.80%
15.24%
23
628
21.34%
38.30%
24
287
6.97%
29.62%
25
961
36.84%
51.65%
26
535
9.35%
16.45%
27
960
16.04%
25.63%
28
1.491
25.22%
46.88%
29
455
7.47%
51.65%
30
110
55.45%
85.45%
31
1.302
15.98%
36.48%
32
1.529
21.58%
26.49%
33
2.172
20.63%
22.50%
34
355
0.00%
5.63%
35
1.657
13.76%
11.41%
*Low-Income Status is determined by income levels up to two times the National Poverty Threshold.
** Bold numbers indicate that the block group exceeds the threshold and is identified as a potential Environmental Justice area.
I AATLSTEEL\Report\Draft\Tables\Table 3-8.doc
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The Atlantic Steel site is located immediately west of the Brookwood Interchange of 1-75/85
which is a dominant visual element within the study area. 1-75 and 1-85 serve as a major
transportation facility in the region, with a total of 10 north and southbound lanes adjacent to the
eastern boundary of the project site. At this location, the freeway is mostly below-grade and can only
be seen from the easternmost portion of the project site, or from structures such as medium-to-high-
rise buildings in the Midtown area or from the bridges and ramps in the study area.
Other significant visual elements within the study area include the Norfolk Southern Railroad
corridor and the Midtown business district of Atlanta. The rail line is located immediately adjacent to
the north of the project site. The Midtown business area is located west, east, and north of 1-75/85 and
contains medium-to-high-rise office buildings and apartments/condominiums. The Midtown area is a
defined portion of the city located just north of the downtown CBD. The Midtown area is a major
employment center for the Atlanta metropolitan region. Views of the site from this vantage point
would be unlimited (see photographs, Appendix G).
The residential areas adjacent to Atlantic Steel include the communities of Home Park and Loring
Heights. These neighborhoods are characterized by medium-density, single-family residences, most
of which were built during the 1930-50s. Most of the housing stock is in fair to good condition; a few
of the residences are substandard and in poor condition. Generally, the residential neighborhoods
bordering the project site are shielded from views of the site by mature vegetation/trees, other
structures, or minimized by distance or angle of view. The Ansley Park neighborhood is listed in the
National Register of Historic Places. The rolling terrain, open parks, and curvilinear streets provide the
setting for this planned suburban community. Houses display a range of architectural styles, including
Colonial revival, Neoclassical, and Victorian, among others.
The non-residential areas north and south of the project site are generally low-rise buildings
constructed in early to mid-twentieth century. These buildings are used for light to heavy industrial
and commercial purposes and many have limited views of the Atlantic Steel site.
I \ATLSTEEL\REPOR1ADRAFRSECTION3 DOC
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SECTION 4
IMPACTS
4.1 OVERVIEW
This section describes potential impacts to the existing environmental conditions as a result of
the proposed 17th Street Extension and Atlantic Steel Redevelopment Project (Preferred
Alternative, as described in Section 2.8). The description of impacts focuses on the resource
categories most affected by the proposed action and mitigative measures proposed where
appropriate. Mitigation is defined as measures taken to avoid, reduce, or minimize potentially
adverse impacts.
4.2 NATURAL ENVIRONMENT
4.2.1 Earth Resources
Topography would be altered from existing conditions due to grading associated with the
clean-up activities, redevelopment, and roadway construction activities. Soils would be excavated
from each PIA at the Atlantic Steel site, and properly disposed of off-site. Remediation of the site
would also occur under any of the alternatives, including the no action scenario in accordance with
EPD requirements. The amount of soil to be removed during clean up is presented in Section 4.3.2.
The transportation improvements associated with this project are located in a small area of urban
Atlanta and would not significantly change or impact any existing soils or geology.
4.2.2 Groundwater
As part of the Atlantic Steel site remediation (Law 1999c), a groundwater interception system
would be installed to collect and contain groundwater on the Atlantic Steel site. Groundwater
would also be monitored and treated, if required, prior to discharge to the City of Atlanta sanitary
sewer system. The City of Atlanta and the Georgia Department of Natural Resources approved a
conservation easement holding JAR responsible for implementing the approved remediation plan.
The easement has been prepared in order to assure that the necessary engineering and institutional
controls are maintained in-perpetuity. The operation of the groundwater extraction system would
prevent groundwater from migrating off-site.
Based on the identified directions of groundwater flow and the configuration of the bedrock,
the proposed groundwater interception system has been designed in two sub-systems located in the
southeastern and northeastern corners of the site. Groundwater flow presently leaving the site
through the southeastern corner flow path would be intercepted with four vertical extraction wells,
each pumping one gallon per minute (gpm) or less. Spacing between the wells would be
approximately 150 feet, and their individual depths would range from 30 to 40 feet below ground
surface. Groundwater flow presently leaving the site through the northeastern corner flow path
would be intercepted with four vertical extraction wells each pumping 3.5 gpm. Spacing between
4-1
I:\ATLSTEEL\REPORT\DRAFT\SECTION4 DOC
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the wells would be approximately 150 feet, and their individual depths would range from 30 to 40
feet below ground surface.
If groundwater treatment is required for extracted groundwater, the treatment would consist of
two systems, each associated with the groundwater extraction subsystems described previously.
The design and operation of the groundwater interception systems is largely dependent on two
criteria: 1) the anticipated groundwater quality entering the system; and 2) treatment criteria that
must be met prior to discharge.
The anticipated organic loading to the treatment systems is reported to be low based on
existing groundwater quality data (Law 1999a). Based on an assessment of the analytical results,
total suspended solid (TSS) and vinyl chloride content would primarily direct the selection of
treatment technologies to be used. Discharge of the treated effluent to the local sanitary sewer
system was determined to be the most feasible discharge option. Treatment criteria would meet the
City of Atlanta's ordinance discharge criteria and would be conducted in accordance with state and
federal requirements (Law 1999c). All groundwater remediation activities associated with the
Atlantic Steel site would occur in accordance with the EPD approved Remediation Plan (Law
1999c).
Site grading and roadway construction activities associated with the project's roadway
improvements would not impact groundwater. No aspect of the proposed action would alter
groundwater direction of flow.
4.2.3 Surface Water Resources/Hydrology
The proposed development would include the construction of a new storm sewer bypass
system that would convey off-site wastewater and stormwater, including that from the southwest
outfall, around the redevelopment to the Orme Street Combined Sewer (Appendix H). A new 8-
foot by 8-foot storm sewer bypass system would originate near the southwest corner of the property
and would flow northeast along the northern boundary of the current property line. The new storm
sewer bypass system would tie into the Orme Street Combined Sewer just north of the property
boundary and prior to the Tanyard Creek CSO Treatment Facility. The existing 36-inch diameter
storm drain originating from Bishop Street would tie into the new storm sewer bypass system along
the northern property boundary. Other existing storm drains on the site would be plugged and
abandoned in place (Law 2000i). The proposed storm sewer bypass system connection to the Orme
Street Combined Sewer would meet the City's requirements under the condition that the proposed
storm sewer bypass system be properly designed by JAR, to allow for a future extension by others
to a connection point downstream of the Tanyard Creek CSO Treatment Facility after all off-site
wastewater sources have been disconnected. The alignment and connection point of the future
extension would have to be approved by the City of Atlanta (Appendix H).
The remediation will necessitate the excavation and filling of the ponds or impoundments
located on the Atlantic Steel site (see also Section 4.2.5). Dewatering of the existing
impoundments will be coordinated with the City of Atlanta to prevent overburdening of the Orme
Street Combined Sewer and the Tanyard Creek CSO Treatment Facility (Law 2000i). The
Remediation Permit from the EPD requires the placement of a liner or other hydraulic control to
separate surface waters from groundwater in these areas.
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The City of Atlanta requires that the proposed development meet all of the City's codes,
ordinances, and regulations related to on-site stormwater systems. The proposed development
would be required to provide detention facilities to reduce the peak runoff from the post-
development condition to less than or equal to the pre-development conditions (Appendix H). An
additional stormwater detention capacity of approximately 20% would be provided by JAR as part
of its stormwater design to assist the City in the management of flows to the Tanyard Creek CSO
Treatment Facility.
Preliminary surface water runoff calculations were developed for the site under the post-
development conditions using the TR-55 Model (Law 1999g). The site was divided into three
basins for modeling purposes using the same configuration as the predevelopment conditions
(see Figure 3-3); and cover types were estimated from the project conceptual plans. Peak
stormwater discharge from the site under the post-development condition was calculated as 1,140
cfs, compared to 538 cfs for the pre-development scenario. This represents an increase in the peak
discharge of 110%. A complete list of the TR-55 model assumptions and results are presented in
Appendix C.
As a result of the filling of the channel and Atlantic Steel impoundments, stormwater storage
capacity on the site would be significantly reduced. To offset the removal of the surface water
features and provide adequate stormwater storage capacity, two stormwater detention structures
would be constructed on the site. A large detention structure in the center of the redevelopment
would provide approximately 12.8 acre-feet of stormwater storage above the normal pond
elevation. An underground detention structure would be constructed in the northeast corner of the
redevelopment and would provide approximately 4 acre-feet of stormwater storage. Stormwater
from both detention structures would discharge to the new storm sewer bypass system.
Coverage under a National Pollutant Discharge Elimination System (NPDES) General Permit
for Stormwater Discharges from Construction Activities would be required for redevelopment of
the site. Construction activities that disturb at least five acres of land and that discharge stormwater
runoff to waters of the United States are covered under this permit (40 CFR 122.26). Requirements
of the permit include the submission of a Notice of Intent (NOI) and development and
implementation of a Stormwater Pollution Prevention Plan (SWPPP). The City of Atlanta also
requires the development and implementation of an Erosion and Sediment Control Plan (Atlanta
Code Sec. 74-43) and a Grading and Stormwater Management Plan (Atlanta Code Sec. 74-105).
Best Management Practices are required for all land disturbing activities and shall be designed to
control soil erosion and sediments for all rainfall events up to and including a 25-year, 24-hour
rainfall event.
Stormwater control measures for all transportation improvements associated with the project
would be developed in the latter phases of the design. All road construction activities would
comply with City of Atlanta and GDOT stormwater design standards.
4.2.4 Terrestrial Habitat
Impacts to the terrestrial habitat (upland forest, mesic forest, riparian habitat, old field/scrub-
shrub lands, and open grassy areas) would result from the construction, redevelopment and
remediation of the Atlantic Steel site. These impacts would be permanent and are attributed to the
requirements outlined for the clean-up of the site (Law 1999c). The EPD has approved the
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Remediation Plan, which is necessary to protect future individuals from exposure to contaminated
soil and groundwater on-site. The Plan's measures include the following:
• A groundwater extraction system that would prevent migration of groundwater off site (see
Section 4.2.2);
• Excavation of contaminated soil; and
• Removal of vegetation in association with soil excavation and installation of the
groundwater extraction system.
On-site impacts from the clean-up process include vegetation clearing and removal of the
PIAs. Cumulative effects of construction would be limited, as most of the areas are characterized
as highly disturbed. The conceptual design depicts an addition of "greenspace" or planted areas
(see Figure 2-4). However, according to requirements of the clean-up, restrictions would be placed
on landscaping of the site.
Construction of the project would also result in permanent alteration of wildlife habitat.
Clearing of the vegetation would reduce cover, nesting, and foraging habitat for some urban
wildlife. The conceptual design proposes to impact approximately 42 acres of pre-existing
vegetated land (Law 1999g). Construction would likely displace animals due to habitat loss.
During surveys, the only observed species present were some bird species, which should be able to
adapt to adjacent habitats. Based on the conceptual site design, it is estimated that 10 acres of
public greenspace would be created.
Construction activities associated with the project's roadway improvements off-site would not
impact terrestrial habitat.
4.2.5 Wetlands and Aquatic Habitat
Impacts to the wetlands and aquatic habitat would result from the construction, redevelopment,
and remediation of the Atlantic Steel site. Likely environmental consequences include the
following:
• Excavation and fill of 3.75 acres of jurisdictional wetlands (upper middle impoundment
and eastern upper impoundment (Figure 3-2);
• Removal of vegetation within the aquatic and wetland habitats; and
• Excavation and fill of the channel and associated vegetation.
Based on the wetland delineation completed at the Atlantic Steel site, it was calculated that
3.75 acres of palustrine unconsolidated wetlands would be impacted by the clean-up and
redevelopment. Construction activities associated with the project's roadway improvements
off-site would not impact wetlands or aquatic habitat. As described in Section 4.2.3, a new
stormwater detention structure is proposed in the center of the redevelopment. The 3.75 acres of
wetlands under the Remediation Plan guidelines would be excavated, filled, and covered with a
liner.
4.2.6 Wetland Mitigation Plan
A Nationwide Permit (NWP) 38 was applied for and authorized by the Savannah District, COE
(Johnson 2000; see Appendix D). The NWP 38 allows activities to be completed in wetlands that
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are required to effect the containment, stabilization, or removal of hazardous or toxic wastes that
are performed, ordered, or sponsored by a government agency with established legal or regulatory
authority. The authorization of NWP 38 was due to the approval of the Remediation Plan by the
EPD. It was calculated that 20 mitigation credits were required. Based on the Standard Operating
Procedures for Compensatory Mitigation, the credits were applied to an "in-lieu of fee" Mitigation
Plan. Approval of the Mitigation Plan was coordinated with the EPA, USFWS, and the EPD
(Johnson 2000).
Southeast Waters, a non-profit organization, in conjunction with AmeriCorps was authorized
to implement the mitigation plan. An escrow account was created and will be managed by
Southeast Waters to enhance and improve stream areas in the City of Atlanta/Fulton County. The
Mitigation Plan designated three stream areas to be studied for potential upgrade, which include
Proctor Creek at Grove Park, Proctor Creek at Carver Hills, and North Utoy Creek at Ben Mays
Drive. The total amount of mitigation was approximately $100,000, based on $5,000 per
mitigation credit. The sum of credits will remain the same and may be applied to one area or a
combination of areas depending on final determination.
4.2.7 Endangered and Threatened Species
No adverse impacts on rare, threatened, or endangered species are anticipated due to the
redevelopment or roadway improvements.
4.3 MAN MADE ENVIRONMENT
4.3.1 Utilities
Off-site utilities that may be affected during roadway construction would be identified during
the roadway design phase. GDOT would coordinate any pipeline or electrical line relocation or
reconfiguration associated with the 17th Street Extension, outside the development, with Fulton
County and/or the City of Atlanta. Existing on-site above ground and below ground utilities would
be identified by the remediation contractor prior to any excavation or remediation. Pursuant to the
City of Atlanta zoning conditions, all utilities for the redevelopment are to be located underground.
During redevelopment, JAR would work with the builders and users of the property to
encourage their participation in the Green Building Council's "Leadership in Energy and
Environmental Design" (LEED) program (EPA 1999b). The LEED Green Building rating system
is a voluntary rating system that evaluates environmental performance from a whole-building
perspective. The rating system addresses site selection and sustainability, water efficiency, energy
and atmosphere, materials and resources and indoor environmental quality (Green Building
Council 2000). Utilities on the Atlantic Steel site are addressed in the following paragraphs.
4.3.1.1 Water Supply
Potable water supply would be more than adequate to support the proposed action since the
Hemphill Water Treatment plant is located close to the site. Water usage at the site for the last full
year of steel production (1990) was 36 million cubic feet. The estimated usage under the
redevelopment scenario is 73 million cubic feet, an increase of 100%. Estimates for peak water
flowrates range from 3,500 to 5,000 gpm (gallons per minute) for domestic use and 3,000 to 10,000
gpm for fire use (Porterfield 2000). The City of Atlanta has confirmed that sufficient water
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treatment capacity exists for the estimated water flows based on a hydraulic model of the City's
water distribution system (Appendix H).
Current distribution lines in the vicinity of the site include two 16-inch lines and two 36-inch
lines. The two 16-inch lines are located north of the site. One 36-inch line is located to the west,
and one to the south. Water distribution improvements to the site would consist of a network of
pipes paralleling the proposed roadways. Pipes would be sized based on customer demand and
adequate fire flow requirements (Law 1999f).
JAR would promote water conservation measures such as water flow restrictors, the use of
on-site recycling systems for landscape irrigation, and the use of drought-tolerant indigenous plant
species for landscaping to minimize irrigation requirements (EPA 1999b).
4.3.1.2 Wastewater Disposal
Under the proposed development of the site, separate sanitary sewers and storm sewers would
be constructed. New dedicated sanitary sewer lines would be installed to service the
redevelopment. The main sanitary sewer trunk would originate near the southwest corner of the
property and would flow northeast along the northern boundary of the current property line. The
existing 24-inch diameter sanitary sewer line entering the site from 14th Street would tie into the
new sanitary main line. The main sanitary sewer trunk from the redevelopment would be
connected to an existing 54-inch diameter sanitary sewer line located on the west side of the
Tanyard Creek CSO Treatment Facility (Law 2000h). The City of Atlanta is requiring that the
proposed sanitary sewer extension be connected directly to the Tanyard Creek Interceptor Sewer
downstream of the Tanyard Creek CSO Treatment Facility (Appendix H). This tie in would
complete the separation of sanitary and stormwater flows after additional off-site sources are
disconnected and would help to alleviate capacity issues at the Tanyard Creek CSO Treatment
Facility. Other existing sanitary sewer lines on the site would be plugged and abandoned in place
(Law 2000i).
The estimated sewage flows from the proposed redevelopment are as follows (Appendix H):
• Year 2002 0.6 MGD
• Year 2006 1.4 MGD
• Year 2012 1.8 MGD
The First Amended Consent Decree requires certification by the City of Atlanta that adequate
treatment, transmission, and collection capacity exists to handle new sewer services or increases in
flow from existing sewer services (United States District Court 1999). The City of Atlanta has
confirmed that the existing City of Atlanta sewer lines and treatment facilities (R.M. Clayton Water
Reclamation Plant) have adequate capacity to convey and treat the estimated 1.8 MGD of
wastewater from the proposed development. A copy of the Certification of Adequate Capacity from
the City of Atlanta is provided in Appendix H.
The two proposed groundwater extraction systems are expected to contribute approximately
26,000 gallons per day of flow to the City of Atlanta Sanitary Sewer System based on the proposed
remediation design pumping rates. This volume is negligible compared to the estimated sanitary
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flows for the proposed development. The precise location of the connection point would be
established when the development plans for the site have been finalized (Law 1999c).
Stormwater from the off-site roadway construction improvements would discharge to the
existing outfalls. All road construction activities would comply with City of Atlanta and GDOT
stormwater design standards.
4.3.1.3 Solid Waste Disposal
Demolition and removal of buildings on the site were carried out as part of the remediation
activities required by EPD. The remediation plan requires that the structures on the property are
removed. The site previously contained approximately 15,000 tons of ferrous metal buildings that
were located on the site during the operation of Atlantic Steel. Ten buildings were disassembled
and sold for reuse. Forty buildings and structures were scrapped for recycling of the metal.
Approximately one dozen buildings on the site had asbestos coatings on the metal siding or the
roof. Asbestos materials were removed and disposed of in a landfill in accordance with state and
federal requirements. The main office and a small building near the front gate were removed in
June 2000. The eastern smokestack would be retained for possible reuse in the redevelopment.
Approximately 153,000 cubic yards of concrete and asphalt was crushed and recycled on-site
and used as fill material instead of being disposed of off-site in a landfill. In addition, asphalt and
pavement removal as a result of road construction would be recycled. The use of other recycled
asphalt as part of roadway construction would be encouraged.
Participation in the Green Building Council's LEED program requires the implementation of a
recycling program that serves all future buildings (EPA 1999b). JAR would work with the builders
to determine which solid waste management measures to apply for the LEED program.
4.3.1.4 Electrical Power
Electrical power consumption rates for the proposed development were estimated based on the
square footage of the proposed development. Electrical power consumption for the proposed
redevelopment is estimated at 2.6 x 108 kWh per year (Porterfield 2000). During the last full year
of steel production at the site, electrical consumption was 3.0 x 108 kWh per year and was provided
by the Georgia Power substation located adjacent to the site's western boundary. The Georgia
Power substation appears to have adequate capacity to supply the electrical power needs of the
proposed redevelopment. Any increases in proposed electrical consumption would be addressed in
the final design phase of the redevelopment project.
Off-site utilities associated with the proposed development would include lighting for bike
paths, pedestrian walkways, and upgrades to the MARTA station. The electrical requirements for
these improvements would be negligible compared with the electrical usage of the proposed
development.
JAR proposes to work with the Georgia Institute of Technology and the Southface Energy
Institute, a national leader in sustainable building technology, to develop strategies that would
minimize energy usage. These strategies would include the selection of energy efficient
construction materials and building technologies and the siting and orientation of buildings and
landscaping so as to maximize solar gain during the winter and minimize solar gain during the
summer.
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4.3.1.5 Natural Gas
The natural gas lines are assumed to be capable of providing adequate pressure for the post-
development condition. During the last full year of steel production at the site, natural gas
consumption was 1.05 x 106 Mcf (thousand cubic feet) per year (Harmon 1999a). Preliminary
estimates of natural gas consumption based on the square footage of the proposed development
range from 219,000 to 307,000 cubic feet per year (Porterfield 2000). This represents a significant
reduction in natural gas usage.
4.3.2 Hazardous Substances
4.3.2.1 Atlantic Steel Property
PIAs identified for remediation would be excavated, and associated media would be removed
from the site. The horizontal and vertical extents of the media to be removed at each PIA were
evaluated previously, and the associated excavation volumes were estimated. Individual PIA
volumes ranged from 3 to 29,000 cubic yards. The total volume of soil to be removed is estimated
at 80,000 cubic yards. Soil sampling with field screening would be used to further establish and
delineate the areas requiring excavation at the PIAs. In addition, soils beneath concrete slabs that
are located within or adjacent to PIAs selected for removal would be sampled. Remediation of
these areas would be conducted in accordance with the methodology outlined in the Remediation
Plan approved by EPD (Law 1999c).
Materials would be excavated or accumulated, staged in short-term roll-off boxes or on
concrete slabs with appropriate runoff control, sampled, properly characterized, and disposed based
on the results of the characterization. This process would ensure proper characterization, disposal,
and documentation of all excavated materials. Excavated materials and associated wastes would be
transported off-site for disposal in accordance with state and federal requirements.
Once remediation is implemented, future occupants and users of the redeveloped site would
not be exposed to existing site soils or groundwater. Redevelopment and construction would, by
design, provide permanent engineered barriers to exposure in the form of new structures, pavement,
concrete and/or soil cover, which would be maintained through institutional controls for future use
(Law 1999c).
Hazardous substances are not expected to be generated as a result of the preferred alternative.
No USTs storing hazardous substances would be installed during construction of any components
of the proposed action. Any future changes to the property, such as the repair of the infrastructure
or construction, would be required by EPD to be done in accordance with the terms of the
remediation plan and conservation easement. Adherence to these requirements would ensure that
human health and the environment are protected in the future.
Land uses associated with the proposed action are primarily residential and commercial.
Hazardous wastes that potentially could be generated from proposed technology buildings would
be minimal in volume. Disposal of these wastes would be the responsibility of the building
occupants and would comply with all state and federal requirements.
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4.3.2.2 National Lead Smelting Site
As part of ongoing investigations at the National Lead Smelting site, EPA will determine if
any aspects of the site present an unacceptable risk to human health and welfare or the
environment. At this time, impacts to human health and welfare, or the environment have not been
identified. If unacceptable risks are identified, EPA will develop options for reducing or
eliminating those risks and coordinate those with JAR and EPD. As part of this process, the public
would have an opportunity to submit comments to EPA at major decision points.
4.3.2.3 Other Concerns
During the proposed roadway design phase, GDOT would further investigate the exact
location of all USTs and LUSTs in the vicinity of the proposed roadway improvements prior to
beginning construction. If GDOT determines that these USTs or LUSTs would be impacted by
roadway improvements, tank closure, removal, clean-up, and disposal would occur in accordance
with state and federal regulations.
4.3.3 Transportation Features
During the course of the planning efforts for this project, several transportation alternatives
were developed to address public concerns, traffic congestion problems, and any additional traffic
problems anticipated with the extension of 17th Street and the redevelopment of Atlantic Steel.
Several of the specific roadway alternatives recommended improving both the city streets and the
state highway system. The preferred alternative is a hybrid of improvements to the transportation
system as a whole. By improving the city streets, the state highway system, and providing transit
access, the Midtown Atlanta driver should notice a slight improvement in traffic operations on
most major roads in the study area as compared to not implementing the project. More detailed
information concerning the justification and implementation of city street, state highway, and
transit improvements for this project is included in the Concept Report (MAAI 2000a). The
Concept Report and updates are available for public review at GDOT offices in Atlanta.
4.3.3.1 Changes to Existing Roadway System
As described in Section 2.5.3, in response to public concerns about the original design of some
of the proposed roadway improvements, several key intersections and roadways were redesigned.
Some of the important aspects of the redesign included: 1) an opportunity by the City of Atlanta to
post a 25 miles per hour (mph) speed limit on 17th Street; 2) removal of through lanes and turning
lanes on 17th Street, 16th Street, Spring Street, Williams Street, and Techwood Drive; 3) narrowing
of through lanes and turning radii; and 4) inclusion of wide sidewalks, landscaping, and lighting
throughout the project area as part of the roadway improvements. In making these changes,
additional urban design criteria were considered such as pedestrian safety and context sensitive
design, creating a more acceptable urban corridor, with less emphasis on accommodating future
traffic volumes alone.
However, in considering these additional design criteria, it was agreed that a certain amount of
predicted additional congestion would be acceptable (see Section 4.3.3.3). In designing the project
with fewer lanes, maintenance of minimally acceptable levels of service throughout the project area
was balanced with maximizing benefits for pedestrians and transit. A decreased level of service
was determined to be permissible in order to accommodate the other design criteria. The primary
design concern was that traffic would not backup on the Interstate exit ramps and affect the
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operations and safety of the Interstate system. Traffic and pedestrian signal timing and operations
would be controlled by the City of Atlanta to prevent backup on the Interstate, and maximize
benefits for pedestrians and transit.
The following is a brief description of the specific roadway improvements associated with the
overall preferred alternative for the project.
Changes in City Streets. The most significant change in the city street system would be the
Extension of 17th Street on a new alignment from West Peachtree Street, across 1-75/85 on the new
bridge structure, and through the Atlantic Steel site to Northside Drive. From Northside Drive to
Spring Street on the east, 17th Street would have two through lanes and a dedicated transit lane in
each direction, totaling six lanes of traffic. Pedestrian and bicycle access would also be
incorporated into the 17th Street design. Bishop Street would remain as it is today except for the
addition of turning lanes at its intersection with the new 17th Street. This is designed to assist with
overall traffic flow at this intersection. South of Atlantic Steel, 16th Street would be widened
between Tech wood Drive and Mecaslin Street as part of the new development. The 16th
Street/Tech wood Drive intersection would be realigned to improve traffic flow. The 16th
Street/Williams Street intersection on the east side of the Interstate would be realigned to improve
traffic flow. Tech wood Drive would be widened at the 14th Street intersection to four, 11-foot
urban lanes. Williams Street would not be widened, but would be relocated to the east to
accommodate the new northbound Interstate exit ramp to the 17th Street Bridge. All proposed
roadway widenings are summarized in Table 2-4.
Changes in State Route System. The most significant change to the State Route system
would be the change in access from 1-75 and 1-85 proposed as part of the project. Drivers traveling
southbound on 1-75 would have direct access to 16th Street and 14th Street. Drivers traveling
southbound on 1-85 would have direct access to 17th Street and 14th Street. Drivers traveling
northbound on 1-75/85 would have direct access to 17th Street from the new proposed exit ramp.
The northbound and southbound through lanes on the interstates would remain unchanged. The
14th Street Bridge crossing 1-75/85 would be widened to accommodate dual left turning lanes in
each direction. Northside Drive would have additional turning lanes added at the new intersection
with 17th Street. Spring Street and West Peachtree Street laneage would remain unchanged. More
detailed information concerning the justification and implementation of all improvements to city
streets and the State Route system in the project area is included in the Concept Report (MAAI
2000a).
4.3.3.2 Forecasted Traffic Impacts
Potential impacts to roadways are addressed in terms of forecasted traffic estimates and
predicted congestion in the area. As described in Sections 2.5 and 2.7, existing traffic volumes and
background Year 2025 AADT volumes were developed for roads in the study area. Year 2025
traffic volumes for the preferred alternative and for the no action alternative were developed to
determine future traffic conditions whether or not the project is implemented. This information
formed the basis for comparison of the preferred alternative and the no action alternative so that
project impacts could be determined. Additional information on Year 2025 A.M. and P.M. peak
hour traffic volumes for the no action and preferred alternatives on specific roadways is not
presented in this EA, but is contained in the latest version of the Concept Report (MAAI 2000a).
4-10
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Future AADT forecasts for the no action and preferred alternatives were analyzed and
compared against the existing AADT's in the study area. Figures 4-1 and 4-2 present AADT
volumes in the study area for the no action alternative and the preferred alternative, respectively.
When comparing roadways in the study area from 1998 to 2025, the traffic numbers increase over
the entire area for either the no action or the preferred alternative. This is due to the expected in-fill
development in the Midtown area and some level of development occurring at the Atlantic Steel
site. The largest single increase in traffic over existing conditions attributable to the project (other
than on the new 17th Street) was observed on 16th Street immediately south of the Atlantic Steel
site. This increase is primarily due to the change in adjacent land use on the Atlantic Steel site and
new function of the road.
When comparing the 2025 no action alternative and the 2025 preferred alternative, the future
distribution of traffic in the study area would be different, primarily due to the construction of the
17th Street Bridge and Extension (as part of the preferred alternative). Of the 61 surface roadway
segments analyzed for this project, traffic conditions on 29 road segments in the study area are
predicted to improve (i.e., traffic volumes are predicted to decrease), 14 are not expected to change,
and 18 are predicted to experience increases in traffic volumes with the construction of the 17th
Street Bridge and Extension (in comparison with the no action alternative) (see Tables 4-1 and 4-
2). Traffic on the Interstates, however, is predicted to remain virtually the same with or without the
17th Street Extension (Table 4-3).
Predicted decreases in traffic volumes on the 29 roadway segments, comparing the preferred
versus no action alternatives, range from 2% to 81%. The median percent decrease in traffic
volumes on these 29 segments is estimated to be 23%. The roadway segments in the study area
that would experience the greatest decreases in traffic volumes include: State Street in Home Park,
Williams Street, 14th Street, 10th Street, and West Peachtree Street (see Tables 4-1 and 4-2). These
predicted decreases in traffic volumes are directly related to providing new and improved access
from the Interstate and a new east-west minor arterial in the Midtown area at 17th Street across I-
75/1-85.
Predicted increases in traffic volumes on the 18 roadway segments, comparing the preferred
versus no action alternatives, range from 1% to 104%. The median percent increase in traffic
volumes on these 18 segments is estimated to be 9.5%. The roadway segments in the study area
that would experience the greatest increases in traffic volumes include 17th Street, 16th Street, and
15th Street (see Tables 4-1 and 4-2). The 104% predicted increase in traffic volumes would occur
on the new 17th Street within the development, between State Street and Bishop Street, where it
does not currently exist. The predicted increases in traffic volumes are attributable to the attraction
of the Atlantic Steel Redevelopment and provision of a new east-west connection from West
Peachtree Street to Northside Drive. These increases would occur over an approximate twenty-
year time frame and should not adversely affect the overall traffic patterns in these areas. More
detailed information concerning the traffic numbers for individual roadways in the study area for
the existing conditions, 2025 no action alternative, and the 2025 preferred alternative is
summarized in Tables 4-1, 4-2, and 4-3.
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Table 4-1. Roadways in the Eastern Portion of the Study Area
Average Annual Daily Traffic
Change from
% Change from
2025
2025
No Action to
No Action to
Roadway
Existing
No Action
Preferred Alternative
Preferred Alternative
Preferred Alternative
Williams Street
1-75 Entrance to 16lh St.
16,100
25,050
26,050
+ 1,000
+4%
16th St to 14th St.
20,900
28,900
29,900
+ 1,000
+3%
14th St to 10th St.
12,500
32,800
17,700
-15,100
-46%
10th St to 1-75/1-85 Exit
17,800
42,800
13,000
-29,800
-70%
Spring Street
Peachtree St. to Buford Conn.
9,550
18,050
18,050
0
0%
Buford Conn, to 16th St.
21,300
34,900
34,900
0
0%
16th St to 14th St.
16,500
32,800
29,200
-3,600
-11%
14th St. to 10th St.
29,900
42,800
46.500
+3,700
+9%
West Peachtree Street
Buford Conn, to 17th St.
26,000
48,900
48,900
0
0%
17th St. to 16th St.
25,000
47,200
34.300
-12,900
-27%
16th St. to 14th St.
20,200
45,300
25,950
-19,350
-43%
14th St. to 10th St
27,000
39,300
41,500
+2,200
+6%
Peachtree Street
Spring St. to Beverly Rd.
35,750
52,150
52,150
0
0%
Beverly Rd. to Peachtree Circle
31,800
43,500
47,800
+4,300
+10%
Peachtree Circle to Buford Conn N.
39,800
61,400
59,000
-2,400
-4%
Buford Connector N. to 17th. St.
26,550
42,900
42,900
0
0%
17th Street to 16th Street
29,900
42,600
43,100
+500
+ 1%
16th Street to 15th Street
30,000
44,500
42,750
-1,750
-4%
15 th Street to 14th Street
32,600
46,500
43.000
-3,500
-8%
Beverly Road
East of Peachtree Street
6,550
10,200
10,800
+600
+6%
Rhodes Drive
Spring to West Peachtree
4,500
5,000
5,000
0
0%
Peachtree Circle
Peachtree Street to 17th Street
5,000
7,950
8,250
+300
+4%
17th Street
West Peachtree to Peachtree Street
2,400
3,500
3,950
+450
+ 13%
Peachtree Street to Peachtree Circle
2,700
3,550
4,300
+750
+21%
16th Street
Williams St. to Spring St.
11,800
16,800
19,550
+2,750
+16%
Spring St to West Peachtree St.
8,200
11,700
11,700
0
0%
Lombardy Way to Peachtree Street
2,150
3,300
3,300
0
0%
Peachtree Street to Peachlree Circle
2,400
3,500
3,700
+200
+6%
15th Street
West Peachtree to Peachtree Street
4,450
7,050
7,050
0
0%
Peachtree Street to Peachtree Circle
2,150
4,350
5,800
+ 1,450
+33%
14th Street
Techwood Dr. to Williams St.
23,450
59,600
29,950
-29,650
-50%
Williams St. to Spring St.
21,850
55,500
27,650
-27,850
-50%
Spring St. to West Peachtree St.
21,700
50,100
29,100
-21,000
-42%
West Peachtree to Peachtree Street
15,050
30,600
23,900
-6,700
-22%
Peachtree Street to Piedmont
22,150
29,950
24,500
-5,450
-18%
10th Street
Techwood Dr. to Williams St.
28,000
51,800
40,100
-11,700
-23%
Williams St. to Spring St.
35,100
59,900
47,400
-12,500
-21%
Spring St. to West Peachtree St.
32,400
55,300
48,750
-6,550
-12%
Source: MAAI 2000a
4-14
I:\ATLSTEEL\REPORT\DRAFIMABLES\Table 4-1 -4-5.xls
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Table 4-2. Roadways in the Western Portion of the Study Area
Average Annual Daily Traffic
Change from
% Change from
2025
2025
No Action to
No Action to
Roadway
Existing
No Action
Preferred Alternative
Preferred Alternative
Preferred Alternative
Northside Drive
Deering Rd. to Bishop St.
30,500
52,300
51,400
-900
-2%
Bishop St. to Hemphill Dr.
31,950
43,400
48,750
+5,350
+12%
Hemphill Dr. to 14th St.
24,800
40,500
34,950
-5,550
-14%
14th St. to 10th St.
21,550
45,400
40,700
-4,700
-10%
Deering Road
Northside Dr. to State St.
10,000
12,350
12,350
0
0%
State St. to Peachtree St.
15,600
21,350
21,350
0
0%
Bishop Street
Northside Dr. to Deering Road
5,450
9,300
9,000
-300
-3%
Hemphill Drive
Northside Dr. to 14th St.
9,200
14,400
12,100
-2,300
-16%
17th Street
State St. to Bishop St.
DNE
11,300
23,100
+11,800
+104%
Bishop St. to Northside Dr.
DNE
26,500
31,700
+5,200
+20%
16th Street
State St. to Tech wood Dr.
2,150
24,650
25,150
+500
+2%
14th Street
Northside Dr. to Hemphill Dr.
9,500
17,400
12,650
-4,750
-27%
Hemphill Dr. to State St.
16,100
24,100
20,800
-3,300
-14%
State St. to Tech wood Dr.
14,600
57,450
16,450
-41,000
-71%
10th Street
Hemphill Dr. to State St.
20,750
38,900
27,100
-11,800
-30%
State St. to Tech wood Dr.
20,500
38,450
29,300
-9,150
-24%
State Street
Atlantic Steel to 16th St.
DNE
25,700
25,700
0
0%
16th St. to 14th St.
2,450
41,250
8,000
-33,250
-81%
Techwood Drive
1-85 Exit to 16th St.
11,150
18,300
11,050
-7,250
-40%
1-75 Exit to 16th St.
12,500
16,745
18,800
2,055
+12%
16th St. to 14th St.
23,850
29,850
21,400
-8,450
-28%
14th St. to 10th St.
26,650
36,200
36,200
+0,000
+0%
10th St. to 1-75/1-85 Entrance
15,600
32,300
32,300
+0,000
+0%
Source: MAAI 2000a
DNE Does Not Exist
NA Not Applicable
4-15
l'VATLSTEELVREPORTVDRAFRTABLESVTable 4-1^-5 xls
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Table 4-3. Interstate Roadways in the Study Area
Average Annua] Daily Traffic
Change from
% Change from
2025
2025
No Action to
No Action to
Roadway
Existing
No Action
Preferred Alternative
Preferred Alternative
Preferred Alternative
1-75 Southbound
Northside Dr. to 1-85 NB Exit
129,050
176,500
177,000
+500
+0.28%
1-85 NB Exit to 14th St Exit
102,750
138,300
138,800
+500
+0.36%
14th St Exit to Downtown Connector
90,250
120,000
120,000
0
0%
1-75 Northbound
Dtwn Connector to Williams St Entrance
86,650
112,750
112,750
0
0%
Williams St Entrance to 1-85 SB Entrance
102,750
137,800
138,800
1-85 SB Entrance to Northside Dr.
129,050
176,000
177,000
+ 1,000
+0.57%
1-85 Southbound
Monroe Entrance to 1-75 NB Exit
106,400
165,350
165,350
0
0%
1-75 NB Exit to 14th St. Exit
80,100
127,150
127,150
0
0%
14th St Exit to Downtown Connector
68,950
101,250
101.250
0
0%
1-85 Northbound
Downtown Connector to 1-75 SB Entrance
80,100
119,150
119,150
0
0%
1-75 SB Entrance to Monroe Exit
106,400
157,350
157,350
0
0%
Downtown Connector Southbound
I-75/I-85 Merge to 10th St Entrance
159,200
221,250
221,250
0
0%
10th St Entrance to North Ave. Exit
174,800
253,550
253,550
0
0%
Downtown Connector Northbound
North Ave. Entrance to 10th St Exit
184,550
267,400
267,400
0
0%
10th St Exit to I-75/I-85 Split
166,750
231,900
231,900
0
0%
Source: MAAI 2000a
L\ATLSTEEL\REPORT\DRAFT\TABLES\Tablc 4-1-4-5jc1»
4-16
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4.3.3.3 Forecasted Traffic Operations/Congestion
The degree of congestion that is experienced by the user of the road system in Midtown
Atlanta depends upon the relationship between traffic volumes and the capacity of the road or
intersection. Many factors contribute to the capacity of a specific section of road or intersection.
These factors include number of lanes, lane widths, shoulder widths, speed, grades, percent trucks,
directional distribution of traffic, and intersection location. Road capacity is often controlled by the
signalized or stop controlled intersections on roadways with closely spaced side streets.
The standard volume to capacity (v/c) ratio analysis was utilized to produce LOS on area
roadways, and average vehicle delay on area intersections. The procedures used were those
contained in the 1997 update to the 1994 Highway Capacity Manual, Special Report 209, published
by the Transportation Research Board (Transportation Research Board 1997). A computer
software package was used to determine these values. Traffic congestion was ranked from LOS A
to LOS F for the A.M. and P.M. peak hour. LOS A is the best operating condition, where traffic
has no conflicts and complete freedom of movement. LOS F is the worst operating condition, with
traffic demand being greater than the capacity of a facility. For LOS F, stop and go conditions
occur on road segments and long backups exist at all approaches to signalized or unsignalized
intersections.
This information is presented graphically in Figures 4-3 and 4-4 for the no action alternative
and Figures 4-5 and 4-6 for the preferred alternative. Intersections and roads that experience LOS
A through LOS C are not shown as those intersections and roads manage the traffic successfully.
Intersections and roads that experience a LOS D rating are correlated with intersections and roads
near capacity (becoming congested but still operating effectively—shown in green). Intersections
and roads that experience a LOS E rating are correlated with intersections and roads at capacity
(serious congestion, but fully utilizing the facility—shown in yellow). Intersections and roads that
experience a LOS F rating are correlated with intersections and roads over capacity (extremely
congested with traffic moving in a start-stop mode or long traffic back-ups at intersections—shown
in red).
When comparing traffic LOS for roadways and intersections in the study area from 1998 to
2025, the LOS decreases over the entire area for either the no action or the preferred alternative.
The majority of roads and intersections in the study area would experience a decrease in operating
capacity over the 2 5-year planning horizon. This is due to the expected in-fill development in the
Midtown area and some level of development occurring at the Atlantic Steel site. The interstates
are currently at or over capacity and will continue to be for the foreseeable future.
When comparing the 2025 no action alternative and the 2025 preferred alternative, traffic
congestion in the study area would be different, primarily due to the construction of the 17th Street
Bridge and Extension (as part of the preferred alternative). Of the 26 surface roadway intersections
analyzed for this project, LOS in the A.M. and P.M. peak hours at 21 intersections in the study area
is predicted to stay the same or improve (i.e., traffic is predicted to move more efficiently), and five
intersections are predicted to experienced decreases in LOS with the construction of the 17th Bridge
and Extension (in comparison with the no action alternative) (see Tables 4-4 and 4-5). Traffic
congestion on the Interstates, however, is predicted to remain virtually the same with or without the
17th Street Extension (Table 4-6).
I:\ATLSTEEL\REPORT\DRAFT\SECTION4.DOC
4-17
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PEERING BP
ATLANTIC STEEL SITE
^ 00/>50/W at 11:+/. 5G, 1:1
Legend
- •
LOS 0
- •
LOS E
— •
LOS F
(Not Shown) LOS A. B. or C
GEORGIA TECH
SOURCE: MAA1 2000a
17th Strsst Extension and Atlantic Stsai Rsdsvaiopmant Projact
Environmental Assessment
10th ST
Figure 4—3
2025 No Action AM Peak LOS
10 th ST
-------
4^
i
VO
Legend
- •
LOS D
- •
LOS E
- •
LOS F
(Not Shown) LOS A. B, or C
Figure 4—4
2025 No Action PM Peak LOS
17^o825nPM.dwg, 06/30/00 at 11:54, SG, 1:1
XREFs: BORDERDWG
-------
•ti
I
to
o
SOURCE: HAM 20000
J:\Smoll_Cadd_proJ\Atl9tl\los25bAM.dwg. 06/30/00 at 11:58, SG. 1:1
XREFs: BORDER.DWG
-------
No XREFs
-------
Table 4-4. Roadways in the Eastern Portion of the Study Area
Level of Service
2025
2025
Intersection
Existing
No Action
Preferred Alternative
Williams St. & 16th St.
AM
B
B
B
PM
C
C
B
Williams St. & 14th St.
AM
E
F
F
PM
D
F
D
Williams St. & 10th St.
AM
C
F
F
PM
C
F
C
Spring St. & Buford Conn.
AM
C
C
D
PM
C
D
D
Spring St. & 16th St
AM
C
C
C
PM
D
B
C
Spring St. & 14th St.
AM
E
F
E
PM
D
F
D
Spring St. & 10th St
AM
D
E
D
PM
C
E
E
W. Peachtree St. & 16th St.
AM
B
D
C
PM
C
E
C
W. Peachtree St. & 14th St
AM
D
D
D
PM
F
F
D
Peachtree St. & Spring St.
AM
B
C
B
PM
C
F
F
Peachtree St. & Beverly Rd.
AM
B
B
B
PM
B
B
C
Peachtree St & Peachtree Cir.
AM
B
D
D
PM
B
D
D
Peachtree St & W. Peachtree St
AM
C
F
D
PM
D
F
F
Peachtree St & 17th St.
AM
B
B
C
PM
B
C
C
Peachtree St & 16th St.
AM
B
B
B
PM
C
C
D
Peachtree St. & 15th St
AM
C
D
D
PM
C
D
C
Peachtree St & 14th St
AM
E
F
F
PM
D
F
F
Source: MAAI 2000a
4-22
I \ATLSTEEL\REPOR7\DRAFT\TABLES\TabJe 4-1 -4-5 xJs
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Table 4-5. Roadways in the Western Portion of the Study Area
Level of Service
2025
2025
Intersection
Existing
No Action
Preferred Alternative
Northside Dr. & Deering Rd.
AM
C
D
D
PM
D
D
D
Northside Dr. & Bishop St.
AM
D
F
F
PM
C
F
F
Northside Dr. & Hemphill Dr.
AM
B
C
C
PM
B
B
B
Northside Dr. & 14th St.
AM
C
D
D
PM
C
D
D
14th St. & Hemphill Dr.
AM
B
B
B
PM
B
C
C
14th St. & State St.
AM
D
D
D
PM
C
F
D
14th St. & Techwood Dr.
AM
D
F
D
PM
F
F
F
10th St. & State St.
AM
C
E
E
PM
C
D
C
10th St. & Techwood Dr.
AM
D
F
D
PM
D
F
F
Source: MAAI 2000a
4-23
I:\ATLSTEEL\REPORTJ3RAFTkTABLES\Table4-l-4-5.xls
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Table 4-6. Interstate Roadway Segments in the Study Area
Level of Service
Interstate Section
Existing
2025
No Action
2025
Preferred Alternative
A.M.
1-75 Southbound
Northside Dr. to Brookwood Interchange
D
F
F
1-75 Northbound
Brookwood Interchange to Northside Dr.
D
E
E
1-85 Southbound
Monroe Entrance to Brookwood Interchange
D
F
F
1-85 Northbound
Brookwood Interchange to Monroe Exit
D
F
F
Downtown Connector Southbound
Brookwood Interchange to 10th St. Entrance
10th St. Entrance to North Ave. Exit
E
E
F
F
F
F
Downtown Connector Northbound
North Ave. Entrance to 10th St. Exit
10th St. Exit to Brookwood Interchange
D
D
F
F
F
F
P.M.
1-75 Southbound
Northside Dr. to Brookwood Interchange
D
E
E
1-75 Northbound
Brookwood Interchange to Northside Dr.
F
F
F
1-85 Southbound
Monroe Entrance to Brookwood Interchange
D
F
F
1-85 Northbound
Brookwood Interchange to Monroe Exit
E
F
F
Downtown Connector Southbound
Brookwood Interchange to 10th St. Entrance
10th St. Entrance to North Ave. Exit
D
E
E
F
E
F
Downtown Connector Northbound
North Ave. Entrance to 10th St. Exit
10th St. Exit to Brookwood Interchange
D
D
F
F
F
F
Source: MAAI 2000a
4-24
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The intersections in the study area that are estimated to experience the greatest increase in LOS
(improvement in traffic flow) are: Williams Street and 10th Street (P.M.); Spring Street and 14th
Street (P.M.); West Peachtree Street and 16th Street (P.M.); West Peachtree Street and 14th Street
(P.M.); Peachtree Street and West Peachtree Street (A.M.); 14th Street and State Street (P.M.); 14th
Street and Techwood Drive (A.M.); and 10th Street and Techwood Drive (A.M.) (see Tables 4-4
and 4-5). As described in the previous section, these predicted increases in LOS are directly related
to providing new and improved access from the Interstate and a new east-west minor arterial in the
Midtown area at 17th Street across I-75/I-85.
The intersections in the study area that are estimated to experience a decrease in LOS are:
Spring Street and Buford Highway Connector, Spring Street and 16th Street, Peachtree Street and
Beverly Road, Peachtree Street and 17th Street, and Peachtree Street and 16th Street (see Tables 4-4
and 4-5). These decreases in LOS would occur over an approximate twenty-year time frame and
are viewed as minor decreases (going from LOS B to LOS C and LOS C to LOS D) that should not
adversely affect the overall traffic patterns in these areas. More detailed information concerning
the traffic LOS for individual roadways and intersections in the study area for the existing
conditions, 2025 no action alternative, and the 2025 preferred alternative is summarized in Tables
4-4, 4-5, and 4-6.
4.3.3.4 Transit Impacts
The closest transit station to Atlantic Steel is the MARTA Arts Center Station. It was
recognized in the early stages of alternatives development that a transit linkage to MARTA was
desirable and necessary for the project to be considered a TCM. The preferred roadway
improvements, specifically the 17th Street Bridge with dedicated transit lanes, provide a range of
potential transit services between the Atlantic Steel site and the nearby MARTA Arts Center
Station. Initial transit service would be via shuttle bus between Atlantic Steel and the MARTA
Arts Center Station. This initial service would be integrated with existing MARTA schedules to
ensure efficient operation. Transit riders would access the MARTA Arts Center Station via a
dedicated pull-out lane and covered walkway to the station along West Peachtree Street. Shuttle
buses would traverse 17th Street and the 17th Street Bridge on dedicated transit lanes, circulate
throughout the development, and return (see Figure 2-5). It is anticipated that there would be as
many as fifteen bus trips during the peak hours and approximately seven bus trips during the
non-peak hours making the round trip circulation. Impacts of these bus trips during the day are not
considered significant given the volumes associated with roadways in this area. A positive impact
of this connection would include increased ridership and fare revenues for MARTA. In addition,
the retail portion of the redevelopment would contribute a one cent sales tax revenue source
dedicated to MARTA.
The new 17th Street Bridge would be designed to provide for other transit options when
conditions warrant and future technologies such as light rail are identified for implementation.
More detailed information concerning the justification and implementation of transit services to the
Atlantic Steel site is included as an appendix in the Concept Report (Dames & Moore 2000).
4.3.3.5 Non-Motorized Travel Impacts
The Arts District Bicycle Trail is located within one-mile of the project area. The ability to
link any future bike routes including the Arts District Trail is another form of a TCM. The exact
4-25
I AATLSTEEL\REPORT\DRAFT\SECTION4 .DOC
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square footage addition of bike lanes in conjunction with the road improvements is difficult to
estimate at this time, due to lack of final engineering design data. The preferred roadway
improvements provide bicycle access and dedicated bicycle lanes on 17th Street on the Atlantic
Steel site and the 17th Street Bridge. All bicycle route improvements to be added would be
inconsistent with the City of Atlanta/ARC Bike Plan (ARC 1995). More detailed information
concerning the justification and implementation of bike lanes on the 17th Street Bridge is included
in the Concept Report (MAAI 2000a). As part of the zoning conditions for the site, bicycle lanes
would also be included on State Street (including the loop north of 17th Street) and Center Street.
In addition, JAR would utilize the existing at-grade crossing over the railroad at Mecaslin Street to
provide a signalized bike/pedestrian crossing into the Loring Heights community. JAR would
provide a grade separated (elevated) bike/pedestrian crossing at the location, depending on
negotiations with Norfolk Southern Railroad.
The preferred roadway improvements provide new pedestrian access throughout the study
area, including new sidewalks throughout the Atlantic Steel site and on the 17th Street Bridge. The
exact square footage addition of pedestrian walkways in conjunction with the road improvements is
difficult to estimate at this time, due to lack of final engineering design data. The pedestrian access
with the preferred alternative would occur via dedicated walkways within the public right-of-way.
Pedestrian walkways would also be constructed throughout the redevelopment project. More
detailed information concerning the justification and implementation of pedestrian walkways
throughout the study area is included in the Concept Report (MAAI 2000a).
4.3.3.6 Roadway Construction Impacts
Construction would create some unavoidable inconveniences to motorists, but construction
activities would be conducted in a manner that would maintain access to existing roadways and
minimize conflict with traffic. The safety of the general public and residents of the area would be
considered at all times. All construction functions would be accomplished in a timely and orderly
fashion so as to keep disruptions minimal, for short duration and so as not to compromise safety.
The transportation improvements are listed in the 2001-2003 Atlanta Transportation
Improvement Program for right of way acquisition to begin in Fiscal Year 2002 (July 1, 2001 to
June 30, 2002) and construction to begin in Fiscal Year 2003 (July 1, 2002 to June 30, 2003). Due
to the magnitude and complexity of the proposed improvements to the roads and bridges in the
area, the project is envisioned to be constructed in three primary phases.
Phase 1 would consist of the reconstruction of the 1-75 southbound ramps to 16th and 14th
Streets and widening of Techwood Drive. The 1-85 southbound exit to 14th Street would be
realigned and the new direct ramp from 1-85 southbound to 17th Street would be constructed. The
section of the 17th Street Extension from West Peachtree Street to the Atlantic Steel property
including the new bridge over I-75/I-85 would also be constructed during this first phase. Phase 2
would consist of the continued construction of 17th Street from the Atlantic Steel property over the
Norfolk Southern Railroad west to Northside Drive. It is anticipated that roadway construction of
17th Street would be coordinated with the Atlantic Steel redevelopment. Improvements would be
required along Northside Drive, Bishop Street at Northside Drive, and along relocated Bishop
Street at 17th Street. Phase 3 would consist of the relocation of Williams Street to the east,
construction of a new northbound off ramp from I-75/I-85 to 17th Street, and reconstruction of the
I'\ATLSTEELAREPORT\DRAFT\SECTION4 doc
4-26
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14th Street Bridge over the freeway. Improvements would be required along 16th Street between
Williams Street and Spring Street.
It is anticipated that Phase 1 would require 24-30 months for construction, Phase 2 would
require 18-24 months for construction, and Phase 3 would require 30-36 months for construction.
It is also envisioned that construction of Phases 1 and 2 would overlap in time thereby reducing the
total construction time period in the area. Phase 3 construction is not scheduled to occur until
completion of Phases 1 and 2. The number and types of construction equipment that would be used
in conjunction with the various roadway improvements would vary according to each phase of
construction. Some examples of heavy equipment to be used include front-end loaders, dump
trucks, bulldozers, and cranes. At this time, it is not known what the individual use of each piece
of equipment or the duration of use would be. Specific construction staging areas have not yet
been identified; however, every effort would be made to locate construction staging areas as far
away from residential areas as possible.
Delays and inconveniences to motorists and area residents would be minimized wherever
possible. Night work would be specified and conducted to meet contractors and the public's needs.
However, citizens would be advised in advance of all major construction activities such as lane
closures and detours. GDOT would utilize a variety of methods to convey construction
information to the public, including: 1) utilizing portable and/or permanent variable message
boards along the roadsides in the work zones; 2) maintaining direct and constant contact with area
news media, including print, television, and radio, and distributing information to these
organizations well in advance of major construction events; 3) providing up-to-date information on
the world wide web internet site, www.Georgia-Navigator.com; and 4) maintaining accurate,
convenient information for cellular phone customers at the *DOT number.
4.3.3.7 Measures for Addressing Community Traffic Concerns
As part of the rezoning process for the Atlantic Steel site and additional public involvement for
this project, a number of citizens from the neighborhoods in the study area (Ansley Park, Home
Park, and Loring Heights) raised concerns about potential traffic impacts to their communities
resulting from the 17th Street Extension and Atlantic Steel redevelopment. Through subsequent
meetings with the City of Atlanta Neighborhood Planning Unit (NPU-E) for this area, as well as
individual meetings with the neighborhood civic associations, a number of measures were
developed to address these community concerns. These measures are summarized below:
Design Modifications. Several design modifications were developed for the original 17th
Street Concept based on direct input from the neighborhoods. The major design modifications to
the 17th Street Bridge and its transition into Midtown Atlanta, both east and west of I-75/I-85, were
discussed in Section 4.3.3.1. In addition, design modifications were developed with input from
Loring Heights and Ansley Park as summarized in the following paragraphs.
Three alternatives were presented to the Loring Heights Neighborhood Association related to
the design of the intersection of Bishop Street and the proposed 17th Street. The neighborhood
discussed these alternatives with the adjacent commercial district along Bishop Street and
identified a preferred alternative. This design alternative was incorporated into the latest design of
this intersection.
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Five design alternatives for 17th Street, east of Peachtree Street, were presented to
representatives of the Ansley Park Civic Association as measures to discourage cut-through traffic
on 17th Street into this neighborhood. The representatives agreed to discuss these alternatives with
the rest of the neighborhood and the adjacent commercial district to identify which of the
alternatives would be preferred. However, a final decision on a preferred alternative would be
reached after a comprehensive study of traffic in this area is completed (see Memorandum of
Understanding (MOU) section below, as well as Appendix I).
Other General Measures. When the Atlantic Steel property was rezoned in 1998, specific
zoning conditions were included to address the surrounding neighborhood's concerns related to
future traffic impacts. Condition 4 of the current zoning requires JAR to work with the City of
Atlanta and Home Park to limit cut-through traffic on residential streets perpendicular to and south
of 16th Street by means of cul-de-sacs, speed humps, gates, control arms, and other traffic calming
devices. JAR is also required to work with the City of Atlanta and the Loring Heights
neighborhood to limit cut-through traffic on Bishop Street. In addition, Condition #23 of the
current zoning requires JAR to develop a transportation management plan that will attempt to
reduce single occupancy vehicle (SOV) trips to and from the site. Both of these conditions
represent enforceable measures on behalf of the City of Atlanta and JAR to work with these
adjacent neighborhoods to minimize traffic impacts in the future.
In addition, the Atlantic Steel TCM requires annual monitoring of the build-out and
performance of the Atlantic Steel site relative to certain site design and transportation performance
measures. The TCM contains four site design criteria and four performance targets which will
collectively ensure that the redevelopment is designed and built with elements that encourage
alternatives to SOV trips, and also that the project will perform in ways to lower VMT and
associated emissions (see Section 4.3.4.4).
Memorandum of Understanding. While the predicted traffic increases due to the 17th Street
Extension and Atlantic Steel Redevelopment project alone would not adversely affect the overall
traffic patterns in the study area, the neighborhoods have raised concerns about the cumulative
increase in traffic in their communities. The communities are concerned about the cumulative
traffic increases resulting not only from this project, but from other new development in the area
that is already occurring, or that would occur in the future.
Based on these concerns, a MOU between EPA, GDOT, GRTA, City of Atlanta, JAR, Ansley
Park, Home Park, Loring Heights, and the Midtown Alliance is being developed that establishes an
agreement between the parties on conditions to be met and procedures to be followed for continued
study of traffic impacts to neighborhoods associated with new development in Midtown Atlanta.
All parties are concerned about the localized impacts of smart growth and urban revitalization
projects and seek to conserve the integrity and stability of existing neighborhoods and support
overall community improvement goals.
The primary purpose of the MOU is to establish a community-based planning process that
would provide a future mechanism, outside the scope of this project alone, for the collection of
specific data on future trips associated with the redevelopment of the Atlantic Steel site and other
development projects in Midtown Atlanta. The purpose of this process would be to study the
magnitude and cumulative effects of traffic in the neighborhoods and develop and implement
means of minimizing these impacts. Commitments in the MOU consist of: 1) existing
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commitments in the City of Atlanta zoning for the Atlantic Steel site; 2) proposed commitments in
the TCM included in the Georgia SIP; and 3) other new commitments. Funding for any traffic
improvements identified by this process is anticipated to come from a variety of public and private
sources. The Draft MOU is included as Appendix I.
4.3.4 Air Quality
This section summarizes the air quality impacts of the preferred alternative. In order for the
17th Street Extension and Atlantic Steel Redevelopment project to proceed, the project must comply
with federal requirements as defined under the CAA of 1990. Also, as described in Section 1 and
2, the project is being considered as a TCM. The following sections present the approach used to
show that the project would not produce new violations of the NAAQS and that the project has the
characteristics to qualify as a TCM. To demonstrate that the project would not produce new
violations of the NAAQS, the emissions from the project were examined at the regional and local
level.
4.3.4.1 Regional Impacts
Because the Atlanta region is designated nonattainment for ozone, a quantitative analysis of
transportation-related emissions of NOx and VOC (precursors to ground-level ozone formation)
was performed on a regional scale as part of the process to determine if the project could qualify as
a TCM. This analysis was discussed previously in Sections 2.3 and 2.4. The study concluded that
by the year 2015, the Atlantic Steel Redevelopment project has the potential to reduce regional
VMT by 50,000 to 200,000 VMT/day, and to reduce associated emissions of NOx and VOC by 0.2
to 0.3 tons/day and 1.1 to 1.2 tons/day, respectively. Therefore, the Atlantic Steel Redevelopment
project is expected to help improve future air quality in the Atlanta region with respect to ozone.
By considering the impacts of development location and design on regional VMT and air
emissions, study results indicate that the most regionally central, most transit-accessible, and most
pedestrian-friendly location and site design combinations — those at the Atlantic Steel site —
produced the least VMT and air emissions. For these reasons, the project qualifies as a TCM and
would not produce new violations of the NAAQS.
4.3.4.2 Localized Impacts
In addition to regional emissions, a voluntary analysis of the potential impacts of the Atlantic
Steel Redevelopment project on localized CO concentrations was conducted to ascertain if the
NAAQS for CO would be exceeded with the project. This CO analysis is recorded in the
MicroScale Carbon Monoxide Impact Assessment for the Atlantic Steel Development Project
(Appendix J). At the local level, the pollutant of most concern is CO emissions from automobiles.
Roads in the study area for the preferred alternative were examined, including new roads, ramps
and the bus transit system. The CALINE4 line source dispersion model was used to predict CO
concentrations in the study area for project years 1998, 2005, and 2025. This model used traffic
data input including roadway geometry and widths, traffic volumes, average vehicle speeds, and
lane capacities. CALINE4 also requires emission factors which are produced using MOBILE5a.
The mean coldest January day was used for MOBILE5a and CALINE4 as a worst case
temperature. Also, other worst case meteorological data (including wind speed and direction) were
assumed for CALINE4 modeling. The CO concentrations predicted by CALINE4 were added to
the background concentration to generate a predicted total CO concentration. The background
concentration was based on measurements taken at the Georgia Tech Campus in the summer during
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the Georgia Tech/EPA U.S. Olympic Measurement program and scaled for winter conditions. The
background CO concentration derived for study area was 2.0 ppm for a 1-hour average.
The CO concentrations in the study area were predicted based on worst case A.M. and P.M.
conditions using the methodology outlined above. Based on the CALINE4 prediction, background
concentration, and accuracy of the data, the maximum, worst case CO concentrations would be less
than 17 ppm for the 1-hour standard in the years 2005 and 2025 (Appendix J). This is under the
federal one-hour average CO standard of 35 ppm. The project is not expected to exceed the federal
eight-hour average CO standard of 9 ppm (Georgia Tech 1999). Between the A.M. and P.M. peak
hours, traffic volumes decrease and travel speeds increase. In addition, favorable meteorological
conditions during this period result in lower emission rates and increased pollutant dispersion.
Thus, it is extremely unlikely that the Atlantic Steel Redevelopment project would exceed the
eight-hour standards (Georgia Tech 1999).
The above results were based on the original JAR design for the Atlantic Steel site. As
discussed in Section 2.4, a new redesigned Atlantic Steel development has been developed, and, as
a result, regional VMT is expected to decrease by two percent with the redesign compared to the
original design. Therefore, the redesign may result in lower localized CO concentrations at various
intersections. At the same time, some intersections are expected to carry larger traffic volumes,
which may result in higher CO concentrations than predicted in the above study. However, given
the large margin between the federal one-hour CO standard and the ambient concentrations
predicted in the study, the potential increases in CO are not expected to result in exceedences of the
NAAQS. Furthermore, the localized CO analysis was completed before EPA finalized more
stringent tailpipe emissions and gasoline sulfur standards, which should serve to further reduce
future motor vehicle CO emission rates below those assumed in the analysis.
4.3.4.3 Construction Related Impacts
All phases of construction operations associated with site redevelopment and roadway
construction would temporarily contribute to air pollution. The two main regional pollutants of
concern during the construction phase of the project are PMio (fugitive dust and combustion by-
products) and NO2 (from diesel fueled truck exhaust and diesel power generators). Particulates
would increase slightly in the study area as dust from construction collects in the air surrounding
the project. The construction equipment would also produce slight amounts of exhaust emissions.
Construction emissions should be slight and of short duration; therefore, construction related
emissions during construction would not likely result in new violations of the federal standards for
NO2 and PMio-
4.3.4.4 Mitigative Measures
TCM Mitigation/Monitoring. The implementation and performance of the Atlantic Steel
TCM will include a monitoring program to assess the project's effectiveness and to allow for
necessary in-place corrections or alterations. The two primary components of the monitoring plan
include the establishment of certain site design criteria and travel performance measures. The site
design criteria are presented in Table 4-7 and help ensure that the redevelopment would contain the
high density, mixed use, transit- and pedestrian-friendly components studied.
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Table 4-7. Atlantic Steel TCM Site Design Criteria
Criterion
Description
Target Value
Overall Density
Total number of residents +
employees on site
> 12,000
Transit-Oriented Density 111
Total number of residents +
employees per net acre within
'/i-mile of an on-site transit stop
> 180
Activity Diversity
Percent of blocks with mixed
uses [2]
>33
External Street Connectivity
Average distance (in feet)
between site ingress/egress
streets
< 1,000 — unless the City of
Atlanta specifies otherwise 131
[1] Transit-oriented density around any individual transit stop may vary significantly, but the average density around
all transit stops must be equal to or greater than 180 people per net acre within ~ mile of the stop. This measure
only includes on-site acreage.
[2] Percent of blocks with mixed uses. A block is defined traditionally by the area contained within streets.
Classification of uses will be according to major Standard Industrial Classification codes.
[3] This is calculated by dividing the length of the site's perimeter in feet by the number of ingress/egress streets. It
is possible that the City of Atlanta would prevent connectivity of some streets or close access to some streets after
they are built at the request of adjacent neighborhoods. Because this would be beyond the control of JAR, if such
an event occurs, the target value is no longer effective
The travel performance measures are presented in Table 4-8 and set travel standards to ensure
VMT and mode split for the project. The fourth travel performance measure was developed by the
City of Atlanta and EPA, specifically in response to public comments, as a way to better balance
the regional air quality benefits with the localized impacts of additional traffic created by this
project. This performance measure was added to provide a mechanism to minimize future traffic
impacts associated with build-out of the Atlantic Steel site. This measure identifies an upper limit
for the average daily total number of vehicle trips, other than transit, that would be generated by the
project. The benefits of this additional performance measure are: 1) it does not constrain the
amount of development that could occur on-site, but rather places more emphasis on restricting
vehicle trips; 2) it encompasses the impacts of ALL trips to and from the site (not just those made
by residents and employees); and 3) it places more emphasis on making the Atlantic Steel
redevelopment a transit and pedestrian-oriented development.
It is anticipated that the four site design criteria and four performance targets would
collectively ensure that the redevelopment is designed and built with elements that encourage
alternatives to SOV trips, and that the project would perform in ways to lower VMT and associated
emissions.
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Table 4-8. Atlantic Steel TCM Travel Performance Measures
Performance Measure
Description
Target Value
VMT Per Resident
Average daily VMT for all trips
made by residents of the site
<27
VMT Per Employee
Average daily VMT for trips to
and from work for employees
working on site
<11
Mode Split
Percent of all trips to, from and
on the site made by residents
and employees combined, using
non-SOV modes
>25
Total Vehicle Trips
Average daily total vehicle trips
to and from the site [l], other
than transit
< 72,000
[1] Daily total vehicle trips include those trips that have an on-site origin and an off-site destination, and trips that have an
off-site origin and an on-site destination. It does not include trips that pass through the site but do not have an on-site
origin or destination, and it does not include trips that have both an on-site origin and an on-site destination (i.e.,
internal capture).
The TCM also contains contingency measures that encourage more travelers to use alternatives
to SOVs, should the monitoring program conclude that the project is not meeting the performance
targets. If the site is not meeting or exceeding the applicable performance targets contained in
Table 4-8, JAR would identify funding or fund the creation of a TMA, if employers and property
managers are not participating in a TMA already. The TMA would consult with the City of Atlanta
concerning implementation of additional alternative transportation programs that achieve the
performance standards stipulated in Table 4-8. The City of Atlanta and JAR would ensure that
these programs would be developed and implemented, as appropriate, by the TMA. Examples of
suggested programs are:
1. Transit discounts for on-site employees.
2. Increased provision of shuttle bus service or other transit service.
3. Increased parking rates, by time-of-day, by facility, and by parking type.
4. Reduction of available parking facilities or spaces.
5. Carpool/vanpool matching services.
6. Providing free or highly discounted annual regional transit passes with each residential unit
(included in leases and property covenants).
7. Addition of traffic calming measures, such as raised pedestrian crosswalks, sidewalk
bump-outs, diagonal on-street parking, or pedestrian islands.
8. Provisions and support for neighborhood car rental, car sharing systems, and real-time
ridesharing services for residents and visitors.
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9. Provision of additional facilities and amenities for non-SOV users such as bus shelters,
bike racks and lockers, sidewalks, bike paths, park-and-ride facilities, telephones at
shelters, newsstands, convenience retail, and daycare facilities.
10. Provision of guidance for telecommuting and alternative work schedules.
11. Employee Commuter Choice incentives—employees would be given the opportunity to
purchase employer-discounted transit passes and vanpool benefits.
Construction Mitigation. To further ensure construction emissions are minimized, JAR and
GDOT are responsible for compliance by all workers, including subcontractors operating at the
site, with EPD rules. The following provision of the EPD rules is expected to be applicable to the
construction activities:
The 391-3-l-02.(2)(n) Provisions - Fugitive Dust rule requires that all persons responsible for
any operation, handling, transportation or storage facility that may result in fugitive dust shall take
all reasonable precautions to prevent such dust from becoming airborne. This includes the use of
water or chemicals for the control of dust during construction operations; the grading of roads or
the clearing of land; and the covering, at all times when in motion, of open bodied trucks and
transporting materials likely to give rise to airborne dusts.
Compliance with fugitive dust regulations would be achieved through the implementation of
comprehensive construction management practices.
4.3.5 Noise and Vibration
Short term construction noise and vibration impacts as well as long term noise impacts
associated with the future traffic for the proposed Atlantic Steel Redevelopment and the 17th Street
Extension is presented in this Section. The Noise Impact Analysis Report (MAAI 2000b)for this
project is included in Appendix E. For the purposes of this analysis, the study area was divided
into five groups: Area A (Northside Drive/14 Street/Bishop Street), Area B (14th Street/Tech wood
Drive and Home Park), Area C (Midtown Atlanta/East of the 1-75/85 Connector), Area D (Ansley
Park), and Area E (Redeveloped Atlantic Steel Property) (see Figure A1 in Appendix E).
4.3.5.1 Short Term Construction Impacts
Construction Noise Impacts. Noise impacts from construction activities of the proposed
project are a function of the noise generated by construction equipment, the location and sensitivity
of nearby land uses, and the timing and duration of the noise-generating activities. Normally,
construction activities are carried out in phases, and each phase has its own noise characteristics
based on the mix of construction equipment in use. Overall, construction noise levels are governed
by the noisiest pieces of equipment (i.e. pile driver). The anticipated construction activities are
demolition, earthwork, new building construction on the Atlantic Steel site, and bridge and
roadway construction. These activities would occur adjacent to Areas A, B, C and D. Area E is
the Atlantic Steel redevelopment site. The impact assessment due to construction noise at Areas A,
B, C, and D is summarized below:
• Area A: The main construction activity along Northside Drive and 17th Street is earthwork,
bridge foundations, and roadway works. The land usage along these roads is commercial;
no significant construction noise impacts are anticipated.
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• Area B: There are mixed land uses in this area. The main land usage along Techwood
Drive is commercial. Some residential areas are located in the vicinity of 16th Street which
would experience short term construction noise impacts.
• Area C: During the earthwork, pile driving operations are expected. The land usage in the
vicinity of the proposed 17th Street Bridge is commercial. There would be roadway
improvements along Williams Street, but the land usage along the road is commercial;
therefore, no significant construction noise impacts are anticipated.
• Area D: Ansley Park is located at least 800 feet away from the closest proposed
improvements; therefore, no significant construction noise impacts are anticipated.
Construction Vibration Impacts. Construction activity can result in varying degrees of
ground vibration, depending on the equipment and methods employed. Operation of construction
equipment causes ground vibrations that spread through the ground and diminish in strength with
distance. Buildings in the vicinity of the construction site respond to these vibrations with varying
results ranging from no perceptible effects at the lowest levels, low rumbling sounds and
perceptible vibrations at moderate levels and slight damage at the highest levels. The vibratory pile
driver would be the most dominant source of vibration. Other heavy equipment such as bulldozers,
drill rigs, and vibratory compactors are major sources of vibration.
The following activities would likely cause short term vibration impacts:
• Foundation Work for Bridge Construction: The major vibration source of this activity is
the pile driver. Midtown Heights North Building may receive some cosmetic damage.
Workers in the commercial areas within 300 feet from the geometric center of the pile
driving operations would likely be annoyed.
• Other Roadway Construction: Heavy construction equipment such as pavement vibratory
roller and bulldozer are the main sources of vibration. This operation is not likely to cause
any structural damage, but it would annoy nearby receptors within 100 feet from the edge
of the activity. The impacted receptors would be residential or commercial areas adjacent
to the proposed roadway improvement sites located west of Northside Drive, north of 17th
Street, west of Techwood Drive, and east of Williams Street.
• Earthwork/Building Construction: These activities would occur mainly on the Atlantic
Steel Site. This operation would not be expected to cause any structure damage.
Residential or commercial areas in the vicinity of 16th Street, which directly face the
construction boundaries of the redevelopment, would likely be annoyed during this
operation.
4.3.5.2 Long Term Traffic Noise Impacts
This project would impact the future noise levels in the study area due to additional traffic and
changes in traffic patterns. This analysis is summarized from the Traffic Noise Study, Proposed
Redevelopment of the Former Atlantic Steel Site (MAAI 2000b; see Appendix E).
Two methods were used for predicting a noise impact. The first method involved an
evaluation of the predicted noise increases from the proposed project to determine if the noise
levels approach or exceed GDOT Noise Abatement Criterion (NAC). This would be considered an
impact. GDOT has defined approach to mean within one decibel of the NAC. A 69 dBA of Lio is
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approach level for schools, libraries, residences, churches, playgrounds, and recreational areas, and
74 dBA of Lio for commercial activities. The second method to determine noise impacts involved
an analysis of the amount of increase from existing to future noise levels. Impacts were identified
where there was a "substantial increase" from existing levels. GDOT considers a substantial
increase to be 10 dBA or more.
Noise levels (Lio) associated with traffic across the entire study area were developed for the
A.M. and P.M. peak hours. Noise levels would range from 58 to 79 dBA Lio for the preferred
alternative conditions in 2025, with decreases and increases ranging from -7 to +12 dBA Lio
compared to the no action alternative conditions in 2025.
Noise levels were predicted at 100 representative receiver locations (Appendix E). Modeling
results for the preferred alternative indicate that 24 locations would be impacted: 23 locations
would approach or exceed the GDOT NAC, and one location would experience a substantial
increase in noise from existing to future levels. These impacted sites are depicted graphically in
Appendix E. Of those impacted sites, 14 locations are existing commercial, four are existing
residential, and six are future residential on the Atlantic Steel site (Area E). The future predicted
traffic noise levels associated with the no action alternative were shown to impact 31 locations in
the project area. All 31 approach or exceed the GDOT NAC, and two of these also experience a
substantial increase in noise from existing to future conditions. Of those impacted sites, 19 are
existing commercial and 12 are existing residential. These impacted sites are depicted graphically
in Appendix E.
Of the 24 impacted locations associated with the preferred alternative, noise levels are
predicted to increase for six, stay the same for nine, and decrease for three as compared to the no
action alternative. A comparison of noise levels at the six impacted future residential locations on
the Atlantic Steel Site (Area E) with the no action alternative was not possible (see below). The
following bullets describe the distribution and impact of traffic generated noise throughout the
study area. For specific receptors identified, refer to Appendix E.
• Area A: The future noise levels for the preferred alternative at commercial areas along 16th
Street and 17th Street represented by Receptors A1 through A7 would increase slightly or
remain the same as compared to the future no action. The Lio at the northeastern corner of
a commercial building adjacent to the proposed 16th Street Extension (Receptors A8 and
A9) is predicted to increase from 6 to 10 dBA. However, under the preferred alternative,
the Lio at the west, or south of this building, is predicted to be lower than the no action
scenario.
• Area B: In general, the project would reduce the future traffic noise levels in Area B as
compared to the no action alternative. The predicted noise levels at 27 of 28 representative
locations in this area would be the same or lower than the future no action. Commercial
areas south of 14th Street, represented by Receptors B20, B21a, and B21b, would be
impacted. However, the future noise levels at these receptors would be identical or higher
by only 1 dBA than the future no action. Residential areas along 14th Street, represented
by receptors B24 through B26, are currently impacted by existing noise levels, and would
continue to be impacted under the future no action scenario, as well as the preferred
alternative conditions. The predicted P.M. peak hour noise levels at receptors B24 through
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B26 are 71 to 73 dBA for the preferred alternative, which are 1 to 3 dBA less than the
future no action conditions.
• Area C: The future preferred alternative noise levels in Area C would impact eight
commercial locations in this area, however, the no action alternative would impact nine.
Commercial areas along Williams Street, such as a hotel (CI), a funeral home (C4), and
office buildings (C6 and C8), would be impacted. The future noise level increases at these
impacted buildings as compared to the no action alternative range from 0 to 3 dBA.
Commercial areas along Peachtree Street and West Peachtree Street represented by
receptors CI7, CI9, and C20 would be also impacted.
• Area D: The future traffic noise levels at residential or commercial areas in Ansley Park
would remain virtually identical between the future no action and future preferred
alternative conditions. The future preferred alternative noise levels at one commercial area
(D2) and one residence (D7) would remain the same as the future no action, but would still
experience an impact (L]0 of 75 dBA and 69 dBA, respectively). The residence is located
at the corner of 15th Street and Peachtree Street; thus, these two streets contribute high
traffic noise levels to the residence.
• Area E: This area is within the proposed Atlantic Steel Redevelopment site. Future noise
levels at specific receptor locations for the preferred alternative were developed using the
latest site design; however, this was not possible for the no action alternative because a
specific site design is not available. Therefore, a comparison of future noise levels on-site
between the preferred and no action alternatives was not completed. The future noise
levels at the designated multi-family residential areas represented by receptors E5, E6,
E22, and E24 would be 69 or 70 dBA; therefore, there would be impacts. The noise levels
at residential areas along 16th Street represented by receptors Ell and El2 would also
exceed GDOT NAC.
4.3.5.3 Mitigative Measures
Construction. The temporary construction activities at the noise sensitive receptors adjacent
to the proposed development and bridge would increase the ambient noise levels. Vibration due to
the activities such as earthwork and roadway works would also cause adverse impacts. The
following are the mitigative measures that would be considered and implemented to minimize the
impacts of construction noise:
• Nearby residents and the traveling public on Bishop Street to the north, 16th Street, Atlantic
Street, and other streets on the south will be informed of upcoming construction activities
by signage (see Section 4.3.3.6).
• Construction equipment would be required to have factory-installed mufflers or their
equivalents in good working order during the life of the construction contracts.
• Construction, where feasible, would take place primarily, during the less noise sensitive
daylight hours to avoid impacts during the hours associated with sleep.
• A 15 foot earth berm has been constructed adjacent to 16th Street and has been tied into an
existing embankment across Atlantic Street. Earth berms attenuate construction noise
more effectively than wood. This should minimize construction noise impacts to the
adjacent Home Park residences.
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• GDOT would conduct case-by-case discussions with individual property owners and
studies may be conducted to minimize construction related noise impacts.
Based on implementation of these mitigative measures and the fact that construction noise and
vibration impacts are short-term and temporary, no significant noise and vibration construction
impacts are anticipated.
Long Term Traffic Noise. Noise abatement was considered for the 24 sites (six within the
proposed redevelopment) predicted to be impacted. A number of conditions were taken into
account at impacted sites to determine the feasibility of abatement. Abatement measures
considered included barriers, traffic management, alteration of horizontal and vertical alignments,
and acquisition of right-of-way to serve as buffer zones. The effectiveness of a noise barrier or cost
per benefited unit make traffic noise mitigation measures infeasible or unreasonable for most of the
areas impacted. For a wall to be effective, it should be continuous and without any openings.
However, a continuous wall would block residential access to the local roadways. A noise barrier,
approximately 500 feet long and 7 to 10 feet high beginning just south of the 14th Street bridge
extending south, mounted on top of the existing retaining wall/Jersey barrier adjacent to 1-75/85,
was identified as feasible and would possibly reduce noise levels at a hotel, identified as receptors
B20a, B21a and B21b. However, the barrier would block the hotel view and sign; therefore, it may
not be desirable for its business operation. Abatement measures other than barriers were found to
be infeasible or ineffective or would not meet abatement conditions. JAR will work with, and
encourage builders at the site to use noise reducing construction materials and/or orient buildings in
a manner that would reduce noise levels at the site.
Throughout the study area, the large majority of noise levels stay the same or improve by
implementing the project as compared to not implementing the project. Based on this and the
consideration and implementation of mitigative measures, no significant long team noise impacts
are anticipated.
4.3.6 Cultural Resources
The criteria for determining effects as presented in this EA conform to criteria established in
the Section 106 regulations (36CFR800.5), which consider direct, indirect, and cumulative impacts.
An "adverse effect" is found when an undertaking may alter, directly or indirectly, the
characteristics of a historic property that qualify the property for inclusion in the National Register
in a manner that would diminish the integrity of the property's location, design, setting, materials,
workmanship, feeling, or association. Adverse effects may include reasonably foreseeable effects
caused by the undertaking that may occur later in time, be farther removed in distance, or be
cumulative (36CFR800.5(a)(1). Adverse effects on historic properties include, but are not limited
to:
• Physical destruction of or damage to all or part of the property;
• Alteration of a property, including restoration, rehabilitation, repair, maintenance, stabilization,
hazardous material remediation, and provision of handicapped access, that is not consistent
with the Secretary of the Interior's Standards for the Treatment of Historic Properties
(36CFR68) and applicable guidelines;
• Removal of the property from its historic location;
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• Change of the character of the property's use or of physical features within the property's setting
that contribute to its historic significance;
• Introduction of visual, atmospheric, or audible elements that diminish the integrity of the
property's significant historic features;
• Neglect of a property which causes its deterioration, except where such neglect and
deterioration are recognized qualities of a property of religious and cultural significance to an
Indian tribe or Native Hawaiian organization; and
• Transfer, lease, or sale of property out of federal ownership or control without adequate and
legally enforceable restriction or conditions to ensure long-term preservation of the property's
historic significance.
4.3.6.1 Historic Resources
The following section summarizes potential impacts on identified historic resources located
within the APE. There will be no atmospheric effects to these resources as a result of project
implementation. The project is consistent with the State Implementation Plan for air quality in the
region.
Atlantic Steel Industries, Inc., is located in the northwestern section of the City of Atlanta
immediately west of Interstates 75 and 85. The property extends roughly from the Norfolk
Southern Railroad line paralleling Bishop Street south to approximately 14th Street. The eligible
National Register boundary includes the current legal property boundary, or approximately 135
acres (Figure 4-7). This proposed boundary contains all National Register qualifying
characteristics and features of the property and includes the locations of all of the former mills,
warehouses, other associated buildings and machinery, and their immediate surroundings. The
potential eligibility of Atlantic Steel Industries, Inc., has been recognized by consulting parties
from the initial stages of the proposed project, as the Atlantic Steel facility is well known locally
for its significance to the City of Atlanta, as well as to the southeastern United States. The resource
is considered eligible under National Register Criterion A for its contributions to the development
of the steel industry in Atlanta and the Southeast region, as well as National Register Criterion C
for its architectural and engineering significance throughout a century of continuous operation.
Environmental remediation and proposed redevelopment would have an adverse effect on
Atlantic Steel Industries, Inc., related to the demolition of this historic steel mill. These actions
would result in physical destruction, damage, and alteration to the resource. As previously noted,
the Atlantic Steel site would be cleaned up and redeveloped regardless of whether or not the 17th
Street Extension occurs.
The character of the setting of Atlantic Steel Industries, Inc., outside the eligible National
Register boundary consists of a mixture of land uses that have remained constant throughout the
operation of the steel mill. The southern boundary of the parcel abuts the northern and western
edges of the early-20th century residential subdivision of Home Park. The remainder of the
surrounding area is largely industrial and commercial due to the proximity of the railroad, and
features various early- to mid-20th century commercial office buildings and industrial warehouses.
However, project implementation would result in maintaining residential and commercial uses in
this area and therefore would not adversely affect this neighboring setting.
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4^
i
OJ
LEGEND
- — Boundory
Figure 4-7
Eligible Notionol Register Boundory
of Atlontic Steel Industries,
Norfolk Southern Roilrood. Siemens.
KoolKorner Grocery, ond
Atlonto Woterworks Hemphill Avenue Stotion
17th Street Extension ond
Atlantic Steel Redevelopment Project
Environmental Assessment
J:/735996/6-28-00/fig9.dgn 07/27/00 03:21:45 PM
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Specific mitigation measures discussed during consultation with the SHPO, the City of Atlanta
Urban Design Commission (AUDC), and the Atlanta History Center (AHC) include
comprehensive, Historic American Buildings Survey-Historic American Engineering Record
(HABS-HAER)-quality, large-format black-and-white photographs of the site as it exists prior to
redevelopment. The requirements and responsibilities for this mitigation are contained in a
Programmatic Agreement for the project initiated during consultation between the EPA and SHPO.
The JAR, AUDC, and AHC were concurring parties for this agreement (see Appendix F).
Other preservation efforts regarding Atlantic Steel Industries, Inc., have occurred within the
last ten years. Efforts to preserve the facility's heritage at various off-site locations include the
preservation of selected structures, machinery, and buildings by transfer or sale to various
museums throughout Georgia, including the Atlanta History Center, the Railroad Museum in
Savannah, the Southeastern Railway Museum in Duluth, and the Carter Machine Company in
Toccoa. The preservation of many company records has occurred through transfer to the Atlanta
History Center. JAR has committed to the implementation of a Public Education and Outreach
Plan to be coordinated with the SHPO, the AUDC, and the AHC. Components of this Education
and Outreach Plan will include compilation of an oral history of Atlantic Steel Industries, Inc.,
development of educational materials, and the potential creation of a permanent exhibition space
celebrating and incorporating the history of Atlantic Steel in the redevelopment plan.
The effects of visual impacts, noise, and vibration for the Atlantic Steel Industries, Inc.,
property are not applicable since remediation of the site would require the demolition of all existing
historic resources.
The Norfolk Southern Railroad borders the northern portion of the Atlantic Steel site and
extends east and west to provide service from Atlanta northeastward to Washington, D.C. (Figure
4-7). The eligible National Register boundary corresponds with the legal property boundary of the
railroad line that abuts the current property boundary of the neighboring Atlantic Steel site. This
proposed boundary contains all National Register qualifying characteristics and features of the
resource, including its track beds and a spur line located south of the main Norfolk Southern line
and immediately adjacent to the northern edge of the Atlantic Steel parcel. The resource is
considered eligible under National Register Criterion A for its contributions to the development of
the economic and transportation history of the state, region, and local community. The resource is
also significant under National Register Criterion C as an example of rail transportation
engineering in Georgia.
The preferred alternative would have no adverse effect on the Norfolk Southern Railroad.
Physical destruction, damage, or alteration of the property would not occur with implementation of
the preferred alternative. Physical taking of the railroad right-of-way is not part of the proposed
project. Construction of a new elevated crossing over the railroad as part of the 17th Street
Extension and a potential elevated bike/pedestrian bridge at Mecaslin Street would not adversely
affect the railroad. These road improvements would not substantially change the character of the
historic resource, nor would they change its eligibility under National Register Criteria A or C.
The character of the setting of the Norfolk Southern Railroad outside the eligible National
Register boundary consists of a mixture of land uses that have remained constant throughout the
existence of the rail line. The railroad parallels the former Atlantic Steel Industries, Inc., site. The
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remainder of the surrounding area is largely industrial and commercial due to the presence of the
railroad, and features various early- to mid^O111 century commercial office buildings and industrial
warehouses. Project implementation would not affect commercial uses in this area and therefore
would not adversely affect this neighboring setting.
The Norfolk Southern Railroad would be visually affected by implementation of the preferred
alternative. However, this impact would not be an adverse effect since the adjacent commercial
and residential development would not compromise the National Register eligibility of the
resource. The effects of noise and vibration for the Norfolk Southern Railroad are not applicable
since this resource is not a noise-sensitive receptor.
Siemens (1299 Northside Drive) is situated at the southeastern corner of Bishop Street and
Northside Drive in the northwestern section of the APE adjacent to the proposed roadway
improvements along Northside Drive and Bishop Street. The eligible National Register boundary
corresponds with the legal property boundary and extends along the edge of pavement along both
Northside Drive and Bishop Street (Figure 4-7 and 4-8). This proposed boundary contains all
National Register qualifying characteristics and features of the resource, including all of the
commercial and warehouse space, driveways, and parking and loading areas.
The potential eligibility of this resource has been recognized by the Georgia SHPO, as the
resource is a notable example of modern architecture in Atlanta designed by the well-known local
firm of Robert & Co., Inc. Furthermore, since the building was originally constructed for the
Westinghouse Electric Company, the resource represents the steady growth of the company as a
regional corporate center. Despite the replacement of its original glass-block windows, the exterior
remains largely intact and continues to convey the character-defining features of the Art Moderne
style. The resource is considered eligible under National Register Criterion A for its contributions
to the development of the Westinghouse Electric Company as a regional corporate center in
Atlanta. The resource is also significant under National Register Criterion C as a notable example
of the Art Moderne style both designed and located in Atlanta.
The preferred alternative would have no adverse effect on the Siemens property. Physical
destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. The roadway improvements on Northside Drive would
occur within the existing right-of-way and sidewalks would align with existing sidewalks. The
construction of 17th Street at Northside Drive, requiring realignment of Bishop Street, would occur
within the existing right-of-way at bishop Street and on the north side of Bishop Street. Roadway
improvements would not change the overall character of the resource or its historical and
architectural significance under National Register Criteria A or C.
The character of the setting of Siemens outside the eligible National Register boundary
consists of a mixture of land uses that have remained constant throughout the development of this
portion of the APE. The southern boundary of the parcel parallels the Norfolk Southern railroad.
The remainder of the surrounding area to the west, north, and east is largely industrial and
commercial due to the presence of the railroad, and features various early- to mid-20th century
commercial office buildings and industrial warehouses. However, project implementation would
result in maintaining commercial uses in this area and therefore would not adversely affect this
neighboring setting. Furthermore, the resource would not be isolated from the character of its
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200
400
LEGEND
— Boundary
Scale in Feet
Figure 4-8
Eligible Notional Register Boundary
of Siemens
17th Street Extension and
Atlantic Steel Redevelopment Project
Environmental Assessment
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setting since existing access along the northern boundary would be maintained (via the new 17th
Street Extension).
Siemens would be visually affected by implementation of the preferred alternative. However,
this impact would not be an adverse effect since the adjacent commercial and residential
development and roadway improvements would not compromise the National Register eligibility
of the resource.
The existing noise level near Siemens is 72 dBA Lio (A.M.) and 73 dBA Lio (P.M.). While
the preferred alternative noise level for the year 2025 would be 74 dBA Lio (A.M. and P.M.), the
noise level for the no action alternative would also be 74 dBA Lio (A.M. and P.M.). The two-
decibel increase between the existing and preferred alternative conditions would occur over an
approximate twenty-year time frame and would not be perceptible to the human ear. In addition,
the resource is expected to receive a noise increase whether or not the proposed project is
implemented. The noise level "approaches" but does not exceed the FHWA noise abatement
criterion of 75 dBA Lio for commercial land use. For these reasons, implementation of the
preferred alternative would not audibly affect the resource.
The Kool Korner Grocery (349 14th Street) is situated at the northeastern corner of 14th and
State Streets (Figures 4-7 and 4-9). The eligible National Register boundary corresponds with the
legal property boundary of the resource. This proposed boundary contains all National Register
qualifying characteristics and features of the resource, including the commercial space fronting 14th
Street and the residential space to the rear.
The potential eligibility of this resource has been recognized by the Georgia SHPO. The
resource is considered eligible under National Register Criterion A for its role as a local
community landmark historically significant for its commercial and social functions within the
surrounding community. The resource is also significant under National Register Criterion C as an
example of an historic corner store building. Although the building has undergone some minor
alterations, the resource retains its essential character-defining features, as well as some intact
interior elements.
The preferred alternative would have no adverse effect on the Kool Korner Grocery. Physical
destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the eligible National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of the Kool Korner Grocery outside the eligible National Register
boundary consists of a mixture of land uses that likely have remained constant throughout the
development of this portion of the APE. The southern boundary of the parcel abuts 14th Street, a
highly traveled 4-lane State Route that extends to the east and west and provides Interstate access.
The western and northern boundaries of the parcel along State Street are situated at the edge of
Home Park, an early-20th century residential subdivision. However, project implementation would
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not affect these current land uses and therefore would not adversely affect this neighboring setting,
nor change the overall character of the resource or its historical and architectural significance under
National Register Criteria A or C.
The Kool Korner Grocery would not be visually affected by implementation of the preferred
alternative. Currently fronting 14th Street, the proposed redevelopment and roadway improvements
would occur approximately 1,000 feet to the north. Therefore, there would be no visual adverse
effects to this resource.
The existing noise level at the Kool Korner Grocery is 66 dBA Lio. The no action noise level
for the year 2025 would be 72 dBA Lio (A.M.) and 74dBA Lio (P.M.). The noise level for the
preferred alternative would be 68 dBA Lio (A.M. and P.M.). The two-decibel increase between the
existing and preferred alternative conditions would occur over an approximate twenty-year time
frame and would not be perceptible to the human ear. Also, the resource is expected to receive a
noise increase whether or not the proposed project is implemented. In addition, the noise level
would not approach or exceed the FHWA noise abatement criterion of 75 dBA Lio established for
commercial land use, and is predicted to be lower than if the project is not implemented. For these
reasons, implementation of the preferred alternative would not audibly affect the resource.
The Ewell Jett House (1385 Spring Street NE) is situated on the eastern side of Spring Street,
approximately 200 feet north of the alignment for the proposed 17th Street improvements (Figure 4-
10). The eligible National Register boundary corresponds with the legal property boundary and
contains all National Register qualifying characteristics and features of the resource. The property
is considered eligible under National Register Criterion C as a notable early-20th century example
of a residential American four-square. Current use of this property is commercial.
The preferred alternative would have no adverse effect on the Ewell Jett House. Physical
destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the eligible National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of the Ewell Jett House outside the eligible National Register
boundary consists primarily of commercial land uses. The western boundary of the parcel abuts
Spring Street, a highly traveled one-way State Route that extends south. Therefore, project
implementation would not adversely affect this neighboring setting nor change the overall character
of the resource or its architectural significance under National Register Criterion C. The Ewell Jett
House would be visually affected by implementation of the preferred alternative, especially along
the western and southern boundaries of the parcel. However, this impact would not be an adverse
effect due to the existing urban visual setting of this area nor would it compromise the National
Register eligibility of the resource.
The existing noise level in the vicinity of the Ewell Jett House is 72 dBA Lio (A.M.) and 70
dBA Lio (P.M.). While the no action noise level for the year 2025 will be 73 dBA Lio (A.M.) and
72 dBA Lio (P.M.), the noise level for the preferred alternative would be 73 dBA Lio (A.M.) and
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Figure 4-10
Eligible National Register Boundary
of Ewell Jett House,
The Granada, The Belvedere,
and Winwood Apartments
17th Street Extension ond
Atlantic Steel Redevelopment Project
Environmental Assessment
J:/735996/6-28-00/fig6.dgn 07/28/00 02:46:33 PM
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71 dBA Lio (P.M.). The one to two decibel increase between the existing and preferred alternative
conditions would not be perceptible to the human ear. Also, the resource is expected to receive a
noise increase whether or not the proposed project is implemented. In addition, the noise level
would not approach or exceed the FHWA noise abatement criterion of 75 dBA Lio established for
commercial land use, and is predicted to be slightly lower than if the project is not implemented.
For these reasons, implementation of the preferred alternative would not audibly affect the
resource.
The Granada (1302 W. Peachtree Street) is situated at the northwestern corner of 16th and W.
Peachtree Streets, approximately 600 feet south of the proposed 17th Street improvements and
approximately 300 feet east of the proposed improvements to 16th Street (Figure 4-10). The
eligible National Register boundary corresponds with the legal property boundary and contains all
National Register qualifying characteristics and features of the resource. The property is
considered eligible under National Register Criterion A for its contributions to the development of
middle class multi-family housing in Midtown Atlanta in the early-20th century. The resource is
also significant under National Register Criterion C as an outstanding example of the Spanish
Revival style. Current use of this property is as a commercial hotel.
The preferred alternative would have no adverse effect on The Granada. Physical destruction,
damage, or alteration of all or part of the property would not occur with implementation of the
preferred alternative. Project implementation would not alter the character of the setting of this
resource within the eligible National Register boundary since the proposed development and
roadway improvements would occur outside of this boundary. Furthermore, the resource would
not be isolated from the character of its setting since existing access would be maintained.
The character of the setting of The Granada outside the eligible National Register boundary
consists primarily of commercial land uses. The eastern boundary of the parcel fronts W. Peachtree
Street, a highly traveled one-way State Route that extends to the north and provides access to the
Interstate. With the exception of the indirect effect of increased traffic on W. Peachtree Street,
implementation of the project would not adversely affect this neighboring setting. Furthermore, the
preferred alternative would not alter the overall character of the resource or its historical or
architectural significance under National Register Criteria A and C.
The Granada would be visually affected by implementation of the preferred alternative,
especially along the northern and western boundaries of the parcel. However, this impact would
not be an adverse effect due to the existing urban visual setting of this area, nor would it
compromise the National Register eligibility of the resource.
The existing noise level in the vicinity of The Granada is 69 dBA Lio (A.M.) and 71 dBA Lio
(P.M.). The no action noise level for the year 2025 would be 71 dBA Lio (A.M.) and 74dBA Lio
(P.M.). The noise level for the preferred alternative would be 71 dBA Lio (A.M.) and 72 dBA Lio
(P.M.). The one to two decibel increase between the existing and preferred alternative conditions
would not be perceptible to the human ear. Also, the resource is expected to receive a noise
increase whether or not the proposed project is implemented. In addition, the noise level of the
preferred alternative would not approach or exceed the FHWA noise abatement criterion of 75 dBA
Lio established for commercial land use, and is predicted to be slightly lower than if the project is
not implemented. For these reasons, implementation of the preferred alternative would not audibly
affect the resource.
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The Belvedere (1384 W. Peachtree Street) is situated on the western side of W. Peachtree
Street, approximately 150 feet north of the proposed 17th Street improvements (Figure 4-10). The
eligible National Register boundary corresponds with the legal property boundary and contains all
National Register qualifying characteristics and features of the resource. The property is
considered eligible under National Register Criterion A for its contributions to the development of
middle class multi-family housing in Midtown Atlanta in the early-20th century. The resource is
also significant under National Register Criterion C as a notable example of the Chicago-
influenced Commercial style. Current use of this property is residential apartments.
The preferred alternative would have no adverse effect on The Belvedere. Physical
destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the eligible National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of The Belvedere outside the eligible National Register boundary
consists primarily of commercial land uses. The eastern boundary of the parcel fronts W. Peachtree
Street, a highly traveled one-way State Route that extends to the north and provides access to the
Interstate. With the exception of the indirect effect of increased traffic on W. Peachtree Street,
implementation of the project would not adversely affect this neighboring setting. Furthermore, the
preferred alternative would not alter the overall character of the resource or its historical or
architectural significance under National Register Criteria A and C.
The Belvedere would be visually affected by implementation of the preferred alternative,
especially along the southern and western boundaries of the parcel. However, this impact would
not be an adverse effect due to the existing urban visual setting of this area, nor would it
compromise the National Register eligibility of the resource.
The existing noise level in the vicinity of The Belvedere is 72 dBA Lio (A.M.) and 74 dBA
Lio (P.M.). The no action noise level for the year 2025 would be 74 dBA Lio (A.M.) and 76 dBA
Lio (P.M.). The noise level for the preferred alternative would be 75 dBA Lio (A.M.) and 76 dBA
Lio (P.M.). The two to three decibel increase between the existing and preferred alternative
conditions would occur over an approximate twenty-year time frame and would not be perceptible
to the human ear. Also, the resource is expected to receive a noise increase whether or not the
proposed project is implemented. Although the noise level of the preferred alternative exceeds the
FHWA noise abatement criterion of 70 dBA Lio for residential land use, current levels already
exceed this limit. For these reasons, implementation of the preferred alternative would not audibly
affect the resource.
The Winwood Apartments (1460 W. Peachtree Street) are situated on the western side of W.
Peachtree Street near the intersection of Peachtree Street, approximately 800 feet north of the
proposed 17th Street improvements (Figure 4-10). The eligible National Register boundary
corresponds with the legal property boundary and contains all National Register qualifying
characteristics and features of the resource. The property is considered eligible under National
Register Criterion A for its contributions to the development of middle class multi-family housing
in Midtown Atlanta in the early-20th centuiy. The resource is also significant under National
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Register Criterion C as a good example of the Neoclassical style. Current use of this property is
residential apartments.
The preferred alternative would have no adverse effect on the Winwood Apartments.
Physical destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the eligible National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of the Winwood Apartments outside the eligible National Register
boundary consists primarily of commercial land uses. The eastern boundary of the parcel fronts W.
Peachtree Street, a highly traveled one-way State Route that extends to the north and intersects the
on-ramp to the interstate. With the exception of the indirect effect of increased traffic on W.
Peachtree Street, implementation of the project would not adversely affect this neighboring setting.
Furthermore, the preferred alternative would not alter the overall character of the resource or its
historical or architectural significance under National Register Criteria A and C. The larger setting
of the resource has already been affected by the extension of the Buford Highway Connector to I-
85 northbound.
The Winwood Apartments would be visually affected by implementation of the preferred
alternative, especially along the southern and western boundaries of the parcel. However, this
impact would not be an adverse effect due to the existing urban visual setting of this area, nor
would it compromise the National Register eligibility of the resource.
The existing noise level in the vicinity of the Winwood Apartments is 68 dBA Lio (A.M.) and
70 dBA Lio (P.M.). The no action noise level for the year 2025 would be 74 dBA Lio (A.M.) and
77 dBA Lio (P.M.). The noise level for the preferred alternative would be 75 dBA Lio (A.M.) and
76 dBA Lio (P.M.). There would be a six to seven decibel increase between the existing and
preferred alternative conditions. However, the resource is expected to receive a noise increase
whether or not the proposed project is implemented. Predicted noise levels for the preferred
alternative would be virtually identical to the no action alternative. Although the noise level of the
preferred alternative exceeds the FHWA noise abatement criterion of 70 dBA Lio established for
residential land use, current levels already approach or exceed this limit. For these reasons,
implementation of the preferred alternative would not audibly affect the resource.
The First Presbyterian Church (1328 Peachtree Street NW) is situated at the northwest
corner of 16th Street and Peachtree Street NE, approximately 600 feet southeast of the proposed
17th Street improvements (Figure 4-11). The eligible National Register boundary corresponds with
the legal property boundary and contains all National Register qualifying characteristics and
features of the resource. The property is considered eligible under National Register Criterion A
for its contributions to the broadcasting of services throughout the Southeast in the early-20th
century. The resource is also significant under National Register Criterion C as a notable example
of the Gothic style. Current use of this property is as a church.
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[ ~;)
Seeks in Feet
LEGEND
Boundory
Figure 4-11
Eligible National Register Boundary
of First Presbyterian Church,
and Garrison Apartments
17th Street Extension and
Atlantic Steel Redevelopment Project
Environmental Assessment
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The preferred alternative would have no adverse effect on the First Presbyterian Church.
Physical destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the eligible National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of the First Presbyterian Church outside the eligible National
Register boundary consists primarily of commercial land uses. The eastern boundary of the parcel
fronts Peachtree Street, a highly traveled urban thoroughfare that extends to the northwest and
southeast. With the exception of the indirect effect of increased traffic on Peachtree Street,
implementation of the project would not adversely affect this neighboring setting. Furthermore, the
preferred alternative would not alter the overall character of the resource or its historical or
architectural significance under National Register Criteria A and C.
The First Presbyterian Church would be visually affected by implementation of the preferred
alternative, especially along the northern and western boundaries of the parcel. However, this
impact would not be an adverse effect due to the existing urban visual setting of this area, nor
would it compromise the National Register eligibility of the resource.
The existing noise level at the First Presbyterian Church is 68 dBA Lio (A.M.) and 68 dBA Lio
(P.M.). The no action noise level for the year 2025 will be 70 dBA Lio (A.M.) and 70 dBA Lio
(P.M.). The noise level for the preferred alternative would be 69 dBA Lio (A.M.) and 69 dBA Lio
(P.M.). The one to two decibel increase between the existing and preferred alternative conditions
would occur over an approximate twenty-year time frame and would not be perceptible to the
human ear. Also, the resource is expected to receive a noise increase whether or not the proposed
project is implemented. Although the noise level for the preferred alternative "approaches" the
FHWA noise abatement criterion of 70 dBA Lio established for residential land uses, including
churches, the predicted noise levels would be slightly lower than if the project is not implemented.
For these reasons, implementation of the preferred alternative would not audibly affect the
resource.
The Mitchell King House (1382 Peachtree Street NW) is situated at the southwest corner of
17th Street and Peachtree Street NE, adjacent to the proposed intersection improvement at 17th
Street and Peachtree Street (Figure 4-12). The eligible National Register boundary corresponds
with the legal property boundary and contains all National Register qualifying characteristics and
features of the resource. The property is considered eligible under National Register Criterion C as
a notable example of an early-20th century Craftsman- and Tudor Revival-inspired residence.
Current use of this property is commercial.
The preferred alternative would have no adverse effect on the Mitchell King House. Physical
destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Intersection improvements would occur within the
existing right-of-way on 17th Street and Peachtree Street. Project implementation would not alter
the character of the setting of this resource within the eligible National Register boundary since the
proposed roadway improvements would occur outside of this boundary. Furthermore, the resource
would not be isolated from the character of its setting since existing access would be maintained.
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The character of the setting of the Mitchell King House outside the eligible National Register
boundary consists primarily of commercial land uses. The eastern boundary of the parcel fronts
Peachtree Street, a highly traveled urban thoroughfare that extends to the northwest and southeast.
With the exception of the indirect effect of increased traffic on Peachtree and 17th Streets,
implementation of the project would not adversely affect this neighboring setting. Furthermore, the
preferred alternative would not alter the overall character of the resource or its architectural
significance under National Register Criterion C.
The Mitchell King House would be visually affected by implementation of the preferred
alternative, especially along the northern and western boundaries of the parcel. However, this
impact would not be an adverse effect due to the existing urban visual setting of this area, nor
would it compromise the National Register eligibility of the resource.
The existing noise level at the Mitchell King House is 66 dBA Lio (A.M.) and 67 dBA Lio
(P.M.). The no action noise level for the year 2025 would be 69 dBA Lio (A.M.) and 68 dBA LlO
(P.M.). The noise level for the preferred alternative would be 70 dBA Lio (A.M.) and 72 dBA Lio
(P.M.). The four to five decibel increase between the existing and preferred alternative conditions
would occur over an approximate twenty-year time frame, and the resource is expected to receive a
noise increase whether or not the proposed project is implemented. In addition, the noise level
would not exceed the FHWA noise abatement criterion of 75 dBA Lio for commercial land uses.
For these reasons, implementation of the preferred alternative would not audibly affect the
resource.
The Castle (Fort Peace) (87 15th Street NW) is situated at the southwest corner of Peachtree
Street and 15th Street, approximately 1,500 feet south of the proposed roadway improvements to
17th Street and approximately 1,700 feet northeast of the proposed roadway improvements along
the 14th Street overpass (Figure 4-13). The eligible National Register boundary corresponds with
the legal property boundary and contains all National Register qualifying characteristics and
features of the resource. The property is considered eligible under National Register Criterion A
for its cultural contributions to the Atlanta arts community. The resource is also significant under
National Register Criterion C as an unusual example of various architectural styles. Current use of
this property is commercial.
The preferred alternative would have no adverse effect on The Castle. Physical destruction,
damage, or alteration of all or part of the property would not occur with implementation of the
preferred alternative. Project implementation would not alter the character of the setting of this
resource within the eligible National Register boundary since the proposed development and
roadway improvements would occur outside of this boundary. Furthermore, the resource would
not be isolated from the character of its setting since existing access would be maintained.
The character of the setting of The Castle outside the eligible National Register boundary
consists primarily of commercial land uses. The northern boundary of the parcel fronts 15th Street,
a commercial thoroughfare that extends to the east and west. With the exception of the indirect
effect of increased traffic on both W. Peachtree and 15th Streets, implementation of the project
would not adversely affect this neighboring setting. Furthermore, the preferred alternative would
not alter the overall character of the resource or its historical and architectural significance under
National Register Criteria A or C.
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The Castle would not be visually affected by implementation of the preferred alternative.
Currently fronting 15th Street, the proposed redevelopment and roadway improvements would
occur at significant distances to the northwest and southwest. The only potential for indirect visual
impacts would occur along the northern and western boundaries of the property. However, this
impact likely would be concealed by the existing urban density of Midtown and therefore would
neither be an adverse effect nor compromise the National Register eligibility of the resource.
The existing noise level at The Castle is 66 dBA Lio (A.M.) and 67 dBA Lio (P.M.). The no
action noise level for the year 2025 would be 68 dBA Lio (A.M.) and 69 dBA Lio (P.M.). The
noise level for the preferred alternative would be 70 dBA Lio (A.M.) and 72 dBA Lio (P.M.). The
four to five decibel increase between the existing and preferred alternative conditions would occur
over a approximate twenty-year time frame. The preferred alternative would not exceed the
FHWA noise abatement criterion of 75 dBA Lio established for commercial land uses. In addition,
the resource is expected to receive a noise increase whether or not the proposed project is
implemented. For these reasons, implementation of the preferred alternative would not audibly
affect the resource.
Rhodes Hall (1516 Peachtree Street NW) is situated on the western side of Peachtree Street
north of South Rhodes Drive, approximately 1,500 feet north of the proposed roadway
improvements to 17th Street (Figure 4-13). The boundary of the resource corresponds with its
established National Register boundary that contains all National Register qualifying characteristics
and features of the property. Current use of this property is commercial and home to the Georgia
Trust for Historic Preservation.
The preferred alternative would have no adverse effect on Rhodes Hall. Physical destruction,
damage, or alteration of all or part of the property would not occur with implementation of the
preferred alternative. Project implementation would not alter the character of the setting of this
resource within the National Register boundary since the proposed development and roadway
improvements would occur outside of this boundary. Furthermore, the resource would not be
isolated from the character of its setting since existing access would be maintained.
The character of the setting of Rhodes Hall outside its National Register boundary consists
primarily of commercial land uses. The eastern boundary of the parcel fronts Peachtree Street, a
highly traveled urban thoroughfare that extends to the north and south. With the exception of the
indirect effect of increased traffic on Peachtree Street, implementation of the project would not
adversely affect this neighboring setting. Furthermore, the preferred alternative would not alter the
overall character of the resource or its historical and architectural significance.
Rhodes Hall would not be visually affected by implementation of the preferred alternative.
Currently fronting Peachtree Street, the proposed redevelopment and roadway improvements
would occur at significant distances to the south and southwest. The only potential for indirect
visual impacts would occur along the southern and western boundaries of the property. However,
this impact likely would be concealed by the existing urban density of Midtown and therefore
would neither be an adverse effect nor compromise the historic integrity or significance of the
resource.
The existing noise level at Rhodes Hall is 72 dBA Lio (A.M.) and 73 dBA Lio (P.M.). The no
action noise level for the year 2025 would be 73 dBA Lio (A.M.) and 75 dBA Lio (P.M.). The
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noise level for the preferred alternative would be 73 dBA Lio (A.M.) and 75 dBA Lio (P.M.). The
one to two decibel increase between the existing and preferred alternative conditions would occur
over an approximate twenty-year time frame and would not be perceptible to the human ear. The
noise level equals the FHWA noise abatement criterion of 75 dBA Lio established for commercial
land uses. Although the noise level equals the FHWA noise abatement criterion for the preferred
alternative, the resource is expected to receive the same increase in noise whether or not the
proposed project is implemented. For these reasons, implementation of the preferred alternative
would not audibly affect the resource.
The Garrison Apartments (1325 Peachtree Street NE) are situated on the eastern side of
Peachtree Street, approximately 400 feet southeast of the proposed intersection improvement at 17th
Street and Peachtree Street (Figure 4-11). The boundary of the resource corresponds with its
established National Register boundary that contains all National Register qualifying characteristics
and features of the property. Current use of this property is residential apartments.
The preferred alternative would have no adverse effect on the Garrison Apartments. Physical
destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of the Garrison Apartments outside its National Register boundary
consists primarily of commercial land uses. The western boundary of the parcel fronts Peachtree
Street, a highly traveled urban thoroughfare that extends to the north and south. With the exception
of the indirect effect of increased traffic on Peachtree Street, implementation of the project would
not adversely affect this neighboring setting. Furthermore, the preferred alternative would not alter
the overall character of the resource or its historical and architectural significance.
The Garrison Apartments would not be visually affected by implementation of the preferred
alternative. Currently fronting Peachtree Street, the proposed redevelopment and roadway
improvements would occur at significant distances to the north and west. The only potential for
indirect visual impacts would occur along the northern and western boundaries of the property.
However, this impact likely would be concealed by the existing urban density of Midtown and
therefore would neither be an adverse effect nor compromise the historic integrity or significance
of the resource.
The existing noise level at the Garrison Apartments is 68 dBA Lio (A.M.) and 68 dBA Lio
(P.M.). The no action noise level for the year 2025 would be 70 dBA Lio (A.M.) and 70 dBA Lio
(P.M.). The noise level for the preferred alternative would be 69 dBA Lio (A.M.) and 69 dBA Lio
(P.M.). The one decibel increase between the existing and preferred alternative conditions would
not be perceptible to the human ear. The resource is expected to receive a noise increase whether
or not the proposed project is implemented. Although the noise level for the preferred alternative
"approaches" the FHWA noise abatement criterion of 70 dBA Lio established for residential uses,
the predicted noise levels would be slightly lower than if the project is not implemented. For these
reasons, implementation of the preferred alternative would not audibly affect the resource.
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The Ansley Park Historic District is situated east of Peachtree Street NE, roughly between
14th and Beverly Streets. The boundary of the resource corresponds with its established National
Register boundary that contains all National Register qualifying characteristics and features of the
district (Figure 4-13).
The preferred alternative would have no adverse effect on the Ansley Park Historic District.
Physical destruction, damage, or alteration of all or part of the property would not occur with
implementation of the preferred alternative. Project implementation would not alter the character
of the setting of this resource within the National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Furthermore, the
resource would not be isolated from the character of its setting since existing access would be
maintained.
The character of the setting of the Ansley Park Historic District outside its National Register
boundary to the west consists primarily of commercial land uses. The western boundary of the
District abuts the commercial district along Peachtree Street, a relatively highly-traveled urban
thoroughfare that extends to the north and south. Although implementation of the proposed project
would increase the amount of traffic on most of the entrances into Ansley Park and Peachtree
Street, the preferred alternative would not adversely affect this neighboring setting. This increase
in traffic should not adversely effect overall traffic patterns in this area. Furthermore, the preferred
alternative would not alter the overall character of the resource or its historical and architectural
significance.
As a whole, the Ansley Park Historic District would not be visually affected by
implementation of the preferred alternative. However, since some of the residences in the western
portion of the district are located on a high bluff, the tallest buildings within the proposed
redevelopment project to the west may be visible from these selected homes. Yet for the most part,
this impact likely would be concealed by the existing urban density of Midtown and therefore
would neither be an adverse effect nor compromise the historic integrity or significance of the
district.
Representative worst-case existing noise levels for Ansley Park are 66 dBA Lio (residential)
and 72 dBA Lio (commercial) during the daytime and 67 dBA Lio (residential) and 73 dBA Lio
(commercial) in the evening. The no action noise level for the year 2025 would be 68 dBA Lio
(residential) and 73 dBA Lio (commercial) during the daytime and 69 dBA Lio (residential) and 75
dBA Lio (commercial) in the evening. The noise level for the preferred alternative would be 68
dBA Lio (residential) and 73 dBA Lio (commercial) during the daytime and 69 dBA Lio
(residential) and 75 dBA Lio (commercial) in the evening. The three decibel increase between the
existing and preferred alternative conditions would occur over an approximate twenty-year time
frame and would not be perceptible to the human ear. Although, the noise level for the preferred
alternative "approaches" the FHWA noise abatement criterion of 70 dBA Lio established for
residential land uses and equals the 75 dBA Lio established for commercial land uses, these
resources are expected to receive the same increase in noise whether or not the proposed project is
implemented. For these reasons, implementation of the preferred alternative would not audibly
affect the resource.
The Atlanta Waterworks Hemphill Avenue Station (1210 Hemphill Avenue NW) is situated
at the southwestern corner of Hemphill Avenue and Northside Drive adjacent to the proposed
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improvements on Northside Drive and across the Street from the other new entrance into the
Atlantic Steel Property. The boundary of the resource corresponds with its established National
Register boundary that contains all National Register qualifying characteristics and features of the
property (Figure 4-7). Current use of this property is commercial.
The preferred alternative would have no adverse effect on the Atlanta Waterworks Hemphill
Avenue Station. Physical destruction, damage, or alteration of all or part of the property would not
occur with implementation of the preferred alternative. Project implementation would not alter the
character of the setting of this resource within the National Register boundary since the proposed
development and roadway improvements would occur outside of this boundary. Improvements to
Northside Drive would occur within existing right-of-way. Furthermore, the resource would not be
isolated from the character of its setting since existing access would be maintained. However,
construction at the new entrance north of the intersection of Hemphill Avenue and Northside Drive
may impact potential archaeological resources that could be associated with the station and located
in this area of the APE. The potential impacts to these archaeological resources are addressed in
Sections 4.3.6.2 and 4.3.6.3.
The character of the setting of the Atlanta Waterworks Hemphill Avenue Station outside its
National Register boundary consists primarily of commercial land uses. The eastern boundary of
the parcel fronts Northside Drive, a highly traveled State Route that extends to the north and south.
With the exception of the indirect effect of increased traffic at the Hemphill Avenue intersection
due to the proposed road improvements, implementation of the project would not adversely affect
this neighboring setting. Furthermore, the preferred alternative would not alter the overall
character of the resource or its historical and architectural significance.
The Atlanta Waterworks Hemphill Avenue Station would be visually affected by
implementation of the preferred alternative, especially along the southern and eastern boundaries of
the parcel. However, this impact would not be an adverse effect due to the existing urban visual
setting of this area, nor would it compromise the historic integrity or significance of the resource.
The existing noise level in the vicinity of the Atlanta Waterworks Hemphill Avenue Station is
69 dBA Lio (A.M.) and 70 dBA Lio (P.M.). The no action noise level for the year 2025 would be
72 dBA Lio (A.M.) and 72 dBA Lio (P.M.). The noise level for the preferred alternative would be
70 dBA Lio (A.M.) and 71 dBA LlO (P.M.). The one decibel increase between the existing and
preferred alternative conditions would not be perceptible to the human ear. The resource is
expected to receive a noise increase whether or not the proposed project is implemented and the
increase would be less under the preferred alternative. The noise level for the preferred alternative
does not exceed the FHWA noise abatement criterion of 75 dBA Lio established for commercial
land uses. For these reasons, implementation of the preferred alternative would not audibly affect
the resource.
4.3.6.2 Archaeological Resources
There are no known prehistoric or historic archaeological resources that would experience
physical impacts from the proposed project. The only portion of the project area that appears to
have the potential to yield significant archaeological resources is the intersection of Hemphill
Avenue with Northside Drive. The roadbed of Hemphill Avenue may contain buried trolley tracks,
and the area beneath or alongside Hemphill Avenue may contain original water pipes associated
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with the National Register-listed Atlanta Waterworks Hemphill Avenue Station. A short turn-lane
is proposed on the east side of Northside Drive, north of the Hemphill Avenue intersection that has
the potential to affect these resources.
4.3.6.3 Measures Proposed to Address Cultural Resource Concerns
During project construction, it is recommended that a qualified archaeological consultant
monitor any construction and subsurface activities that are to occur along Northside Drive in the
vicinity of Hemphill Avenue. Should the remains of either trolley tracks or water pipes be located,
the archaeological consultant should notify the SHPO about the nature of the findings.
Consultation with the SHPO and/or other interested parties would occur to discuss further
treatment measures. Documentation of these resources would follow Georgia Historic Preservation
Division and GDOT guidelines.
Cumulative impacts to historic properties in the study area associated with future
transportation improvements that could be proposed outside the scope of this project, but as part of
the MOU discussed in Section 4.3.3.5, are impossible to predict at this time. Agency and public
concerns have been raised by the SHPO, the Georgia Trust for Historic Preservation, the Atlanta
Preservation Center, and citizens of Ansley Park about the potential for impacts to historic
properties. As stated in the MOU (Appendix I), the City of Atlanta, in consultation with the
Atlanta Urban Design Commission, will take appropriate steps to insure that historic properties that
could potentially be affected by any proposed future transportation improvements are taken into
account at the earliest possible opportunity. This will include coordination with the SHPO, the
Georgia Trust for Historic Preservation, the Atlanta Preservation Center, and the Ansley Park
neighborhood.
4.3.7 Section 4(f) Evaluation
No recreation areas, or wildlife/waterfowl refuges were identified in the study area; however,
four publicly owned parks were identified within a one-mile radius of the Atlantic Steel site. These
parks include Piedmont Park, Eubanks Park, Winn Park, and Underwood Hills Park. It was
determined that the 17th Street Extension and its associated roadway improvements would have no
adverse effect on these parks.
Investigations of historic properties within the study area are summarized in Section 4.3.6 and
provided in the Historic Architectural Properties Identification and Evaluation Report (Parsons
2000b). The evaluation identified fifteen properties listed in the National Register, previously
identified as eligible, or identified as eligible from the resulting field surveys. As described in
Section 3.3.7, Section 4(f) applies only to fourteen of these properties (excluding the Atlantic Steel
Site). These fourteen sites include: Norfolk Southern Railroad, Siemens (1299 Northside Drive),
Kool Korner Grocery (349 14th Street), Ewell Jett House (1385 Spring Street), Granada Apartments
(1302 W. Peachtree St.), The Belvedere (1384 W. Peachtree St.), Winwood Apartments (1460 W.
Peachtree St.), First Presbyterian Church (1328 Peachtree St.), Mitchell King House (1382
Peachtree St. NE), the Castle (Fort Peace) (87 15th Street NW), Rhodes Hall (1516 W. Peachtree
Street NW), Garrison Apartments (1325 Peachtree Street NE), Ansley Park Historic District, and
the Atlanta Waterworks Hemphill Avenue Station (1210 Hemphill Avenue NW). According to the
evaluation, the 17th Street Extension would have no use of, or adverse effect on, any of these
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resources. Therefore, no Section 4(f) sites are impacted by the transportation project, and no
further Section 4(f) evaluation is required.
4.3.8 Land Use
Evaluation of land use as it relates to this redevelopment project refers to the determination of
impacts to land use planning and regional development. This analysis involves the identification of
potential impacts to local and regional economic planning, existing transportation systems, public
community services, and environmental issues.
4.3.8.1 Existing Land Use
Impacts to existing land uses would result from the redevelopment of the Atlantic Steel site
and acquisition of right-of-way for transportation related improvements. Within the study area,
industrial type land use is by far the most affected by the preferred alternative. This is due to the
redevelopment of the Atlantic Steel site into an urban mixed-use development. Of the approximate
135 acres that would be converted, approximately 14 acres would become roadways that would
provide access into and out of the Atlantic Steel site. Approximately 20 acres of existing
commercial land within the study area would be converted into roadways as part of the 17th Street
Extension and other improvements. Approximately two acres of residentially zoned land within
the study area would be taken for site development purposes, as part of the redevelopment project.
This would likely include rebuilding residential units in the same area. The remaining existing land
uses would not be altered, and therefore, no adverse impacts are anticipated.
4.3.8.2 Neighborhoods and Community Facilities
As stated in Section 3.3.8.2, the neighborhoods in the vicinity of the Atlantic Steel
Redevelopment project are Home Park, Loring Heights, and Ansley Park. The redevelopment of
Atlantic Steel would not alter the existing land uses of these neighborhoods. No large tracts of land
in any of these neighborhoods would be required for this redevelopment project to occur. The
redevelopment would, however, remove a large industrial land use and replace it with a more
homogeneous type mixed-land use that would complement these established neighborhoods.
Additional positive impacts of the redevelopment project include more commercial/retail
opportunities to be provided within walking or biking distance to many existing residences. The
following information provides impacts to known community facilities within the study area
surrounding the Atlantic Steel redevelopment project.
Schools. There would be no direct impacts to any school-related property in the study area.
Minor short-term impacts to schools in the area would be limited to possible delays during road and
redevelopment construction. The only foreseeable impact to Atlanta public schools is the
anticipated additional student population due to the residential development portion of Atlantic
Steel. It is not known at this time how many additional students or the age of the students that
would attend Atlanta public schools in the future. The retail portion of the redevelopment would
contribute a Special Purpose Local Option Sales Tax revenue source that would be allocated to the
City of Atlanta School System.
Parks, Recreation Areas, and Open Space. There would be no direct impacts to any of the
parks, recreation areas, or significant open space areas in the study area. Minor short-term impacts
to parks, recreation areas, and significant open space in the study area would be limited to possible
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delays during road and redevelopment construction. No other impacts to parks, recreation areas, or
significant open space areas are anticipated with this project.
Places of Worship and Cemeteries. There are no cemeteries located inside the study area.
There would be no direct impacts to any place of worship in the study area. Minor short-term
impacts to places of worship and cemeteries in the area would be limited to possible delays to
members or visitors during construction. The only foreseeable impact to places of worship is the
anticipated additional memberships due to the residential development portion of Atlantic Steel. It
is not known at this time how many additional people would attend local places of worship in the
future.
Hospitals and Health Centers. There would be no direct impacts to any hospital or health
center property in the study area. Minor short-term impacts to hospitals and health centers in the
area would be limited to possible delays during road and redevelopment construction. No other
impacts to hospitals or health centers are anticipated with this project.
Libraries and Museums. There would be no direct impacts to any library or museum
property in the study area. Minor short-term impacts to libraries and museums in the area would be
limited to possible delays during road and redevelopment construction. No other impacts to
libraries or museums are anticipated with this project.
Emergency Services - Police, Fire and Rescue. There would be no direct impacts to any
police, fire or rescue property in the study area. Minor short-term impacts to police, fire and rescue
response capabilities in the area would be limited to possible delays during road and redevelopment
construction. In the long-term, the additional crossing of the Interstate should result in improved
response time for emergency vehicles. One foreseeable impact to police, fire and rescue service is
the capacity of the Atlanta Police Department and the Atlanta Fire Department to adequately serve
this area. Resources of the Departments could be strained due to the magnitude of the
development.
No additional fire stations were anticipated to be added in conjunction with the Atlantic Steel
redevelopment project. However, one additional City of Atlanta police satellite station with
emergency medical technicians (EMT) is anticipated to be added by JAR in conjunction with the
Atlantic Steel redevelopment project. All other existing emergency services would be expected to
provide support and/or protection for the Atlantic Steel site. It is feasible that funds from a Tax
Allocation District (TAD) could be used to fund future improvements to public service including
emergency services.
4.3.8.3 Consistency With Local Comprehensive Plan
The development of the Atlantic Steel site into mixed-use land proposed under the preferred
alternative conforms to the recommendations of the Adopted Atlanta 2001 Comprehensive
Development Plan (City of Atlanta 2000). The adopted Comprehensive Plan contains policies on
future land use development within the city. These policies encourage mixed-used development;
emphasize medium and high-density residential uses; encourage minimizing sprawl; and promote
the reuse or redevelopment of vacant, under-utilized, or structurally deteriorated industrial and
commercial properties.
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4.3.9 Socioeconomics/Demography/Economic Conditions
An analysis of both positive and negative impacts of socioeconomic concerns that are
attributed to the 17th Street Extension and Atlantic Steel Redevelopment project are presented in
this section. The primary impacts on existing socioeconomic conditions from this project are from
residential and commercial displacements, changes in employment in this area of Midtown Atlanta,
and changes in tax revenue to service provider and local governments.
Economics Research Associates (ERA) conducted an analysis of economic and fiscal benefits
of the proposed Atlantic Steel redevelopment (ERA 1999). The economic benefits include the
effects of a new development on the local economy. Effects to the local economy include the
creation of new jobs, added population, increases in payroll, and new retail spending. The fiscal
benefits are the effects of new development on the local budgets. A number of short-term and/or
one-time benefits have been excluded from analysis, as they would have no long- term effects on
the local economy or local budgets. In addition to the positive economic and fiscal benefits on the
City of Atlanta itself, the Atlantic Steel redevelopment project would also produce substantial
indirect benefits to the Atlanta region as a whole (ERA 1999). The findings of the ERA study are
summarized in the subsections that follow.
4.3.9.1 Population and Demographics
As presented in Section 3.3.9.1, population and demographic data within the study area is
based on the 1990 US Census data. The proposed Atlantic Steel redevelopment is expected to add
4,200 full time residents to the Midtown area. Those new residents to the Atlantic Steel area would
reside in the proposed 2,400 housing units. The ERA analysis report uses an average household
size of 1.75 persons per household for the Atlantic Steel project area. Occupancy rates within the
City of Atlanta have averaged greater than 85 percent since 1990. A similar occupancy rate was
therefore assumed to occur for the new housing that is anticipated at Atlantic Steel. At this time it
is not known whether a majority of residents in the Atlantic Steel area would be owner-occupants
or renters. It is also not known what the specific gender, age, and racial breakdowns as well as
median household income and employment data of the population would be that would inhabit this
development.
4.3.9.2 Employment and Economic Characteristics
There are currently a number of Midtown developments proposed or underway along the east
side corridor, as well as the expansion of the TBS Techwood Campus and the Atlantic Steel
Redevelopment on the west side. Approximately 7,800,000 square feet of commercial and
residential development is proposed or under construction on the east side of 1-75/85 and
approximately 8,400,000 square feet of new development on the west side.
The Atlantic Steel redevelopment project is being financed with the help of a TAD. This
process was used to provide front-end funding for the large-scale redevelopment project. The tax
revenues paid to taxing units (City of Atlanta, Atlanta Schools, and Fulton County) are computed
on the initially established tax base during the redevelopment period. The Atlantic Steel project
would then be redeveloped using funds provided by the sale of tax allocation bonds. The City or a
specially created taxing district for specific site improvements would sell these bonds. Due to the
now higher value of the Atlantic Steel site, more tax revenue is collected and the tax difference
between the initially established level goes into a fund to retire the bonds.
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The proposed Atlantic Steel redevelopment project is expected to add significant retail, office,
and hotel space as well as to increase the employment base and tax base in the Midtown Atlanta
area. Future commercial space for Atlantic Steel is anticipated to include:
• 1,500,000 square feet of total build out retail space;
• 2,000,000 square feet of total build out office space; and
• 2,000,000 square feet of total build out high-tech office space.
This would result in a gain of 5,500,000 square feet of total build out commercial space to the
Midtown Atlanta area. At the time of this report, it was not known the specific types of businesses
that would inhabit these spaces.
To help service this area's business travel as well as tourist travel needs, it is anticipated that
the Atlantic Steel site would contain 1,000 hotel rooms when the site is completely built-out. No
specific information regarding type and quality of hotels was available at the time of this report.
According to the ERA analysis report, retail sales and hotel sales are anticipated to generate
approximately $480,000,000 and $41,600,000, respectively, in sales revenue. This would result in
total retail sales tax revenue of approximately $3,500,000 and total hotel sales tax revenue of
approximately $1,700,000. The annual property taxes from the office spaces and hotel rooms are
anticipated to generate $11,900,000 for the City of Atlanta, $17,600,000 for Atlanta public schools,
and $9,700,000 for Fulton County.
According to the ERA analysis report, new employment information for Atlantic Steel was
based on the following information:
• 2 employees per 1,000 square feet of retail space, which would equal 3,000 workers.
• 4 employees per 1,000 square feet of office space, which would equal 8,000 workers.
• 3.33 employees per 1,000 feet of high-tech office space, which would equal 6,660 workers.
• 0.4 employees per hotel room, which would equal 400 workers.
This results in a potential gain of approximately 18,060 total jobs related to the Atlantic Steel
redevelopment when it is completed. Some of these jobs could be shifted from other areas in the
Atlanta region to Atlantic Steel, or within the Midtown area itself.
In order to calculate specific wage information, an average wage was assumed for each type of
job created. The following information was developed as part of the ERA analysis report:
• Retail services average annual wage is $16,200, which equals $48,600,000 in total income.
• Office services average annual wage is $35,200, which equals $281,600,000 in total
income.
• High-tech office services average annual wage is $42,300, which equals $281,718,000 in
total income.
• Hotel services average annual wage is $19,300, which equals $7,720,000 in total income.
This results in a potential gain of $619,638,000 total salaries paid to the new jobs related to the
Atlantic Steel redevelopment when it is completed.
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4.3.9.3 Relocations
The 17th Street Extension and Atlantic Steel redevelopment project would require the relocation
of houses, businesses, and/or industry located within the study area. The number of displacements for
this project was determined by reviewing current Fulton County tax mapping, aerial mapping, and
conducting site visits. For the purposes of this EA, property that would be taken for the
implementation of the redevelopment project has been divided into two categories. The first category
is property required for transportation improvements, while the second category is property required
by the developer for site improvements.
Transportation Improvements. Roadway improvements associated with the preferred
alternative would displace 19 commercial businesses, which currently occupy approximately 20
acres of land. No other type of structure would be displaced as a result of the proposed
transportation improvements. Based on the results of a field survey, there appears to be no elderly,
handicapped persons, or large families affected by this proposed project. It is estimated that
approximately 200 employees from these businesses would be affected. The 19 business
displacements consist of eight office/warehouse spaces, eight retail businesses, two restaurants, and
one gas station/convenience store. These 19 businesses have an approximate fair market value of
$10,625,000 (MAAI 2000c). These businesses are listed in Table 4-9. A copy of the Conceptual
Stage Study, Relocation Report and updates are available from GDOT upon request.
The Uniform Relocation Assistance and Real Property Acquisition Act of 1970, as amended,
requires that property owners are offered fair market value for property being acquired as a result of
roadway improvements. Actual acquisition costs for those properties acquired for roadway
improvements would be determined by GDOT and would be based on standards and procedures
adopted by GDOT.
Site Redevelopment. The Atlantic Steel redevelopment project would displace eight (8)
residential buildings, seven of which are owned by JAR. No other type of structure would be
displaced as a result of site redevelopment improvements. Based on the results of a field survey, there
appears to be no elderly, handicapped persons, or large families affected by this portion of the project.
The residential property has an estimated fair market value between $150,000 and $170,000
(MAAI 2000c). These residences are listed in Table 4-10. Nearby, available housing for similar,
single-family homes appears to be in adequate supply.
4.3.9.4 Community Cohesion
Community cohesion is defined by the FHWA as "perceptual relationships that are shared
among residents of a community that cause the community to be identifiable as a discrete,
distinctive geographic entity". The neighborhoods of Home Park, Ansley Park, and Loring Heights
as well as the Atlantic Steel site, are easily distinguishable and contain elements that establish them
as independent communities. The Atlantic Steel site is situated in the midst of these independent
communities. The former Atlantic Steel Mill site and other properties along Northside Drive and
Bishop Street were part of an area that was dominated by heavy industry in the early to mid 1900's.
The communities of Home Park and Loring Heights were largely connected to this industry
through employment. However, this relationship no longer exists due to a gradual transition from
heavy industry to more compatible land uses for downtown Atlanta. The proposed redevelopment
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Table 4-9. Inventory of Business Displacements
Parcel
Owner/
Tenant
Type
Displacement/
Square Feet
FMV in $
Type Neighborhood
Age
Type Business
No. of
Employees
Restaurant
80 14th Street
17-107-04-046
Tenant
1,600 SF
$650 K
Commercial
35 +/-
The Red Basil Restaurant
15 +/-
Office
74 14"' Street
17-107-04-004
Tenant
1,800 SF
$400 K
Commercial
40+/-
Offices
10+/-
Retail
1160 Spring Street
17-107-04-005
Tenant
2,000 SF
$500 K
Commercial
30+/-
Retail, Video Solutions
5+1-
Utility Site
Atlanta Gas
17-107-04-053
Tenant
800 SF
$200 K
Commercial
20+/-
Utility, Atlanta Gas
N/A
Office/Warehouse
1360 Spring Street, NW
17-108-01-033
Tenant
4,200 SF
$275 K
Commercial
40+/-
Office/Warehouse,
Home Mission Board
15 +/-
Office
1362 Spring Street, NW
17-108-04-012
Tenant
4,350 SF
$300 K
Commercial
35 +/-
Office, Georgia Nurses
Association
15 +/-
Multi-tenant retail
1341 Spring Street, NW
17-108-04-022
Tenant
15,000 SF
$500 K
Commercial
50+/-
Retail, Kwik Copy
20+/-
Office
1359 Spring Street, NW
17-108-04-031
Tenant
4,000 SF
$250 K
Commercial
50+/-
Office, Vacant
10+/-
Retail
1205 Techwood Drive, NW
17-108-07-099
Tenant
2,500 SF
$150 K
Commercial
40+/-
Retail, Dog Grooming
5+/-
Retail
1203 Techwood Drive, NW
17-108-07-100
Tenant
2,700 SF
$150 K
Commercial
40+/-
Retail/Office
8+/-
| \AT! STFiEL\FFPORr\DRAFT\TARLES\TABLE4-9.DOC
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Table 4-9. Inventory of Business Displacements
Parcel
Owner/
Tenant
Type
Displacement/
Square Feet
FMV in $
Type Neighborhood
Age
Type Business
No. of
Employees
Retail/Warehouse
1195 Techwood Drive, NW
17-108-07-101
Tenant
5,000 SF
$250 K
Commercial
40+/-
Retail, Office Furniture
Sales
10+/-
Office Warehouse
1370 Spring Street
17-108-01-032
Tenant
20,000 SF
$750 K
Commercial
40+/-
Office/Warehouse
30+/-
Restaurant
144 14th Street
17-107-03-024
Owner
4,000 SF
$275 K
Commercial
20+/-
Chinese Restaurant
15 +/-
Retail/Fuel Station
77 14"' Street
17-108-08-066
Tenant
1,000 SF
$1.1 M
Commercial
10+/-
Amoco fuel
station/convenience store
10+/-
Trucking/Distribution
490 Bishop Street
17-148-LL-03
Tenant
50,000 SF
$2.2 M
Commercial
30+/-
Warehouse, distribution
facility
10+/-
Hair/Spa Salon
494 Bishop Street
17-148-LL-026
Owner
2,125 SF
$1.2 M
Commercial
50+/-
Hair Salon
10 +/-
Retail
1345 Northside Drive
17-148-04-016
Tenant
9,800 SF
$1.0 M
Commercial
40+/-
Northside Drive
Liquor Store
15 +/-
Auto Body Shop
Bishop Street
17-108-07-026
Tenant
2,750 SF
$200 K
Commercial
20+/-
Auto Body Shop
6+/-
Office
204 16'" Street
17-108-07-003
Tenant
1,700 SF
$275 K
Commercial
30+/-
Realty Company
10+/-
Source MAAI 2000c
l:\ATLSTISEL\REPORT\DRAFT\TABLIiS\TABLE4-9.DOC
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Table 4-10. Inventory of Residential Displacements
Parcel
Owner/
Tenant
Type Displacement/
Square Feet
Estimated
Rent/FMV in $
Estimated
Household
Income in $
Age
Family Size/
Minors
Rooms/
Bedrooms
Housing
Available
1282 Lyle Place, NW
Tenant
Frame / 598 SF
$850 per month
$165,000
$30,000
60+
2/0
5/2
Yes
1276 Lyle Place, NW
Owner
Frame / 766 SF
$170,000
$40,000
60+
3/0
6/2
Yes
1275 Lyle Place, NW
Tenant
Frame / 598 SF
$850 per month
$150,000
$30,000
65+
2/0
5/2
Yes
1281 Lyle Place, NW
Tenant
Frame / 598 SF
$850 per month
$150,000
$30,000
65+
2/0
5/2
Yes
1278 Barnes Street
Tenant
Frame / 916 SF
$900 per month
$165,000
$40,000
65+
3/0
5/2
Yes
188 16'" Street, NW
Tenant
Frame / 746 SF
$900 per month
$150,000
$30,000
65+
2/0
5/2
Yes
194 16'" Street, NW
Tenant
Frame / 598 SF
$850 per month
$150,000
$30,000
65+
2/0
5/2
Yes
200 16'" Street, NW
Tenant
Frame / 804 SF
$900 per month
$150,000
$30,000
65+
3/0
5/2
Yes
Source: MAAI 2000c
,AATLSTpFl \RPPORT\nR AinMAW PS\TAI3LE4-IOT)OC
-------
of this site into mixed-use residential and commercial land uses continues this transition and
provides opportunities for reconnection with the surrounding communities. By removing the
existing industrial land use that is Atlantic Steel and replacing it with a more homogeneous type
mixed-land use, the overall community feeling between the established neighborhoods is no longer
broken. In addition, when the Interstate was initially constructed in the 1960's, access and
community dynamics in Midtown Atlanta completely changed. Several existing roadways were
severed by the initial freeway project. Construction of the 17th Street Bridge and Extension
provides another opportunity to reconnect the east and west sides of Midtown Atlanta and restore
continuity for communities in this area.
4.3.10 Environmental Justice
As discussed in Section 3.3.10, several communities in the project area were determined to
contain minority and/or low-income populations at levels that are significantly higher than that of
the Atlanta MSA. The majority of these areas appear to be distributed in clusters west and
southeast of the site (see Figure 3-11). Since the preferred alternative was found to have some
potential for EJ concerns, various potential environmental impacts to low-income and minority
populations were considered. The 17th Street Extension project and transformation of the Atlantic
Steel site into a mixed-use development would include both positive and negative impacts to
low-income and minority communities in the area; however, it was determined that the overall
quality of life for nearby minority and low-income communities would be improved. Specific
issues considered are described in greater detail below.
Community/Neighborhood Impacts. Using 1990 U.S. Census Data, the majority of the
block groups that comprise two of the three neighborhoods in the immediate study area (Home
Park and Loring Heights) are identified as potential EJ areas. However, similar to other
neighborhoods in the City of Atlanta, demographics in these areas are changing rapidly. The Home
Park Civic Association identifies the Home Park community as "one of the most diverse and
dynamic neighborhoods in Atlanta." Huge changes are occurring in these neighborhoods related to
the increased popularity of in-town living in Atlanta. This is evident by increased property values,
rental prices, and property improvements throughout the neighborhoods. The transformation of
these neighborhoods has been occurring for some time and would likely continue with or without
the Atlantic Steel redevelopment project and 17th Street Extension. The goals of both
neighborhoods is to guide this transformation with the objective of maximizing the beneficial
impacts, while minimizing the negatives.
EPA, GDOT, the City of Atlanta, and JAR recognized these goals and placed strong emphasis
on community involvement in the development of this project. Public outreach activities and
meetings with affected neighborhoods have been a major component of this effort. The City of
Atlanta, JAR, EPA, and GDOT gave presentations and participated in several monthly
neighborhood meetings related to development of the project and to solicit input from the
neighborhoods on issues of concern. EPA and JAR hosted a meeting in December 1998 with the
Home Park community to discuss specific design aspects of the redevelopment. Concerns raised in
these meetings have been largely incorporated into the latest design of the site and of the associated
transportation improvements. The City of Atlanta and JAR commit to continued involvement with
the neighborhoods as the site builds-out to provide information about the latest site design and
solicit input on issues of concern to the neighborhoods.
I .\ATLSTEEL\REPORT\DRAFI\SECTION4 .DOC
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Property Values. The improvement of the Atlantic Steel Brownfields Redevelopment Area is
likely to continue to enhance the value of a substantial portion of the real property in the district.
This would have both a positive and negative impact on the surrounding communities. The effect
would be positive for individuals in the community who own property and can afford to pay for the
increasing taxes likely to ensue over time. Other residents who rent or own property but cannot
afford to pay for the higher property taxes may be forced to move out of the area and find
alternative housing.
Employment/Economic Activity. Closure of the Atlantic Steel Mill has left the City of
Atlanta with an underutilized piece of property that contributes very little to the economic tax base
of the area. Transformation of the site into a mixed-use development of residential units,
commercial office space, hotel rooms and retail would have many positive impacts in terms of new
employment and economic activity for the nearby minority and low-income residents, including
creating approximately 17,000 to 20,000 new jobs. It is envisioned that a wide range of jobs and
skill levels would be available and allow for job advancement within the area. Similarly, there
would be new employment opportunities related to build-out of the site and construction of the
associated off-site roadway improvements. However, it is impossible to estimate how the net new
jobs created by the proposed action would be allocated by jurisdiction; therefore, it is impossible to
accurately quantify how the proposed action would affect minority and/or low-income populations.
New employees would be hired by skill level, experience, or other qualifications, not by
jurisdiction of residence.
Based on several comments received at public meetings, JAR has agreed to place an emphasis
on minority participation in the redevelopment of the Atlantic Steel site, specifically in short-term
construction jobs and long-term employment opportunities. JAR is currently in the process of
putting together a comprehensive strategy that addresses this goal for the project.
Public Facilities and Services. The amount of educational ad valorem tax revenues collected
in excess of the amount needed for debt service is projected to increase greatly after the project is
fully developed, thereby providing a substantial new revenue source for the school system.
Further, the development is expected to generate further revenue increases for the school system as
a result of increased property values. This would benefit the minority and low-income residents
located within the project area. JAR will also provide a satellite police and emergency services
station on-site as part of the redevelopment. This station would not only serve the Atlantic Steel
site, but the adjacent communities, as well.
Visual Impacts. The transformation of the Atlantic Steel site into a mixed-use development
would include several activities that would improve the overall visual character of nearby minority
and low-income communities. Improvements include: demolition of an industrial steel making
facility and cleaning up a major brownfields site; undergrounding unsightly utilities; and creating a
development that would include pedestrian and bike friendly, well-functioning, aesthetically
pleasing corridors, and streetscaping.
Access. The multi-modal connection created by the 17th Street Bridge would give residents,
workers, and shoppers a variety of transportation options. Use of the free bus shuttle system
connection from the MARTA Arts Center Station would allow mass transit users to have a reliable
connection to reach employment, residential, and retail opportunities on-site.
I:\ATLSTEEL\REPORT\DRAFI\SECTION4.DOC
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Traffic Impacts. As described in Section 4.3.3, there would be additional traffic on
surrounding roadways associated with the extension of 17th Street and redevelopment of the
Atlantic Steel site. However, the greatest increases in AADT, as compared to the no action
alternative, are predicted to occur in non EJ-designated areas. In addition, without the 17th Street
Extension and redevelopment project as currently proposed, significant increases in traffic along
14th and 10th Streets, adjacent to potential EJ areas, are predicted.
However, given concerns raised by the surrounding neighborhoods related to traffic impacts, a
MOU is being developed between EPA, GDOT, GRTA, the City of Atlanta, JAR, Ansley Park,
Home Park, Loring Heights, and the Midtown Alliance. This MOU would commit the above
mentioned agencies to collect specific data on future trips associated with the project and additional
development in the vicinity of the project in order to study the magnitude and cumulative effects of
traffic in the neighborhoods as well as to develop and implement means of minimizing these
impacts. Based on these commitments, no disproportionate adverse impacts associated with
additional traffic are anticipated to low-income or minority populations.
Noise. As described in Section 4.3.5, 17 sites or receptors (13 commercial businesses and 4
residences) outside the Atlantic Steel property were identified as being impacted by future traffic-
generated noise associated with this project. Based on the distribution of these receptors, there
would be minimal impacts to potential EJ areas. Seven of the seventeen receptors are located in
potential EJ areas; however, the majority of the receptors are located in non-EJ designated areas.
Therefore, no disproportionate adverse impacts associated with noise are anticipated to low-income
or minority populations.
Possible Commercial Business/Residential Displacements. As described in Section 4.3.9.3,
the project would require residences and/or commercial businesses located within the study area to
be displaced or relocated. A total of 19 commercial businesses and eight residences would be
displaced as a result of the project. Based on the distribution of these displacements, there would
be minimal impacts to potential EJ areas. Seven of the eight residences are properties currently
owned by JAR and are located in non-EJ designated areas. Nine of the 19 commercial businesses
are located in potential EJ areas; however, the majority of the commercial businesses to be
displaced are located in non-EJ designated areas. Therefore, no disproportionate adverse impacts
associated with property relocations are anticipated to low-income or minority populations.
4.3.11 Aesthetic Resources
Aesthetic resource impacts are highly subjective. However, the redevelopment of the Atlantic
Steel site and associated roadway improvements would drastically alter the visual landscape of the
Midtown Atlanta area. Not only would the abandoned Atlantic Steel site be converted from an
industrial use to a residential/commercial/retail use, but the addition of an interchange at 17th Street
over 1-75/85 would alter traffic patterns in this area, affecting how citizens view this part of
Atlanta. The Atlantic Steel site would emerge as an attractive area for people to live and enjoy
social events, inviting people back into the urban core of the city. The planned Atlantic Steel
redevelopment is expected to contain residential units, retail space, hotel rooms, and several large
office buildings as well as a lake, park area, and roadway facilities (Appendix G).
Careful coordination of the Atlantic Steel redevelopment and 17th Street Bridge with the
surrounding communities would assist in keeping project harmony with the surrounding landscape.
4-70
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Also, such coordination efforts would provide opportunities to incorporate any scenic viewshed
areas into the overall design. To effect this coordination, there are a number of specific zoning
conditions for the Atlantic Steel site that address aesthetic, architectural, and landscaping
requirements (see Appendix A). In general, design and placement of specific buildings would be
completed in a manner so as to create transitions from, and compatibility with, surrounding uses.
For example, residential components along 16th Street, adjacent to Home Park, would be
constructed as low-rise single family dwellings and condominiums. Building height would
gradually increase and land use would change towards the center and northeast portion of the site to
provide for an appropriate transition from residential to mixed retail and office use. The proposed
high-rise office buildings are anticipated to be located in the northeast corner of the property, the
highest point on the property. These high rise office buildings would be designed to complement
existing high rise buildings in Midtown Atlanta on the east side of the Interstate. The high tech
office and mixed use village is proposed on the western portion of the site. Design of these areas
would likely complement some of the older industrial facilities along Northside Drive, such as the
Atlanta Water Works building.
The new 17th Street Bridge and Extension would provide direct access into the Atlantic Steel
area, Midtown Atlanta, and the nearby MARTA Arts Center Station. The bridge over the interstate
would be multi-modal, meaning that vehicles, pedestrians, bicycles, and transit buses would all
utilize it. At this time, potential designs for the bridge are unknown; however, there is a general
agreement that the 17th Street Bridge should be designed as a "gateway" structure into the heart of
Downtown Atlanta, if possible. Regardless, qualified landscape architects would work to ensure
that aesthetic values and overall compatibility with existing and future Midtown streetscapes are
achieved in the course of final bridge and roadway design. These are anticipated to be beneficial
visual effects.
I \ATLSTEEL\REPORT\DRAFT\SECT10N4 DOC
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SECTION 5
REFERENCES AND
LIST OF ACRONYMS
REFERENCES
Atlanta Regional Commission. June 1995. Atlanta Region Bicycle Transportation and
Pedestrian Walkways Plan, 1995 Update. Atlanta Regional Commission.
Atlanta, Georgia.
City of Atlanta. 2000. 2001 Comprehensive Development Plan. City of Atlanta,
Department of Planning and Neighborhood Conservation.
Clark, William Z. Jr., and Zisa, Arnold C. 1976. Physiographic Map of Georgia.
Department of Natural Resources, Environmental Protection Division, Geologic
Survey Branch. Atlanta, Georgia.
Cowardin, L.M., V. Carter, F.C. Golet, and E.T. LaRoe. 1979. Classification of
wetlands and deep water habitats of the United States. U.S. Fish and Wildlife
Service Pub. FWS/OBS-79-31. Washington, D.C. 103 p.
CRB Realty. June 2000. The Redevelopment of the Atlantic Steel Site. CRB Realty.
http://www.crbrealtv.com/plav.htm.
Cressler, C.W., Thurmond, C.J., and Hester, W.G. 1983. Ground Water in the Greater
Atlanta Region, Georgia. Information Circular 63. Department of Natural
Resources, Environmental Protection Division, Geologic Survey Branch. Atlanta,
Georgia.
Dames & Moore. August 1999 [2000]. Technical Memorandum - Transit Connection
Atlantic Steel Redevelopment Project To Marta Arts Center Station. Atlanta,
Georgia.
Environmental Laboratory. 1987. Corps of Engineers Wetlands Delineation Manual,
Technical Report Y-87-1, 13 pp. US Army Engineer Waterways Experiment
Station, Vicksburg, MS.
Environmental Protection Agency. 1998. Guidance for Incorporating Environmental
Justice Concerns in EPA's NEPA Compliance Analyses. U.S. Environmental
Protection Agency, Washington, D.C.
1998a. Draft Guidance for Conducting Environmental Justice Analyses. U.S.
Environmental Protection Agency, Washington, D.C.
I:\ATLSTEEL\REPORT\DRAFT\SECTION5JX)C
5-1
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December 1999. Maximum Monitored Ambient Concentrations in Atlanta for
1995-1999. World Wide Web Site http ://www.epa. eov/airsdata.
1999a. Title 40 CFR-Protection of the Environment, Part 50-National Primary
and Secondary Ambient Air Quality Standards. U.S. Environmental Protection
Agency, Washington, D.C.
September 1999b. Final Project XL Agreement between EPA and Atlantis 16th
LLC. U.S. Environmental Protection Agency, Atlanta, Georgia.
Economics Research Associates (ERA) 1999. Economic and Fiscal Benefits Analysis of
the Atlantic Steel Redvelopment. Atlanta, Georgia.
Executive Order 12898. February 1994. Federal Actions to Address Environmental
Justice in Minority Populations and Low-Income Populations with Accompanying
Memorandum.
Federal Highway Administration (FHWA). 1982. FHWA Highway Traffic Noise
Prediction Model.
Green Building Council, March 2000. Green Building Rating System, Version 2.0.
Hagler Bailly Services, Inc. May 1999. Transportation and Environmental Analysis of
the Atlantic Steel Development Proposal. Arlington, VA.
Harmon, N. July 1999a Personal Communication. Neil Harmon, Atlantic Steel
Industries, Inc., Atlanta, Georgia with Parsons ES.
October 1999b. Personal Communication. Neil Harmon, Atlantic Steel
Industries, Inc., Atlanta, Georgia with Parsons ES.
November 1999c. Personal Communication. Neil Harmon, Atlantic Steel
Industries, Inc., Atlanta, Georgia with Parsons ES.
Institution of Transportation Engineers. 1997 (ITE 1997). Trip Generations 6th Edition
Johnson, Brenda. July 2000. Personal Communication, Jordan, Jones and Goulding with
Parsons ES.
Krakow, Greg. September 1999. Letter of Correspondence, Georgia Department of
Natural Resources, Wildlife Resources-Georgia Natural Heritage Program.
Law Engineering and Environmental Services, Inc. August 1997. Phase II WORK PLAN
for Atlantic Steel Industries, Inc. Property. Atlanta, Georgia.
October 1999a Final Phase II Investigation Report, Atlantic Steel Industries,
Inc. Property, Atlanta, Georgia.
May 1999b. Natural Gas Conceptual Plan, Atlantic Steel Industries, Inc.,
Atlanta, Georgia.
I:\ATLSTEEL\REPORT\DRAFnSECTION5JXX:
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October 1999c. Final Remediation Plan, Atlantic Steel Industries, Inc., Atlanta,
Georgia.
May 1999d. Stormwater Conceptual Plan, Atlantic steel Industries, Inc., Atlanta,
Georgia.
October 1999e. Surface Water Assessment Report, Atlantic Steel Industries, Inc.,
Atlanta, Georgia.
May 1999f. Water Conceptual Plan, Atlantic Steel Industries, Inc., Atlanta,
Georgia.
December 1999g. Surface Water Runoff Calculations — TR-55, Atlantic Steel
Industries, Inc., Atlanta, Georgia.
May 1999h. Sanitary Sewer Conceptual Plan, Atlantic Steel Industries, Inc.,
Atlanta, Georgia.
May 12, 2000i. Preliminary Building Permit Drawings, Atlantic Steel
Redevelopment Rough Grading Plan (GP-9).
Moreland Altobelli Associates, Inc. (MAAI). March, 2000a. 17th Street
Bridge/Interchange Concept Report. Atlanta, Georgia.
May 2000b. Noise Report., Atlanta, Georgia.
July 2000c. Conceptual Stage Study Atlantic Steel/17th Street Bridge Project,
Atlanta, Georgia.
Niering, William A. 1985. National Audubon Society Nature Guides - Wetlands.
Chanticleer Press, Inc.
Ozier, James C. et al., 1999. Protected Animals of Georgia. State of Georgia.
Parsons Engineering Science, Inc. 2000a. Archaeological Assessment of the Atlantic
Steel Redevelopment Project. Atlanta, Georgia.
2000b. Historical Architectural Properties Identification and Evaluation for the
Proposed 17th Street Extension (GDOTProject NH-7141-00(900) and the
Atlanctic Steel redevelopment Project, Atlanta, Atlanta, Georgia.
Patrick, Thomas S., Allison, James S., and Krakow, Greg A. 1995. Protected Plants of
Georgia. Georgia Department of Natural Resources.
Porterfield, John. April 2000. Personal Communication. Jordan, Jones and Goulding
with Parsons ES.
Reheis, Harold F.. December 1999. Letter to Jesse J. Webb (Atlantic Steel Industries,
Inc,) andHilburn O. Hillestad (Jacoby Atlantic Redevelopment, L.L.C), from
Georgia Department of Natural Resources, Environmental Protection Division,
Director.
5-3
I:\ATLSTEHL\REPORT\DRAFT\SECnON5JXX;
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Richards, T. March 1997. Personal Communication. Tyler Richards, Operations
Manager, City of Atlanta, Department of Public Works with Parsons ES.
January 1998. Memorandum. Tyler Richards, Operations Manager, City of
Atlanta, Department of Public Works with Parsons ES.
Stokes, J. November 1999. Personal Communication. Alston and Bird, Atlanta,
Georgia
Tiner, Ralph W. 1988. Field Guide to Nontidal Wetland Identification. U.S. Fish and
Wildlife Service, Department of the Interior.
Transportation Research Board. 1997. 1994 Highway Capacity Manual, Special Report
209, 1997 Update.
Tucker, Sandy S. September 1999. Letter to Muller, Heinz J., U.S. Environmental
Protection Agency. Atlanta Federal Center, Atlanta, Georgia.
U.S. District Court, Northern District of Georgia, Atlanta Division. June 1999. First
Amended Consent Decree, the United States of America and The State of
Georgia, Plaintiffs, V. The City of Atlanta, Defendant, Civil Action File No. 1-98-
LV=1956 - TWT.
U.S. Geologic Survey. 1993. North West Atlanta, Georgia quadrangle.7.5 minute series.
Department of the Interior, Washington, D.C.
1995. Aerial Photograph. Northwest Atlanta, Georgia.
Walker, J.H. Miller, T.W. Green, and R.F. Wells. 1958. Soil Survey of Fulton County,
Georgia. Government Printing Office, Washington, D.C.
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LIST OF ACRONYMS
AADT Average Annual Daily Traffic
ADT Average Daily Traffic
AHC Atlanta History Center
APE Area of Potential Effects
ARC Atlanta Regional Commission
AUDC Atlanta Urban Design Commission
CAA Clean Air Act
CAAA Clean Air Act Amendments
CBD Central Business District
CEQ Council on Environmental Quality
CERCLA Comprehensive Environmental Response,
Compensation, and Liability Act
CFR Code of Federal Regulations
cfs cubic feet per second
CO Carbon Monoxide
COE U.S. Army Corps of Engineers
COPC Constituents of Potential Concern
CSO Combined Sewer Overflow
dB decibels
DOT Department of Transportation
DPW Department of Public Works
DPZ Duany Plater-Zyberk
EA Environmental Assessment
EJ Environmental justice
EMT Emergency medical technicians
EPA U.S. Environmental Protection Agency
EPD Georgia Environmental Protection Division
ERA Economics Research Associates
FHWA Federal Highway Administration
FTA Federal Transit Administration
I:\ATLSTEEL\REPORT\DRAFT\SECTION5 JX)C
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LIST OF ACRONYMS (con't)
GDOT Georgia Department of Transportation
GIS geographical information system
GNHP Georgia Natural Heritage Program
gpm gallon per minute
GRTA Georgia Regional Transportation Authority
HABS-HAER Historic American Buildings Survey - Historic
American Engineering Record
HOV High Occupancy Vehicle
HWFP Hazardous Waste Facility Permit
IMR Interchange Modification Report
ITE Institute of Transportation Engineers
JAR Jacoby Atlantic Redevelopment, L.L.C.
kWh kilo watt hour
LOS level of service
Lp sound-pressure level
LEED Leadership in Energy and Environmental Design
LRT light rail transit
LUST leaking underground storage tank
MARTA Metropolitan Atlanta Rapid Transit Authority
Mcf thousand cubic feet
MGD Million Gallons per Day
MOU Memorandum of Understanding
mph miles per hour
MSA metropolitan statistical area
MSL mean sea level
NAAQS National Ambient Air Quality Standards
NAC noise abatement criteria
NEPA National Environmental Policy Act of 1969
NOI Notice of Intent
NO2 Nitrogen Dioxide
NOx Nitrogen Oxides
I:\ATLSTEmREPORT\DRAFI\SECTION5.DOC
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LIST OF ACRONYMS (CON'T)
NPDES National Pollutant Discharge Elimination System
NPU-E Neighborhood Planning Unit - E
NWP Nationwide Permit
PAHs Polycyclic Aromatic Hydrocarbons
Pb lead
PCB PolyChlorinated Biphenyl
PIA Potentially Impacted Area
PMio Particulate Matter smaller than 10 microns
RBC Risk Based Criteria
RTP Regional Transportation Plan
SHPO State Historic Preservation Office
SIP State Implementation Plan
SO2 Sulfur dioxide
SOV single occupancy vehicle
SR State Route
SVOC Semi-Volatile Organic Compound
SWPPP Storm Water Pollution Prevention Plan
TBS Turner Broadcasting Systems
TCE Trichloroethylene
TCM Transportation Control Measure
TMA Transportation Management Association
TSS Total Suspended Solid
TWV Tap Water Value
USFWS U.S. Fish and Wildlife Service
UST underground storage tank
VMT vehicle miles traveled
v/c volume to capacity
VOC Volatile Organic Compounds
I:\ATLSTEEL\REPORT\DRAFI\SECTION5 JX)C
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SECTION 6
LIST OF PREPARERS
Name/Affiliation
Degree
Professional
Discipline/Capacity
Years of
Experience
EPA
Catherine Fox
M.S., Oceanography
Senior Environmental Scientist
10
Heinz Mueller
M.C.P., City Planning
Program Manager
20
Benjamin West
M.S., Ecology
Project Manager
10
PARSONS
Steven Bach
Ph.D., Botany
Biologist/Program Manager
24
Dana Brantley
B.S., Civil Engineering
Principal Planner
17
Jay Claypoole
B.S., Environmental Engineering
Environmental Engineer
2
Elizabeth Crowell
Ph.D., Archaeology
Senior Archaeologist/Cultural
Resource Task Manager
23
Keith Dewey
B.A., Geography
Transportation Planner
7
Kriste Elia
M.A., Geography
G1S Applications
5
Alyse Getty
B.A., Env. Science/Political Science
Delivery Order Manager
19
Diane Halsall
B.A., Anthropology/ Sociology
Historian/Cultural Historian
6
Phillip Jo
M.S., Environmental Engineering
Associate Acoustic Engineer
2
Meredith Kirby
B.S., Environmental Health Science
Environmental Scientist
2
Cynthia Liccese
B.A., History
Architectural Historian
6
Chris Martin
Ph.D., American Studies
Senior Architectural Historian
16
Heidi Rous
B.S., Physics
Principal Scientist
10
Alexander Sharp
M.S., Biology/ Env. Engineering
Environmental Engineer
3
Rick Shih
M.S., Mechanical Engineering
Air Quality Engineer
3
Sean Wallace
B.A., Environmental Marine Science
Senior Environmental Scientist
6
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SECTION 7
LIST OF RECIPIENTS
The following list includes all the individuals and agencies who received copies of
the Environmental Assessment for the proposed 17th Street Extension and Atlantic Steel
Redevelopment Project, Atlanta, Georgia.
ELECTED/APPONTED OFFICIALS
State Senator Vincent D. Fort
State Representative Kathy Ashe
State Representative Douglas C. Dean
State Representative Pam Stanley
Mayor William C. Campbell
Fulton County Commission Chairman
U.S. Congressman John Lewis
U.S. Senator Zell Miller
U.S. Senator Max Cleland
FEDERAL AGENCIES
U.S. Environmental Protection Agency
Federal Highway Administration
Federal Transit Administration
STATE GOVERNMENT
Georgia Department of Transportation
Georgia Department of Natural Resources
Environmental Protection Division
Georgia Department of Natural Resources
Wildlife Resources Division
LOCAL GOVERNMENT
Metropolitan Atlanta Rapid Transit Authority
Atlanta Regional Commission
Atlanta Fulton County Public Library
Central Library
Peachtree Branch
Atlanta Neighborhood Planning Unit - E
Atlanta City Councilman Member Michael J. Bond
Atlanta City Councilwoman Felicia Moore
Atlanta City Councilman Lee Morris
Atlanta City Councilwoman Claire Muller
Atlanta City Council President Robert L. Pitts
Atlanta City Councilwoman Debi Starnes
Atlanta City Councilwoman Cathy Woolard
Governor Roy Barnes
U.S. Fish & Wildlife Service
U.S. Army Corps of Engineers
Advisory Council for Historic Preservation
Georgia Regional Transportation Authority
Georgia Department of Natural Resources
Historic Preservation Division
Cobb County Department of Transportation
Fulton County Transportation Administrator
City of Atlanta
Department of Planning, Development and
Neighborhood Conservation
Department of Public Works
I \\ATLSTEEL\REPORT\DRAFTiSECTION 7.DOC
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ORGANIZATIONS AND GROUPS
Atlanta History Center
Home Park Community Improvement Association
Loring Heights Neighborhood Association
Ansley Park Civic Association
Midtown Alliance
African-American Environmental Justice Network
Midtown Neighborhood Association
Winter Properties
Post Properties
Atlanta Bicycle Campaign
Woodruff Center for Performing Arts
Norfolk Southern
Atlantic Steel Industries, Inc.
Southern Organizing Committee for Economic and
Social Justice
Atlanta Preservation Center
Sierra Club
Georgia Institute of Technology
Mills Corporation
Atlanta Journal-Constitution
Central Atlanta Progress
Georgia Tech Foundation
Atlanta Development Authority
The Georgia Conservancy
Southern Environmental Law Center
Georgians for Transportation Alternatives
The PATH Foundation
Georgia Trust for Historic Preservation
Jacoby Atlantic Redevelopment
I:\\ATLSTEEL\REPORT\DRAFT\SECT10N 7.DOC
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APPENDIX A
ATLANTIC STEEL ZONING CONDITIONS
-------
ATLANTIC STEEL
Z-97-58 CONDITIONS
The property will be rezoned to the C- 4 - C zoning classification with a maximum
development limitation of 50 percent of the allowable residential FAR and 30 percent of the
allowable non-residential FAR under such classification. These development limitations
shall apply to the property as a whole and not to any component tract.
The property shall be developed in accordance with.the Use Diagram ("Diagram") attached
hereto and titled "Proposed Atlantic Steel Redevelopment for Jacoby Development
Incorporated, prepared by Thompson, Ventulett, Stainback and Associates stamped received
by the Bureau of Planning April 3,1998, more particularly as follows:
A. The Street system will be constructed as indicated on the Diagram. Bike lanes shall
be included on 17^ Street, State Street (including loop north of 17^ Street), and
Center Street
B. The Area south of 16^ Street as shown on the Diagram and east of State Street will
be developed in accordance with the standards of the R-5 zoning classification.
C. The area south of 16^ Street as shown on the Diagram and between State and
Mecaslin Streets will be developed in accordance with the standards of the RG-3
zoning classification with a maximum 35' height restriction on the State Street side
and those units facing State Street.
D. Areas north of 16^ Street as indicated on the Diagram and specified as "Low Rise
Residential" will be restricted to residential use except for a maximum of 10 percent
accessory retail use and shall be contained in buildings not greater than four (4)
stories in height
E. Not less than 90 percent of the developed square footage in the area designated as
"Predominantly Residential" on the Diagram shall contain residential and accessory
uses.
The development will be subject to restrictive covenants which will provide for maintenance
of open space areas and architectural control, through an architectural review board, of all
buildings. The developer will include a representative from Home Park neighborhood and a
representative from Loring Heights neighborhood on the architectural review board.
The developer will work with the City i id Home Park to limit cut-through traffic on
residential streets perpendicular to and south of 16^ Street by means of cul-de-sacs, speed
humps, gates, control arms, and other traffic-calming devices. The developer will work with
the City and Loring Heights neighborhood to limit cut-through traffic on Bishop Street
-------
5. There will be open space of not less than seven acres which will include a lake and
landscaped area as indicated in the "Predominantly Residential" area of the Diagram.
6. Design standards with dimensions for streetscape, pedestrian circulation and bike paths will
be indicated on the attached drawing from Thompson, Ventulett and Stainback (TVS), and
pedestrian and bicycle elements will be installed concurrently with the street system. These
standards are shown in the attached drawings dated February 2, 1998, stamped received by
the Bureau of Planning April 3,1998, and respectively include: (a) a plan drawing of
proposed 16^ and 17^ Streets; (b) a section through 16^ Street; and (c) a section through
17^ Street.
7. The development will not utilize the existing at-grade crossing over the railroad at Mecaslin
Street, and will not pursue any other crossing into Mecaslin Street north of the railroad,
except to provide for a trail link, and will support closure of the crossing by the City.
However, the crossing will be retained as a signalized bike/pedestrian crossing and the
developer shall construct a 12 foot concrete multi-use trail connection to this crossing from
the bike lanes on I7*h Street and from the multi-use trail running parallel to the Southern
railroad right-of-way.
8. The developer will incorporate public art as possible into the development.
9. The Bureau of Buildings shall not issue permits for any buildings or structures on the
property, except for infrastructure improvements (defined as bridge/road access and
water/sewage projects and remediation of existing utilities) until a contract is approved for
construction of the 17^ Street bridge over 1-75/85.
10. The developer will incorporate people movers and other alternative forms of public
transportation into its plans, subject to the required approvals by federal, state, City of
Atlanta anrf M APT a, including plans for access to the Marta Arts Center station as well as
provision for connection to the rail corridor to the west and will use its best efforts to see that
such transportation is provided.
11. All buildings along the new 17th Street in the area of the property designated as "Mixed
Use" on the Diagram will contain ground level retail facing the street
12. Service and loading areas, will be placed underground or in otherwise inconspicuous areas.
13. All utilities will be underground.
14. The developer will use its best efforts to ensure that development is phased so that the
proposed residential space is developed in advance of, or concurrent with, retail/
commercial space in such a manner that when 100 percent of the proposed retail/
comn.ircial space has been built, 100 percent of the proposed residential space shall also
have been built
15. The primary pedestrian entrance to any building shall face toward the public sidewalk.
-------
16. Along the new 17^ Street in the area of the property designated as "Mixed Use" on the
Diagram, no parking or driveways shall be permitted between any building and the sidewalk;
provided, however, that hotels may have circular driveways in the front of a building for the
purpose of providing for the arrival and departure of guests; and that a building surrounded
on more than one side by public streets may have a circular drive on any one except 17^
Street.
17. Along the new 17^ Street in the area of the property designated as "Mixed Use" on the
Diagram, the number of curb cuts shall be limited to one per building per street, provided,
however, that properties fronting on 17^ Street shall not be permitted to have curb cuts onto
17th Street, with the exception of parking garages and hotels with circular driveways, which
may have a maximum of two curb cuts from any street frontage which serve a circular
driveway.
18. Along the new 17^ Street in the area of the property designated as "Mixed Use" on the
Diagram, buildings shall be set back no more than 25 feet from the edge of the street curb,
except to provide for public plazas, pedestrian space, or usable public green space.
19. The Bureau of Buildings shall not issue a building permit until such time as the
Commissioner of the Department of Public Works has certified that for each prospective
phase of development the sanitary sewer capacity is sufficient to carry the projected
additional flow, and such building permit shall require the installation of non-bypass style
grease traps for all proposed restaurants.
20. A final landscape plan, including a phasing plan, shall be approved by the Bureau of
Planning. The Bureau of Buildings shall not issue temporary or permanent Certificates of
Occupancy unless and until it has inspected the property and verified that the entire
landscape plan has been fully implemented, in accordance with the applicant's phasing plan.
21. All proposed pedestrian and open space improvements, as required in condition o aDove,
shall be fully implemented prior to temporary or permanent Certificates of Occupancy being
issues, in accordance with the phasing plan to be approved by the Bureau of Planning.
22. The Department of Public Works shall not issue any clearing and grading permits for any
building components of this project until such time as the Bureau of Buildings has issued a
building permit which includes a stormwater drainage plan, approved by the Department of
Public Works.
23. The Bureau of Buildings shall not issue a building permit until such time as the applicant has
submitted a transportation management plan (TMP) for all non-residential components. The
number of single occupancy vehicle trips proposed to be generated by this project exceeding
5,366 peak period a.m. trips will be mitigated by the development of a TMP. This plan will
be developed through the implementation of an annual commute mode survey. Said survey
will be submitted on an annual basis from the day of initial occupancy of each tenant
employing more than 50 employees. The survey will be based on a continuous five-day
work week for all employees arriving at the work site between 6:00 a.m. and 10:00 a.m.,
Monday through Friday. Based upon the survey information, the employer will develop a
-------
TMP. The TMP will contain strategies and implementation programs for reducing the
number of single occupant vehicle trips by 25 percent during a five year period from the first
day of initial occupancy. Said TMP shall include, but not be limited to:
A. An estimate of the number of employees and visitors per hour estimated to use rail and
bus transit throughout the day, and a bus and rail schedule showing the frequencies of
stops near the property.
B. A description of how information regarding new or existing transit stops and building
access to such stops will be displayed on the property in indoor or outdoor locations.
C. A program to promote and maintain employee participation in carpooling, van-pooling
and use of mass transit, including a system for monitoring the number of, and travel
patterns of, ride sharers.
D. Identification of nearby land uses that are projected to generate high volumes of
pedestrian traffic and an illustration of the means of pedestrian access an assurance of
continuity to these land uses from within the property.
E. An illustration of the means of ingress and egress for motorized vehicles.
F. A statement committing to support for, and participation in a Transportation
Management Association (TMA) and the funding mechanism necessary to support its
activities.
G. During the construction of the project, the developer will post and issue notices directing
all construction traffic to avoid all residential streets surrounding the development.
24. The Bureau of Buildings shall not issue a building permit ior any suuviuim um... ~
as confirmation that the Phase II (environmental) Work-plan has been fully implemented and
that the applicant has certified to the Commissioner of Planning Development and
Neighborhood all other necessary site remediation has been fully executed. Said work-plan
is a matter of public record according to August 25,1997, letter from State of Georgia
Environmental Protection Division.
25. The developer shall encourage residential developers to provide residential units for owner
occupancy, particularly on the low-rise units both north and south of 16^ Street and in at
least one of the high-rise residential structures.
26. The developers) or member of the property owners association shall meet with the NPU on
an annual basis, or at such time that a building permit is requested, to report on the status of
the project
27. It is the intent of the City Council to pursue adoption of a Special Public Interest District
(SPI) for an area that includes, but is not limited to, the Atlantic Steel property that
incorporates the conditions herein contained.
-------
Atlanta City Council
Regular Session
98-0-0080 1300 MECASLIN STREET, N.W. CHANGE 1-2 TO
C-4-C.
ADOPT AS AMEND
YEAS: 15
NAYS: 0
ABSTENTIONS: 0
not vnTTwr.? i
EXCUSED: 0
ABSENT 0
Y McCarty
Y Starnes
Y Bond
Y Winslov
Y Dorsey
Y Woolard
Y Morris
Y Muller
Y Moore
Y Martin
Y Maddox
Y Boazman
Y Thomas
Y Emmons
Y Alexander
NV Pitts
-------
RCS# 236
4/06/98
4:25 PM
Atlanta City Council
Regular Session
98-0-0080 1300 ME CAS LIN STREET, N.W. CHANGE 1-2 TO
C-4-C.
AMEND/STARNES
YEAS: 15
NAYS: 0
ABSTENTIONS: 0
NOT VOTING:- -i
EXCUSED: 0
ABSENT 0
Y McCarty
Y Starnes
Y Bond
Y Winslow
Y Dorsey
Y Woolard
Y Morris
Y Muller
Y Moore
Y Martin
Y Maddox
Y Boazman
Y Thomas
Y Emmons
Y Alexander
NV Pitts
-------
APPENDIX B
CITY OF ATLANTA LETTER - NO ACTION ALTERNATIVE
-------
DEPARTMENT of PLAMMNG, DEVELOPMENT and NEIQHBOIWOOD CONSERVATION
BB TRtNmr AVENUE. 8.W. *UITE 1480 * ATLANTA. QBORaiA 30333-0308
MLl 404-AS&-607Q • FAXs ft04-8£S-7B38 MICHACU A. BOBBINS
C
-------
Mr. Benjamin West
April 24,2000
Psge 2
f be site probably would develop with a mixture of uses, overall, including strip
shopping, low to mid-rise multifamily residential, mid-rise office/tech space, and lab or
light industrial space. I would anticipate, however, that their development components
would bfl hoi It as a series of single-use developments rather than comprehensively. As a
consequence, the opportunities for intermixing these uses would be limited. Adjacent
laud uses probably -would be leas compatible and not as mutually supportive. Parking
would be built on a per site needs basis with less opportunity for shared or coordinated
parking strategies, resulting in more parking spaces overall.
The design quality, and quite possibly ihe construction quality, probably would be run-of
tho mill, both for the land area as a whole and at the development site level.
Opportunities for establishing and maintaining high level, cohesive design standards
would be limited.
Finally, the timing and phasing of the development we would expect to be more
protracted We would expect some pieces to get underway soon after rezoning occurred
and then to follow on a market driven build-out schedule. The effect of this scheduling
would underscore some of the quality issues discussed above: connectivity would be hard
to achieve; mixture of use sequencing would be hard to predict; and the opportunity for
well thought out, high quality design standards would be lost. Below is a table ilmi
illustrates the categories of development likely to occur and the approximate square
footages of each:
No-Build Scenario
Laud Use Type
Estimated
Sq. Ft.
Estimated
Parking
Spaces
BDch-Toch 0£Gc«
2J500J00
10.000
Hiah-Tech Lab
1.000.000
3.000
Retail
1.500.000
7.500
Residential
2.4OO.000
3.120
Hotel
600.000
720
tom
8.000J&OO
24.340
-------
Mr. Benjamin West
April 24, 2000
Tagc 3
It should be noted that the above scenario does not fully utilize the density permitted
under an F.A.R, of 2. I would anticipate, however, that over the last third or so of the
period leading up *r> the 2025 design year, depending or. market forces, the remaining
permitted density likely would be built out.
I hope this give you the picture you need to complete your "No-Build" analysis, and,
please let me know if you need anything further.
Sincerely,
Mike Dobbins
Commissioner
Department of Planning,
Development &. Neighborhood Conservation
cc:
Larry Wallace
De Wayne Martin
Robert Gray
Norman Koplon
Charles Brown
/mlb
-------
APPENDIX C
STORMWATER MODELING REPORT
-------
Surface Water Runoff Calculations - TR-55
Atlantic Steel Industries, Inc. Property
Atlanta, Georgia
Prepared for:
Atlantis 16th, L.L.C.
Atlanta, Georgia
Prepared by:
Law Engineering and Environmental Services, Inc.
Kennesaw, Georgia
December 1999
-------
December 16, 1999
Dr. Hilbum O. Hillestad
Senior Vice President
Jacoby Development, Inc.
d/b/a Atlantis 16th, L.L. C.
1000 Abemathy Rd., N.E.,
Suite 1800
Atlanta, GA 30328
Subject: Report of Surface Water Runoff Calculations - TR-55
Atlantic Steel Company Site, Atlanta, Georgia
LAW Project Number 95073-9-0004.02.0201
Dear Dr. Hillestad:
Law Engineering and Environmental Services, Inc. (LAW) is pleased to submit the following
final letter report which describes the results of our surface water runoff calculations for the
subject site.
Background
LAW was requested to perform calculations to determine the increase in peak
the redevelopment of the subject site. The increase in peak discharge may then
evaluate storm water conveyance/storage options for the site.
discharges due to
be used to further
-------
Report of Surface Water Runoff Calculations
Atlantic Steel Company Property
LA W Project 95073-9-0004.02.0201
December 16, 1999
Results
The results of the runoff calculations for the pre and post development scenarios are summarized
below:
Peak Discharge
(cu.ft/sec)
Time
(hours)
Pre development
538
12.3
Post development
1140
12.1
The difference between the post development discharge and the pre development discharge is 602
cubic feet per second.
Assumptions
The following assumptions were made in calculating the peak discharges:
Generic assumptions about site:
1. Total Pre Development area = 134.11 acres. Area does not include runoffs from 17th Street
Bridge, CSX underpass, and North Side Drive connector
2. Total Post Development area = 135.21 acres. 50% of the surface runoff contributions from
the 17th Street Bridge and North Side Drive connector, and 100% of the surface runoff
contribution from the CSX underpass is assumed to flow onto property (Total 1 acre).
2
-------
Report of Surface Water Runoff Calculations
Atlantic Steel Company Property
LAW Project 95073-9-0004.02.0201
December 16, 1999
Assumptions in TR-55 model:
1. 25-yr, 24 hour rainfall assumed for calculations (=6.8" for the site)
2. Type II rainfall assumed
3. Hydrologic soil group D was selected for the site
4. Tabular hydrograph method TR-55 to be used for peak flow calculations for both Pre and
Post development scenarios
5. 3 sub areas used for runoff calculations
For a detailed list of assumptions, please refer to the attached TR-55 Storm water Runoff Model
Assumptions.
We appreciate the opportunity to provide continued environmental consulting services to the
Atlantic Steel Redevelopment project. Should you have questions, please contact us at (770) 421-
3400.
Sincerely,
LAW ENGINEERING AND ENVIRONMENTAL SERVICES, INC.
John J. Ososkie, P.E.
Project Manager
Scott Condra
Assistant Vice President
Project Manager
SWC/JJO/tab
Attachments: Figures
Calculation Tables
Storm water Runoff Model Assumptions
3
-------
Report of Surface Water Runoff Calculations
Atlantic Steel Company Property
LAW Project 95073-9-0004.02.0201
December 16, 1999
FIGURES
4
-------
legend
© (D® DRAINAGE SUBAREA
———SUBAREA BOUNDARY
— GENERAL SURFACE FLOW DIRECTION
NOTE: APPROXIMATE SITE BOUNDARY AND APPROXIMATE
SURFACE WATER FLOWS FOR MODELING PURPOSES
ONLY.
SUB AREA
ACRES
(!)
49.49
®
25.03
®
59.59
TOTAL
134.11
o
SCALE
Figure 3-3
Pre-Development
Surface Water Flow
17th Street Extension and Atlantic Steel Redevelopment Project
Draft Environmental Assessment
SOURCE: LAW 1999g
-------
Report of Surface Water Runoff Calculations
Atlantic Steel Company Property
LAW Project 95073-9-0004.02.0201
December 16, 1999
TABLES
5
-------
Runoff curve number and runoff - Present Site Condition
Project:
Atlantic Steel Site
By:
KK
12/14/99
Location:
Atlanta, Georgia
Checked:
JJO/SAP
12/16/99
Present Site Condition
eK®3?.!SfeS'VaJ ~--r>T--
n
l
s
1. Runoff Curve Number - Segment 1
Soil name
Cover description
CN
% Area
Product of
and
CN and %
hydrologic
area
group
Fill Material, D
Impervious areas
98
10
980
Fill Material, D
Woods, Fair
79
43.5
3436.5
Fill Material, D
Urban districts, Industrial
93
46.5
4324.5
Totals
100
8741
CN (weighted) = total product / total area =
Use CN =
87.41
87
2. Runoff
Storm #1
Storm #2
Storm #3
Frequency
yr
25
Rainfall, P (24-hour)
in
6.8
Runoff, Q
5.29
-------
Project: Atlantic Steel Site By:
Location: Atlanta, Georgia Checked:
Present Site Condition
KK
JJO/SAP
12/14/99
12/16/99
1. Runoff Curve Number - Segment 2
Soil name
and
hydrologic
group
Cover description CN
% Area
Product of
CN and %
area
Fill Material, D
Fill Material, D
Fill Material, D
Impervious areas 98
Woods, Fair 79 ¦
Urban districts, Industrial 93
0
10.5
89.5
0
829.5
8323.5
Runoff curve number and runoff - Present Site Condition
Totals
100
9153
CN (weighted) = total product / total area =
Use CN =
91.53
92
2. Runoff
Storm #1 Storm #2 Storm #3
Frequency
Rainfall, P (24-hour).
Runoff, Q
¦yr
..in
..in
25
6.8
5.86
-------
Runoff curve number and runoff - Present Site Condition
Project: Atlantic Steel Site
Location: Atlanta, Georgia
Present Site Condition
wmmmmmm
1. Runoff Curve Number - Segment 3
By: KK 12/14/99
Checked: JJO/SAP 12/16/99
Soil name
and
hydrologic
group
Cover description
CN
% Area
Product of
CN and %
area
Fill Material, D
Impervious areas
98
10
980
Fill Material, D
Woods, Fair
79
30
2370
Fill Material, D
Urban districts, Industrial
93
60
5580
100|
Totals
8930
CN (weighted) = total product / total area :
Use CN =
89.3
89
2. Runoff
Storm #1 Storm #2 Storm #3
Frequency yr
Rainfall, P (24-hour) in
Runoff, Q in
25
6.8
5.51
-------
Time of Concentration (Te) - Present
Project: Atlantic steel site
Location' Atlanta, Georgia
Present Site Condition
By KK
Date: 12/14/99
Checked JJO/SAP
Date 12/16/99
Sheet Row
Segment ID
1. Surface Description
1
2
3
Woods/Smooth*
Range/Smooth*
Range/Smooth"
2. Manning's roughness coefficient, n
0.18
0 023
0.047
3. Flow length, L (total L
-------
Predevelopment Watershed Data
Project
Atlantic Steel Site
Location Atlanla, Georgia
By
KK
Date
12/14/99
Site Condition
Presont
Frequency
25 yr 24 hr
Checked
JJO/SAP
Date
12/16/99
r^y;,r
^vassal
(ET^iCSS
sasaiasffia
&&:&-
BBSSSffl
vmmxz
ftttSifrZSH
Subarea
Drainage
Time ol
Time ol
Downstream
Travel
24-hr
Runoff
Runolf
Initial
name
area
Cone
travel
9ubarea
time
rainfall
curve
abstraction
through
names
summation
number
subarea
to outlot
.1 J '
(TflfelrfiSS
iiSS'SSiis
SMSSiiiii
m&m.
E38E2
K.
rt
T,
SumT,
P
CN
Q
AfflQ
i.
VP
(m2)
(Hr)
(hr)
(hr)
(In)
(In)
(mi7-in)
(In)
¦KSS^Sfe'
ffiassa:
smm
&&&£%&
{jSU*L£iifi£i5
1
0 0773
0 7453
0 0000
N/A
0
68
87
5286136
0 4086
0 299
0.0440
sraasin
g&££?£
®3§Ip35t
HSSBi
i£ii*£5££&J
2
0 0391
0 2884
00000
N/A
0
66
92
5 8573994
0 2290
0 174
0 0256
mmm
SSSE?
3
0 0931
0 4476
00000
N/A
0
6 B
89
5 5129807
05133
0247
0 0363
ss?ws
w&szmi
HKSIKfcS
68?33i§3w
-------
Pre Development watershed data
-------
Runoff curve number and runoff - Post Development Condition
Project: Atlantic Steel Site
Location: Atlanta, Georgia
Post Development
By:
Checked:
KK
JJO/SAP
12/14/99
12/16/99
¦V- Vr f j£.t r-
wssssm
1. Runoff Curve Number - Segment 1
Soil name Cover description
and
hydrologic
group
CN
% Area
Product of
CN and %
area
Fill Material, D Impervious areas
Fill Material, D Urban, Open Space, Good
Fill Material, D Urban, Commercial and business
98
80
95
18
15
67
1764
1200
6365
Totals
100
9329
CN (weighted) = total product / total area =
93.29
Use CN =
93
ws&ss?
2. Runoff
Storm #1
Storm #2
Storm #3
Frequency yr
25
Rainfall, P (24-hour) in
6.8
Runoff, Q in
5.97
-------
Runoff curve number and runoff - Post Development Condition
Project: Atlantic Steel Site
Location: Atlanta, Georgia
Post Development
By: KK 12/14/99
Checked: JJO/SAP 12/16/99
1. Runoff Curve Number - Segment 2
Soil name
and
hydrologic
group
Cover description
CN
% Area
Product of
CN and %
area
Fill Material, D
Impervious areas
98
18
1764
Fill Material, D
Urban, Open Space, Good
80
15
1200
Fill Material, D
Urban, Commercial and business
95
67
6365
Totals
100
9329
CN (weighted) = total product / total area =
Use CN =
93.29
2. Runoff
Storm #1
Storm #2
Storm #3
Frequency yr
25
Rainfall, P (24-hour) in
6.8
Runoff, Q in
5.97
-------
Runoff curve number and runoff - Post Development Condition
Project: Atlantic Steel Site
Location: Atlanta, Georgia
Post Developmen Condition
By: KK 12/14/99
Checked: JJO/SAP 12/16/99
1. Runoff Curve Number - Segment 3
Soil name
and
hydrologic
group
Cover description
CN
% Area
Product of
CN and %
area
Fill Material, D
Impervious areas
98
18
1764
Fill Material, D
Urban, Open Space, Good
80
15
1200
Fill Material, D
Urban, Commercial and business
95
67
6365
Totals
100
9329
CN (weighted) = total product / total area =
Use CN =
93.29
93
2. Runoff
Storm #1 Storm #2 Storm #3
Frequency yr
Rainfall, P (24-hour) in
Runoff, Q in
25
6.8
5.97
-------
Time of Concentration (Tc) - Post development
Project Atlantic steel site
Location: Atlanta, Georgia
Post Development
By- KK
Date- 12/14/99
Checked: JJO/SAP
Date 12/16/99
|sheet Row
Segment ID
1. Surface Description
1
2
3
Smooth
Smooth
Smooth
2. Manning's roughness coefficient, n
3. Row length, L (total L
-------
Post development Watershed Data
Project.
Atlantic Steel Site
Location- Atlanta, Georgia
By
KK
Date:
12/14/99
Site Condition:
Post Dev
Frequency.
25 yr - 24 hr
Checked.
JJO/SAP
Date
12/16/99
MJBSSSi
5&3&I&
?M2Ei2i
aMM!
Subarea
Drainage
Time of
Time of
Downstream
T ravel
24-hr
RunoH
Runoff
Initial
name
area
Cone
travel
subarea
time
rainfall
curve
abstraction
through
names
summation
number
subarea
to outlet
mMm
CtetiSSEwS
Am
Tc
T,
SumT,
p
CN
Q
/VP
i.
VP
(mi2)
(hr)
(hr)
(hr)
(In)
(in)
(mi2-ln)
(In)
&3#&sa
CJ^'jjL^SS
sssssaef
ii^ss
MEQgiS
MSSiSSii!
1
0 0733
01357748
0
N/A
0
68
93
5 9733113
0.4378437
0.151
0 02220588
SliS
&sm
iS&'SfSsS
SSI
fiSJWrW,
^sasfsS
2
0.083
0.1900554
0
N/A
0
68
93
5.9733113
0 4957848
0 151
0.02220588
lls&SliSil
»— ruW'TTHUT
^fs?!E£$S
SUS
3
0.0549
01303468
0
N/A
0
68
93
5 9733113
0.3279348
0 151
0 02220588
SPPS35
E!BS®I
msMm
1
1
SfflSSBBE
JBiSira
-------
Post Development watershed data
Project' Atlantic steel
Post development site condition
Location- Atlanta, Georgia
Frequency (yr)
25
By: KK
Checked'
JJO/SAP
Date:
Date'
12/14/99
12/16/99
Subarea
name
Basic watershed data used
Subarea Sum Tt la/P AmQ
to outlet
Tc
(hr) (hr) (ml2-ln)
Select and enter hydrograph times In hours
12 | 12 1 | 12 2 | 12 3 I 12.4 I 12.5 I 12 6 I 12.7 | 12.8 I 13 | 13.2 | 13.4 ] 13 6 I 13 8 I l7"
Discharge at selected hydrograph times
(ft3/s)
33.3 289 25.0 22.3 20.1 18.4 166
82.3 63.5 50 6 42.6 34 7 30 2 26 8 24.3 21.8 19.8
mim
2
0.1357748
0.0222059 0.437843721
283.3 442 2 2728 95 0 ^ 64 4 53.9 ^455^ 37.7
199 8 366.4 396 6 238.5 123.9
Composite hydrograph at outlet
212 2 331.2 204.3 71.2
695 1140 874 405
40.3 34.1 28 2 24.9 21.6 18.7 16 7 15.1 13.8 12.5
-------
Report of Surface Water Runoff calculations
Atlantic Steel Company Property
LAW Project 95073-9-0004.02.0201
December 16, 1999
TR-55 STORM WATER RUNOFF MODEL ASSUMPTIONS
6
-------
TR-55 Stormwater Runoff Model Assumptions
Atlantic Steel Property Redevelopment
Atlanta, Georgia
LAWGibb Project Number 95073-9-0004.02.0201
General Assumptions
• A rainfall amount of 6.8 inches was used for the 25-yr, 24-hr storm, based on data derived from the
Soil Conservation Service (SCS) Technical Publication TP-40.
• Type II rainfall distribution was used for the site based on data obtained from the Natural Resources
Conservation Service (NRCS) Technical Release 55, dated June 1986.
• Hydrologic soil group D was selected because of the estimated impervious characteristics of on-site
soil containing "slag" from foundry operations.
• The model was created with three distinct watershed subareas each for pre-development and post-
development condition.
Calculated Drainage Areas
(NOTE: Pre-development and post-development drainage areas were measured using planimeter, and
verified using CAD software)
• Total Pre-Development: 134.11 acres (Does not include runoffs from 17th Street Bridge, CSX
underpass, and North Side Drive connector)
• Total Post-Development area = 135.21 acres. 50% of the surface runoff contribution from the 17th
Street Bridge and North Side Drive connector, and 100% of the surface runoff contribution from the
CSX underpass is assumed to flow onto the Atlantic Steel property (Total 1 acre).
Cover Types and Flow Lengths:
Subarea
Number
Total Flow
Length (ft)
Cover Description
Curve
Number (CN)
% Area
PRE-DEVELOPMENT (PRESENT) CO]
VDITION
1
3100
Impervious Areas
Woods, Fair
Urban Districts, Industrial
Composite CN
98
79
93
87
10
43.5
46.5
2
2000
Impervious Areas
Woods, Fair
Urban Districts, Industrial
Composite CN
98
79
93
92
0
10.5
89.5
-------
TR-55 Model Assumptions
Atlantic Steel Property
LAW Project Number 95073-9-0004.02.0201
December 16, 1999
Subarea
Number
Total Flow
Length (ft)
Cover Description
Curve
Number (CN)
% Area
3
2800
Impervious Areas
98
10
Woods, Fair
79
30
Urban Districts, Industrial
93
60
Composite CN
89
POST-DEVELOPMENT (PROPOSED) C<
3NDITION
1
2000
Impervious Areas
98
18
Urban, Open Space, Good
80
15
Urban, Commercial and
Business
95
67
Composite CN
93
2
3000
Impervious Areas
98
18
Urban, Open Space, Good
80
15
Urban, Commercial and
Business
Composite CN
95
93
67
3
1900
Impervious Areas
98
18
Urban, Open Space, Good
80
15
Urban, Commercial and
Business
95
67
Composite CN
93
Ground cover types for the pre-development scenario have been estimated based on our knowledge of
present site conditions and on aerial photographs. Ground cover types for the post-development scenario
have been estimated based on project conceptual plans.
Lake (Post-Development condition)
For purposes of the stormwater model, the lake is modeled as an impervious ground cover type because
stormwater will not infiltrate into the soil beneath the lake bottom because it is saturated. The lake will be
present in subareas 1 and 3 (90% and 10% of total lake area, respectively) following development.
Manning's Roughness Coefficient "n" • Present Condition
Sub Area 1: Woods/Smooth, Composite n = 0.18
Sub Area 2: Range/Smooth, Composite n = 0.023
Sub Area 3: Range/Smooth, Composite n = 0.047
NOTE: Composite Manning's "n" values are calculated as a weighted average of values for each ground
cover type based on the percentage of each ground cover type present in an area.
2
-------
TR-55 Model Assumptions December 16, 1999
Atlantic Steel Property
LAW Project Number 95073-9-0004.02.0201
The Manning's "n" for the channel flow portion of subarea 1 was selected based on minor natural
channels with irregular sections and pools. The cross-sectional flow area and wetted perimeter for the
channel in subarea 1 were estimated from field measurements taken during LAW's Phase II
environmental investigation field activities.
Manning's Roughness Coefficient "n" • Post-Development Condition
Subarea 1: Smooth, n = 0.011
Subarea 2: Smooth, n = 0.011
Subarea 3: Smooth, n = 0.011
Flow Length
Flow lengths presented in the table above were estimated from Figures 1 and 2, which are attached. The
first 300 feet of runoff was assumed to be sheet flow, in accordance with recommendations in the TR-55
manual, and the remaining flow length was assumed to be shallow concentrated flow (except for the
known natural channel in present condition subarea 1).
Land Slope
Land slopes used to calculate the time of concentration (Tc) for sheet flow and shallow concentrated flow
were based on current topographic survey information for the present condition, and a conceptual
redevelopment grading plan for the post-development condition. The land slope for the natural channel in
subarea 1 (present condition) was estimated based on field measurements performed by LAW during the
Phase II environmental investigation field activities. The land slope for the channel flow section in the
post-development condition was based on an assumed slope of 0.005 ft/ft (1/2% slope) for storm drain
piping.
3
-------
APPENDIX D
AGENCY CORRESPONDENCE
-------
Department of Natural Resources
Wildlife Resources Division
Georgia Natural Heritage Program
2117 U.S. Hwy. 278 S.E.. Social Cirde. Georgia 30025-4714
(770) 918-6411, (706) 557-3032
Heinz J. Mueller, Chief
Office orEnvirumnental Assessment
Environmental Accountability Division
U.S. Environmental Protection Agency, Region 4
Atlanta Federal Center
61 Forsyth Street
Atlanta, GA 30303-8960
Subject: Known or Potential Occurrences of Special Concern Plant and Animal
Species on or near Atlantic Steel Redevelopment Project, Fulton County,
Georgia
Dear Mr. Mueller:
This is in response to your request of August 6,1999. According to our records, within a three
mile radius of the project site, there are occurrences of the following:
Schisandra glabra (Bay Starvine) approx. 1.5 tni. E of site
Schisandra glabra (Bay Starvine) approx. 2.5 mi. E of site
Enclosed are lists for Fulton County that should aid in assessing the potential for rare species
occurrences within the area of concern.
Please keep in mind the limitations of our database. The data collected by the Georgia Natural
Heritage Program comes from a variety of sources, including museum and herbarium records,
literature, and reports from individuals and organizations, as well as field surveys by our staff
biologists. In most cases the information is not the result of a recent on-site survey by our staff.
Many areas of Georgia have never been surveyed thoroughly. Therefore, the Georgia Natural
Heritage Program can only occasionally provide definitive information on the presence or
absence of rare species on a given site. Our files are updated constantly as new information is
received. Thus, information provided by our program represents the existing data in our files at
the time of the request and should not be considered a final statement on the species or area
under consideration.
If 1 can be of further assistance, please let me know.
Sincerely,
Data Manager
Georgia
LONICE C. BARRETT, COMMISSIONER
DAVID WALLER, DIVISION DIRECTOR
September 8,1999
enclosures
Ult 7425
-------
Page Number 1 of 2 Report Generated 15 Junfl 1968
Special Concern Plants Potentially Occurring in Fulton County 36 Taxa in Ust
Georgia Natural Heritage Program. 2117 US Hwy 278 SE. Social Ctrde. GA 3002S, (770) 91»6411
Species
Common Name
Global
Rank
Stale
Rank
Pectoral
Status
State
Status
Habitat
Aesoutus glabra G5 S?
OHIO BUCKEYE
Amorpha schwarinii G3 S2
SCHWERIN INDIGO-BUSH
Amsonla ludovlciana G3 S2
LOUISIANA BLUE STAR
Anemone berlandieri G4? S1S2
GLADE W1NDFLOWER
Arabis missouriensis G47Q S2
MISSOURI ROCKCRESS
Aster avitus 63 S3
ALEXANDER ROCK ASTER
Aster georgianus G2C53 S2
GEORGIA ASTER
Cutanea dentata G4 S3
AMERICAN CHESTNUT (NUT-
BEARING ONLY)
Clematis ochroleuca G4 S2
CURLY-HEADS
Cypripedium acaule G5 S4
PINK LADYSUPPER
Cypripedium calceolus var. parviflorum GS 52
SMALL-FLOWERED YELLOW
LADYSUPPER
Cypripedium calceolus var. pubescens GS S3
LARGE-FLOWEREO YELLOW
LADYSUPPER
Delphinium carolinianum C5 S3
CAROLINA LARKSPUR
Dodecatheon meadla GS S3
SHOOTING-STAR
Dryopteris celsa G4 S2
LOG FERN
Dryopteris enstata G5 S1SE?
CRESTED WOOD FERN
Eleoeharts wolfii G47 Si
SPIKERUSH
Eriocaulon koemlckianum G2 S1
PtPEWORT
Foihergllla major 03 Si
MOUNTAIN WITCH-ALDER
Hexastylb shultleworttiii var. harperi G4T3 S27
HARPER HEARTLEAF
Hydrastis canadensis G4 52
GOLDENSEAL
Ipomopsis nibia G4G5 S3
STANDING CYPRESS
U
e
Meslc forests In droumneutral soil
Roefcy upland woods
Open woods near (panlte outcrops
(limited to Uthoria Cneiss types)
Granite outcrop ecotcnes; openings
over basic reck
Granite outcrops
Granite outcrops
Upland oak-Wctory-pine forests;
espedaly with Echinaceas laevigata
Upland mixed oak or oak-hickory
forests
Dry woods In drcumneutral soil
Upland oak-hickory-pine forests;
plney woods
Upland oak-hickory-plne forests;
mixed hardwood forests
Upland oafc-hlduvy-pirie forests;
mixed hardwood forests
Granite outcrops; rocky, calcareous
oak forests; Attamaha Grli outcrops
Meslc hardwood forests over basic
soils
Flnodplam forests; lower slopes of
rocky woods
Swamps
Shalow pools an granite outcrops
Granite outcrops
Rocky (sandstone, granite) woods;
bouldery stream margins
Low terraces in floodplain forests;
edges of bogs
Rich woods In drcumneutral soil
- Granite outcrops; sardridges
-------
Page Nunfcef 2u(2 Report Generated 22 June 1998
Special Concern Plants Potentially Occurring In Fulton County 36 Taxa "m Ltet
Georgia Natural n«rii«y Program, 2117 US Hwy 278 SE, Social Ctrd», GA 30025, (770) 918-6411
S pedes
Common Name
Global
Rank
Stale
Rank
Federal
Status
State
Status
Habitat
Isoetes meianaspora G1 S1
BLACK-S PORED QUILLWORT
Listers a us trails G4 S2
SOUTHERN TWAYBLADE
Lonicera flava <557 S3?
YELLOW HONEYSUCKLE
Melanthkm lattfoTum G5 S2?
BRQADLEAF BUNCHFLOWER
Nestronla umbeOula G4 S2
INDIAN OUVE
Pana* qutnquefblltB G4 S3
AMERICAN GINSENG
Platanthera IntegrtoWa G2G3 S1S2
MONKEYFACE ORCHID
Pcrtulaca unbraGcota ssp. corona ta GST? S2
WINGPOD PURSLANE
Rhus mldtauxS G2 S1
DWARF SUMAC
Schlsandra glabra G3 S2
BAY STARVINE
Sedum pusOum G3 S3
DWARF GRANITE STONECROP
Varattun woods G5 S2
OZARK BUNCHRjOWER
WaldstoWa lobata G2? S2
PIEDMONT BARREN
STRAWBERRY
Zanttioxylum americanum G5 Si
NORTHERN PRICKLY ASH
LE
LE
T
R
T
Vernal pools on granite outcrops
Poorly drained drcumneotral sofls
Rocky, upland forests and thickets
Mask: danlduous hardwood forests
Mixed with dwarf shrubby heaths in
oak-fUdcory-pj n e woods; often in
transition areas between flatwoo
Mesle hardwood foraste: cove
hardwood forests
Red maple-gum swamps; seepy
slreambanks in sphagnum mats
Granite outcrops; Altamaha Grit
outcrops
Open forests over uttniniaOc rock
Stream terraces
Granite outcrops
Mesle hardwood forests over basic
soOs
Stream terraces and adjacent gneiss
outcrops
Rocky, openly wooded slopes; river
banks
-------
Pago Number 1 ot 1 Report Generated 15 June 1998
Special Concern Animals Potentially Occurring In Fulton County 17 T«a k» list
Geo*** Natural Hrltaa* Program. 2117 US Hwy 27ft S6. Sodal Ordo. GA 3002S. (770) 91&-S411
Spades
Common Name
Global
Rank
State
Rank
Federal
Status
Slate
Status
Habitat
Aimopnoa aestivalis
8ACHMAN*S SPARROW
Ammodramus hensiawO
HENSLOMTS SPARROW
Cyprinafa aBtaenla
BUJESTRIPE SHINER
Etheostoma rupestre
ROCK DARTER
Extrarius aestivalis
SPECKLEOCHUB
HemidaefyUum scutatum
FOUR-TO60 SALAMANDER
Hybopsfelnaapundata
UNEOCHU8
IcHfcyomyzon gageJ
SOUTHERN BROOK LAMPREY
Lythnwus atrepiouKis
8LACKTIP SHINER
Necturus atabamensLs
ALABAMA WATER DOG
Nolrapis hypslepis-
HIGHSCALE SHINER
NotaptesObtus
SILVERSTRIPE SHINER
Ophtswvus attenuatus
SLENDER GLASS LIZARD
PtwwannWiw catostomus
RIFFLE MINNOW
Plalhoden wwbitori
WEBSTER'S SALAMANDER
Sautornyzon (achrait
GREATER JUMPROCK
ThfymmMKO bowtokl
BEWICK'S WREN
G3
G4
G2
64
G5
GS
G3
GS
G4
G2
G3
G4
GS
G4
G3
G3
I
GS
S3
S3
S2
S2S3
S1S2
52
53
S3
S2
52
S2S3
53
S3
S3
SI
S3
SU
Open pine or oak Moods; old fields;
brashy areas
Fields; meadows
Browrontar streams
Mountain streams
Gravely or sandy mountain streams
Swamps; boggy sfreams & ponds;
wot woods
Gravely or rocky streams
Brawnwater & bUckwatar streams
Brownwater streams
Streams with submerged logs & recks
~ladnvater & brawnwater streams
Grave Sy or sandy strsam
Open «oods: savannas; old fields;
edges of streams & ponds: sandNDs
Mountain streams
Moist forests near rocky streams
t^wnwater streams
Thickets: brushy areas; opon woods
-------
Edition date: 9/03/99
GEORGIA NATURAL HERITAGE PROGRAM
EXPLANATION OF RARITY RANKS AND LEGAL STATUSES
The "State Rank" and "Global Rank" codes indicate relative rarity of species statewide and
range-wide, respectively. An explanation of these codes follows.
STATE [GLOBAL] RANK
S1 [G1] = Critically imperiled in state [globally] because of extreme rarity (5 or fewer
occurrences).
S2[G2] = Imperiled in state [globally] because of rarity (6 to 20 occurrences).
S3[G3] = Rare or uncommon in state [rare and local throughout range or in a special
habitat or narrowly endemic] (on the order of 21 to 100 occurrences).
S4[G4] = Apparently secure in state [globally] (of no immediate conservation concern).
S5[G5] = Demonstrably secure in state [globally].
SA = Accidental in state, including migratory or wide-ranging species recorded only
once or twice or at very great intervals.
SN
SR
= Regularly occurring, usually migratory and typically nonbreeding species.
= Reported from the state, but without persuasive documentation (no precise site
records and no verification of taxonomy).
SU[GU] = Possibly in peril in state [range-wide] but status uncertain; need more information
on threats or distribution.
SX[GX] = Apparently extirpated from state [extinct throughout range], GXC is known only in
cultivation/captivity.
SE = An exotic established in state: may be native elsewhere in North America;
sometimes difficult to determine if native (SE?).
SH[GH] = Of historical occurrence in the state [throughout its range], perhaps riot verified in
the past 20 years, but suspected to be still extant.
m = Taxonomic subdivision (trinomial, either a subspecies or variety), used in a global
rank, for example "G2T2."
Q = Denotes a taxonomic question - either the taxon is not generally recognized as
valid, or there is reasonable concern about its validity or identity globally or at the
state level.
? = Denotes questionable rank; best guess given whenever possible (e.g. S3?).
-------
United States Department of the Interior
U.S. FISH AND WILDLIFE SERVICB
4270 Norwich Strwt
Brunswick, OA 31520
Wat Georgia Scctioo
P. O. Bra 52560
It Honing, oa 3tW$-2360
706-J44-64M 706-J44^4i9(&x)
September 22,1999
Alfaou, tM, 30G05
7TCWIVJW 706-61J-6059 (Sin)
Heinz J. Mueller
U.S. Environmental Protection Agency, Region 4
Atlanta Federal Center
61 Forsyth Street
Atlanta, Georgia 30303-8960
FWS Log 99-0874
Notice of Initiation of Environmental Process for the Atlantic Steel Redevelopment Project
Dear Mr. Mueller
The Service has received your letter requesting written comments on the Atlantic Steel
Redevelopment Project proposed by Jacoby Development, Inc. in Fulton County, Georgia. This
¦"formation is necessary for you to prepare an Environmental Assessment (F.A) for the
aforementioned project in accordance with the National Environmental Policy Act of 1969 (NEPA).
Based on the information we were provided, we have determined there is little likelihood for the
presence of natural wildlife habitats or any federally- and state-Hstcd species to occur within this
portion of the Atlanta Metropolitan Area. Since this is likely the case, die Service anticipates no
negative impacts from this redevelopment project. However, if areas of natural habitat exist in (he
redevelopment area, the Service requests that surveys for likely-occurring species be conducted to
determine their presence or absence on the site. In addition, careful coasideratioo should be given to
the state-listed peregrine falcon (Falcn peregrinus) as this species will utilize tail buildings for
nesting and surrounding areas for foraging and has been known to occur in the Atlanta Metropolitan
Area. The peregrine falcon was recently delisted as an endangered species by the Service.
I have enclosed a list of federally- and slale-lisled species known to occur or potentially occur in
Fulton County and neighboring Cobb and DcKalb counties. Please contact Mr. Jim Bates of our
West Georgia Section Office at (706) 544-6422 if you have any farther questions or require
additional information.
Sincerely,
Sandra S. Tucker
Field Supervisor
CC file
FWS-FBGA
-------
LISTED SPECIES IN FULTON COUNTY
FEDERAL F>JpAMCiwwwn AND THRKATLNKD SPnCTTW'
Animals
DalU eagle (T.SE)
Rcd-cockadcd woodpecker (I ¦ ,SI!.)
HLaliacctua Icuci^cciiluitux
Pwxwtoi hofwdin
Gulf mnccwintihcll mussel (E.SE) Mcdionidus pcndlUtus
Inltuiil wHlcrwiiys and catuiiriiic areas in Georgia
Nest in mature pine wilh low nndcrstory vegeUlmn (<1 .Sin);
forage ia fane and pine hardwood xUnilv >30 years of age,
preferably >10" dbh
Medium streams to Urge riven wilh ntight to moderate current
over sand and gravel suhetrntejf, may be associated with muddy
Himd jmbstratcs around tree roots
SI'LCH'S Ol'MANAQP.MlTNT CONClikN': The Fmh and Wildlife Service is evaluating population trends and threats to the
following Species of Management Concern, lteaac oontect im at 247 South Milled gc Ave., A then i, CIA, 706-613-9493, if you
locate these species during wle nurvcyx nr have other miormnbon an the specie^ diatrihutkmx in Georgia.
Aiiimwlw
Bschman's sparrow (SR.) Aimophila aestivalis
Appalachian Bewick's wren (SR) bewiclrii altua
Bluenlnpc tthiner (ST) CypriwdU caHitnciwa
Abandoned fields with scattered shrubs, pines, or oaks
l>*ae aedcTgrowth, overgrown field*, thickets, and break in
open or sani-open babiial, bed primarily on inaeota
Brown water sfrcams
STATIv Ol- OEOROIA ENDANGERED AND THREATENED STHCll lire fallowing spcctes, as wd! as the Specie* of
Management Couccrn ii nuked abuvc (SB, ST, SR), are pni touted l>y the State. For information on Sme listed species, contact (be OA
llepartincnl of Natural Resources. GA Natural Heritage I "r obtain., 2117 US MWY 27 R SE. Social Cirdc, CM 30279 (7W*-5.57-3n37).
Aimnnbi
Peregrine falcon (SE)
F^joo per carinas
Plants
lJ«y ilur-vine (ST)
Piedmont barren strawberry (ST)
Schnandra glabra
Waldatowia lobata
!•'. p. anatum ncsta on cfifft. high hitU, or tail buildings, £. £.
hindrius primarily seen in Georgia migrating along the coast
Twining rw\ hu beano py and uodeotory trcca/shrubs bi rich
alluvial woods
Rocky accdie woods along streams with mountain laurel; rarely
in drier upland aak-hiefciry-pinc woods
1 Key tn notation*: C -* endangered, T - threatened, and K - rare. The SK, SI', and Sli bwfcotle specwa also listed by the State of
Georgia as oodiuigurod, threatened, mid rare, respectively.
Updated August iwy
-------
REPLY TO
ATTENTION OF-
DEPARTMENT OF THE ARMY
SAVANNAH DISTRICT, CORPS OF ENGINEERS
NORTH AREA SECTION
3485 NORTH DESERT DRIVE
BUILDING 2, SUITE 102
ATLANTA, GEORGIA 30344
Regulatory Branch
MAY 1 2 2000
980016990
Jacoby Atlantic Redevelopment, LLC
Attention: Mr. Hilburn Hillestad
10 00 Abernathy Road
Building 400
Suite 1800
Atlanta, Georgia 30328
Dear Dr. Hillestad:
I refer to the Pre-Construction Notification (PCN), submitted
on your behalf, requesting authorization to impact 3.75 acres of
waters of the U. S. in order to conduct the remediation of the
Atlantic Steel property, located northeast of Northside Drive and
14th Street, within the city of Atlanta, Fulton County, Georgia.
The proposed project's impacts will be mitigated through the
applicant's contribution of $100,000 in funds to Southeast
Waters. These funds will be used in their entirety by Southeast
Waters, in accordance with the plan outlined in the letter dated
March 24, 2000, to conduct stream restoration activities within
the impacted watershed.
We have completed coordination with other federal and state
agencies as described in Part C(13)(e) of the enclosed excerpt
from our Nationwide Permit Program, published in the
December 13, 1996, Federal Register, Vol. 61, No. 241, Pages
65874-65922 (61 FR).
As a result of our evaluation of your project, we have
determined that the proposed activity, as outlined in the
January 14, 2000 submittal, and amended March 24, 2000, is
authorized under Nationwide Permit No. 3 8 as described in Part
B(38) of the excerpt from 61 FR. Your use of this Nationwide
Permit is valid only if.the activity is conducted in accordance
with the information submitted and meets the conditions
applicable to the Nationwide Permit as described at Part C of the
excerpt from 61 FR. We also require that you fill out and sign
the enclosed certification and return it to our office within 3 0
days of completion of the activity authorized by this permit.
-------
-2-
This verification will be valid until February 11, 2002. If
you commence or are under contract to commence this activity
prior to February 11, 2 002, you will have an additional 12 months
to complete the authorized activity.
This authorization should not be construed to mean that any
future projects requiring Department of the Army Authorization
would necessarily be authorized. Any new proposal, whether
associated with this project or not, would be evaluated on a
case-by-case basis. Any prior approvals would not be a
determining factor in making a decision on any future request.
Revisions to your proposal may invalidate this authorization.
In the event changes to this project are contemplated, I
recommend that you coordinate with us prior to proceeding with
the work.
This communication does not convey any property rights,
either in real estate or material, or any exclusive privileges.
It does not authorize any injury to property or invasion of
rights, or any infringement of federal, state, local laws or
regulations. It does not obviate the requirement to obtain state
or local assent required by law for the activity described
herein. It does not affect your liability for damages that may
be caused by the work, nor does it authorize any interference
with any existing or proposed federal project.
If you have any further questions or concerns pertaining to
this matter, please feel free to call Mr. Daniel J. Caprioli of
the Regulatory Branch at (404) 763-7943.
Edward B. Johnson Jr.
Acting Chief, North Area Section
Enclosure
-------
-3-
Copies Furnished:
U.S. Environmental Protection Agency
Water Managment Division
Wetlands Section, Region IV
ATTN: Mr. William L. Cox, Chief
Atlanta Federal Center
61 Forsyth Street, SW.
Atlanta, Georgia 30303-3104
U.S. Department of the Interior
Fish and Wildlife Service
ATTN: Ms. Sandra S. Tucker, Field Supervisor
247 South Milledge Avenue
Athens, Georgia 3 0605
Georgia Department of Natural Resources
Environmental Protection Division
Industrial Waste Water Program
ATTN: Mr. Michael Creason
4220 International Parkway, Suite 101
Atlanta, Georgia 30354
Mr. John T. Vermont
Rochester & Associates, Inc.
425 Oak Street, N.W.
Gainesville, Georgia 30501
-------
CERTIFICATION OF COMPLIANCE
WITH
DEPARTMENT OF THE ARMY
NATIONWIDE PERMIT ( 38 )
PERMIT FILE NUMBER (if applicable): 980016990
PERMITTEE: Jacoby Atlantic Redevelopment, LLC
ADDRESS:
1000 Abernathy Road
Building 40 0
Suite 1800
Atlanta, Georgia 30328
LOCATION OF WORK: Located northeast of Northside Drive and 14th
Street, within the city of Atlanta, Fulton County, Georgia.
PROJECT DESCRIPTION: To conduct the remediation of the Atlantic
Steel property.
ACRES OF WATERS OF THE U.S. IMPACTED: 3.75
I understand that the permitted activity is subject to a U.S.
Army Corps of Engineers' Compliance Inspection. If I fail to
comply with the permit conditions at Part C of the Nationwide
Permit Program, published in the December 13, 1996, Federal
Register, Vol. 61, No. 241, Pages 65874-65922, it may be subject
to suspension, modification, or revocation.
I hereby certify that the work authorized by the above referenced
permit as well as any required mitigation (if applicable) has
been completed in accordance with the terms and conditions of the
said permit.
Signature of Permittee/Date
-------
APPENDIX E
NOISE REPORTS
-------
X. NOISE
In compliance with 23 USC Section 109 (h) and (i), the Federal Highway Administration
(FHWA) established guidelines for the assessment of highway traffic-generated noise. These
guidelines, published as Part 772 of Title 23 of the Code of Federal Regulations, provide procedures
to be followed in conducting noise analyses that will protect the public health and welfare. In
accordance with the Noise Control Act of 1972, coordination of this regulation with the
Environmental Protection Agency (EPA) has been completed. The following assessment has been
prepared in accordance with 23 CFR Part 772.
A. Identification of Existing Activities or Land Uses Which May Be Affected by
Noise from the Proposed Atlantic Steel Re-development and 17th Street
Bridge/Interchange
Existing activities and land uses were identified from on-site inspection and aerial
photography. Adjacent land use along Northside Drive and Bishop Street to the west of the Atlantic
Steel Site consists of small to medium size commercial businesses. Adjacent land use to the north
and the south of the site consists of primarily residential, with commercial development along 16th
Street, Techwood Drive, and 14th Street. East of the site, across the 1-75/85 connector in mid-town
Atlanta, land use consists of small and large scale commercial development.
B. Ambient Noise Survey and Model Methodology
The proposed mixed-use development and 17th Street bridge/Interchange is located within
an urban area that is bisected by the 1-75/85 Connector. The proposed bridge and interchange will
connect the site with the Atlanta mid-town area to the East. The location and nature of the proposed
project presents a complex and dynamic noise environment. Receivers can be affected by noise
levels from multiple sources, primarily vehicles; however, contributions from overhead commercial
aircraft and helicopters, as well as construction equipment were noted during field investigations.
Existing noise measurements were taken at representative locations predicted to receive the largest
impact, where there was insufficient traffic data, and in areas where there exists a unique physical
situation. The LI0 noise levels were measured using the Bruel & Kjaer Type 2231 Modular Precision
Sound Level Meter system. Measurements were taken at mid-block locations and at intersections
in order to qualitatively inventory existing noise levels typical and representative of adjacent and
nearby sites. A list of sites, and there corresponding noise levels may be found in Table 1 and are
shown in Figure A-l in the Appendix.
-------
¦GH«eS11S&
Area A1 (Northside Drive):
Distance from Nearest
Roadway Centerline
Existing Noise
Level (dBA)
1. Restaurant Parking Lot; comer of Northside Dr. @ Bishop St. (A4)2
45' (Northside Dr.)
75
2. Office Building; westbound Bishop St., approaching Northside Dr. (A6)
40' (Bishop St.)
69
3. Office Building; corner of Hemphill Ave. @ 14th St. (A14)
55' (Hemphill Ave.)
69
Area B (Home Park Area and Techwood Drive):
1. Office/Warehouse Parking Lot; comer of State St. @ 14th St. (Bl)
50' (State St.)
66
2. Parking Lot (Abandoned); westbound 16th St. @ Atlantic St. (B5a)
45' (16th Street)
64
3. Front of Office Building; eastbound 16th St., east of Barnes St. (BlOa)
35" (16th Street)
70
4. Front of Office Building; southbound Techwood Dr. (B15a)
40' (Techwood Dr.)
74
5. Parking Lot across from a residence; northbound Fowler St. (B21)
35' (Fowler Street)
65
6. 15th St., between two residences; facing southbound State St. (B25)
55" (State Street)
60
Area C (Midtown Atlanta):
1. Grass yard in front of Funeral Home; eastbound 16th St. @ Spring St. (C5)
45' (16th Street)
68
2. Parking Lot at end of 17th Street Culdesac; facing northbound 1-75/85 (C8)
130' (1-75/85)
73*
3. Parking Lot; westside of Spring St. @ 17th St. (CI 3)
60' (Spring St.)
67
4. In front of Office Building; eastside of Spring St. @ 18th St. (CI 4)
55' (Spring St.)
71
5. Parking Lot; westside of West Peachtree St. @ Lombardy Way (CI 5)
70' (W. Peachtree St.)
71
6. Grass area; eastside of West Peachtree St., south of Lombardy Way (C16)
65' (W. Peachtree St.)
70
7. Intersection of West Peachtree St. @ 17th St. (CI7)
20' (17th Street)
73*
8. Pershing Point (triangle) Park; West Peachtree St. @ Peachtree St. (C19)
50' (Both)
70
9. Office Building; southbound Peachtree St. @ Buford Hwy. Connector
35' (Peachtree St.)
73
Area D (Ansley Park):
1. Residence; westbound Peachtree Circle (Dl)
25' (Peachtree Circle)
66
2. Residence; eastbound 174 Street @ Peachtree Circle (D3)
25' (Peachtree Circle)
66
Area E (Atlantic Steel Site):
1. Outside abandoned warehouse; facing 1-85 southbound off-ramp
300'
66*
2. Underneath Billboard sign; facing 1-85 southbound off-ramp
100'
71*
3. North Comer of Atlantic Steel Site; facing 1-75 southbound and
Amtrak train bridge, behind the retaining wall (El7)
90'
(and 20'above 1-75)
65*
* These noise levels represent average of AM & PM levels shown in Table 6 in Appendix A.
Due to the bulk of material, the project was broken into five sections: see Appendix A, "How to
Use the Tables and Figures."
Receiver Number: see Tables and Figures in Appendix A.
Page -2-
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Within the Home Park community adjacent to the proposed development, as well as the
Ansley Park community on the east side of mid-town, receivers were modeled at major intersections,
as well as mid-block locations. Within their respective areas, the majority of residences lie
approximately the same distance from the roadway centerline due to required setbacks,
approximately 50 feet in Home Park, and between 35 and 50 feet in Ansely Park. With this
understanding, field measurements at each residence were not necessary since noise levels were
assumed to be the same on each side of the street. It should be noted that field measurements
represent an hour or a few hours of a day or days of data in an attempt to capture typical conditions
and there is always the possibility that the times chosen will not represent typical conditions and that
measurements may over or underestimate noise levels at that specific time.
C. Existing and Future Noise Levels
Existing and future traffic noise levels along the Interstate and the associated roadways were
calculated using the FHWA Highway Traffic Noise Prediction Model (FHWA-RD-77-108;
STAMINA 2.0). This model arrives at a predicted noise level through a series of adjustments to a
reference sound level. Inputs to the model include existing and future peak hour traffic volumes,
approximate vehicle speed, traffic mix, roadway design characteristics, and topography under the
build/no-build conditions. Use of this model is endorsed by FHWA and tests have shown a high
correlation between noise levels measured along existing highways and computed noise levels for
the same highway section. Unlike field measurements, calculated noise levels utilize monthly and
yearly traffic data that more accurately represent typical conditions. One hundred sites (24 within
the proposed development - see Table A-2 in Appendix A) were modeled and the resulting levels
were used to extrapolate noise levels at nearby and adjacent sites.
Where appropriate and feasible, the model took into account any shielding given by natural
terrain (earth berms) and man-made features (buildings and retaining walls) that could have
obstructed the sound propagation path. The STAMINA model cannot accurately model the dynamic
traffic conditions found in an urban grid roadway network which experiences frequent vehicle starts
and stops; therefore, arterial roadway segments were analyzed using posted or observed average
speeds where reasonable. All interstate segments were assigned peak hour speeds corresponding to
the specific capacity of that section of roadway (see Table 2). Two percent of total traffic consisted
of trucks (1.5% medium trucks, 0.5% heavy trucks), reflecting the existing ban on heavy truck (over
six wheels) through-traffic on radial freeways within 1-285.
Page -3-
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Level of Service
Operating Speed
Design Capacity
A
60 mph
800 vplph**
B
> / = 55 mph
1200 vplph
C
> / = 50 mph
1700 vplph
D
> / = 45 mph
2050 vplph
E
> / = 30 mph
2200 vplph
F
< 30 mph
2200 + vplph
* Modified table from pg. 3-9, 1994 Highway Capacity Manual.
** Measured units are vehicles per lane per hour (vplph).
D. Determination of Impacts
Predicted traffic generated noise levels were compared with existing levels and with the noise
abatement criteria to determine where noise impacts would occur. Two methods are used to identify
noise impacts. The first is a comparison of predicted noise levels with the noise abatement criteria
(see Table A-l in Appendix A). The L10 descriptor is preferred by the Georgia Department of
Transportation (GDOT) for highway related projects, and was used in this analysis. A 70 dBA L10
criterion has been established for schools, libraries, residences, churches, playgrounds and
recreational areas and 75 dBA L10 criterion has been established for commercial activities. Any
predicted noise increase from the proposed project which approaches or exceeds the applicable noise
abatement criterion is considered an impact. Georgia DOT has defined approach to mean within one
decibel of the noise abatement criterion. For indoor activities, impacts are assessed using category
E of the criterion. No receivers of this type were analyzed. The following table lists the number and
types of sites which would be impacted on the basis of their noise abatement criteria:
Site Type
1998 Existing
2025 No-build
2025 Build
Residences
3
12
4
Apartment buildings/Condominiums (# of units unknown at
this time; all located within the proposed development)
N/A
N/A
6
Commercial Businesses
7
18
12
The second method of determining noise impacts involves the amount of increase from
Page-4-
-------
existing to future noise levels, and assesses impacts where there is a "substantial increase" from
existing levels. GDOT considers a substantial increase to be 10 dB A or more. Because the proposed
project does not involve the construction of a major new location facility through an undeveloped
area, few existing receptors would be impacted on the basis of substantial increases. Two residences
within Home Park experienced a substantial increase under the future No-Build condition, and one
commercial business experienced a substantial increase under the future Build condition. It was
understood that future noise levels within the proposed Atlantic Steel site redevelopment would be
substantially greater than the existing measured levels; however, since there is no exterior existing
nosie-sensitive land use at these locations, impacts may only be assessed based on the noise
abatement criterion (method one).
E. Noise Abatement Considerations and Alternative Abatement Measures
Noise abatement was considered for the 22 sites (6 within the proposed development)
predicted to be impacted. A number of conditions were taken into account at impacted sites to
determine the feasibility of abatement. First, noise abatement was not considered for sites which
would be displaced or constructed as a result of this project3. Second, noise abatement was not
considered where the predicted noise level was less than 60 dBA L10, the noise abatement criterion
for "lands on which serenity and quiet are of extraordinary significance..." (Table 2)4. Third, where
barriers were considered, a minimum five decibel noise reduction had to be achieved in order to
justify construction of the barrier. Fourth, cost per benefitted unit for a noise barrier is always a
consideration in determining whether a wall is economically reasonable. Most recently, $25,000 per
benefitted unit has been used by Georgia DOT as a cost criteria guideline of economic
reasonableness. In this instance the project is a re-development of an isolated brown field site with
new location access roadways and auxiliary access improvements. From the outset it was realized
that the existing urban environment already experienced relatively high noise levels and that noise
impacts associated with this project are unavoidable and difficult to abate, occurring primarily along
existing corridors. The effectiveness of a noise barrier is primarily dependent on its height, length,
and location with respect to the noise source (traffic) or receiver (sensitive area). Barriers are
normally most effective when located close to the noise source or receiver. Noise barriers should
be high enough to effectively block noise sources (tires, engine, exhaust) and long enough to
maintain effectiveness at sensitive sites near the barrier ends. The optimum situation of the use of
Refer to the Conceptual Stage study for the listing of all relocated and/or demolished structures.
No "Category A" activities were found along the project.
Page-5-
-------
noise barriers results when adense concentration of impacted sites is directly adjacent to the highway
right-of-way. In these instances, one barrier can result in the protection of a substantial number of
people. Among the most common barriers are earth berms and free-standing walls. A noise barrier
was evaluated at one location for decibel reduction, cost per unit, total cost and feasibility for
construction and is identified below (refer to Figure A-2 for approximate location):
1. A barrier approximately 500 feet long and 7 to 10 feet tall beginning just south of the 14th
Street bridge extending south, mounted on top of the existing retaining wall/Jersey barrier
adjacent to 1-75/85 would reduce noise levels at the impacted two-story hotel by 5 to 7
decibels and would benefit approximately 67 individual hotel rooms.
There were no other sites determined reasonable or feasible for noise barriers. Abatement
measures other than barriers such as traffic management, alteration of horizontal and vertical
alignments, and acquisition of rights-of-way to serve as buffer zones, were considered. These
measures were found to be infeasible or ineffective or would not meet abatement conditions. Traffic
management measures exterior to the proposed development would be implemented to the extent
that heavy truck through traffic would be prohibited. Horizontal alignments have been designed to
avoid displacements along the corridor. Acquiring rights-of-way to serve as buffer zones would be
prohibitively disruptive and expensive, and there are no adequate locations where county owned
right-of-way is open to be used for this purpose.
As final plan development proceeds, further refinement of the placement and configuration
of the proposed barrier will continue. Changes in land use would have a bearing on plans for
abatement. There is a possibility that, by the time construction would commence, commercial
development would have displaced receivers and other noise sensitive areas identified in this
analysis where a barrier is now proposed. Should this occur, the barrier(s) would not be built.
Similarly, a continuing trend toward high density residential development would cause a
reassessment of barrier feasibility, partly due to the difficulty of providing abatement for multi-story
buildings and partly because the units would have been built after public knowledge of the proposed
project and its predicted nosie impacts.
Topography, relocation, high unit cost, or a combination of all of these factors made it infeasible or
unreasonable to place barriers for some noise impacted sites. These sites are described below:
2. The impacted commercial building adjacent to the proposed 16th Street Extension
(approaching Northside Dr.) within the proposed development has little or no noise sensitive
outdoor land use with windows closed year-round. Exterior human activity is limited to the
parking lot. Effective abatement would be unreasonable, and would limit access to the
Page-6-
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building from the adjacent street.
3. The two houses along westbound 14th Street and one house along eastbound 14th Street are
currently impacted, and would continue to be impacted as a result of the project. Effective
noise barriers for these sites would not be reasonable and would limit access to the adjacent
street.
4. Exterior areas in the rear parking lot (facing Williams Street) and front entrance (facing 14th
Street) of the hotel at the corner of Williams Street and 14th Street would be impacted. Noise
abatement for this building and other commercial structures, with little or no noise-sensitive
outdoor land use and closed windows year-round is limited to the ground floor areas, and
would not be impacted internally. Because all first floor receivers of the hotel are located
25 feet above the elevation of the nearest roadway (Williams Street), noise abatement is
unfeasible.
5. The exterior area of a multi-story office complex, located immediately south of the proposed
17th Street bridge/Interchange, would be impacted by the elevated northbound exit ramp as
it approaches 17th Street. As is the case with site # 3 above, any noise abatement would be
limited to the ground floor receivers. A structure barrier mounted on top of the ramp Jersey
barrier would provide limited noise abatement, affecting only those building floors directly
adjacent to the ramp profile, and provide no abatement to ground floor tenants. However,
as there is no exterior human activity in this area, interior noise levels would have to be
studied on a specific basis. The cost of combining a structure barrier for the ramp and a
barrier mounted on the retaining wall above Williams Street would require two separate
barriers costing approximately $125,000, and is not considered reasonable.
F. Construction noise
Although temporary in nature, construction noise can, at times, interfere with day-to-day activities.
Construction equipment for this project will be required to have factory-installed mufflers or then-
equivalent in good working order during the life of the construction contracts; and where feasible,
construction should be limited to daylight hours whenever possible. Where noise sensitive areas
abut construction areas, temporary fences or barriers may be erected to break the line of site of the
receiver with the noise source. These fences should be of a solid texture, such as wood or metal,
rather than chain-linked.
Page-7-
-------
APPENDIX K
Noise Data
Receptor Locations and Information
Instructions on Use of Tables and Attached Maps
-------
The following maps and tables give receptor locations and noise levels. Receptors are sites
which were computer modeled for prediction of noise levels. The tables show existing levels (both
modeled and ambient), design year (2025) noise levels, and the change in noise levels from existing
to future no-build and build condition, and the change in noise levels between the future build and
no-build conditions. Time-variance as it relates to highway traffic noise, can fluctuate between
intensely loud and quieter periods. Traffic noise will peak with the passage of a heavy truck and
have quiet intervals when there is little or no traffic. To adequately characterize the hourly
contributions of highway noise it is examined using statistical values, primarily the Leq (hourly
equivalent sound level), and the L10, the sound level exceeded 10 percent of a specific time period.
While both are accepted by FHWA and Georgia DOT, the L10 is preferred for analyzing traffic noise
because it describes the manner in which traffic noise levels are distributed in time between noise
sources whose time histories are similar, i.e. highways. Some receptors modeled originally will be
acquired for rights-of-way, or as part of the proposed development. Noise levels for these sites are
shown; however, abatement was not considered since they will be replaced or relocated.
Mh)
L10(h)
Description of Activity Category
57
(Exterior)
60
(Exterior)
A; Land on which serenity and quiet are of extraordinary importance and where the
preservation of those qualities is essential if the area is to continue to serve its intended
purpose; i.e., an outdoor amphitheater.
67
(Exterior)
70
(Exterior)
B; Picnic Areas, recreation areas, playgrounds, active sports areas, parks, residences,
motels, hotels, schools, churches, libraries, and hospitals.
72
(Exterior)
75
(Exterior)
C; Developed lands, properties, or activities not included in Categories A or B above
(commercial).
--
-
D; Undeveloped Lands.
52
(Interior)
55
(Interior)
E; Residences, motels, hotels, public meeting rooms, schools, churches, libraries,
hospitals, and auditoriums.
Note: Either L^, or L10 (h) (but not both) may be used on a project.
Source: Federal-Aid Highway Program Manual, Transmittal 348, August 9, 1982, Vol. 7, Ch. 7, Sec. 3.
A - 1
-------
How to use the following tables and attached maps:
1. Find the desired receptor location on the map and note the letter and number associated with
it.
2. Go to Table A-2, find the appropriate area corresponding to the location on the map, and
locate the receptor number.
3. Read the table horizontally to obtain receptor noise level information. (If a particular
receptor is not included, or is located outside of the areas of impact, it would not be
impacted.
N ote: Receptors that are going to be acquired as a result of the transportation improvement portion
of the project have been shaded solid on the attached maps. Abatement measures were
therefore not considered for these receptors.
Example:
Figure A-2: Receptor B27 (residence) is located along northbound State Street within the
Home Park Community.
Receptor B27 is represented on the second page of Table A-2.
Noise levels for B27 are:
Ambient:
Future noise level under no-build alternative:
Future noise level under the build alternative:
Increase with no-build Alternative:
Increase with build Alternative:
Difference between build and no-build:
60 dBA (L10), measured
63 dBA (L10) calculated (am)
72 dBA (L10) calculated (pm)
66 dBA (L10) calculated
8- lOdB
3 - 4 dB
5 - 6 dB
Notes regarding receptors in Table A-2:
All receivers shown represent exterior locations.
Numbers in bold at specific receptors indicate noise impacts as per the NAC.
Negative numbers represent reductions in noise levels at that location.
All noise impacts for Area E receptors are assessed under their proposed land uses.
Under the site location column, the letters in parentheses indicate the side of the street on
which the receptor was modeled, e.g. NB = northbound side, etc.
A-2
-------
TABLE A-2: TRAFFIC NOISE LEVELS
17TH ST. BRIDGE/INTERCHANGE & ATLANTIC STEEL SITE REDEVELOPMENT
t>
p
Receiver
Existing
Site Location
Approx Dist To
Field Reading
Existing Conditions
Future No-Build
Change from Existing
Future Build
Change from Existing
Change from Future
1
I
Land
Identification
Bxist./(Prop )
1999
1998
2025
to Future No-Build
2025
to Future Build
No-Build to Future Build
Number
Use
(Closest Roadway)
Centerline
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
<
Category
(feet)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
A1
Commercial
Northsidc Dr. (SB) @ Bishop St
80
75
—
70
70
72
71
2
1
72
72
2
2
0
1
oo
A2
Commercial
Bishop St. (WB) @ Northside Dr
100
63
63
67
67
4
4
68
67
5
4
1
0
cx
O
A3
Commercial
Bishop St (WB), mid-block
45
69
68
68
71
70
4
2
72
70
4
2
0
1
."i
CQ
A4
Commercial
Bishop St (WB), mid-block
45
67
67
70
69
4
2
71
69
4
2
0
0
A5
Commercial
Bldg Comer, New 17th St (EB)
70
70
71
72
72
2
1
72
73
2
2
0
1
W
A6
Commercial
Bldg. Corner, New 17th St (EB)
170/(100)
62
62
66
66
4
4
67
66
5
5
1
0
<<
rf
A7
Commercial
Bldg Comer, Northside Dr. (NB)
55
72
73
74
74
2
1
74
74
2
2
0
1
4)
>
A8
Commercial
Bldg. Face, New 16th St (EB)
180/(30)
64
65
66
66
2
1
71
72
7
7
5
6
«s
T3
A9
Commercial
Bldg. Face; New I6th St. (EB)
380/(30)
59
59
61
61
2
2
70
71
11
12
9
10
A10
Commercial
Bldg. Comer, Hemphill Ave. (NB)
60 / (85)
69
70
72
72
3
3
70
71
1
1
-2
-1
o
All
Commercial
Hemphill Ave. (NB)
55 /(135)
69
—
68
69
72
71
4
2
68
69
0
0
-4
-2
55
A12
Commercial
Bldg Face; 14th St (WB)
85 (105)
66
67
70
70
4
3
68
69
2
1
-2
-1
A13
Commercial
Bldg Face; 14th St (WB)
65
66
69
70
70
4
I
69
70
3
1
-1
0
B1
Commercial
Parking Lot; State St (SB)
50 / (40)
66
—
65
66
72
74
7
8
67
68
2
2
-5
-6
B2
Residence
Bldg Face; State St (SB)
50
63
63
71
72
8
9
Displaced
N/A
B3
Residence
Bldg Face, State St (SB)
60
62
62
70
72
8
10
66
65
4
3
-4
-7
B4
Residence
Bldg Face, 16th St (BB)
325 / (350)
57
56
61
62
4
6
58
59
1
3
-3
-3
u
I
M
B5
Residence
Bldg. Face, 16th St (EB)
180/(205)
58
57
62
63
4
6
61
62
3
5
-1
-1
B6
Residence
Bldg. Face; 16th St (EB)
175 / (200)
59
57
62
63
3
6
61
62
2
5
-1
-1
<«
B7
Residence
Bldg Face; 16th St (EB)
175/(200)
59
57
62
63
3
6
61
62
2
5
-1
-1
dS
B8
Residence
Bldg. Face, 16th St (BB)
180/(205)
59
58
62
63
3
5
61
62
2
4
-1
-1
CQ
1
B9
Residence
Bldg. Face; 16th St. (BB)
130/(155)
61
59
64
64
3
5
63
64
2
5
-1
0
5
•g
BIO
Residence
Bldg. Face; 16th St. (EB)
45 /(70)
66
63
70
71
4
8
Displaced
N/A
H
BlOa
Residence
Bldg Face, 16th St. (EB)
35/(60)
70
—
68
66
72
73
4
7
Displaced
N/A
&
5
Bll
Residenco
Bldg. Face, 16th St (BB)
40 / (65)
67
65
71
72
4
7
Displaced
N/A
B12
Commercial
Bldg. Face; 16th St (BB)
60 / (85)
68
66
70
70
2
4
69
70
1
4
-1
0
r*
B13
Commercial
Bldg. Face, 16th St (EB)
50 (75)
70
69
72
72
2
3
71
72
1
3
-1
0
B14
Commercial
Bldg Face; Tech wood Dr (SB)
65/(75)
70
70
70
70
0
0
69
69
-1
-1
-1
-1
B15
Commercial
Bldg. Face; Tech wood Dr (SB)
50/(60)
70
70
70
71
0
1
69
69
-1
-1
-I
-2
B15a
Commercial
In front of B15, for comparison
40/(50)
74
—
75
74
76
76
1
2
73
73
-2
-1
-3
-3
-------
17TH
TABLE A-2: TRAFFIC NOISE LEVELS
ST. BRIDGE/INTERCHANGE & ATLANTIC STEEL SITE REDEVELOPMENT
Receiver
Bxisting
Site Location
Approx Dist To
Field Reading
Existing Conditions
Future No-Build
Change from Existing
Future Build
Change from Existing
Change from Future
Land
Identification
Bxisty(Prop )
1999
1998
2025
to Future No-Build
2025
to Future Build
No-Build to Future Bu
Number
Use
(Closest Roadway)
Centerline
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
Category
(feet)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
AM
(PM)
B16
Commercial
Bldg. Face, Techwood Dr (SB)
65 / (75)
72
72
73
73
1
1
71
71
-1
-1
-2
-2
B17
Commercial
Bldg. Face; Techwood Dr. (SB)
75 /(85)
70
70
71
71
1
1
69
69
-1
-1
-2
-2
B17a
Commercial
Bldg. Face, Techwood Dr (SB)
70 / (60)
71
71
72
72
1
1
Displaced
N/A
BI8
Commercial
Bldg. Face, Techwood Dr (SB)
60/(70)
71
71
73
74
2
3
71
71
0
0
-2
-3
B19
Commercial
Bldg. Face; 14th St (WB)
55
71
72
74
75
3
3
71
71
0
-1
-3
-4
B20
Commercial
Bldg. Face; 14th St (BB)
90/(35)
72
72
73
74
1
2
74
75
2
3
1
1
B21a
Commercial
Hotel, facing Connector (SB)
170
77
77
76
76
(1)
(1)
76
76
-1
-1
0
0
B21b
Commercial
Hotel, facing Connector (SB)
140
74
76
76
75
2
(1)
76
75
2
-1
0
0
B22
Residence
Parking Lot; Fowler St (NB)
35
65
—
64
63
64
64
0
1
63
62
-1
-1
-1
-2
B23
Commercial
Bldg. Face, 14th St (EB)
60
69
70
73
74
4
4
70
71
1
1
-3
-3
B24
Residence
Bldg. Face; 14thSt(WB)
60
69
70
73
74
4
4
69
71
0
1
-4
-3
B25
Residence
Bldg. Face; Nth St (WB)
60
69
70
73
74
4
4
70
71
1
1
-3
-3
B26
Residence
Bldg. Face; 14th St (BB)
40
71
72
73
74
2
2
72
73
1
1
-1
-1
B27
Residence
Bldg. Face; State St (NB)
55
60
—
63
62
71
72
8
10
66
66
3
4
-5
-6
B28
Residence
Bldg. Face; State St (NB)
55
63
63
71
72
8
9
66
66
3
3
-5
-6
B29
Residence
Bldg Face; State St (NB)
50
66
66
72
74
6
8
68
68
2
2
-4
-6
CI
Commercial
Hotel; 14th St @ Williams
135/(85)
74
73
74
74
0
1
74
74
0
1
0
0
C2
Commercial
Hotel; 14th St @ Williams
160/(110)
73
73
74
74
1
1
73
73
0
0
-1
-1
C3
Commercial
Warehouse; Williams St (NB)
85/(25)
76
76
76
76
0
0
78
79
2
3
2
3
C4
Commercial
Funeral Home; Williams St (NB)
110/(70)
75
74
74
75
(1)
1
74
75
-1
1
0
0
C5
Commercial
16th St (BB) @ Spring St
45
68
—
67
67
69
69
2
2
69
69
2
2
0
0
C6
Commercial
Williams St (NB), 1-75/85 (NB)
120/(40)
73
72
73
71
0
(1)
75
73
2
1
2
2
C7
Commercial
William St (NB), cul-de-sac
155/(80)
72
71
72
70
0
(1)
72
71
0
0
0
1
C8
Commercial
Williams St (NB), 1-75/85 (NB)
130
75
71
73
72
73
71
0
(1)
75
73
2
2
2
2
C9
Commercial
Williams St (NB), cul-de-sac
195/(120)
70
68
70
68
0
0
70
69
0
1
0
1
CIO
Commercial
Williams St (NB), 1-75/85 (NB)
150/(80)
71
69
71
69
0
0
72
71
1
2
1
2
Cll
Commercial
Williams St (NB), New 17th St
150/(115)
70
68
70
67
0
(1)
71
71
1
3
1
4
C12
Commercial
Williams St (NB), New 17th St
280/(125)
68
67
69
67
1
0
70
70
2
3
1
3
C13
Commercial
Parking Lot; Spnng SL (NB)
60
—
67
70
68
72
71
2
3
72
71
2
3
0
0
C14
Commercial
Spring St (SB) @ 18th St
55
—
71
72
70
73
72
1
2
73
71
1
1
0
-1
C15
Commercial
Parking Lot; W. Peachtree (NB)
70
—
71
69
71
71
74
2
3
71
72
2
2
0
-2
C16
Commercial
W Pchtree (NB) @ Lmbdy Way
65
71
70
69
71
71
74
2
3
71
72
2
1
0
-2
C17
Commercial
17th St (WB) @ W. Pchtr. SL
20
71
74
72
74
74
76
2
2
74
76
2
2
0
0
C18
Commercial
17th St (BB), app Pchtr. St
40
66
67
69
68
3
1
70
72
4
5
1
4
C19
Commercial
W. Pchtr St (NB) @ Pchtr. St
50
69
70
68
70
74
77
6
7
75
76
7
6
1
-1
C20
Commercial
Pchtr (SB) @ Buf Hwy. Conn
35
71
74
72
73
75
76
3
3
75
77
3
4
0
1
1
&
PQ
S
a
0)
E
0
1
tn
I
o
I
O
-0
O
3
*o
-------
TABLE A-2: TRAFFIC NOISE LEVELS
17TH ST. BRIDGE/INTERCHANGE & ATLANTIC STEEL SITE REDEVELOPMENT
u
a
Receiver
Existing
Site Location
Approx Dist To
Field Reading
Existing Conditions
Future No-Build
Change from Existing
Future Build
Change from Existing
Change from Future
1
1
Land
Identification
Exist /(Prop )
1999
1998
2025
to Future No-Build
2025
to Future Build
No-Build to Future Build
<
1
Number
Use
(Closest Roadway)
Center! me
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
(dBALlO)
10 dB
> 10 dB
E2
Commercial
Bldg. Face, 16th St (WB)
(30)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E3
Residential
Bldg. Face; 17th St (HB)
(90)
None exceeded 55 dB
N/A
—
66
> 10 dB
> 10 dB
E4
Residential
Bldg. Face, 17th St (EB)
(50)
None exceeded 55 dB
N/A
—
68
> 10 dB
> 10 dB
E5
Residential
Bldg. Face; 17th St (EB)
(40)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E6
Residential
Bldg. Face, 17th St (EB)
(35)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E7
Commercial
Bldg Face; 17th St (EB)
(70)
None exceeded 55 dB
N/A
—
68
> 10 dB
> 10 dB
|
E8
Commercial
Bldg. Face, 17th St (EB)
(70)
None exceeded 55 dB
N/A
—
69
> 10 dB
> 10 dB
£
1
w
E9
Commercial
Bldg. Face, 17th St (EB)
(80)
None exceeded 55 dB
N/A
—
68
> 10 dB
> 10 dB
E10
Commercial
Bldg. Face; 17th St (EB)
(70)
None exceeded 55 dB
N/A
—
69
> 10 dB
> 10 dB
Ell
Residential
Bldg. Face; 16th St (EB)
15/(25)
N/A
N/A
—
72
> 10 dB
> 10 dB
W
u
1
E12
Residential
Bldg. Face; 16th St (EB)
20 /(30)
N/A
N/A
—
72
> 10 dB
> 10 dB
S3
5
E13
Commercial
Atl Steel Site; 16th St (WB)
70 /(20)
N/A
N/A
—
72
> 10 dB
> 10 dB
I
o
E14
Commercial
All Steel Site; 16th St (WB)
80 /(20)
N/A
N/A
—
73
> 10 dB
> 10 dB
E15
Commercial
All Steel Site; 1-85 SB ramp
300
67
65
65
64
64
64
N/A
—
69
—
5
—
5
1
3
tt!
E16
Commercial
Atl Steel Site; 1-85 SB ramp
100
72
70
70
70
69
70
N/A
—
73
—
3
—
3
E17
Commercial
Atl Steel Site; 1-85 SB ramp
90
66
64
66
65
64
64
N/A
—
64
—
-1
—
0
E18
Commercial
Bldg Face, Lyle St (SB)
(40)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E19
Commercial
Bldg. Face, 17th St (WB)
(60)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E20
Commercial
Bldg. Face; 17th St (WB)
(60)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E21
Commercial
Bldg. Face; State St (NB)
(50)
None exceeded 55 dB
N/A
—
69
> 10 dB
> 10 dB
E22
Residential
Bldg, Face; 17th St (WB)
(30)
None exceeded 55 dB
N/A
—
70
> 10 dB
> 10 dB
E23
Residential
Bldg Face, 17th St (WB)
(60)
None exceeded 55 dB
N/A
—
65
> 10 dB
> 10 dB
E24
Residential
Bldg Face, 17th St (WB)
(40)
None exceeded 55 dB
N/A
—
69
> 10 dB
> 10 dB
-------
PAGE NOT
AVAILABLE
DIGITALLY
-------
APPENDIX F
HISTORIC RESOURCES/PROGRAMMATIC AGREEMENT
-------
APPENDIX F
HISTORIC RESOURCES
ATLANTIC STEEL INDUSTRIES, INC. (IDENTIFIED ELIGIBLE)
The former steel mill owned by Atlantic Steel Industries, Inc., had not been evaluated regarding
National Register eligibility prior to Section 106 compliance for the proposed 17th Street Extension
and the Atlantic Steel Redevelopment Project. The site, composed of approximately 135 acres,
extends from the Norfolk Southern Railroad line south to approximately 14th Street. Originally
founded in 1901 as the Atlanta Steel Hoop Company, the property remained in continuous operation
until its closure in December 1998. During its peak years of operation, the mill produced more than
750,000 tons of steel annually. The site contained a mixture of large steel frame production mills,
warehouses, and industrial buildings, as well as smaller frame and brick structures that
accommodated mechanical and service-oriented functions. Collectively, these buildings reflected
changing steel making technology during the 20th century, including the change from open hearth
furnaces to electric arc furnaces in the mid-1950s. Atlantic Steel is significant under Criterion A for
its contribution to the development of the steel industry in Atlanta and the Southeast region. The
property is also significant under Criterion C for architectural and engineering significance. Its
various buildings reflected the evolution of the steel making process throughout nearly a century of
operation.
NORFOLK SOUTHERN RAILROAD (IDENTIFIED ELIGIBLE)
The Norfolk Southern Railroad originated as the Atlanta & Charlotte Air Line Railroad that was
built from 1869 to 1873. By the time the line was consolidated into the Southern Railroad in 1894,
Atlanta was the strategic center of the largest railroad system in the South. The railroad tracks
abutting the Atlantic Steel parcel are a portion of the Southern Railway System's main line to the
Northeast (Washington). The spur line bordering the Atlantic Steel property was created as a
"runaround" (bypass) in case the Brooklandville Bridge to the northeast failed. In 1982, Southern
merged into the Norfolk Southern Corporation. The rail route possesses local and state significance
in the areas of engineering and transportation. Under Criterion A, the Norfolk Southern Railroad line
is significant because of its dominant role in the shaping of the economic and transportation history
of the state, region, and local community. Furthermore, under Criterion C, the Norfolk Southern
Railroad is significant as an example of rail transportation engineering in Georgia.
SIEMENS (IDENTIFIED ELIGIBLE)
Siemens, which occupies the southeast corner of Northside Drive and Bishop Street, is located
at 1299 Northside Drive. Constructed for the Westinghouse Electric & Manufacturing Company in
1941 by the Atlanta design firm of Robert & Co., Inc., the complex originally served as a
distribution facility for the power generation department, a division of Westinghouse Electric &
Supply Company. Strategically located along the Southern Railroad (Norfolk Southern) line, the
F-l
I.\ATLSTEEL\REPORT\DRAFTWPPENDIX_F.DOC
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2-story, brick office and warehouse complex served as the company's Southeast region headquarters,
as well as housed approximately 240 employees involved in the distribution and sales of lighting and
electrical control products (i.e., lamps and elevators). Constructed in the Art Moderne style, a
popular style for commercial design prior to World War II, the building retains such characteristic
traits as an asymmetrical streamlined form, smooth wall surfaces of brick and stone, continuous
horizontal bands of windows, curved corners, and a flat roof. Siemens is significant under National
Register Criterion A for its contribution to the development of the Westinghouse Electric Company
as a regional corporate center in Atlanta. The property is also significant under National Register
Criterion C as a notable example of the Art Moderne style both designed and located in Atlanta.
KOOL KORNER GROCERY (IDENTIFIED ELIGIBLE)
The Kool Korner Grocery, situated at the northeastern comer of 14th and State Streets, is located
at 349 14th Street amidst the community of Home Park. Constructed sometime between 1927 and
1935, the 1 -story, clapboard-sided, commercial building continues to serve as a corner grocery store
with a residential extension at the rear. The Kool Korner Grocery is significant under National
Register Criterion A for its role as a local community landmark, as well as the various commercial
and social functions it continues to fulfill within the surrounding neighborhood. The property is also
significant under National Register Criterion C as an example of a historic corner store building that
retains such characteristic features as exterior wood siding, a stepped parapet roofline, and period
light fixtures and interior elements.
EWELL JETT HOUSE (PREVIOUSLY IDENTIFIED ELIGIBLE)
The Ewell Jett House is located at 1385 Spring Street, NE. Constructed some time between
1915 and 1917 for Ewell Jett, Atlanta's assistant chief of police and a descendant of the original
settlers of Fulton County, the resource is a 2-story, frame American four-square type. Notable
features include the 12-over-l double-hung sash windows, beveled siding, four large exterior end
chimneys, a hipped roof with central dormer, and Craftsman-inspired paneled post supports on ashlar
piers. The building remained a single-family residence until its conversion to three apartments after
1959. Currently used as commercial office space, the property is situated immediately adjacent to
a large asphalt parking lot and along a highly traveled commercial thoroughfare. The Ewell-Jett
House is significant under National Register Criterion C as an excellent early-20th century example
of the residential American four-square type surviving in a modern commercial area. The property
was previously determined eligible by the Atlanta Urban Design Commission.
THE GRANADA (PREVIOUSLY IDENTIFIED ELIGIBLE)
The Granada (or Spanish Court) Apartments, located at 1302 West Peachtree Street, are situated
at the northwestern corner of 16th and West Peachtree streets. The property was originally
constructed as a garden apartment complex in 1924, with design by architects Barney Havis and
Augustus Constantine. The complex features three stucco Spanish Revival-style buildings enclosing
a central courtyard. While the multi-paned glass double-entrance doors are adorned with twisted
colonettes and decorative finials, the fenestration consists of paired and arched multi-paned
windows. The flat roofs feature an elaborate cornice, mission-style parapets, and finials. Converted
to the Granada Best Western Suite Hotel in 1984, the rehabilitation received an Urban Design
Commission Award of Excellence in 1986. The Granada Apartments are significant under two
I \ATLSTEEL\REPORT\DRAFT\APPENDIX_F.DOC
F-2
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National Register criteria: A (for contributions to the development of middle class multi-family
housing in urban Midtown in the early-20th century) and C (as an outstanding example of the
Spanish Revival style). The property was previously determined eligible by the Atlanta Urban
Design Commission.
THE BELVEDERE (PREVIOUSLY IDENTIFIED ELIGIBLE)
The Belvedere, located at 1384 West Peachtree Street, is situated on the western side of the
street just north of the 17th Street intersection. Originally constructed as a residential hotel in 1922
by G. Lloyd Preacher, a prominent Atlanta architect, the resource is a three-story, brick, hotel-style
apartment building with a rectangular plan. The principal facade is divided into three bays. A
double-door entrance (topped with a stone nameplate inscribed "Belvedere") and series of triple
windows are located in the central bay. The outer bays contain balconies with iron railings. The tile
covered pent roof features extended eaves supported by paired brackets. Still in operation as an
apartment building, The Belvedere is significant under two National Register criteria: A (for
contributions to the development of middle class multi-family housing in urban Midtown in the
early-20th century) and C (as a notable example of the Chicago-influenced Commercial style). The
property was previously determined eligible by the Atlanta Urban Design Commission.
WINWOOD APARTMENTS (PREVIOUSLY IDENTIFIED ELIGIBLE)
The Winwood Apartments, located at 1460 West Peachtree Street, are situated on the western
side of the street just south of the 19th Street intersection. Constructed in 1931, the resource is a
2-story, brick U-shaped apartment building that encloses a central courtyard. The two end entrances
facing West Peachtree Street each feature a 2-story portico with elongated Neoclassical columns.
The fenestration consists primarily of single and paired 6-over-6 light double-hung sash. The hipped
roof is clad in tile and pierced with end chimneys (Photographs 26-1 and 26-2). The Winwood
Apartments are significant under two National Register criteria: A (for contributions to the
development of middle class multi-family housing in urban Midtown in the early-20th century) and
C (as a good example of the Neoclassical style). The property was previously determined eligible
by the Atlanta Urban Design Commission.
FIRST PRESBYTERIAN CHURCH (PREVIOUSLY IDENTIFIED ELIGIBLE)
The First Presbyterian Church, located at 1328 Peachtree Street, NW, is situated at the
northwestern corner of 16th and Peachtree Streets. Constructed of sandstone by architect W.T.
Downing, the Gothic building was completed in 1919 and replaced an earlier structure on Marietta
Street. In addition to a bell tower and an adjacent rectory, the resource incorporates several
prominent rear additions that extend west to the intersection of Lombardy Way and 16th Street.
These additions clearly express the expanding needs and size of the congregation. The interior of the
church features remarkable stained glass windows illustrating Biblical themes and designed by the
Tiffany Studio of New York and the D'Ascenzo and Willett Studios of Philadelphia. Also of note
is the baptismal font from the ruins of the Double Church of St. John at Ephesus in Greece. In 1922,
the resource was the first church in the South to broadcast religious services in conjunction with
WSB radio. The First Presbyterian Church is significant under two National Register criteria: A (for
historical contributions in introducing broadcasts of services throughout the Southeast in the
I \ATLSTEEL\REPOR1\DRAFRAPPENDIX_FX>OC
F-3
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early-20th century) and C (as a notable example of the Gothic style). The property was previously
determined eligible by the Atlanta Urban Design Commission.
MITCHELL KING HOUSE (PREVIOUSLY IDENTIFIED ELIGIBLE)
The Mitchell King House, located at 1382 Peachtree Street, NW, is situated at the southwestern
corner of 17th and Peachtree Streets in the Pershing Point neighborhood. Built for the King family
in 1912 by J.L. Hiers, the building is regarded as "the last house on Peachtree Street." The
two-story, brick resource features elements of the Craftsman style (e.g., 6-over-l light double-hung
sash windows, exposed rafter tails, bracketed overhangs) and the Tudor Revival style (e.g.,
crenellated bay tower and ornament, multi-pane windows). A private residence until Spring 1980,
the architectural firm of Nix, Mann & Associates renovated the building for conversion to office
space. The firm, which received an Urban Design Commission Award of Excellence in 1982 for its
rehabilitation efforts, still occupies the building. The Mitchell King House is significant under
National Register Criterion C as a notable early-20th century example of a Craftsman- and Tudor
Revival-inspired residence surviving in a modern commercial area. The property was previously
determined eligible by the Atlanta Urban Design Commission.
THE CASTLE (PREVIOUSLY IDENTIFIED ELIGIBLE)
The Castle, also known as " Fort Peace," is located at 87 15th Street NW between Lombardy
Way and Peachtree Street. Designed and constructed as a single-family residence in 1910 by its
original owner Ferdinand McMillan, the property is an eclectic mixture of architectural styles and
building materials. Resting on a massive, medieval-inspired, 2-story granite foundation, the frame
cross-gable dwelling rises an additional 2 Vi stories in height. Unique features of the building
include its Victorian fish-scale shingle wall treatment and decorative wooden brackets and
balustrades, Corinthian column and brick pillar porch supports, Asian-influenced turret, and
ornamental plaster and stone interior finishes and detailing. Following McMillan's death in 1925,
the property subsequently served as a boarding house, the headquarters of the Atlanta Theater Guild,
as well as the host of various art- and theater-related groups in Atlanta until the 1970s. The Castle
underwent renovations in 1990 after a period of neglect, and is currently undergoing redevelopment
efforts sponsored by AT&T. The Castle is significant under two National Register Criteria: A (for
cultural contributions to the Atlanta arts community) and C (as an unusual example of numerous
architectural styles). The property previously was determined eligible by the Atlanta Urban Design
Commission.
RHODES HALL (LISTED IN NATIONAL REGISTER)
Rhodes Hall, which currently serves as the headquarters of the Georgia Trust for Historic
Preservation, is located at 1516 Peachtree Street NW. Architect Willis F. Denny designed the
Richardsonian Romanesque building in 1904 as the residence of Amos Giles Rhodes. Constructed
entirely of rough-faced Stone Mountain granite, the asymmetrical castle-like structure features an
arcaded portico, 4-story tower, and a turret. Deeded to the state of Georgia in 1929, Rhodes Hall was
listed in the National Register of Historic Places in 1974.
F-4
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GARRISON APARTMENTS (LISTED IN NATIONAL REGISTER)
Garrison Apartments, now known as Reid House, are located at 1325-1327 Peachtree Street,
NE. Constructed in 1924 and designed by classical architect Philip Trammell Shutze, the 9-story,
brick building was Atlanta's third luxury apartment building. The Garrison Apartments underwent
a $2 million renovation and conversion to condominiums in 1974. The property was listed in the
National Register of Historic Places in 1979.
ANSLEY PARK HISTORIC DISTRICT (LISTED IN NATIONAL REGISTER)
The Ansley Park Historic District, located east of commercial Peachtree Street, is an early-20th
century residential neighborhood comprised of approximately 275 acres and nearly 600 homes,
several apartment buildings, and the First Church of Christ Scientist. Developed in four stages
between 1904 and 1913, the neighborhood was largely completed by 1930. The rolling terrain, open
parks, and curvilinear streets inspired by the landscape tradition of Frederick Law Olmsted provide
the setting for this planned suburban community. Houses display a range of architectural styles,
including Colonial Revival, Federal, Neoclassical, Tudor, Victorian, Prairie, and Craftsman. Ansley
Park was listed in the National Register of Historic Places in 1979.
ATLANTA WATERWORKS HEMPHILL AVENUE STATION (LISTED IN
NATIONAL REGISTER)
The Atlanta Waterworks Hemphill Avenue Station is located at 1210 Hemphill Avenue NW.
As Atlanta's second waterworks complex constructed between January 1892 and July 1893, the
brick pumping station was designed by Robert M. Clayton and William G. Richards. In addition
to providing the city with a permanent water supply, the resource is a notable example of the
late-Victorian style as applied to an industrial complex. The Atlanta Waterworks Hemphill Avenue
Station was listed in the National Register of Historic Places in 1978.
F-5
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
REGION 4
ATLANTA FEDERAL CENTER
61 FORSYTH STREET
ATLANTA, GEORGIA 30303-8960
JAN ^ T 2000
4EAD/OEA
Dr. Richard Cloues
Deputy State Historic Preservation Officer
Georgia Department of Natural Resources
Historic Preservation Division
500 The Healey Building
57 Forsyth Street, N.W.
Atlanta, Georgia 30303
SUBJECT: Atlantic Steel Redevelopment Project - Project No. HP990810-010
Final Programmatic Agreement
Dear Dr. Cloues:
Enclosed is an original of the final executed Programmatic Agreement for the Atlantic
Steel Redevelopment Project in Atlanta, Georgia. Thank you for your help in finalizing and
expediting signature of the Agreement. EPA looks forward to working with you on the remaining
issues related to completion of the Section 106 process for this project. If you have questions
about anything related to the Agreement, please call Ben West of my staff at (404) 562-9643.
Sincerely,
Heinz J. Mueller, Chief
Office of Environmental Assessment
Environmental Accountability Division
Enclosure
cc: Douglas Young - Atlanta Urban Design Commission
Michael Rose - Atlanta History Center
Hilburn Hillestad - Jacoby Development, Inc.
Neil Harmon - Atlantic Steel Industries, Inc.
Chris Martin - Parsons Engineering Science
O* **
U5S
i
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,^to ST4f
^ \ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
*7 i REGION 4
^ ATLANTA FEDERAL CENTER
61 FORSYTH STREET
pbo^° ATLANTA, GEORGIA 30303-8960
PROGRAMMATIC AGREEMENT
AMONG
THE U.S. ENVIRONMENTAL PROTECTION AGENCY
AND THE GEORGIA STATE HISTORIC PRESERVATION OFFICER
REGARDING IMPLEMENTATION OF THE
ATLANTIC STEEL REDEVELOPMENT PROJECT IN ATLANTA, GEORGIA
WHEREAS, the U.S. Environmental Protection Agency (EPA) is involved in the undertaking
known as the Atlantic Steel Redevelopment Project (hereafter Project), consisting of proposed
remediation and redevelopment of an approximately 138-acre former steel mill site currently
owned by Atlantic Steel Industries, Inc. in Atlanta, Georgia; the proposed redevelopment includes
high and mid-rise residential areas, retail areas, hotels, office space, and parking; project plans
include a new 17th Street Bridge that would cross Interstate 75/85 and other related road
improvements as shown in the conceptual development plan provided in Appendix A; and
WHEREAS, the EPA is preparing an Environmental Assessment (EA) for the Atlantic Steel
Redevelopment Project, in accordance with the National Environmental Policy Act of 1969
(NEPA); EPA is involved with this project through its Project XL Program, which stands for
"excellence and Leadership" and encourages companies and communities to come forward with
new approaches that have the potential to advance environmental goals more effectively and
efficiently than have been achieved using traditional regulatory tools (see Appendix A); and
WHEREAS, Atlantis 16th, L.L.C., a developer in Atlanta, is participating with EPA in its Project
XL and is the primary developer responsible for implementation of the redevelopment plan; and
WHEREAS, the EPA has the responsibility to ensure that the conditions of this Agreement will
be implemented; and
WHEREAS, the EPA has identified the former steel mill (hereafter Atlantic Steel) currently
occupied by Atlantic Steel Industries, Inc., as a property eligible for listing in the National
Register; and
WHEREAS, Atlantic Steel Industries, Inc., Atlantis 16th, L.L.C., the Georgia Department of
Natural Resources, Environmental Protection Division, and EPA have determined, after
consideration of avoidance and other minimization alternatives, that demolition of the former steel
mill is a necessary component of environmental remediation and redevelopment of the site; and
WHEREAS, the EPA has determined that demolition of buildings associated with the remediation
of Atlantic Steel constitutes an adverse effect on this historic property, however, until final project
plans are developed, primarily those related to off-site aspects of the redevelopment project, it is
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not possible at this time to fully assess the affects to historic properties not contained within the
Atlantic Steel site, but within the area of potential effects; and
WHEREAS, the EPA has consulted with the Georgia State Historic Preservation Officer (SHPO)
and the Advisory Council on Historic Preservation (Council) pursuant to 36 CFR Part 800.14(b)
of the regulations implementing Section 106 of the NHPA; and
WHEREAS, the EPA has identified the Atlanta History Center (AHC) and the Atlanta Urban
Design Commission (AUDC) as potential consulting parties in accordance with 36 CFR
800.2(a)(4) which have been invited to concur in this Agreement; and
WHEREAS, the EPA has conducted public notification and public involvement about the Project,
including planned efforts to identify historic properties, through its Project XL and NEPA scoping
and environmental analysis process for the Project, as encouraged by 36 CFR 800.2(a)(4); and
WHEREAS, consultation revealed that Atlantic Steel Industries, Inc., has, over a period of
several years, taken several measures to preserve its heritage at various off-site locations (see
Appendix B), including: preservation of selected structures, machinery, and buildings by transfer
or sale to various museums, including the Atlanta History Center, The Railroad Museum in
Savannah, the Southeastern Railway Museum in Duluth, Georgia, and the Carter Machine
Company in Toccoa, Georgia; preservation of company documentary records, photographs,
engineering drawings, and other related documents through transfer to the Atlanta History Center
for storage and display, support of other interpretive efforts including two books documenting the
company's history and a professional photographic exhibit at Georgia Institute of Technology in
1999; plans for creation of a permanent exhibition space celebrating the company's history in the
redevelopment plan; and plans for the integration of selected tools and pieces of machinery in the
redevelopment plan (see Appendix B); and
WHEREAS, the agencies and organizations listed in Appendix C have been identified as
potentially interested parties and either have been contacted by the EPA as part of its scoping
process under NEPA or will be contacted shortly in accordance with 36 CFR 800.3(0 in order to
identify potential consulting parties and invite their participation in the Section 106 process;
specific coordination with Indian tribes and additional public involvement are discussed in the
Stipulations below; and
WHEREAS, for the purposes of this Agreement, the definitions found at 36 CFR 800.16 are
applicable; and
NOW, THEREFORE, the EPA, the SHPO, and the Council agree that the Project will be
implemented in accordance with the following stipulations:
Programmatic Agreement -Atlantic Steel Redevelopment Project - Page 2
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STIPULATIONS
The EPA will ensure that the following measures are carried out:
I. ADMINISTRATIVE STIPULATIONS
A. Professional Qualifications: All studies conducted under the terms of this
Agreement will be carried out or directly supervised by appropriately trained
persons who meet the Secretary of the Interior's Professional Qualification
Standards (48 Fed. Reg. 44738) for the particular field of study in which they are
working. Should the EPA hire new personnel for the purposes of implementing
the terms of this Agreement, the EPA shall forward copies of the professional
qualifications of such persons to the SHPO for its review. The SHPO shall
provide written comments within ten days.
B. The signing and concurring parties to this Agreement agree to perform their
respective obligations, including the execution and delivery of any documents or
approvals as may be necessary or appropriate, in a timely fashion consistent with
the terms and provisions of this Agreement.
Where a specific number of days is specified for review and comment and/or
approval, comments shall be provided in written form within the specified number
of days following receipt of the documents. Failure to respond within this time
frame will constitute concurrence on the part of the reviewing party.
n. TREATMENT OF HISTORIC PROPERTIES
A. Treatment of Atlantic Steel Site (On-Site Properties)
1. Photographic Recordation Plan
The EPA, in consultation with the SHPO, AHC, and AUDC staff, will
develop and implement a photographic recordation plan for Atlantic Steel
prior to demolition and site remediation activities. The plan shall include
large-format photographic recordation that will be performed by a
professional photographer experienced in performing Historic American
Building Survey (HABS)/Historic American Engineering Record (HAER)
photographic documentation *o National Park Service standards. The
photographic recordation plan will be developed by the EPA and submitted
to the SHPO for review and approval, and to the AHC and AUDC staff for
review and comment. All reviewing parties shall provide written comments
or acceptance of the photographic recordation plan within ten days after
receipt. Demolition of any part of Atlantic Steel will not begin until the
Programmatic Agreement - Atlantic Steel RedevelopmenrProject — Page 3
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recordation plan has been approved by the SHPO. It is anticipated that the
recordation plan will include a phased approach of photographic
documentation to allow Atlantic Steel Industries, Inc. and Atlantis 16th,
L.L.C. to demolish certain buildings, while others are still being recorded
and documented. All photographic products for a specific building or
group of buildings will be presented to the SHPO for review and approval
prior to the demolition of such building or group of buildings. SHPO shall
provide comments or acceptance of the photographs within five days after
receipt.
2. Outreach and Public Education
The EPA and Atlantis 16th, L.L.C. shall ensure that information gathered in
accordance with stipulations contained in this Agreement and related to the
history of the Atlantic Steel site is used to produce public information
materials. EPA and Atlantis 16th, L.L.C., in consultation with the SHPO,
AHC, and AUDC staff, will develop and implement an outreach and public
education plan for the Atlantic Steel Redevelopment project. The plan will
focus on public education approaches that benefit preservation in a larger
context and the community as a whole. At a minimum, the following will
be considered:
- Development of oral history of Atlantic Steel site
- Development of a visitor's center/interpretive center as part of the
redevelopment plan
- Educational video and other publications documenting various aspects of
Atlantic Steel and/or its changes through history
- Reuse and/or relocation of either historic buildings, machinery, or steel
making products to be part of either on-site or off-site exhibits
- Publication of appropriate research material
B. Treatment of Other Historic Properties (Off-Site Properties) Identified During the
Section 106 Process
Any other historic properties, not located on the Atlantic Steel site, determined to
experience an adverse effect from the Project will be addressed in accordance with
36 CFR 800 and as stated below in Item HI (Continuation of the Section 106
Process for the Project).
CONTINUATION OF THE SECTION 106 PROCESS FOR THE PROJECT
The EPA will comply with the requirements of 36 CFR 800 regarding public involvement,
identification of historic properties, effects assessment, and treatment of properties that
Programmatic Agreement—Atlantic Steel Redevelopment Project — Page 4
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may experience an adverse effect from the Project.
A. Historic Architectural Resources
"Historic architectural resources" include buildings, structures, objects, districts
and landscapes listed in, or eligible for listing in, the National Register of Historic
Places. The EPA will assess the potential for historic architectural resources
within the Project's area of potential effects in accordance with 36 CFR 800. This
will include on-site examination by a professional architectural historian meeting
the qualification standards contained in 36 CFR 61, Appendix A, review of existing
historic maps, previous historic investigations in the Project vicinity, and other
pertinent documentary data. The EPA shall submit to the SHPO and AUDC staff,
for review and comment, an Identification/Effects Assessment Report for the
Project. The report will include discussions of: Description of the Undertaking;
Area of Potential Effect (APE); Efforts to Identify Historic Properties; Affected
Historic Properties; and Adverse Effects. All reviewing parties shall provide
written comments within ten days after receipt. The EPA shall consult with the
SHPO, the concurring parties, and any other consulting parties to develop
treatment strategies for historic architectural resources that will be adversely
affected by the Project. Resolution of any adverse effects will follow 36 CFR
800.6. EPA anticipates development of specific Memorandum of Understanding
(MOU) to document how the adverse effects will be resolved. The MOU will be
developed within the context of this Agreement and will serve as the instrument by
which all parties will agree to final resolution of any adverse effects.
B. Archeo logical Resources
"Archeological resources" include prehistoric or historic archeological resources
listed in, or eligible for listing in, the National Register of Historic Places. The
EPA will assess the potential for archeological resources within the Project's area
of physical disturbance in accordance with 36 CFR 800. This will include on-site
examination by a professional archeologist meeting the qualification standards
contained in 36 CFR 61, Appendix A and review of existing geophysical data,
historic maps, previous archeological investigations in the Project vicinity, and
other pertinent documentary data. Results will be submitted to the SHPO and
pertinent consulting parties for review and comment. The SHPO shall provide
written comments within ten days after receipt. Any potential subsurface testing
and evaluation of significance will be determined through subsequent consultation
in accordance with 36 CFR 800. The EPA shall consult with the SHPO and any
identified consulting parties to develop treatment strategies for any archeological
resources that will be adversely affected by the Project. Resolution of any adverse
effects will follow 36 CFR 800.6. EPA anticipates development of specific
Memorandum of Understanding (MOU) to document how the adverse effects will
Programmatic Agreement - Atlantic Steel Redevelopment Project - Page 5
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be resolved. The MOU will be developed within the context of this Agreement
and will serve as the instrument by which all parties will agree to final resolution of
any adverse effects.
IV. TRIBAL COORDINATION
EPA has identified the Indian tribes listed in Appendix C as groups that might attach
religious and cultural significance to historic properties in the area of potential effects. In
accordance with 36 CFR 800.4(a)(4), EPA will solicit any information from these tribes to
assist the agency in identifying properties which may be of religious and cultural
significance to them and may be eligible for the National Register. Based on the results of
this coordination, EPA will complete an effects assessment and identify treatment of these
properties to determine if they may experience an adverse effect from the Project. Further
coordination with the Indian tribes will follow 36 CFR 800.4 through 36 CFR 800.6.
Should any issues of concern be raised by Indian tribes about the identification of,
evaluation of or assessment of effects on these historic properties, EPA will notify the
Council of these concerns and invite their participation in the 106 process.
V. PUBLIC PARTICIPATION
A. Continuation of Public Outreach
EPA and Atlantis 16th, L.L.C. have participated in a number of public stakeholder
meetings to discuss the project. EPA and Atlantis 16th, L.L.C. have also
participated in meetings with an Environmental Justice Focus Group and several
meetings regarding the proposed bridge at the invitation of the City of Atlanta
and/or the Georgia Department of Transportation and the Atlanta Regional
Commission. EPA received valuable feedback on the project from national and
local environmental and transportation groups and other interested organizations
and individuals, as part of its Project XL and NEPA scoping processes.
The EPA will integrate consideration of Project effects on historic properties into
its NEPA environmental analysis process. The EPA will hold public meetings for
purposes of fulfilling requirements of NEPA and NHPA and will include updates
on the status of the identification and evaluation process for historic properties.
Future public notices shall inform the public of their opportunity to comment
pursuant to Section 106 of the NHPA.
B. Review of Public Objections
At any time during implementation of the measures stipulated in this Agreement
should a member of the public raise an objection to any such measure or its manner
of implementation, the EPA shall take the objection into account and consult as
Programmatic Agreement - Atlantic Steel Redevelopment Project - Page 6
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needed with the objecting party, pertinent consulting parties, and the SHPO to
resolve the objection.
VI. AMENDMENTS
Any party to this Agreement may request that it be amended, whereupon the parties will
consult in accordance with 36 CFR Part 800.13 to consider such amendment.
vn. DISPUTE RESOLUTION
Should the SHPO object within 20 days to any plans/specifications provided for review or
any actions proposed pursuant to this Agreement, the EPA shall consult with the SHPO to
resolve the objection. If the EPA determines that the objection cannot be resolved, the
EPA shall forward all documentation relevant to the dispute to the Council. Within 30
days after receipt of all pertinent documentation, the Council will provide the EPA with
recommendations which the EPA will take into account, in accordance with 36 CFR
800.6(c)(2), in reaching a final decision regarding the dispute. The EPA shall report its
final decision to the Council within 15 days.
Any recommendation or comment provided by the Council will be understood to pertain
only to the subject of the dispute; the EPA's responsibility to carry out all actions under
this agreement that are not the subject of the dispute will remain unchanged.
Vm. FAILURE TO CARRY OUT THE TERMS OF THIS AGREEMENT
In the event that the EPA does not carry out the terms of this agreement, the EPA will
comply with 36 CFR 800.4 through 36 CFR 800.6 with regard to the Project.
Programmatic Agreement -Atlantic Steel Redevelopment Project - Page 7
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IX. SIGNATORIES
Execution and implementation of this Programmatic Agreement evidences that the EPA has
afforded the Council a reasonable opportunity to comment on the Atlantic Steel Redevelopment
Project and that the EPA has taken into account the Project's effects to historic properties.
UNITED STATES ENVIRO
By:.
ROTECTION AGENCY, REGION IV
Date:
Name: Heinz Mueller
Title: Chief, Office of Environmental Assessment
7
GEORGIA STA
ION OFFICER
Date: / 2^/ /"?,
Name: W. Ray Luce
Title: Division Director and Deputy State Historic Preservation Officer
CONCUR:
_ . . rl_ ^
JACOBSDEVBLQPNlp^T, INC. ftT14*'' >5" /£ L,L.C>
Bv: -/J Date: 7"
Nai^T" James J./^coby (7
ATLANTAHJ^TORY CENTER7^
Bv: , Date: ^ ^
Name: Michael Rose L
Title: Interim Director, Atlanta History Center Archives
ATLANTA,URBAN DESIGN COMMISSION
Rv ^h/,X7ftlxJnuh Date: llj/t'h
Name:/ Karen Huebner
Title: Executive director
Programmatic Agreement -'Atlantic Steel Redevelopment Project - Page 8
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LIST OF APPENDICES
Appendix A: Notice of Initiation of Environmental Assessment Process for the Atlantic Steel
Redevelopment Project (with project map attached)
Appendix B: Letter from Atlantic Steel Industries, Inc. to EPA
Appendix C: List of Interested Parties
Programmatic Agreement—Atlantic Steel Redevelopment Project — Page 9
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APPENDIX A
Notice of the Environmental Assessment Process
-------
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
REGION 4
ATLANTA FEDERAL CENTER
61 FORSYTH STREET
ATLANTA, GEORGIA 30303-8960
A'wllj ^ r'
NOTICE OF INITIATION OF ENVIRONMENTAL ASSESSMENT PROCESS
for the
ATLANTIC STEEL REDEVELOPMENT PROJECT
To Interested Agencies, Officials, Public Groups and Individuals:
Jacoby Development, Inc., a developer in Atlanta, Georgia, has proposed redevelopment
of a 138-acre former steel mill site currently owned by Atlantic Steel Corporation in Atlanta's
Midtown district. The proposed redevelopment includes high and mid-rise residential areas, retail
center areas, hotels, general and high tech office space, and parking. Project plans include
construction of a multi-modal (cars, pedestrians, bicycles, mass transit) bridge at 17th Street that
would cross Interstate 75/85 and provide access to the site as well as connecting the site to the
nearby Arts Center Metropolitan Atlanta Rapid Transit Authority (MARTA) rail station. In
addition to the bridge, there would be new access ramps for 1-75/85 northbound traffic for 17*
Street, reconstruction of existing southbound exits on 1-75 and 1-85 for 10th/14^ Street to provide
access to 17th Street, and other surface street roadway improvements adjacent to the project area.
Figure 1 shows the location of the project and a conceptual development plan. Figure 2 shows a
generalized cross-section of the proposed 17th Street bridge. The proposed Atlantic Steel
development is projected to add approximately 21,000 jobs and 7,500 residents to the Midtown
area.
The Environmental Protection Agency (EPA) is involved with this project through its
Project XL Program. Project XL, which stands for "excellence and Leadership," encourages
companies and communities to come forward with new approaches that have the potential to
advance environmental goals more effectively and efficiently than have been achieved using
traditional regulatory tools. Jacoby is participating in Project XL for the redevelopment project
because neither the 17th Street Bridge nor the associated 1-75/85 access ramps would be able to
proceed without the regulatory flexibility allowed by EPA under its XL Program. The specific
regulatory flexibility includes the consideration of the entire redevelopment project, including the
bridge, as a Transportation Control Measure (TCM). To be considered a TCM, the site's
location, infrastructure and building design, in combination with transit and other transportation
elements, (i.e. bicycle lanes) must demonstrate an air quality benefit.
The EPA, in cooperation with the Federal Highway Administration, the Federal Transit
Administration, the Georgia Department of Transportation, MART A and the City of Atlanta, is
preparing an Environmental Assessment (EA) for the Atlantic Steel Redevelopment Project, in"
accordance with the National Environmental Policy Act of 1969 (NEPA). The EA will provide a
summary of planning efforts associated with the development of concept alternatives, design
traffic study, preliminary engineering analysis, and environmental impacts assessment, including all
public comments and agency coordination. Several alternatives are being considered as part of
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this project. These include alternative site designs, bridge and access ramp locations and
configurations, and transit connections. The no action alternative will also be considered. For the
purposes of the EA, no action is defined to mean the TCM is not approved and the new 17th
Street bridge and related transit improvements are not built. The study area will be assessed for
impacts to archeological and historic resources, any protected plant or animal species,
jurisdictional wetlands, and water quality. The transportation aspects of the project will be
assessed, including noise and air quality impacts, as well as impacts to the surrounding
community.
Many of the recipients of this letter have been participating with EPA as part of its XL
Program. There have been numerous public meetings with stakeholders throughout this process.
In fact, a number of letters and comments about the project have already been received by EPA
via its public outreach campaign as part of Project XL. These will-be duly noted and included as
part of the identification of issues to be addressed in the EA process. If you have submitted
written comments or have previously been listed on the Atlantic Steel stakeholder list, you will
continue to be considered a stakeholder for the Atlantic Steel Redevelopment Project. If you
have not already provided specific comments on this project, we are requesting that you provide
written comments (by letter or e-mail) outlining your concerns or issues for consideration in the
EA. A timely response is needed to ensure that all comments can be addressed in the scope of
work for the EA. Please send your written comments to my attention at the above address within
the next 30 days.
The next opportunity for formal public comment on this project, as part of the NEPA
process, will include a public hearing on the results of the EA sometime this fall. If you have any
questions or would like additional information about the project, please contact Mr. Ben West of
my staff at (404) 562-9643, E-mail: west .ben@epa. gov. More information on Project XL and the
Atlantic Steel project can be found at: http://www.epa.gov/projectxl. Thank you in advance for
your assistance.
cc: Robert Chaapel, Federal Highway Administration
Len Lacour, Federal Transit Administration
Joe Palladi, Georgia Department of Transportation
Tom Queen, Georgia Department of Transportation
Joe McCannon, Metropolitan Atlanta Rapid Transit Authority
Dan Cohen, City of Atlanta
Charles Brown, CRB Realty
Sincerely,
Heinz J. Mueller, Chief
Office of Environmental Assessment
Environmental Accountability Division
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Figure 1. Atlantic Steel Redevelopment Project Area
LEGEND
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Atlantic Steel
Improvements
Roads
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AiyutJ 1989
-------
TOTAL WIDTH
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Figure 2. Typical Cross Section for Proposed 17th Street Bridge
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APPENDIX B
Letter from Atlantic Steel Industries, Inc.
-------
A
Atlantic Steel
INDUSTRIES, INC.
August 31,1999
USEPA, Region IV
Atlanta Federal Center
61 Forsyth Street
Atlanta, GA 30303
Attention Mr Ben West
Dear Ben,
As a means of supplement to the Preliminary Assessment of Historic Resources - Atlantic Steel
Redevelopment Project Report, Atlantic Steel offers the following summary of the efforts we
have made to identify and preserve historically significant documents and assets of the Company
As one of the oldest industries in Atlanta, Atlantic Steel has always been proud of its history
Throughout its operation the Company has meticulously preserved the records of the plant
facilities and its related operation. As a result, the Company possesses a massive archive of
records, publications and photos which document the Company's history.
The formal documented history of Atlantic Steel began with a book, The Story of Dixie Steel,
written by Charles F. Stone, President of Atlantic Steel, and was published in 1951. A second
publication, A Business History of Atlantic Steel Company, 1901-1968, by Harry Richard
Kuniansky, was published in 1970.
Atlantic Steel has made numerous contributions of historic items to various history centers and
museums over the years. The earliest known contribution consisted of a Buckeye steam operated
generator which the Company gave to a museum in Ohio in about 1979 Later, in about 1987,
the Company donated two of the original Hoop Mill roll stand housings to the Atlanta History
Center.
At about the same time, we gave the Company's Power House steam whistle which signaled the
shift changes over the years to the Atlanta History Center. These items are currently on display
at the museum. In 1995, we donated "Old No. One", one of the Company's original steam
locomotives, to The Railroad Museum in Savannah, Georgia. We are proud of each of these
contributions.
As early as 1996 when interest in the purchase of the Atlantic Steel property became serious, the
Company developed plans for the preservation and transfer of historically significant documents
to appropriate history centers. We held several meetings with the staff of the Atlanta History
Center in 1998 to discuss an orderly manner of transferring the Company documents to the
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-------
Center's archives We gave many photos, records and in-house publications to the History
Center at those meetings In the last quarter of 1998, plant operations were coming to a close.
At that time, the Company transferred hundreds of Engineering drawings of the facility, buildings
and machinery to the Atlanta History Center for permanent storage and display Among these
drawings are Property Surveys, Topographic Maps, Architectural plans, and infrastructure maps.
Some of these drawings date back to 1904. Atlantic Steel also provided storage cabinets
necessary to house the drawings.
Following the plant closure in December, 1998, we held numerous meetings with the property
purchaser, Jacoby Development, Inc., to discuss plans for the ownership transition. During these
meetings, Atlantic Steel agreed to save certain items of historical significance for incorporation
into Jacoby's development plan. Among these items are: rolling mill stands, the Company flag
pole, old mill tools, and miscellaneous pieces of machinery. Furthermore, Jacoby plans to provide
a permanent exhibition space on the property for historic Atlantic Steel items.
In February of 1999, Atlantic Steel welcomed Ruth Dusseault, a professional photographer
operating under a City of Atlanta Bureau of Cultural Affairs grant, to photograph the various
buildings on the property. During August, 1999, Ms. Dusseault's photos were placed on display
as a special exhibit at the Georgia Tech School of Architecture.
Throughout 1999, Atlantic Steel has been planning the demolition of the facility in preparation for
development. In doing so, significant efforts have been made to preserve and find a reuse for
many parts of the facility. In April, we held a public auction which enabled other businesses to
reuse a substantial amount of the plant machinery and spare parts. The most pleasing purchase
was that of David Carter, of Carter Machine Company. He purchased the Machine Shop building,
constructed in 1912, which he intends to relocate to Toccoa, Georgia for use as a machine shop
museum. Mr. Carter also purchased several of the old machine tools to be placed in the museum
A 40,000 sq. ft warehouse building has also been sold for reuse at another steel mill in Kansas.
Furthermore, we have just donated a number of maintenance shop appliances including a 1919
model forge hammer to the Southeastern Railway Museum in Duluth, Georgia.
In summary, Atlantic Steel has done a great deal over the years on it's own initiative to preserve
the historical value of it's Company and certain assets. We trust that these efforts are compatible
with EPA's endeavor to assess the historic resources of the property. If we can be of further
assistance in obtaining EPA's assessment objective, we would be delighted to do so.
Cordially,
C. A. (Neil) Harmon
Environmental Engineer
2
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APPENDIX C
List of Interested Parties
Elected Officials
Federal Agencies
U.S. Senator Max Cleland
U.S. Senator Paul Coverdell
U.S. Representative John Lewis
U.S. Representative John Linder
U.S. Representative Johnny Isakson
Georgia Governor Roy Barnes
City of Atlanta Mayor Bill Campbell
Advisory Council on Historic Preservation
Federal Highway Administration
Federal Transit Administration
U.S. Army Corps of Engineers
U.S. Environmental Protection Agency
State of Georgia
Georgia Department of Community Affairs
Georgia Department of Natural Resources, Environmental Protection Division
Georgia Department of Natural Resources, Historic Preservation Division (State Historic
Preservation Office)
Georgia Department of Transportation
Georgia Institute of Technology
Local Atlanta Agencies/Organizations
Atlanta Chamber of Commerce
Atlanta City Council
Atlanta History Center
Atlanta Planning Department
Atlanta Regional Commission
Atlanta Urban Design Commission
Metropolitan Atlanta Rapid Transit Authority
Native American Groups
Muscogee (Creek) Nation of Oklahoma
Thlopthlocco Tribal Town
Alabama Quassarte Tribal Town
Kialegee Tribal Town
Seminole Tribe of Florida
Poarch Band of Creek Indians of Alabama
Miccosuki Tribe of Indians of Florida
Absentee Shawnee Tribe of Oklahoma
Cherokee Nation of Oklahoma
United Keetoowah Band
The Eastern Band of the Cherokee Indians
Alabama-Quasatte Tribe of Texas
Coushatta Tribe
Seminole Nation of Oklahoma .
Other Stakeholders/Interested Parties
Ansley Park Neighborhood
Environmental Defense Fund
Georgia Conservancy
Georgia Trust for Historic Preservation
Home Park Neighborhood
Loring Heights Neighborhood
Midtown Alliance
National Trust for Historic Preservation
Railroad Museum in Savannah, Georgia
Sierra Club
Southeastern Railway Museum
Urban Land Institute
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APPENDIX G
VISUAL RESOURCES AND ARTISTIC RENDERINGS
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Artists Rendering of Site Development
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View South
View East to Midtown
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APPENDIX H
CITY OF ATLANTA WATER AND SANITARY SEWER CAPACITY
CERTIFICATIONS AND STORM SEWER ALIGNMENT
VERIFICATION
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IDI
Jacoby Development, Inc.
May 24, 2000
MEMORANDUM
TO;
Mr. Ben West, EPA
Ms. Alyce Getty, Parsons
Mr. Scott Condra, Law
Mr. Gerald Pouncey, Morris, Manning & Martin
FROM.
Hilburn 0. Hillestad
RE:
CITY'S WATER SYSTEM CAPACITY &
CONVEYANCE LETTER
Pursuant to our discussions, please find attached the above referenced letter from the
City. This confirmation of water availability for the Jacoby, Atlantic Redevelopment,
LLC should be included in the EA.
I hope to receive the City's Confirmation of sewer capacity shortly. I will forward that
letter to you as well for inclusion in the EA.
Please do not hesitate to call me if you have any questions.
HOH/ks
Enclosure
cc: Mr. James F. Jacoby
Mr. Charles R. Brown
1000 Abemathy Road, NE, Suite 1250, Atlanta, Georgia 30328
(770) 399-9930 Fax (770) 206-9150
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CITY OF ATLANTA
BILL CAMPBELL
MAYOR
68 MITCHELL STREET, SUITE 5700, SOUTH BLDG.
ATLANTA, GEORGIA 30330-0330
OFFICE • 404-330-6075
FAX .404-658-7194
DEPARTMENT OF WATER
REMEDIOS K. DEL ROSARIO
Commissioner
May 22, 2000
Hilbum Hillestad, Ph. D.
Senior Vice President
Jacoby Development, Inc.
1000 Abernathy Road, N.E., Suite 1250
Atlanta, Georgia 30328
RE: Atlantic Steel Site Redevelopment
Water System Capacity and Conveyance Verification
Dear Mr. Hillestad:
In response to a request from your design Engineers on the subject Development, this is a letter of
confirmation of available capacity to provide appropriate water flows for domestic and fire protection
purposes for the proposed redevelopment of the Atlantic Steel property located between Northside Drive
and the 1H 75/85 Connector, and south of the Norfolk Southern Railway lines and north of 14th Street.
The City's primary water treatment facility, the Hemphill Water Treatment Plant is located immediately
west of the proposed project.
Within the immediate proximity of this development, the City currently has a 36-inch diameter
transmission main in 14th Street, a 36-inch diameter water transmission main in Northside Drive, and a 16-
inch diameter water main in Bishop Street. Any of these mains can utilized to provide service to the
proposed project
As requested, the City has sufficient water treatment capacity and a water distribution system available to
allow development of the proposed Atlantic Station project at the following estimated water flows:
• Domestic water flows projected at 3,000GPM to 5.000GPM
• Fire flows in the range of 3,OOOGPM to 10.000GPM
These capacities were verified by utilizing a computer based hydraulic model of our water distribution
system, with the assumption that two feeds into the development would be made, one from 14th Street and
one from Bishop Street
I trust that this information will satisfy any needs for confirmation of the water system capacity to serve
this important development
Sincerely,
Remedios K. Del Rosario
Commissioner, Department of Water
cc: Chris New
Lee Hunt, P.E.
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BILL CAMPBELL
MAYOR
CITY OF ATLANTA
55 TRINITY AVENUE / ATLANTA, GEORGIA 30335-3029
SUITE 4700, CITY HALL SOUTH
(404) 330-6073 ~ FAX' (404) 658-7631
DEPARTMENT OF PUBLIC WORKS
Norman Koplon, P.E.
Interim Commissioner
David Peters, P.E
Deputy Commissioner
JohnW. Griffin, Jr
Deputy Commissioner
Tuesday, August 1,2000
Hilburn Hillestad, Ph.D
Senior Vice President
Jacoby Development, Inc.
1000 Abemathy Road, NE
Suite 1250
Atlanta, GA 30328
Re: Sewer System Capacity, Storm Water Management and Sewer Alignments for Atlantic Steel
Site Redevelopment, 1365 Mecaslin Street, NW
Dear Dr. Hillestad:
This letter is intended to clarify my two referenced letters to you dated July 6, 2000. It is
important that we continually update data provided to the public including clarification of any
information relevant to the draft Environmental Assessment that EPA released this week.
First, further review reaffirms my conclusion that capacity will be available to convey and
treat the wastewater that you predict will be generated by your development between 2002 and 2012.
That further review, however, identified a need to clarify some of the underlying facts supporting my
previous correspondence. Most pertinent, the upgrades that will soon be completed at the R.M.
Clayton Water Reclamation Plant should increase treatment capacity substantially to handle
maximum month average daily flows of approximately 122 MGD, in contrast to our expectations for
the average annual daily flow referenced in the previous letters. I also have confirmed that planning
and other work are well underway to reduce flows from the Hemphill Plant to the Orme Street
Combined Sewer.
Accordingly, we are in a good position to process your permits when you are able to provide
design parameters, including proposed connection location(s), for review by the City staff and
consultants.
Second, our additional review indicates that we must work closely to assure that our staffs
develop and implement sound alternatives for managing stormwater in the short term, as well as for
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the long term. Recent investigations have provided a better understanding of how the complex
interrelationship of pipes, valves and storage ponds function to capture and convey the several
wastewater and stormwater flows, past and present. We also have some limited experience with the
effects of setting the control valves to reduce the use of the process ponds for conveying stormwater
and other flows. The recent rehabilitation of the combined and separate sewers on your property will
reduce the contribution of flows from Hemphill and upstream dry-weather flows. The city expects
your developments plans to incoiporate advanced control of both stormwater and wastewater. One
example previously discussed is the importance of connecting your wastewater collection system to
the trunk sewer below the Tanyard CSO treatment facility at the last manhole just before the trunk
crosses under 1-75.
We understand that you intend to reconfigure your system of ponds and channels. In that
regard, we encourage frequent communication with my staff and me so that we can respond
expeditiously on evaluation of details of your plan including the volumes, rates and connection points
for wastewater and stormwater flows.
Thank your for your cooperation. Please coordinate with us to assure that current information
is incorporated into the Final Environmental Assessment for your project as appropriate.
Sincerely,
NAK/DWP/sm
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CITY OF ATLANTA
B1IJ. CAMPBELL
MAYOR
68 MITCHELL ST. SW, ATLANTA, GEORGIA 30335-0324
SUITE 4700. CITY HALL - SOUTH
(404) 330- 6240
FAX (404) 658-7552
email: publicworks@ci.atlanta.ga.us
DEPARTMENT OF PUBUC WORKS
Norman A. Koplon, P.E
Interim Commissioner
David W. Peters, P.E.
Acting Deputy Commissioner
July 6,2000
Hilburn Hillestad, Ph.D.
Senior Vice President
Jacoby Development, Inc.
1000 Abernathy Road, NE
Suite 1250
Atlanta, GA 30328
Subject: Atlantic Steel Site Redevelopment
Dear Dr. Hillestad:
This letter is to confirm the availability of wastewater treatment capacity and
collection system capabilities to provide appropriate sanitary sewer services for the
proposed redevelopment of the Atlantic Steel property located between Northside Drive
and the 1-75/85 Connector, and south of the Norfolk and Southern Railway lines and
north of 14th Street.
The City's primary wastewater treatment facility, the R. M. Clayton Water
Reclamation Plant is located downstream some 4 to 5 miles from the proposed project.
The R. M. Clayton Facility currently treats an average daily flow of 86MGD+/-, and is
currently being expanded to treat an average daily flow of 103MGD and maximum daily
flow of 186MGD as noted in the Camp Dresser McK.ee report to the City dated April,
1365 Mecaslin Street, NW
Sanitary Sewer System Capacity
And Conveyance Verification
1997.
Due to the shut-down of the Atlantic Steel operations and current re-circulation of
flows at the Hemphill Water Treatment Plant, a reduction of flows estimated between
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July 6,2000
Jacoby Development, Inc.
Sanitary Sewer System Capacity and Conveyance Verification
Page 2
1.5MGD to 2.5MGD that previously flowed to the Orme Street Combined Sewer and the
R. M. Clayton Wastewater Reclamation has resulted. These earlier flows included
wastewater released from the City's Hemphill Water Treatment Plant (filter backwash,
leakage, washdown, water, etc.).
The City has sufficient wastewater treatment capacity available to allow
development of the proposed Atlantic Station project at the following projected average
daily sewage flows:
• an estimated 0.6 MGD flow beginning in the year 2002
• an estimated 1.4 MGD total flow by the year 2006
• an estimated 1.8 MGD total flow by the year 2012
There currently exists a 54-inch diameter sewer main, which will be utilized to
provide sanitary sewer service to the proposed project. The project will develop a new
separated sanitary sewer collection system through the development and make its
connection to the City's sanitary sewer system via the existing 54-inch diameter main
adjacent to the Tanyard Creek CSO. This 54-inch diameter main extends to a 60-inch
diameter main near Atlanta Memorial Park east of Northside Drive and north of
Overbrook Drive. Recent flow monitoring performed for the City by ADS
Environmental Services, Inc., in this area during February, 2000, provides the following
data relative to current flows in, and capacities of, the downstream sanitary sewer system:
• Flow meter #PTC30 on the 60-inch diameter main
downstream of Tanyard Creek CSO on the Tanyard
Creek Interceptor (formerly known as the Peachtree
Creek Interceptor Sewer)
Average daily flow 10.8065 MGD
Minimum flow 5.1387 MGD
Peak flow 39.1835 MGD
No surcharge periods
Flow depths range to 10.76" to 44.58" in the 60.5"
diameter pipe
It is my understanding that according to your Consultant, Jordan, Jones, &
Goulding that this 60-inch diameter main is at a 0.2% slope which would indicate a
theoretical capacity of some 75 MGD flowing full. This would provide an excess
capacity of some 64 MGD for average daily flows and some 35 MGD for peak flow
events. As evidenced by this flow data and by the specific approval of Form 2 (attached)
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July 6,2000
Jacoby Development, Inc.
Sanitary Sewer System Capacity and Conveyance Verification
Page 3
entitled City of Atlanta - Department of Public Works Confirmation of Adequate
Capacity to Convey New Flows in the Wastewater Collection and Transmissions System
dated July 5, 2000, the City's sanitary sewer system has adequate conveyance capacity to
service the proposed redevelopment of the Atlantic Steel site.
I trust that this information will satisfy any needs for confirmation of the sewer
system capacity to serve this important development.
Sincerely,
Norman A. Koplon, P.fc.
Interim Commissioner
Department of Public Works
NAK/bah
Attachments
Xc: David Peters
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Form 2
City of Atlanta - Department of Public Work
Confirmation of Adequate Capacity To Convey New Flows in the
Wastewater Collection and Transmission System
Building . Zoning /">_// /*
Log Number: 'RLC'T- /p p , Classification: T ~
Sewer Basin: CA&&K Major Trunk: Cte&H ~^T£3tdb*?b/j
Street Address: /"3(o£~ , <£/4 3&3 fS'
Land Lot: /6&. !t? *• / *f J District: / tSr&J £ T"
Misc. Information:
Applicant (Owner or Developer): " V /4 TjL.<4*0 TVC. £t-C.
Project Name: 77 £ £r>?~r/asu
Proposed Use: A// X&T) ~ U&& /OeU£^>^/r^rn T~
Calculated or Estimated Sewage Flow: & /)
(Average Daily Flows)
As a condition of authorizing the addition of sewage flow into the City's Sewer System, the
Commissioner of Public Works for the City of Atlanta will certify the availability of "Adequate
Capacity" to treat, transmit and convey increased sewage flow or require the completion of
offsetting sewer improvements to the City's system or assure that the applicant has received all
required approvals for alternative sewage disposal techniques where "Adequate Capacity" is not
available. The final acceptance of submissions to other City Departments of applications for
zoning or for building permits and the approval of those applications are contingent upon the
satisfaction of the condition requiring completion of offsetting sewer improvements or the receipt
of all approvals for alternative sewage disposal techniques. Securing either the certification of
"Adequate. CapMityf'_ Commissioner of^Public Works; orof the satisfaction by the
Building permit conditions is a requirement of the City Ordinances § 154 -145 entitled "Plans
and specifications generally" and is consistent with the relief requested in the federal lawsuit
initiated by the U. S. Environmental Protection Division, including Paragraph VIII.B.8 of the
First Amended Consent Decree between the United TWT). The Consent Decree definitions of
terras "Adequate Capacity" and "New Flows" are described below. The Consent Decree
provisions are available at the Department of Public Works.
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Form 2
Approvals by other City Departments based on zoning, building permit or other applications
submitted to the City after this date shall require a certification of "Adequate Capacity" in
accordance with Section 154-145 of the City Ordinance. The Commissioner of Public Works
will certify "Adequate Capacity" and issue a finding that no downstream problems exist. The
Commissioner of Pubic Works will base this decision on information submitted by the applicant
and other information regarding the condition of the City's Sewer that is available during the
period of consideration of the permit application. The term "New Flows" is defined to mean new
sewer service connections or an increase in flow at existing sewer service connections. The
Consent Decree defines the term "Adequate Capacity" to mean a demonstration of the following:
a. Adequate treatment capacity shall be demonstrated by, certification from the
Commissioner of Public Works that the wastewater treatment plant which will receive flow from
newly authorized sewer service connection(s) will not be in "significant non-compliance" for
quarterly reporting as defined in 40 C.F.R. Part 123.45, Appendix A, at the time the wastewater
treatment plant receives the flow from the Appendix A, at the time the wastewater treatment plant
receives the flow from the newly authorized sewer service connection(s), and the flow predicted
to occur from all other authorized sewer service connection(s) which have not begun to discharge
into the collection and transmission systems.
b. Adequate transmission capacity shall be demonstrated by a certification from the
Commissioner of Public Works that each pump station through which all flow from the newly
authorized sewer service connection(s) passes to the wastewater treatment plant receiving such
flow can transmit the existing one (1) hour peak flow passing through the pump station plus the
addition to existing peak flow predicted to occur from all other authorized sewer service
connection(s), and the addition to existing peak flow predicted to occur from all other authorized
sewer service connections which have not begun to discharged into the collection system.
c. Adequate collection capacity shall be demonstrated by a certification from the
Commissioner of Public Works that each gravity sewer line through which all flow from the
newly authorized sewer service connection(s) passes to the wastewater treatment plant receiving
such flow can carry the existing one (1) hour peak flow passing through the gravity sewer line
plus the addition to existing peak flow predicted to occur from the newly authorized sewer
service connections which have not begun to discharge into the collection system, provided as
follows:
(i.) The Commissioner may hereby authorize the additional flow upon a
determination that capacity is available to carry existing and new flows in the Wastewater
Collection and Transmission System without causing surcharging except as otherwise provided
by the CSO permit.
(ii.) The Commissioner determines the additional flow in the Combined Sewer
System upon a determination that-capacity is available ta carry, existing and-new. flows. in .the.
Wastewater Collection and Transmission System without causing sewage overflows during the
one (1) hour peak flow condition. Where additional flows to the Combination Sewer System are
predicted to cause overflows, the Commissioner may authorize additional flow upon
demonstrating that a project or projects will offset the new flow by an amount greater than the
estimated additional flows.
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Form 2
(iii.) Where the Commissioner determines that a new sewer connection or addition to
an existing sewer service connection will cause the peak flow in a separate gravity sewer
line to surcharge, the City will evaluate the affected sewer line(s) and determine whether
the potential effect of the proposed flow requires application of the offset provisions
described in subparagraph VHLB.8e. before authorization of the "New Flows".
(iv.) For any sewershed for which the Commissioner cannot certify that "New Flows"
will not cause overflows, or determines that the degree of surcharging is unacceptable,
Commissioner may apply the off set program described in subparagraph Vni.B9e. The
offset program will apply immediately to projects in the Nancy Creek sewer basin and to
the North Fork and South Fork sewersheds of Peachtree sewer basin until further notice.
The offset program described in subparagraph VIIIB.8,e of the First Amended Consent
Decree allows the authorized of New Flows by the Commissioner provided that before
connection of all New Flows they are offset by improvements of the affected sewer lines,
including added capacity through capital improvements, permanent removal of the sewer
service connection, or infiltration/inflow reduction.
Subject to the above conditions, this project is v/approved disapproved.
10-08-99
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CAPACITY CERTIFICATION
CITY OF ATLANTA
SEWER CAPACITY LEVEL A andtor B
BASIS OF CERTIFICATION FOR
CONNECTIONS 2500 GPD OR LARGER
Building Permit Application No.: _
feLC-l -*) nr>6&0 &
Address: \?ihK5 M-ee-oshrv s-jry-ef"
Date of Certificatioti: tODO
Additional Sewage Flow:
Basis of Certification:
• Capacity Exists in the
« Capacity Exists in the
i,^i ,32-sn &po
P>-M- Ci'Uffgyl WRC
_Pump Station(s)
• Are any Capacity Related Overflows known along the Sewers between the point of new
connection and the above WRC: YES ^ NO
• Proposed Connection is in a capacity-limited area: YES ^ NO
(If yes, attach back-up)
• Capacity is available in the following trunk sewers from the new connection to the WRC based
on observations, survey data or flow data:
klk'.Te "rgv;sTp-\ 6p / Orm-e <4- "[r-ts ,
0VM&. Si- T/K tn-far ' - pKcktryg- Q/K "IlK JnW
P-fdcMr<>.y. GCK i/K'-fyitU.
• Capacity is limited in the following trunk sewers for which observations, survey or flow data is available:
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CAPACITY CERTIFICATION
• Connection is in a predominately residential area and the number of lots upstream of this
additional flow is less than 500 minus (The New Flow divided by 240 gpd):^»
J YES NO NA (If answer is no, proceed to spot check of sewers)
• Connection is in a predominately residential area and the number of lots both upstream and
downstream of this additional flow to the first trunk is less than 500 minps (The New Flow
divided by 240 gpd):
YES NO NA (If answer is no, proceed to spot check of sewers)
• Spot check of flow depths at the following manholes on the indicated trunks and outfalls for
which survey or flow monitoring data is not available indicate that capacity is available
(attach field check records):
• Other basis of determining that capacity is available in specific sewers as follows:
• Connection is in a CS Area and additional flow is balapced by storm water detention
basin:
YES
NO
v/
NA
• Other data and information relevant to certification of capacity not covered above:
• Downstream Manhole No.
• Available Capacity can not be certified until the following conditions are met:
~ Available I/I Reduction Credits are allocated by Norman Koplon
Other
Certification Reviewed By:
Date: ^""1
OS
crO
Revision 4 - June 9,2000*'
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CITY OF ATLANTA
BILL CAMPBELL 68 MITCHELL ST. SW, ATLANTA, GEORGIA 30335-0324 DEPARTMENT OF PUBLIC WORKS
MA YOR SUITE 4700, CITY HALL - SOUTH
(404) 330- 6240 Norman A. Kopion, P.E
FAX (404) 658-7552 Interim Commissioner
email: publicworks@ci.atlama.ga.us
David W. Peters, P.E
Acting Deputy Commissioner
July 6, 2000
Hilburn 0. Hillestad, Ph.D.
Senior Vice President
Jacoby Development, Inc.
1000 Abernathy Road, NE
Suite 1250
Atlanta, GA 30328
Subject: Atlantic Steel Site Redevelopment
1365 Mecaslin Street. NW
Storm Sewer Outfall Alignment
Dear Dr. Hillestad:
The City of Atlanta has reviewed your conceptual point of connection (Exhibit
"A") of the proposed storm sewer bypass system within the Atlantic Steel site. It is our
understanding that the proposed bypass storm sewer will be designed to collect all off-
site stormwater near the rear of the Institute of Paper Science and Technology (Hemphill
and 14th Street), and transport the stormwater to the existing Orme Street Sewer near I-
75.
Jacoby Atlantic Redevelopment, LLC will be required to meet all City of
Atlanta's codes, ordinances and regulations related to the on-site stormwater systems and
in particular, provide detention facilities to reduce the peak runoff from the post-
developed site conditions to less than or equal to the pre-developed conditions.
Additional stormwater detention capacity must be provided to off-set the net increase in
sanitary sewer flow in the downstream combined Orme Street Sewer, according to Short-
Term Capacity Certification Protocols.
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July 6,2000
Jacoby Development, Inc.
Storm Sewer Outfall Alignment
Page 2
The proposed sanitary sewer must be extended to connect directly to the Tanyard
Creek Interceptor Sewer downstream of the CSO facility.
Your proposed connection to the Orme Street Sewer between the Norfolk and
Southern mainline tracks and the Norfolk and Southern siding tracks as shown on Exhibit
"A" meets the City's minimum requirements under the condition that this storm drainage
bypass system will be properly designed by Jacoby Atlantic Redevelopment, LLC, both
horizontally and vertically, to allow for future extension to a connection point
downstream of the Tanyard Creek CSO Facility, said alignment and point would be as
approved by the City of Atlanta. At this time, fiuiding has not been identified for this
extension.
I trust that this information will satisfy any needs for confirmation of the storm
sewer system alignment to serve this important development.
Sincerely,
I
Interim Commissioner
Department of Public Works
NAK/bah
Attachment
Xc: David Peters
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N 1380807.35
£ 2227217.41
SD MH40
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APPENDIX I
DRAFT MEMORANDUM OF UNDERSTANDING
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DRAFT
MEMORANDUM OF UNDERSTANDING
BETWEEN
THE U.S. ENVIRONMENTAL PROTECTION AGENCY
THE GEORGIA DEPARTMENT OF TRANSPORTATION
THE GEORGIA REGIONAL TRANSPORTATION AUTHORITY
THE CITY OF ATLANTA, AND
JACOBY ATLANTIC REDEVELOPMENT, L.L.C.
TO ESTABLISH A COMMUNITY-BASED PROCESS TO STUDY THE MAGNITUDE AND
CUMULATIVE EFFECTS OF ADDITIONAL TRAFFIC IN NEIGHBORHOODS
ASSOCIATED WITH DEVELOPMENT IN MIDTOWN ATLANTA, GEORGIA
1. BACKGROUND
The U.S. Environmental Protection Agency, Region IV (EPA), in cooperation with the Georgia
Department of Transportation (GDOT), Georgia Regional Transportation Authority (GRTA),
City of Atlanta, and Jacoby Atlantic Redevelopment, L.L.C. (JAR), is preparing an
Environmental Assessment (EA), in accordance with the National Environmental Policy Act of
1969 (NEPA) for the 17th Street Extension and Atlantic Steel Redevelopment Project. This EA
is intended to supplement EPA's regulatory decision on approval of this project as a
transportation control measure (TCM) and to fulfill applicable requirements associated with
other federal actions on the Project, specifically in order that the transportation components of
the project may become eligible for federal funding.
As part of the development of the EA, several neighborhoods in the project area (Ansley Park,
Home Park, and Loring Heights) and the Midtown Alliance have raised concerns about traffic
impacts to their communities resulting from the 17th Street Extension and Atlantic Steel
redevelopment, as well as new development that is either under construction or planned to
occur in the area. The communities are concerned about the cumulative impacts of additional
traffic resulting from all of this development.
2. PURPOSE
To address these community concerns, this Memorandum of Understanding (MOU) establishes
an agreement between the undersigned parties on conditions to be met and procedures to be
followed for continued study of traffic impacts to neighborhoods in Midtown Atlanta. The
undersigned parties are concerned about the localized impacts of smart growth and urban
revitalization projects and seek to conserve the integrity and stability of existing neighborhoods
and support overall community improvement goals.
The primary purpose of this MOU is to establish a community-based planning process that will
collect specific data on future trips associated with the redevelopment of the Atlantic Steel site
August 2000
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DRAFT
and other projects in Midtown Atlanta in order to study the magnitude and cumulative effects
of traffic in the neighborhoods and develop and implement means of minimizing these impacts.
Commitments in this MOU consist of: 1) existing commitments in the City of Atlanta zoning
for the Atlantic Steel site, 2) proposed commitments in the TCM included in the Georgia State
Implementation Plan, and 3) new commitments in this MOU.
GENERAL PROVISIONS
The following general provisions shall be conducted or followed in the course of completing
commitments in this MOU.
A. The City of Atlanta, as the sponsor of the TCM, shall be the lead agency in the joint
agency effort to study the effects of additional traffic in the neighborhoods and develop
and implement means of minimizing these impacts. The City of Atlanta, in cooperation
with the agencies listed below, shall be responsible for monitoring traffic volumes and
characteristics in the project area, developing conceptual traffic calming treatments at
all key entry points to the neighborhoods, and securing funding for improvements as
their need becomes apparent and their application is agreed upon by all parties.
B. GDOT and GRTA shall be designated as cooperating agencies for purposes of
coordinating the proposed action with all current and future federal and state
transportation projects in proximity to the project area and overseeing impacts to
neighborhoods as a result of the IT4 Street Extension project.
C. EPA shall be designated as a cooperating agency and shall be responsible for
participation in areas related to Project XL and TCM monitoring and reporting
requirements.
D. JAR shall work with the agencies listed above to provide relevant information and
funding, as appropriate, in accordance with existing zoning commitments and Project
XL and TCM monitoring and reporting requirements.
E. The Ansley Park Civic Association, Home Park Community Improvement Association,
Loring Heights Neighborhood Association, and Midtown Alliance shall be designated
as concurring parties for the purposes of this MOU. Individuals from these
organizations shall serve as the designated representatives for the interests and positions
of the entire neighborhood and Midtown Atlanta.
SPECIFIC PROVISIONS
The following specific provisions shall be conducted or followed in the course of completing
commitments in this MOU. Some of the specific provisions are included in other enforceable
August 2000
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DRAFT
documents (e.g., zoning conditions, TCM document), and these commitments are merely
summarized below:
Zoning Commitments
A. When the Atlantic Steel property was rezoned in 1998, a specific condition was
included that attempted to address the neighborhood concerns related to future traffic
impacts. Condition #23 of the current zoning includes a commitment by JAR to
complete a transportation management plan (TMP) for all non-residential components
containing strategies and implementation programs for reducing the number of single
occupant vehicle trips. This represents an enforceable zoning condition by the City of
Atlanta on JAR to reduce trips and better manage off-site traffic. In addition to the
current zoning commitment, it is agreed that the TMP for the site will be developed
with input from the surrounding neighborhoods, as represented by City of Atlanta
Neighborhood Planning Unit E (NPU-E), and the Midtown Alliance.
B. When the Atlantic Steel property was rezoned, another condition was included that
attempted to address specific concerns of Home Park and Loring Heights related to
future cut-through traffic. Condition 4 of the current zoning states, "The developer will
work with the City (of Atlanta) and Home Park to limit cut-through traffic on residential
streets perpendicular to and south of 16th Street by means of cul-de-sacs, speed humps,
gates, control arms, and other traffic calming devices. The developer will work with the
City (of Atlanta) and Loring Heights neighborhood to limit cut-through traffic on
Bishop Street." This represents an enforceable commitment on behalf of the City of
Atlanta and JAR to work with these adjacent neighborhoods to minimize traffic impacts
in the future.
TCM Commitments
A. The TCM requires annual monitoring of the build-out and performance of the Atlantic
Steel site relative to certain site design and transportation performance measures (see
Section 4.2.4). Data will be collected about the nature of trips made to, from and on the
site. The City of Atlanta may choose to solicit other transportation information that
would be beneficial for devising strategies to reduce single occupancy vehicle trips. In
addition to these commitments, it is agreed that the City of Atlanta and JAR will
continue to meet with NPU-E and the Midtown Alliance as the Atlantic Steel site builds
out to review the latest site plan and discuss preliminary results of the monitoring.
B. In order to respond to concerns raised about the TCM and NEPA analyses, the City of
Atlanta and EPA recognized the need to better balance the regional air quality benefits
with the localized impacts of additional traffic created by this project. This would
require some mechanism to minimize future traffic impacts associated with build-out of
the Atlantic Steel site. Therefore, a new transportation performance measure is included
August 2000
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DRAFT
in the TCM that identifies an upper limit for the average daily total number of vehicle
trips that would be generated by the project. If this upper limit is exceeded, JAR will
participate in a Transportation Management Association that will develop alternative
transportation programs to achieve the performance measure. This represents an
enforceable commitment on behalf of the City of Atlanta, EPA and JAR to minimize
traffic impacts in the future.
Additional Commitments
A. Atlantic Steel Brownfield Area and Tax Allocation District Number Two (BATAD #2)
was created to make possible the redevelopment of the Atlantic Steel site and encourage
additional development on the perimeter of the redevelopment area. More specifically,
BATAD #2 promotes maximum use of alternative transportation modes to minimize
congestion and creates a financing tool for transportation and other infrastructure to
improve and connect major activity centers. Since certain surface streets in the adjacent
neighborhoods of Home Park and Loring Heights are included in the boundary for
BATAD #2, it provides a specific process and dedicated funding source for the
implementation of future transportation projects, including potential traffic calming
measures, in these areas. Therefore, if cut-through traffic is determined to be excessive
in Home Park or Loring Heights attributed to the Atlantic Steel redevelopment or
surrounding areas, it is agreed that BATAD #2 funds would be utilized to study and
implement measures to limit cut-through traffic. All monies and expenditures would be
managed by the Atlanta Development Authority and the City of Atlanta. For any traffic
calming measures that would require changes in traffic ingress and egress at certain
intersections, the City of Atlanta commits to providing temporary barricades for an
agreed upon trial period to determine the effects of eliminating (or improving) access.
B. Specific to Loring Heights, two proposed transportation improvement projects have
been identified as part of discussions with the Loring Heights Neighborhood
Association. These are: 1) construction of an elevated pedestrian/bicycle bridge at
Mecaslin Street, and 2) widening of Bishop Street between Northside Drive and Howell
Mill Road. It is agreed that the City of Atlanta and JAR will continue to work with the
Loring Heights neighborhood and the adjacent commercial district to further these
projects, as appropriate. As stated above, it is anticipated that BATAD #2 funds would
be utilized to study and implement these projects.
C. Similar commitments to that of Home Park and Loring Heights were not made to the
Ansley Park neighborhood as part of the Atlantic Steel site rezoning, primarily due to
the distance of Ansley Park from the Atlantic Steel site. However, the extension of IT11
Street to West Peachtree Street more closely links the two areas. In addition, since
Midtown Atlanta is undergoing significant changes related to new development in the
vicinity of the 17th Street Extension, the project team recognized the need to develop
similar commitments for the Ansley Park neighborhood. Therefore, it is agreed that the
August 2000
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DRAFT
City of Atlanta, in cooperation with EPA, GDOT, GRTA, and JAR, will work with
Ansley Park to study the traffic patterns in the area and develop alternatives to minimize
impacts of additional traffic on residential streets east of Peachtree Street.
D. In order to better characterize the cumulative traffic increase that is predicted to occur in
Midtown and the Ansley Park neighborhood, it is agreed that JAR, with support from
the Midtown Alliance and other developers in the area, will fund a comprehensive
traffic study in this area. This study will attempt to determine the distribution of trips
related to the Atlantic Steel development, as well as new development that is either
under construction or planned to occur in Midtown. Midtown Alliance and Ansley Park
will participate in the selection of a traffic consultant that will conduct the work and will
work with the City of Atlanta, GDOT, GRTA, JAR, and other developers to develop the
limits of the study area, time-frame and scope of work for the study. It is anticipated
that this study would identify future traffic calming measures, such as cul-de-sacs,
traffic barriers, speed humps, gates, control arms, and other traffic calming devices.
E. Since BATAD #2 does not extend into the Ansley Park neighborhood, this dedicated
funding source for traffic mitigation would not be available for the neighborhood.
Therefore, it is agreed that the City of Atlanta and GRTA will take the lead in securing
potential funding sources for any traffic calming measures identified as part of the study
referenced above. Potential funding sources would be based in large part on the nature
of the improvements identified by the study. It is anticipated that funds would be
identified and pursued through the Atlanta Regional Commission planning and funding
process. Funding for these measures is anticipated to come from a variety of public and
private sources. For any traffic calming measures that would require changes in traffic
ingress and egress at certain intersections, the City of Atlanta commits to providing
temporary barricades for an agreed upon trial period to determine the effects of
eliminating (or improving) access.
F. Five alternatives were presented to the Ansley Park neighborhood to discourage cut-
through traffic on 17th Street into the neighborhood. The neighborhood agreed to
discuss these alternatives with the adjacent commercial district to identify which of the
alternatives would be preferred. It is agreed that GDOT, the City of Atlanta, and JAR
will continue to work with the Ansley Park neighborhood and the adjacent commercial
district to determine a preferred alternative within the context of other potential
improvements identified as part of the study referenced above.
G. Several concerns have been raised by the Georgia Historic Preservation Division
(HPD), State Historic Preservation Office, the Georgia Trust for Historic Preservation,
Atlanta Preservation Center, and citizens of Ansley Park, which is listed in the National
Register of Historic Places, related to potential impacts of future transportation
improvements to historic properties in Midtown. In recognition of these concerns, the
City of Atlanta, in consultation with the Atlanta Urban Design Commission, agrees to
August 2000
-------
DRAFT
insure that historic properties that might be affected by any proposed transportation
improvements are taken into account at the earliest possible opportunity. The City of
Atlanta will also consult with HPD, the Georgia Trust for Historic Preservation, Atlanta
Preservation Center, and Ansley Park neighborhood in this effort.
5. DISPUTE RESOLUTION
Any dispute which arises under or with respect to this MOU will in the first instance be subject
to informal negotiations between the undersigned parties. The period of informal negotiations
will not exceed twenty (20) calendar days from the time the dispute arises unless that period is
extended by a written agreement of the parties to the dispute. The dispute will be considered to
have arisen when one party sends to the other parties a written Notice of Dispute. In the event
that the parties cannot resolve a dispute by informal negotiations, the parties may invoke non-
binding mediation by setting forth the nature of the dispute with a proposal for resolution in a
letter submitted to a mutually agreed upon third party mediator.
6. TERMINATION
Each party to this Memorandum of Understanding may terminate it for any reason after
providing thirty (30) days prior written notice to all other parties. During the intervening thirty
(30) days, the parties agree to actively attempt to resolve any outstanding disputes or
disagreements.
August 2000
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DRAFT
7. SIGNATORIES
Execution and implementation of this Memorandum of Understanding evidences that the
signatories agree to study the magnitude and cumulative effects of cut-through traffic in the
neighborhoods and develop and implement means of minimizing these impacts.
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY, REGION IV
By: Date:
Name:
Title:
GEORGIA DEPARTMENT OF TRANSPORTATION
By: Date:
Name:
Title:
GEORGIA REGIONAL TRANSPORTATION AUTHORITY
By: Date:
Name:
Title:
CITY OF ATLANTA
By: ; Date:
Name:
Title:
JACOBY ATLANTIC REDEVELOPMENT, L.L.C.
By:
Name:
Title:
Date:
August 2000
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CONCUR:
ANSLEY PARK CIVIC ASSOCIATION
By: Date:
Name:
Title:
HOME PARK COMMUNITY IMPROVEMENT ASSOCIATION
By: Date:
Name:
Title:
LORING HEIGHTS NEIGHBORHOOD ASSOCIATION
By:
Name:
Title:
Date:
MIDTOWN ALLIANCE
By: Date:
Name:
Title:
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APPENDIX J
MICROSCALE CARBON MONOXIDE IMPACT ASSESSMENT
FOR THE ATLANTIC STEEL DEVELOPMENT PROJECT
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Microscale Carbon Monoxide Impact Assessment
for the Atlantic Steel Development Project
Randall Guensler, Ph.D.
Michael O. Rodgers, Ph.D.
William H. Bachman, Ph.D.
John D. Leonard II, Ph.D.
March 18,1999
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INTRODUCTION
Hagler Bailly Services, Inc., is under contract to the US Environmental Protection Agency to
evaluate the environmental impacts of redeveloping the Atlantic Steel site in Midtown Atlanta.
As part of the modeling of the development impacts, EPA required assistance in evaluating
whether the proposed development would produce new CO hotspots in the surrounding
neighborhood. To provide that support, the contractor assembled a microscale modeling team
made up of staff from the Georgia Institute of Technology who served as project subcontractors.
Drs. Randall Guensler and Michael Rodgers led the research team and directed the research and
modeling tasks summarized in this document.
The Atlantic Steel project is a major urban development located in downtown Atlanta. Freeway
access to the area is proposed from 1-75 between Howell Mill road and 14th Street. Because the
project will yield a significant increase in number of trips generated and attracted to the local
area, and vehicle miles of travel on arterial roads and freeways, it is necessary to undertake an
analysis of the local air quality impacts expected to result from the development. For federal
agency approvals to be issued, the project must not create a violation of the ambient air quality
standards for carbon monoxide. Figure 1 illustrates the proposed project location near the
Georgia Institute of Technology.
The research team developed the modeling framework using a variety of off-the-shelf modeling
tools. The MOBILE5a emission rate model and CALINE4 line, source dispersion model served
as the analytical tools of choice for this project. A geographic information system (GIS) was
employed to link standard regional travel demand model results with the line source analyses.
PERL scripts and FORTRAN programming was employed to link corridor travel simulation
model results with the line source analyses. Data input files were provided by Hagler Bailly
Services, Inc., Moreland Altobelli, Inc., the Georgia Department of Transportation, Atlanta
Regional Commission, and Georgia Institute of Technology. The GIS graphics for network and
model documentation were developed and links and receptor sites were coded for input to the
CALINE4 model. The team reviewed aggregate model outputs and developed appropriate
volumes and speeds for microscale analyses. The team also developed and documented all
required meteorological parameters and emission rates for use in analyses.
The research team developed new program code to feed the outputs of a variety of vehicle
activity and emission rate models into CALINE4 analyses. The new model code was non-
invasive, in that the standard models were not modified. Instead, the team developed code that
would allow standard models and output data files to be called and run for any desired
conditions. The new code allowed the modeling team to run analyses for hundreds of roadway
links and receptor sites, predicting worst-case pollutant concentrations throughout the project
region. The model code predicts and displays the worst-case wind angle for each receptor in the
region. Standardized graphical output reports were prepared for receptors and links, and vectors
illustrate the wind direction for worst-case concentrations at receptors. The team also selected
additional receptor sites for modeling based on their familiarity with the local region and their
professional judgment.
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Figure 1 - Atlantic Steel Project Location and Current Roadway Infrastructure
The microscale analyses were based upon the CORSIM traffic simulation model, run for the
years 1998, 2005, and 2025. The CORSIM analyses were prepared by Moreland Altobelli, Inc.
using system constraints provided from 4-step travel demand model runs prepared by Hagler
Bailly Services, Inc (TRANPLAN model runs for the years 2000 and 2015). The microscale
modeling team made no changes to any of the TRASTLAN or CORSIM runs.
The research team determined that the project is extremely unlikely to create a violation of
ambient air quality standards for carbon monoxide in the foreseeable future. Analyses were
developed for worst case morning and evening January conditions when traffic volumes are high,
temperatures are cold, and meteorological conditions limit pollutant dispersion. All predicted
peak one-hour carbon monoxide concentrations were less than 12 ppm under worst-case
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conditions. The one-hour carbon monoxide standard is 35 ppm. Analyses were conservative,
with assumptions designed to over-predict pollutant concentrations. Given the temporal
distribution of vehicle activity, decreased traffic volumes, increased travel speeds, lower
emission rates, and increased pollutant dispersion after the peak hour, it is also extremely
unlikely that the project will create a violation of the 8-hour standard for carbon monoxide
(9ppm).
MISCROSCALE EMISSIONS MODELING
Microscale carbon monoxide impact assessment should be performed for worst-case conditions
in the area of transportation projects to ensure that an adequate margin of health safety is
provided for individuals expected to work or play in the area. Ambient air quality standards are
expressed in units of potential personal exposure or concentration over an averaging time (35
parts per million of CO over a one-hour period, and 9 parts per million of CO over an 8-hour
average period). Hence, analyses should examine concentrations expected result over 1-hour and
8-hour period in areas where the population is expected to work, rest, or play for periods in
excess of one hour. For transportation projects, microscale line source dispersion models are
used to predict the concentrations of carbon monoxide in areas near the implemented project.
To ensure that potential violations of ambient air quality standards are identified before a
highway-related project proceeds, microscale line source dispersion models are used to predict
the downwind concentrations from planned projects. To provide a margin of safety in analyses
designed to predict maximum concentrations, worst-case traffic and meteorological conditions
are employed. These worst case conditions are designed to provide a margin of safety for
individuals who can be expected to live, work, or play in the area. If the analyses do not predict
violations of ambient air quality standards under worst case conditions, the transportation system
is not expected to yield air quality standard violations under typical operating conditions.
DEVELOPMENT OF TRAFFIC VOLUMES AND AVERAGE VEHICLE SPEEDS
As more and more vehicles use the roadway, traffic volumes (in vehicles/lane/hour) increase
rapidly. When traffic volumes begin to approach 2100 to 2300 vehicles/lane/hour on freeways,
travel speeds begin to drop rapidly. Roadway capacity (about 2400 vehicles/lane/hour on
freeways) is achieved at about 35 mph. If travel demand surpasses roadway capacity, traffic
flow enters what is known as congested flow conditions. Traffic densities continue to increase,
vehicles begin stop-and-go driving conditions, and travel speeds drop so rapidly that traffic flow
cannot be sustained at capacity levels. As congestion worsens, traffic flow drops and emission
rates per vehicle-mile of travel increase. Similar relationships also exist on arterial roadways.
Traffic volume estimates for roadways in microscale analyses are usually based upon either the
outputs of traditional 4-step travel demand models or upon monitored traffic data (with applied
growth factors). Average speeds are usually based upon post-processed travel demand model
outputs, traffic simulation model outputs, or generalized relationships for an urban area based
upon empirical studies.
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Downwind concentrations from a roadway source are in direct proportion to the traffic volumes
and vehicle emission rates. Doubling the traffic volume or source strength will roughly double
the predicted increase in emissions concentrations (relative to background concentrations) under
any given set of meteorological conditions. Because the net mass emissions from a roadway are
a function of traffic volume and emission rate, it is important that both parameters be represented
as accurately as possible.
This section outlines the methods employed to estimate the traffic volumes and average speeds
for the roadway links analyzed in each of the present and future Atlantic Steel scenarios
analyzed. The prime contractor provided model output results from two different transportation
modeling approaches: 1) TRANPLAN, a standard four-step travel demand model used to predict
future traffic conditions at the regional level, and 2) CORSIM, a simulation model designed to
analyze traffic impacts at the corridor level. Hagler Bailly Services, Inc. prepared TRANPLAN
model runs for the years 2000 and 2015. Moreland Altobelli, Inc. used the TRANPLAN outputs
to prepare CORSIM traffic simulation model runs for the years 1998, 2005, and 2025. The
microscale modeling team was tasked with estimating the carbon monoxide impacts of the future
development using the detailed traffic simulation model outputs. The following subsections
describe how each data set was handled to prepare input files for microscale analyses.
TRANPLAN Traffic Volumes and Speeds
The microscale modeling team prepared a spatial representation of the TRANPLAN network and
developed a vehicle activity data set that could be used to verify the outputs of the traffic
simulation model (which would in turn be used in CALINE4 analyses). The team proceeded as
follows:
1. The binary loaded-network TRANPLAN files for the years 2000 and 2015 Atlanta were
converted to ASCII loaded-networks using the TRANPLAN 'netcard.exe' utility program.
2. The ASCII network files were converted to an ARC/INFO (GIS product by ESRI) file, using
custom software developed by Georgia Tech, and subsequently projected to Stateplane
coordinates (NAD 1983, Meters, Georgia West).
3. The two network files were joined to create a single GIS file containing both 2000 and 2015
estimated speeds, capacities, and daily volumes. The network spatial structure was verified
(the files were identical in spatial structure except for the addition of links representing
proposed post-project infrastructure changes). The 2015 network contained new links that
dump project-generated trips on to Northside Drive on the west, State Street to the south, and
Spring Street to the east.
4. The combined network file was then 'conflated' to a Georgia Department of Transportation
spatially-accurate (1:24,000) road database. 'Conflation' is a term used to describe the
transferring of attributes from one line file to another. The TRANPLAN network is designed
for correct link connectivity, not for accurate spatial representation (shape points were not
included between network connections). For accurate CO modeling, it is important to
accurately transfer the estimated travel characteristics to an accurate spatial road network.
5. Coordinates for each node were assigned within ARC/INFO and written as attributes to each
road segment as 'from' and 'to' coordinates.
6. A custom GIS software routine developed by Georgia Tech assigned roadway widths
(traveled way). The 1994 Digital Ortho Quarter Quadrangle aerial photos were analyzed to
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provide roadway traveled way data and an additional 3 meters was added to each side of the
lane to establish the appropriate CALINE4 mixing zone widths.
7. The final road database containing ~200 road segments was written to a DBASE IV file. For
each roadway link, the file attributes included x, y coordinates for link origin and destination,
link capacity, daily traffic volume, peak hour average speeds, and roadway width. An excel
spreadsheet was created from the database file so that peak-hour traffic volumes could be
inserted and an ASCII output file appropriate for CALINE processing could be developed.
8. Daily traffic volumes were converted to peak hour volumes-using information obtained from
the Atlanta Regional Commission (Bachman, 1997). Peak hour factors for 7am and 7pm
were set at 18% and 10% of daily traffic volumes, respectively (see Figure 2). These values
should overestimate traffic volumes during these periods. For freeways, arterials,
connectors, and local roads, when demand exceeded capacity, capacity volumes were
assigned for the hour (it is impossible to process more traffic through the link than the
capacity level). For freeways, the hourly volumes at capacity are probably underestimates.
The research team believes that greater traffic volumes than predicted by TRANPLAN can
be handled without significant drops in travel speed (capacity appears underestimated at 35
mph). Furthermore, the average speeds predicted by the TRANPLAN model are
significantly lower than actually occur on the freeways. Hence, the microscale modeling
team does not believe that the TRANPLAN model outputs should be used directly in the
CALINE analyses. The assumed low average speeds significantly overestimate emission
rates and will result in much higher predicted downwind concentrations than would occur at
this site.
9. Each step was reviewed and verified to identify potential process errors.
TRANPLAN link coordinates, traffic volumes, and average speeds are contained in Appendix 1.
An example of the loaded network can be seen in Figures 3 and 4, which provide coded link
numbers and relative traffic volumes (by line thickness).
Figure 2 - Temporal Distribution of Onroad Activity
0.2
016
018
0.14
012
0.1
008
0.06
004
0.02
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Figure 3 - Loaded TRANPLAN Network
Figure 4 - TRANPLAN Network Loaded with Traffic Volumes (line width indicates
relative traffic volume)
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TRANPLAN Modeling Limitations
The TRANPLAN network for 2015 post-development suggested that 37,252 trips would be
generated over a 24-hour weekday period. The majority of these trips were assigned to a link
that heads west to Northside drive. Only 35% were assigned to the link that heads across 1-75/85
to Spring Street, and 0% were assigned to State Street that heads south. Further, the assigned
speed for the new road segment headed towards Northside Drive is greater than 70 mph, while
the surrounding links are all in the 30 mph and less range. These coding issues may result in
overestimated congestion levels on some links and underestimated congestion levels on other
links.
Average travel speeds on most local roads have not been verified with an independent data
source. Current conditions could be validated through monitoring of local traffic in the morning
and evening peak hours using laser guns.
The TRANPLAN network shows the freeway overpass at 16th street rather than 17th street as
shown in the CORSIM analyses. This will not impact traffic volume and speed predictions, but
may impact the spatial allocation of emissions in microscale air quality modeling.
Moreland Altobelli, Inc. used the TRANPLAN outputs to prepare inputs to the CORSIM traffic
simulation model developed for the study area (described in the next section). The TRANPLAN
predictions serve as input volumes to simulation sections. The accuracy of the input volume
transfer from TRANPLAN to CORSIM was not analyzed on a link-by-link basis by the
microscale modeling team. As will be discussed later, there is reason to believe that the total
input volumes are low. However, as will also be discussed later, the microscale modeling team
does not believe that the lower traffic volumes will result in different conclusions with respect to
compliance with CO standards.
CORSIM Traffic Volumes and Speeds
FHWA's CORridor SIMulation (CORSIM) model is a microscopic traffic simulation model used
to predict the interaction of traffic on a computerized version of the roadway network. A
network of interacting links (or roads) is coded in the model anid traffic flows in and out of the
network boundaries (typically taken from travel demand model outputs) are provided as input
model. The CORSIM model then simulates the interactions of vehicles with network controls
(signal timing) and with other vehicles (using driver behavior, car following, and lane changing
theory). CORSIM combines the NETSIM model for surface streets and the FRESIM model for
freeways. Traffic assignment to various routes through the network is based upon user-
optimization assumptions (that users try to minimize their travel time). CORSIM is typically
used to evaluate the potential traffic impacts of geometric design and signal timing
improvements. A variety of other transportation strategies (such as rapid accident detection and
response) are analyzed using CORSIM. More information on the CORSIM model can be found
at http://www.fhwa-tsis.com/.
Moreland Altobelli, Inc., developed CORSIM modeling runs for the years 1998, 2005, and 2025.
The CORSIM model employs a spatial representation of the roadway network. As such, the x, y
coordinates of all roadway links are contained in the CORSIM input files provided for the
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various scenarios by Moreland Altobelli, Inc. The TRAFVU software package allows users to
view and print CORSEM network links and model outputs. Figures 5 and 6 are the TRAFVU
network prints for the baseline (1998) and future development (2005 and 2025) years. Notice
that the future development years include the 17th street bridge crossing and coded freeway ramp
system.
Initial traffic volumes into the network were based upon travel demand model outputs that were
provided to Moreland Altobelli, Inc. by Hagler Bailly Services, Inc. The microscale modeling
team double-checked these input files to ensure that proper coding was employed. The input
data and assumptions were reviewed for accuracy and reasonableness for the existing conditions
scenario (1998). Model output was also examined to ensure that the model had been calibrated
correctly. Additionally, future scenarios (2005 and 2025) were analyzed for reasonable output.
Figure 5 - CORSIM Year 1998 Network
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Figure 6 - CORSIM Year 2005 and 2025 Networks
Network Coding
The Atlantic Steel Development CORSIM files were reviewed for network accuracy. The base
year transportation network (1998) was compared against a geographic information system (GIS)
map for spatial accuracy. The GIS database map is based on a.geometrically corrected TIGER
file street database. The network was examined for various spatial details. First, the CORSIM
network was compared against the GIS database to ensure that no discrepancies existed between
the two. All major and most minor roads were represented in the CORSIM network and no
significant deviations from the street database were apparent. The lengths of several non-
freeway network links were compared against the street database and all actual and network
lengths were found to be in agreement. One-way streets were checked to ensure that they were
indeed coded as one-way streets. The only major one-way streets are Spring Street, a major
southbound arterial, and West Peachtree, a major northbound arterial. Both were coded
consistently.
The coded geometry of several intersections in the study network (number of lanes, presence of
turning lanes and general intersection geometry) was compared to field data. All of the
intersections reviewed were represented correctly in the CORSIM network. The only
discrepancy is representation of grades. No grades were noted in the coded network as part of
each link's geometry. In reality, a 9% grade is found on the N/S streets along Northside drive
between Bishop and Bellemeade. Grades of varying degrees are found on other intersection
approaches in the study area but were not accounted for in the model. Grade would affect free-
flow speed and capacity. However, it is unlikely that this will have a significant impact on
volume or speed outputs.
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Although, there was no way to examine the geometric and spatial accuracy of the future
scenarios, they were viewed TRAFVU, to make sure no obvious errors in the geometry of the
network or unreasonable activity were present. No significant problems were noted and the
spatial representation provided by Moreland Altobelli, Inc., is assumed to accurately reflect the
project design.
CORSIM defaults were used for vehicle types, lane widths, and various other factors. No
evidence suggests that this will negatively impact model output. The network was also viewed
in TRAFVU and checked to identify potential visible errors, such spillback on links where
spillback would not be expected, vehicles traveling the wrong way on one-way links, etc. No
visible problems were noted.
Freeflow speeds for non-freeway links appear reasonable. All non-freeway links are coded
between 30 and 40 mph. This assumption is reasonable given that higher volumes and short to
medium distances between traffic signals characterize all of the links. .
A freeflow speed of 55 mph was specified for all freeway segments. Given the excessive speeds
noted in the Atlanta area, the freeflow speed assumption is low. A more reasonable estimate of
freeflow speed would be around 70 mph. If traffic were flowing at freeflow speeds, the CO
emissions would be underestimated using 55mph maximums (given the nature of speed-emission
relationship in MOBILE5a). Fortunately, the conditions of concern in micro scale modeling are
morning or evening peak hour conditions when traffic flow is high and average speeds are
significantly below freeflow values.
Nevertheless, improper coding of freeway link freeflow speeds also affects the CORSIM average
speed predictions under more congested conditions. The impact is complex, because CORSIM
employs car-following theory. That is, a car attempts to accelerate to freeflow speeds until it
encounters a vehicle moving at slower speeds, at which time the car follows the lead vehicle.
Hence, impacts of freeflow coding cascade through the system in a nonlinear fashion. The
effects of freeflow coding differences will vary from link to link.
Signal timing cycle lengths were examined for several intersections and compared against actual
signal timing collected in the field. Field data were collected either in 1997 or 1998. Table 1,
below, compares actual and coded network timings. The green time for the major approach is
shown as well as the signal cycle. Most of the timing plans are similar except for West
Peachtree and 14th street, which has a much shorter green for the NB movement than that taken
in the field. For the PM peak period, the Northbound approach has significant volumes since it
is a 5 lane one-way segment. A shorter than actual green time for this result may result in
reduced capacity, reducing travel speeds. This assumption will likely increase system emission
rates and over-predict emissions from this link.
A potential flaw in the CORSIM network is that no pedestrian activity was indicated. Pedestrian
activity exists in the downtown section including areas east of 1-85 around 14th and Spring, 10th
and Spring, 14th and West Peachtree, and 10th and West Peachtree. Pedestrian activity may
influence capacity and average speeds. Pedestrian activity could be significant for both present
conditions and the future development since the development is being designed to encourage
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pedestrian activity. Sections of 10th Street near Georgia Tech are also expected to experience
pedestrian activity since a number of students park in the Homepark area and then walk to
campus across 10th Street. In other portions of the study area, marginal pedestrian activity is
expected including segments along 14th Street and Northside Drive.
Table 1: Comparison of Actua
and Coded Intersection Timing
:S-Time^
liSeeSBai
'wmmm
[iengf®
Period-
IMeidi
mmmm
afeaaasfe
CORSIM
Spring & 16th Street SB
AM
40
60
80
90
West Peachtree & 14th NB
AM
70
40
100
120
Spring & 14th Street SB
AM
68
50
100
120
Northside & Deering NB & SB
AM
45
50
90
100
Northside & Deering NB & SB
PM
45
50
90
100
Average Speeds
CORSIM output files were examined to determine whether average speed estimates were
reasonable. The existing scenario (1998) data were checked and links with speeds lower than 12
mph flagged. Once links with low average speeds were identified, their locations were compared
with the network map to determine whether low reported speeds made sense logistically for these
locations. All links identified as such, were either in locations were congestion was likely to
occur or along links with short distances between traffic signals. These factors would be
expected to cause lower than normal speeds.
CORSIM output for the AM and PM periods of the two future scenarios were also examined for
excessively low or high speeds. Average speeds for non-freeway and freeway links were
calculated by time period and compared across scenarios. Results are presented in Table 2.
Average speeds vary only marginally from existing conditions. The only significant change is
speed is that the PM average freeway link speed decreases from 39 mph in 1998 to 33 mph in
2005. The average speed then increases to 37 mph for the 2025 scenario (but should probably
have decreased).
Table 2: Average Speeds by Link Category and Time Period
SrTc » v^1
IScenano.^K!^
|Ffe^i®iSEsS|
wmmmmm
WSmsmim
1998
40 mph
39 mph
19 mph
17 mph
2005
41 mph
33 mph
19 mph
18 mph
2025
39 mph
37 mph
17 mph
16 mph
The CORSIM analysis results did not depart significantly from expected average speeds. The
microscale modeling team analyzed data that were collected by the Georgia Department of
Transportation along the freeway corridor in question for the months of January and February
1999. The data are collected and processed using Autoscope machine vision systems in the
Atlanta Traffic Operations center. Average freeway speeds are recorded in five-minute bins for
each station along the route between the Brookwood interchange and North Avenue. The
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average of the minimum reported freeway speeds (in 5-minute bins) from all 175/85 Stations was
calculated from the data. The average of the minimum reported freeway speeds along the
northbound route was 50 mph between 6am and 7am, and 43 mph between 7am and 8am. The
average of the minimum reported freeway speeds along the southbound route was 50 mph
between 6am and 7am, and 31 mph between 7am and 8am. Given the serious congestion levels
in the Atlanta region, these speeds might appear high to someone living outside the region. It is
important to remember, however, that the most serious traffic bottlenecks in the region already
restrict traffic flow into these freeway segments. Hence, traffic in this central freeway segment
moves fairly smoothly unless there is a freeway incident that spills congestion queues into the
study area. The CORSIM average 1998 average speeds may be a few mph higher than expected,
but would not significantly impact the resulting microscale analyses.
Arterial Volumes
After checking for input errors, model output was examined to ensure that the model had been
calibrated correctly. Actual turning movement counts were available for several intersections in
the study area collected during a Georgia Tech research project between 1997 and 1998. After
calculating approach arterial volumes from field data, actual versus model output arterial
volumes were compared. Details are provided below in Table 3. As shown, volumes are
comparable. The differences that exist may be attributed to daily fluctuations in traffic volumes.
The only location of concern is West Peachtree at 15th street. A field data count yielded an
hourly volume of 336 vehicles/hour (vph) for the morning peak period. The coded link for the
same area in the CORSIM network was assigned a volume of 1896, a difference of464%. West
Peachtree is a 5-lane roadway heading north out of the downtown area. A volume of almost
2000 vehicles per hour seems unlikely for morning traffic in the reverse direction of peak traffic
flow. With the exception of West Peachtree and 15th, the model appears to be giving reasonable
volume outputs. However, the high CORSIM output volumes for West Peachtree represent a
very conservative assumption in an air quality analysis which will over-predict emissions and
pollutant concentrations.
Table 3; Comparison of Field and Network Coded Traffic Volumes
TimePeriod
pEieiai
Counts-
Xp|S|M
%?EercentiS
Difference:
Northside & Deering NB
AM
756
837
11%
Northside & Deering SB
AM
1446
1452
>1%
Northside & Deering WB
AM
214
198
-7%
Spring & 14th Street SB
AM
2105
2010
-5%
Spring & 16th Street SB
AM
1898
1956
3%
West Peachtree & 15th NB
AM
336
1896
464%
Northside & Deering NB
PM
1530
1734
13%
Northside & Deering SB
PM
1116
1068
-4%
Northside & Deering WB
PM
332
321
-3%
West Peachtree & 10th EB
PM
1396
1107
-21%
West Peachtree & 10th NB
PM
2164
2598
20%
West Peachtree & 10th WB
PM
928
1257
' ¦ 35%
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Freeway Volumes
The freeway links tend to impact the CO concentration at any receptor site in the project area to a
greater extent than arterials and local roads. Hence, the microscale modeling team compared the
hourly traffic volumes predicted by CORSIM to those actually experienced in this corridor. To
assess the adequacy of freeway traffic volume estimates, the microscale modeling team
contacted Mark Demidovich of the Georgia Department of Transportation Traffic Operations
Center. Although average speeds for the freeway links of concern were already available to the
team via Internet access to a proprietary database, GDOT does not maintain a similar volumes
database with public access. Mr. Demidovich provided traffic volumes and average speeds for
the North Avenue station for December 8, 1998.
The monitored traffic volumes appear to be much higher than are currently being predicted by
the CORSIM model. The maximum predicted CORSIM traffic volume at any station was 7,700
vehicles per hour (at about 22 mph average speed) at North Avenue. Traffic monitoring data
indicate that the system handles more than 13,000 vehicles per hour at about 40 mph at this
station. This analysis indicates: 1) the CORSIM entry volumes (feeding into the simulation) are
currently set too low, and 2) Atlanta drivers are behaving akin to Los Angeles drivers with
respect to gap acceptance. For the CORSIM model to predict the volumes and speeds correctly
for this area, significant model calibration needs to be performed. As indicated earlier, the
average speeds predicted by CORSIM are conservative and provide higher emission rates than
would the higher speed estimates from monitoring data. However, the CORSIM traffic volume
predictions on the freeway may be underestimated by as much as 60%.
CORSIM Model Shortcomings
The calibration findings indicate that the sponsor should undertake improved CORSIM modeling
for the project. Improvements should be made to: 1) simulation entry volumes (based upon
actual counts), 2) free flow speed settings, 3) pedestrian interactions, and probably 4)
driver/vehicle aggressiveness settings (used in car-following equations). The 1998 CORSIM
model runs should then be validated using current ground counts and speeds at various stations.
Use of CORSIM Traffic Volumes and Speeds in Microscale Analyses
Because the transportation network is spatially coded into the CORSIM input file, the x, y
coordinates of the roadway links can be readily identified. A Perl script was developed to
process the various CORSIM input files for each year and pull from the input files all relevant
roadway link parameters. The CORSIM output files contain the predicted traffic volumes and
average speeds for each network link that result from the simulation run. Another Perl script was
developed to process the output files for these variables. Unfortunately, roadway widths are not
employed in CORESIM modeling and are not contained in either the input nor output files.
Because matching the roadway geometry of the TRANPLAN and CORSIM data files was too
resource intensive (a conflation process would need to be employed) roadway widths for
CALINE analyses were based upon the number of lanes multiplied by standard lane width
parameters for various roadway types. An additional 3 meters was added to each side of the lane
to establish the appropriate CALINE4 mixing zone width.
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DEVELOPMENT OF MOTOR VEHICLE EMISSION RATES:
The approved emission rate model for use in microscale transportation analyses is the US
Environmental Protection Agency's MOBILE5a model. Motor vehicle emission rates are a
function of vehicle fleet characteristics, onroad operating conditions, environmental conditions,
fuel characteristics, and the implementation of various regional motor vehicle emissions control
programs (such as inspection and maintenance). The MOBILE5a model provides the modeling
tool to predict changes in vehicle emission rates (grams/mile) as a function of changes in these
conditions over time and across regions. The MOBILE5a model is designed for use in regional
modeling efforts, but is also the only approved model for use in estimating vehicle emission rates
along transportation corridors and for microscale air quality impact assessment.
Emission rates were developed by the microscale modeling team by running the MOBILE5a
model for each scenario, using standard MOBILE5a input files provided to by USEPA regional
staff. These standard files are maintained by the region and reflect Atlanta-specific vehicle fleet
characteristics, fuel specifications, and inspection and maintenance program requirements.
Ambient temperatures and onroad vehicle operating conditions that applied in each of the
modeled scenarios were developed based upon review of local environmental parameters
(discussed in the next section) and review of the travel demand and simulation model runs
(discussed in the previous section). The modification of each local area parameter for use in the
scenarios is summarized in Appendix 2. To predict emission rates for various average speeds,
each scenario was modeled in MOBILE5a in average speed increments of 2.5 mph. Appendix 3
contains the average speed vs. vehicle emission rate matrices for each scenario, ad were used to
provide emission rate inputs to microscale dispersion model runs.
DEVELOPMENT OF METEOROLOGICAL PARAMETERS:
The dispersion modeling requires inputs of realistic "near worst case" meteorological parameters
to determine if violation of National Ambient Air Quality Standards (NAAQS) are likely. These
inputs include wind speed and direction, temperature, humidity and mixing height. Since the
most likely violations are of the carbon monoxide standard during the winter months, January
conditions were selected for the analysis. Because no environmental data are available for the
property itself, the research team employed data from the best available sources. Each data
source was selected to represent local conditions and proximal data sources were employed
whenever possible. In some cases, extrapolations account for seasonal differences or differences
in topography between the sampling site and the property in question. The parameters selected
for use in the analysis are provided in the various tables included in this section. The data
sources, extrapolations, and impacts on CO modeling are also discussed.
Wind Conditions:
To assess the wind speed conditions at the site, meteorological data were analyzed from two
urban Photochemical Assessment Monitoring Sites (PAMS) sites in the Atlanta area. The
Tucker site is located in suburban northeast Atlanta. The South Dekalb site located east Atlanta.
Data were considered for January conditions from 1995 to 1999 for both sites. Both sites were
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located within 20 km of the Atlantic Steel property and should be useful for assessing meso- and
synoptic-scale wind conditions. More localized data are available from short-term studies on the
Georgia Tech campus (~3 km south of the site) during the summers of 1992, 1995 and 1996.
The Georgia Tech data were compared to the Tucker and South Dekalb data for the same time
periods to assess the importance of smaller scale circulation patterns.
Mean Wind Speed
As expected for an urban site located away from urban canyons, the Georgia Tech data show
slightly lower mean and median wind speeds for comparable periods than do the other sites.
Because data from both PAMS sites indicate wind speeds at or below 1 meter/sec for more than
10 % of the time during the January period, the lower limit of accuracy for the dispersion model
(1 m/sec) was used for all model runs.
Wind Speed Variability
Wind speed variability is derived from observation of the standard deviation of wind speeds over
short (seconds to minutes) while the mean winds are derived from hourly averages. These data
are considered unreliable if the wind speed is persistently low and at or near the limit-of-
detection of the measurements. Thus for modeling purposes the standard deviation of the wind
measurements is assumed to be 50% of the measurement (or modeling) limit or 0.5 meters/sec.
This value is somewhat higher than that measured at the Tucker site of 0.26 meters/sec as would
be expected due to the large number of "zero" reading at the Tucker site.
Wind Direction:
Wind direction data are those from the Tucker and South Dekalb PAMS sites and are for
reference only since the dispersion model calculates a worst-case wind direction.
Wind Direction Variability:
Data from the Tucker PAMS site for January 1995 and January 1997 (when high time resolution
data are available). These indicate a standard deviation of wind direction of 27.4 degrees for a
five-minute averaging period based on one-second data. Since this is quite close to the default
value or 25 degrees, the default value was used.
Wind Variable Summary:
All of the parameters in Table 4 are one to five percentile worst-case, except wind direction
(median). Since wind speed is <1 m/sec for more than 10 % of the time during January the lower
limit of model accuracy (1 m/sec) was used.
Table 4 - Summary of Site-Specific Wind Conditions for CALEN
E4 analyses
Time of Day
(24 hr clock)
Wind Speed
(meters/sec)
Wind
Direction
(degrees)
Mixing Height
(meters)
Wind
Variability
(Std. Dev.)
1:00
1*
320
20
' 25 degrees
7:00
1*
285
22 '
25 degrees
13:00
1
235
160
25 degrees
19:00
1*
270
36
25 degrees
* A minimum wind speed of 1 meter/second is assigned due to dispersion model limitations
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Temperature and Humidity
The temperature data employed in the analyses are the NOAA climatological data for "mean
coldest January day" for Atlanta, GA scaled to the mean diurnal temperature profile recorded at
the Tucker PAMS site and rounded to the nearest degree. Relative humidity data are the 90'th
percentile for non-saturated (fog) conditions for the Tucker, GA PAMS site from 1992-1997.
Table 5 summarizes the appropriate ambient temperatures used in MOBILE5a and CALINE4
modeling.
Table 5 - Summary of CALINE4 Input Temperatures
Time of Day
Temperature
Relative
(24 hr clock)
(Celsius)
Humidity*
1:00
-10
0.9
7:00
-10
0.9
13:00
-3
0.65
19:00
-5
0.75
Dispersion Mixing Height
Mixing heights were estimated from Southern Oxidants Study data, scaled for seasonal
differences. During studies in August-September 1991, July-August 1992, September 1995 and
July-August 1996 approximately 65 complete tethersonde profiles of wind, temperature and dew
point were recorded on the Georgia Tech campus approximately 3 km south of the site. Based
on these profiles, mean boundary layer breakup time was estimated to be two hours after sunrise
(~8:30 am in January) with 80% of full boundary layer height achieved 3.5 hours after sunrise (~
10 am in January). The data periods used to evaluate each time period are given in Table 6
below.
Table 6 - Mixing Height Seasonal Adjustments
Reference
Time
Profile times
(actual measurement
periods)
Mean Mixing
Height
(meters)
Seasonal
Adjustment
Model Mixing
Height (meters)
1:00
22:00-6:00
25
0.78
20
7:00
6:00-9:00
28
0.78
22
13:00
9:00-18:00
160
1.0
160
19:00
18:00-22:00
36
1.0
36
Because the primary data sources occur in July-September and the evaluation period is for
January, seasonal adjustment is required. Adjustments are made to the 1:00 and 7:00 samples
based on the ratio of the mean mixing height for February and May from a rural site in west-
central Georgia (Garrettson, 1997) collected by the same tethersonde equipment. Since these
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measurements were made only during the evening and early morning, no corrections are applied
to the daytime values. While this may represent some over-estimate of mixing height during this
period, it has little practical significance due to the much lower mixing height predicted for the
early morning period. These nocturnal and early morning mixing heights (20 and 22 meters) are
in generally good agreement, however, with early estimates by Rodgers (1986) of between 16
and 30 meters for December conditions near the same site.
Surface Roughness
Surface Roughness was estimated using the procedure of Oke (1987) and Garratt (1977). The
Logarithmic tethersonde wind profiles from the Georgia Tech campus were extrapolated to zero
wind speed to produce a zero wind height. Based on this procedure, calculated zero wind heights
on the Georgia Tech campus ranged from ~0 to 51 meters with an average of 18.2 meters. Zero
plane displacement at the measurement site (defined as 2/3 of mean effective canopy height
(Sutton (1953)) is between 14.5 and 16.8 meters, yielding an estimated surface roughness of
between 1.4 and 3.7 meters. In 1991, additional data were collected at another nearby site as part
of the Southern Oxidants Study Atlanta Pilot Study a tall scaffold (h=25 meters). At this more
open site data were collected at five elevations (1, 3, 6, 10 and 25 meters). These data yield an
estimated zero plane height of 2.9 meters with a zero plane displacement of approximately 1
meter. Surface roughness can also be inferred by empirical relationships to Mean Effective
Canopy Height (MECH). Guidance from the CAL3QHC model suggests a roughness length of
15 % of MECH. Assuming that the final site plan will be dominated by buildings of height
H=50 meters with an average separation (D) of 125 meters (Le. H/D=0.4), we calculate a MECH
of ~25 meters (Oke, 1978). This would correspond to a surface roughness of 3.75 meters. In
practice there is likely to be a zero plane displacement of 10-15 meters and thus a surface
roughness of 1.5 to 2.25 meters. These results are summarized in Table 7.
Table 7 - Estimates of Surface Roughness Length
Zero Wind
Zero Plane
Surface
Range
Method
Level
Displacement
Roughness
(meters)
(meters)
(meters)
(meters)
Tethersonde
18.2
15.6(14.5-16.8)
2.6
1.4-3.7
Tower
2.9
1.0
1.9
1.6-2.2
Semi-empirical
25 (MECH)
10(0-18)
' 2.3
1.1-3.8
AVERAGE
2.3
1.1-3.8
Based on these results the surface roughness used in the dispersion calculations has been set to
2.3 meters (230 cm).
Background CO Concentrations
Ambient measurements of CO are very limited in the vicinity of the development site. The
closest CO measurements to the site were conducted during the Georgia Tech/U.S.EPA Olympic
Measurement program near the Olympic Natatorium on the Georgia Tech Campus preceding and
following the Olympic games during the summer of 1996. (Measurements during the Olympics
were not analyzed as being unrepresentative). These measurements give an average CO
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concentration of 1.27 ppmv (Grodzinsky, 1998; Pearson, J.R., 1999). These data were scaled to
the ratio of winter to summer CO concentrations recorded at the Tucker PAMS site (1.6x) to
yield an estimated downtown background concentration of approximately 2.0 ppmv.
MODELING PROCEDURE AND RESULTS
One set of modeling analyses, based upon a traffic simulation model, was completed for the
years 1998, 2005, and 2025. For each analysis set, separate runs were made for morning and
evening peak conditions (7am and 7pm). Hence, six separate scenarios are reported.
To provide the graphical output for this project, each scenario analysis requires the computation
of pollutant concentration contributions from each roadway link (350+) to each receptor site (a
grid of400 receptors) for 10 wind angles (36-degree increments). Thus, each scenario run
involves more than 1.4 million dispersion computations. As such, the modeling routine is
computationally resource intensive. Each raw scenario requires approximately 54 hours of
analysis before predictions can be plotted.
The research team developed a link screening criteria based upon, pollutant flux (grams of carbon
monoxide per square meter of pavement). All links contributing less than 0.5 grams/hour/meter2
of pavement were eliminated from the analyses because they do not significantly contribute to
ambient pollutant concentrations at receptor sites. This assumption was validated by running one
of the modeled scenarios using only those links with a pollutant flux of less than 0.5
grams/hour/meter2. The results demonstrated that the net contribution to pollutant concentration
at all receptor sites was less than Ippm. The analytical results indicate that a pollutant flux
minimum may be a good criteria to include in tools that can be used for rapid screening analysis
of proposed projects. The research team is undertaking additional research in this area to
develop an optimized cutpoint for use in such analytical tool development.
To improve the processing routine, more than half of the low volume, low emission rate links
were eliminated from the analysis using the screening criteria. Before running the model, the
background concentration was increased from 2ppm to 3 ppm to ensure that elimination of these
minor links would not result in artificially low predictions. With the screening criteria in place,
scenario analyses run in less than 24 hem's.
A large ASCII output file is generated from each modeling run. The file contains a summary
table of: worst case wind angle, maximum predicted CO concentration for each receptor site, and
contributions from each link in the system (the standard CALENE4 output format for receptors,
except that the files are very wide due to the large number of receptors analyzed). This file is
then input to a graphics program developed in PERL to summarize the outputs. An isopleth
chart is developed illustrating the concentration of pollutants in a topographic map format. In
addition, a wind angle diagram illustrates the worst case wind angle for each receptor site in a
wind rose format.
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Results for the Receptor Grid
The model outputs for the year 2000 CORSIM scenario are presented in Figures 7 and 8. Figure
7 provides the topographic view of maximum pollutant concentration at each point in space. The
stated maximum for each receptor location in the region can result from different wind directions
and is a function of roadway geometry and emissions flux from the roadway ( a function of
traffic volume, emission rate, and road area). Figure 7 also illustrates the wind angle for each
receptor point in space under which worst-case CO concentrations results. The graphic outputs
from all 10 modeling runs are presented in Appendix 4.
Figure 7 - Graphic Output of CALINE4 Model Run for the Year 2005 CORSIM Scenario,
Illustrating Worst-Case CO Concentrations (ppm) and Wind Directions
Specific Receptor Analyses
To ensure that the receptor grid modeling approach identifies worst-case conditions, the
microscale modeling team performed a second set of analytical runs using specific receptor sites
of interest. Worst-case runs were performed for the CORSIM 1998 a.m. and p.m. runs (which
yielded the highest CO concentrations). Receptors were placed at 3m distance from the
intersections with the highest traffic volumes, to ensure that the previous grid placement did not
overlook a potentially significant location (See Figure 8). One receptor was even placed on the
freeway overpass (which is not required by FHWA and EPA modeling guidance). Wind angle
was refined to 2-degree increments to ensure that the larger worst case wind angle increments in
the receptor grid runs did not overlook a significantly elevated CO concentration prediction
between wind angles. In both scenario analyses, the maximum predicted 1-hour concentration
for any receptor never exceeded 9.9 ppm.
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Results for the Receptor Grid
The model outputs for the year 2000 CORSIM scenario are presented in Figures 7 and 8. Figure
7 provides the topographic view of maximum pollutant concentration at each point in space. The
stated maximum for each receptor location in the region can result from different wind directions
and is a function of roadway geometry and emissions flux from the roadway ( a function of
traffic volume, emission rate, and road area). Figure 7 also illustrates the wind angle for each
receptor point in space under which worst-case CO concentrations results. The graphic outputs
from all 10 modeling runs are presented in Appendix 4.
Figure 7 - Graphic Output of CALINE4 Model Run for the Year 2005 CORSIM Scenario,
Illustrating Worst-Case CO Concentrations (ppm) and Wind Directions
Specific Receptor Analyses
To ensure that the receptor grid modeling approach identifies worst-case conditions, the
microscale modeling team performed a second set of analytical runs using specific receptor sites
of interest. Worst-case rims were performed for the CORSIM 1998 a.m. and p.m. runs (which
yielded the highest CO concentrations). Receptors were placed at 3m distance from the
intersections with the highest traffic volumes, to ensure that the previous grid placement did not
overlook a potentially significant location (See Figure 8). One receptor was even placed on the
freeway overpass (which is not required by FHWA and EPA modeling guidance). Wind angle
was refined to 2-degree increments to ensure that the larger worst case wind angle increments in
the receptor grid runs did not overlook a significantly elevated CO concentration prediction
between wind angles. In both scenario analyses, the maximum predicted 1-hour concentration
for any receptor never exceeded 9.9 ppm.
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Figure 8 - Specific Receptor Locations in the Refined CALINE4 Model Run for the Year
1998 CORSIM Scenario (Maximum Predicted Concentrations did not Exceed 9.9 ppm).
CONCLUSIONS
The research team determined that the project is extremely unlikely to create a violation of
ambient air quality standards for carbon monoxide in the foreseeable future. Analyses were
developed for worst case morning and evening January conditions when traffic volumes are high,
temperatures are cold, and meteorological conditions limit pollutant dispersion. All predicted
peak one-hour carbon monoxide concentrations for all scenarios were less than 12 ppm under
worst-case conditions.
The CORSIM traffic volume predictions for freeways may be underestimated by as much as
60% under the current model runs. The underestimation of traffic volumes by CORSIM impacts
predicted CO emissions. Increasing traffic volumes on freeways by 60% will increase predicted
CO concentrations. The increase in predicted CO concentrations is likely to be in the 3-5 ppm
range. Hence the maximum predicted concentrations for the gridded receptor network should
still not exceed 15 ppm.
The one-hour carbon monoxide standard is 35 ppm. Analyses were very conservative, with
assumptions designed to over-predict pollutant concentrations. Given the temporal distribution
of vehicle activity, decreased traffic volumes, increased travel speeds, lower emission rates, and
increased pollutant dispersion after the peak hour, it is also extremely unlikely that the project
will create a violation of the 8-hour standard for carbon monoxide (9ppm).
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EPA Library Region 4
01214"
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