This chapter deals first with the connection of this project to plans at all levels of government. How have changes since 2002 made the conclusions in this chapter suspect or wrong?
It also deals with impacts on traffic and land use. We need to ask how changes in affect the conclusions here. This chapter also deals with land use plans. As an example, the impact of the urban connector on sprawl and development of commuter subdivisions south in Iberia Parish should be considered. This would also be a place to comment on how financing as a toll road which is now being considered would impact traffic projections and future land use impacts.
Finally, this is the chapter that addresses the Airport runway extension. We need to look at deficiencies in the EIS, and significant changes since 2002.
CHAPTER 1 -PURPOSE OF AND NEED FOR PROPOSED ACTION
1.1 INTRODUCTION AND OVERVIEW
1.2 DESCRJPTION OF PROPOSED PROJECT
1.3 NEED FOR PROJECT
1.3.1 System Linkage
a National Plans
b State Plans
c Regional Plans
d Local Plans
1.3.2 Existing and Projected Traffic Conditions
1.3.3 Regional Transportation and Land Use Plans
1.3.4 Legislation and Governmental Support
1.3.5 Modal Interrelationships
1.3.6 Safety
1.3.7 Hurricane Evacuation
1.3.8 Economic Factors
a Port Facility Access
b Increased Mobility
c Reduced Vehicle Operating Costs
d Joint Development
1.3.9 Lafayette Regional Airport Runway Extension
REFERENCES
Former head of DOTD, Dr. Kam Movassaghi, and other transportation experts have stated that it is likely that the I-49 Connector will at least in-part financed through tolls (Turk 2016). With a toll of of 19.9 cents per mile suggested by an expert speaker at a One Acadiana function, toll for the connector will likely be $1.00 in each direction. The analysis of traffic impacts in section 1.3 is inadequate because all projected traffic impacts are based on the assumption that this is not a toll road. Failure of the EIS to consider the option of tolls invalidates traffic analyses within the report. As Dr. Movassaghi stated, tolls must be considered.
ReplyDeleteUse of tolls to fund the I-49 Connector have been promoted for years. In 2011, for example, the Lafayette Metropolitan Expressway Commission funded a study of the concept (Burgess, 2011). The 2002 EIS fails to consider the impact of tolls on use of the highway, use of parallel city streets, traffic delays caused by toll plazas, and added land requirements. It should therefore be considered incomplete and invalid until such considerations are included.
Burgess, R. (2011) "I-49 usage under survey," The Advocate, June 28, 2011, available at http://theadvocate.com/home/259733-79/i-49-usage-under-survey.html
Turk, L. (2016) "Movassaghi: tolls must be considered for I-49," available at http://theind.com/article-3949-movassaghi-tolls-must-be-considered-for-i-49.html