Suchergebnisse

Horizon Environmental Services, Inc. (Horizon) was selected by LJA Engineering, Inc. (LJA) on behalf of Orange County to conduct an intensive cultural resources inventory and assessment for the proposed Old Spanish Trail Roadway Improvements Project south of Vidor in Orange County, Texas. The proposed undertaking would involve expanding and improving the existing two-lane gravel roadway of Old Spanish Trail. The project area extends approximately 0.8 kilometer (0.5 mile) in length from the intersection of Old Spanish Trail and Red Oak Street northwestward to a flood-control levee located approximately 0.2 kilometer (0.1 mile) south of Ofiel Road. The existing right-of-way (ROW) of Old Spanish Trail measures roughly 10.0 meters (32.8 feet) in width. The proposed roadway improvements would involve construction within an expanded ROW measuring approximately 50.0 meters (164.0 feet) in width, including a combination of existing and proposed new ROW. For purposes of the cultural resources survey, the project area is considered to consist of the 0.8-kilometer- (0.5-mile-) long by 50.0-meter- (164.0-foot-) wide project area, covering a total area of approximately 4.0 hectares (9.9 acres). The proposed undertaking is being sponsored by Orange County, a political subdivision of the state of Texas; as such, the project would fall under the jurisdiction of the Antiquities Code of Texas (Natural Resources Code, Title 9, Chapter 191). At this time, no federal permits, licenses, or funds have been identified for the project. As the project represents a publicly sponsored undertaking, the project sponsor is required to provide the Texas Historical Commission (THC), which serves as the State Historic Preservation Office (SHPO) for the state of Texas, with an opportunity to review and comment on the project's potential to adversely affect historic properties listed on or considered eligible for inclusion in the National Register of Historic Places (NRHP) and for designation as State Antiquities Landmarks (SAL). On April 19, 2019, Horizon archeologist Charles E. Bludau conducted an intensive cultural resources survey of the project area. The survey was conducted under the overall direction of Jeffrey D. Owens, Principal Investigator, under Texas Antiquities Permit no. 8874. The purpose of the survey was to locate any significant cultural resources that potentially would be impacted by the proposed undertaking. Horizon's archeologist traversed the tract and thoroughly inspected the modern ground surface for aboriginal and historic-age cultural resources. The existing ROW of Old Spanish Trail consists of a two-lane gravel road with no shoulders. The proposed new ROW to the east of the existing roadway consists of short-grass pastures. A large pond is present to the southwest. Visibility of the modern ground surface was typically fair to good (30 to 60%). In addition to pedestrian walkover, the Texas State Minimum Archeological Survey Standards (TSMASS) require a minimum of 16 shovel tests per mile per 30.5-meter (100.0-foot) width of proposed ROW or fraction thereof for linear projects. As such, a minimum of 16 shovel tests would be required within the 0.8-kilometer- (0.5-mile-) long by 50.0-meter- (164.0-foot-) wide project area. Horizon excavated a total of 17 shovel tests during the survey, thereby exceeding the TSMASS requirements for a project area of this size. Shovel testing typically revealed shallow to moderately deep deposits of sandy loam overlying sandy clay at depths ranging from 5.0 to 60.0 centimeters (1.9 to 23.6 inches) below surface (typically in the range of 30.0 to 60.0 centimeters [11.8 to 23.6 inches] below surface), though deep sandy sediments were observed in two shovel tests extending to a depth of 1.0 meter (3.3 feet) or more below surface. Sediments in a few than half of the shovel tests exhibited iron staining, suggesting that the project area experiences at least seasonally, if not permanently, high water tables. It is Horizon's opinion that sediments with the potential to contain subsurface archeological deposits were fully penetrated and that the project area was adequately assessed for cultural resources. No cultural resources of historic or prehistoric age were observed on the modern ground surface or within any of the shovel tests excavated within the project area during the survey. Based on the results of the survey-level investigations documented in this report, no potentially significant cultural resources would be affected by the proposed undertaking. Horizon has made a reasonable and good-faith effort to identify historic properties within the project area. No cultural resources were identified within the project area that meet the criteria for designation as SALs according to 13 TAC 26 or for inclusion in the NRHP under 36 CFR 60.4. Horizon recommends a finding of "no historic properties affected," and no further archeological work is recommended in connection with the proposed undertaking. However, human burials, both prehistoric and historic, are protected under the Texas Health and Safety Code. In the event that any human remains or burial objects are inadvertently discovered at any point during construction, use, or ongoing maintenance in the project area, even in previously surveyed areas, all work should cease immediately in the vicinity of the inadvertent discovery, and the Texas Historical Commission (THC) should be notified immediately.

A reduction in roadway fatalities is a priority for federal and state departments of transportation in the United States. However, it is estimated that approximately 40 percent of the more then 40,000 annual roadway fatalities in the United States occur along roadways under local governmental (e.g., town, city, and county) jurisdiction. Meeting national and/or state fatality reduction goals will require the organized and direct involvement of local governments, and the planning and implementation of efficient and effective local roadway safety-improvement programs. This article summarizes the overall findings and recommendations of a team of transportation safety experts (including the author) that investigated the components of successful roadway safety programs in four European countries. The applicability of the information gathered during the tour was evaluated by the author to recommend activities that can be used to improve the effectiveness of typical local roadway safety programs in the United States. The implementation of these recommendations should help achieve existing and proposed national, state, and local roadway safety improvement goals.

The South Carolina Department of Transportation in partnership with the Santee Lynches Council of Governments has developed this Advanced Project Planning Report (APPR) for the potential improvements to three segments of the designated truck routes in the city of Camden, Kershaw County. The APPR is a preliminary evaluation conducted within the study area to identify the potential benefits, impacts and areas of concern to the human and natural environment by the potential roadway improvement project. The purpose of the project is to improve the truck operations and safety along the existing designated truck routes.

The City of College Station has proposed the Victoria Avenue Improvements project where roadway improvements will be constructed in southern College Station, Brazos County, Texas. The project engineer, Jones & Carter, Inc, retained Terracon Consultants, Inc. to conduct a systematic, intensive pedestrian survey of the approximate 6.2-acre project area. Because the City of College Station, a political subdivision of the State of Texas, sponsored the project, the proposed undertaking is subject to compliance with the Antiquities Code of Texas and oversight from the Texas Historical Commission. In addition, the survey meets the standards for compliance under Section 106 of the National Historic Preservation Act of 1966, as amended, should federal funding or permitted be utilized for this project. The work described herein was performed under Texas Antiquities Permit Number 9084, issued to Caitlin Gulihur, MA, RPA Principal Investigator, and in adherence to Title 13, Chapter 26 of the Texas Administrative Code. Fieldwork was carried out by Caitlin Gulihur with assistance from Environmental Planning Group Manager Ann M. Scott. Records from the project will be curated at the Center for Archaeological Studies at Texas State University. The approximate 6.2-acre parcel was considered the Area of Potential Effect (APE) for the project. Survey of the APE consisted of systematic pedestrian coverage, including discretionary shovel testing and mechanical scraping. The work was carried out on September 23, 2019. One shovel test was excavated. In general, the ground surface within the APE was heavily disturbed by driveways, drainage ditches, buried utilities, and previous construction of the existing roadway. Shovel test excavation was devoid of cultural materials; prehistoric or historic-age cultural materials were not observed on the ground surface. No archaeological sites were recorded or revisited as a result of the survey. Therefore, there are no historic properties present within the project area. It is Terracon's recommendation that there are no historic properties eligible for National Register of Historic Places inclusion or State Antiquities Landmark designation that will be affected by future construction of the proposed roadway improvements. In the unlikely event that human remains or intact cultural features are discovered during construction, those activities should cease in the vicinity of the remains and Terracon, the Texas Historical Commission's Archeology Division, or other proper authorities should be contacted.

With declining ore grades, exhaustion of near surface reserves and rising labour costs the underground coal and metal mining industry in the European Union requires efficient planning tools that will improve its performance since mechanisation has almost approached 100% so that machine development will only give marginal improvements in performance. Major improvements can only be achieved by the re-development of the whole production process through careful and precise mine planning that will utilise simulation and production system's analysis.

With declining ore grades, exhaustion of near surface reserves and rising labour costs the underground coal and metal mining industry in the European Union requires efficient planning tools that will improve its performance since mechanisation has almost approached 100% so that machine development will only give marginal improvements in performance. Major improvements can only be achieved by the re-development of the whole production process through careful and precise mine planning that will utilise simulation and production system's analysis.

With declining ore grades, exhaustion of near surface reserves and rising labour costs the underground coal and metal mining industry in the European Union requires efficient planning tools that will improve its performance since mechanisation has almost approached 100% so that machine development will only give marginal improvements in performance. Major improvements can only be achieved by the re-development of the whole production process through careful and precise mine planning that will utilise simulation and production system's analysis.

The Government of Belize is a leader in road safety among Caribbean countries. Its vision is that Belize will have the safest roads in the Latin America and Caribbean countries and will work toward the ultimate goal of zero traffic fatalities and zero serious injuries. Since the introduction of the Belize Road Safety Project, there has been some improvement in the death rate from 21 per 100,000 population in 2012 down to a projected death rate of 8.36 per 100,000 population by the end of 2015. The Climate Resilient Infrastructure Project (CRIP) aims at enhancing the resilience of road infrastructure against flood risk and impacts of climate change and at improving Belize's capacity to respond promptly and effectively in an Eligible Crisis or Emergency, as required. As part of this project, a portion of the Philip Goldson Highway (formerly the Northern Highway) was identified for rehabilitation. In 2013, The Korea's Knowledge Sharing Program (KSP) established by the Korean Ministry of Strategy and Finance (MOSF) and the Korea Development Institute (KDI) partnered with Belize with the aim of exchanging socio-economic development experience of the two countries for improving Belize's policy making capacity and achieving socio-economic development. Under the signed MOU a joint research project was born to support the development of a Belizean made Transportation Master Plan (BTMP), based on Korea's experience in devising its own National Transportation Master Plan. The comprehensive BTMP established a feasible and detailed national transportation master plan for Belize that contains a systematic way to attract investment in transportation infrastructure. This plan was to play a pivotal role in not only improving transportation conditions but also boosting economic development. The BTMP prioritized projects essential to raising the efficiency and advancement of transportation infrastructure in the country. Important synergies and forecasting data resulted from the BTMP have been borrowed to this study for a wide range of purposes including socio-economic modelling, travel demand forecasting, safety risk and societal cost evaluation, national road network priorities and timelines, and multimodal considerations. Following the success of a highway demonstration corridor project on the Western Highway, the Goldson Highway rehabilitation project included the identification of safety improvements to address current issues affecting the safety of all modes. Explicit safety reviews were conducted to identify both corridor-wide and location-specific issues that were affecting the existing safety performance of the highway, and options to mitigate these issues through the redesign of the roadway, and to review the design plans during the design stage to identify opportunities to further optimize safety performance.

"Robert Cervero documents the rise in suburban traffic around the country and examines the role of various planning, design, and management approaches in defining the automobile's growing presence in suburbia. The book highlights suburban business complexes and mixed-use centers throughout the United States that have been planned and designed to reduce auto dependency and to promote ridesharing, transit usage, and other commuting alternatives.Steps taken by various municipalities to enlist the support of private interests in reducing employee trip-making and financing area-wide roadway improvements are also examined. While the analysis is national in scope, detailed case studies offer in-depth insights into the many institutional and logistical problems involved in mitigating the impact of suburban congestion.The transportation planning profession has historically focused its attention and resources on downtown access and mobility problems. Suburbs, and places beyond, have long been considered havens for travel, free from traffic jams, and ideal for leisurely weekend excursions. Over the years, transportation planning in suburbia has involved little more than adding new projects to five-year capital improvement programs. This book remains essential for planners, administrators, and citizens interested in the future of suburbia and safeguarding it from the coming transportation crisis."--Provided by publisher.

U.S. Highway 93 traverses some of the most ecologically sensitive wetland, riparian and aquatic habitat on the Flathead Indian Reservation. In December 2000, the Confederated Salish and Kootenai Tribes, the Montana Department of Transportation and the Federal Highway Administration entered into a Memorandum of Agreement for the Highway 93 Evaro to Polson Project. The MOA identifies the three governments' preferred conceptual roadway improvements including alignment, lane configuration, design features, and mitigation concepts for 66.3km (41.2mi) of the project. The MOA also specifies a process for the environmental and final design phase of the project. The process, as it relates to wetlands, riparian and aquatic issues, highway design details, mitigation measures, and the integration of the MOA with Tribal, Federal and State environmental regulations, is presented. The MOA also commits the three governments to cooperate in the preparation of a Supplemental Environmental Impact Statement for 18.1km (11.2mi) of the highway traversing the Ninepipe pothole wetlands complex. A summary of the current status of the Highway 93 Ninepipe SEIS and design alternatives being evaluated is also presented.

In many developing countries, transportation infrastructure development lags behind the tremendous growth in motorization. Road traffic injuries cause enormous morbidity and mortality worldwide, placing heavy burdens on global and national economies. .Underdeveloped transportation infrastructures critical to traffic safety include roadway improvement, occupant protection laws, traffic law enforcement, and emergency medical services (EMS). Highlighting one important aspect of lagging infrastructure, this article focuses on emergency medical services. This research study offers a descriptive evaluation of the existing pre-hospital care system in Chiang Mai, Thailand. The research objectives were (a) to describe how emergency rescue services are organized in Chiang Mai, (b) to examine ongoing public health efforts to improve emergency services, and (c) to document the training, certification, employment, and medical use of pre-hospital personnel. Thailand's national and local pre-hospital services (i.e., services designed to transfer persons with traffic injuries into the country's hospital infrastructure) are both insufficient and inefficient. The Thai National Government has promised funding to create a national EMS network by 2006. Research recommendations for Thailand EMS include more professional training for emergency workers, standardization of equipment, centralization of communications, and further analysis of competitive services.

At the request of Arredondo, Zepeda, & Brunz, LLC (ABZ), and on behalf of the Texas Department of Transportation (TxDOT) Tyler District, SWCA Environmental Consultants (SWCA) conducted an intensive cultural resources survey of proposed improvements (i.e., widening the existing two-lane road) to approximately 23,232.08 linear feet (4.4 miles) of Farm-to-Market Road (FM) 16 from 4.0 miles west of FM 849 east to U.S. Highway 69 (US 69) in Lindale, Smith County, Texas (CSJ: 0522-04-032). The project would consist of widening FM 16 within existing and proposed right-of-way (ROW). The proposed project includes approximately 39.1 acres of existing FM 16 ROW, which ranges from 70 to 100 feet wide. Proposed ROW for the project would encompass approximately 68.1 acres and have a variable width of 145 to 315 feet within rural sections; in urban sections, the proposed ROW would be a minimum of 80 feet wide to a maximum of 370 feet wide. In summary, the overall area of potential effects (APE) is approximately 23,232.08 feet (4.4 miles) long, 70 to 370 feet wide, and will extend 4 to 6 feet below ground surface for roadway improvements, up to 10 feet below ground for cross drainage culverts, and 20 to 30 feet below ground for bridge support columns. Utility relocations are anticipated, but the exact locales of such relocations are currently unknown. Archaeological investigations were performed to comply with the Antiquities Code of Texas, due to the involvement of public lands controlled by TxDOT, a political subdivision of the State of Texas. Additionally, the project may receive funding from the Federal Highway Administration or require a federal permit from the U.S. Army Corps of Engineers and, as such, is subject to Section 106 of the National Historic Preservation Act. The goal of the work was to identify cultural resources within the proposed project area, establish vertical and horizontal site boundaries as appropriate, and evaluate the significance and eligibility of all discovered cultural resources for the National Register of Historic Places (NRHP) or for designation as a State Antiquities Landmark (SAL). SWCA conducted field investigations from February 21 through February 25. Archaeologists attempted to excavate 225 shovel tests during the survey, but due to standing water, existing subsurface utilities, and eroded areas, only 215 shovel tests were excavated in support of the project, which exceeds the Texas Historical Commission's recommended survey standards for a project of this size. Investigations resulted in the discovery of two archaeological sites (41SM483 and 41SM484) consisting of an early- to midtwentieth-century single crib barn (41SM483) and a low-density scatter of non-diagnostic prehistoric lithic artifacts (41SM484). Investigations also discovered one isolated find (IF1), a single presumably Early Caddo (ca. A.D. 900–1200) ceramic sherd recovered from a single shovel test. Due to the paucity of cultural material, a lack of diagnostic artifacts, or cultural features, and extensive disturbances, both sites are recommended as not eligible for the NRHP or for designation as SALs. In accordance with the Antiquities Code of Texas and 36 Code of Federal Regulations (CFR) 800.4, SWCA made a reasonable and good faith effort to identify cultural resources within the APE. As no properties were identified that may meet the criteria for listing on the NRHP, according to 36 CFR 60.4, or for designation as an SAL, as per 13 TAC 26.12, SWCA recommends that no further cultural resources investigations are warranted within the surveyed portions of the APE and that a determination of No Historic Properties Affected be granted for the those areas. However, as SWCA lacked right-of-entry (ROE) to 30 parcels encompassing 27.76 acres of proposed ROW, investigations in those areas were not possible. To complete the assessment of the APE, SWCA recommends that an intensive cultural resources survey of the proposed ROW in these 30 parcels should be undertaken once ROE becomes available.

Roadways are continuous elements that consist of straight and curved segments that are of particular interest to transportation agencies because of safety concerns for motorists. An analysis was undertaken on curves to determine the accuracy of using GIS to identify curves. The safety of horizontal curves from a system perspective was also benchmarked to understand curves as a system instead of as isolated roadway features. The automated application, Curve Finder, was able to locate 532 of 799 curves along three routes studied. Roadway agencies can use Curve Finder to identify and measure a set of curves automatically. This GIS application for horizontal curves enables transportation agencies to leverage existing resources to manage their infrastructure more efficiently. The policy implications are that the additional curve data will enable a more cost-effective distribution of funding for improvements, a more efficient delivery of maintenance operations, and a safer roadway network.

Horizon Environmental Services, Inc. (Horizon) was selected by the City of Dripping Springs to conduct an intensive cultural resources inventory survey and assessment of the proposed Dripping Springs Wastewater System Improvements Project (EID 1) in Dripping Springs, Hays County, Texas (USACE Project No. SWF-2020-00075). This survey represents the first phase of a larger project involving the proposed construction of wastewater system improvements in Dripping Springs. The current phase of the project would involve three separate components—the West Interceptor segment, which extends approximately 3.7 kilometers (2.3 miles) in length along Onion Creek west of Farm-to-Market Road (FM) 12; the Reclaimed Water Line segment, which extends approximately 1.3 kilometers (0.8 mile) in length between Needham Road and the intersection of FM 12 and FM 150; an approximately 2.3-hectare (5.7-acre) effluent pond located south of an existing water reclamation facility south of FM 150; and the proposed expansion of the existing water reclamation facility adjacent to the proposed effluent pond, which together cover 3.3 hectares (8.0 acres). The linear rights-of-way (ROW) of proposed pipeline segments would measure a maximum of 30.5 meters (100.0 feet) in width, and the proposed project components would cover a combined area of approximately 18.5 hectares (45.6 acres). The proposed undertaking would be sponsored by the City of Dripping Springs, a public subdivision of the state of Texas. As a political subdivision of the state of Texas, the project would fall under the jurisdiction of the Antiquities Code of Texas (Natural Resources Code, Title 9, Chapter 191). In addition, the project would utilize funding provided by the Clean Water State Revolving Fund (CWSRF) program, which is a federal-state partnership between the US Environmental Protection Agency (US EPA) and the state of Texas. As the US EPA is a federal agency, the project would also fall under the jurisdiction of Section 106 of the National Historic Preservation Act (NHPA) of 1966, as amended. As the proposed project represents a publicly sponsored undertaking, the project sponsor is required to provide the Texas Historical Commission (THC), which serves as the State Historic Preservation Office (SHPO) for the state of Texas, with an opportunity to review and comment on the project's potential to adversely affect historic properties listed on or considered eligible for listing on the National Register of Historic Places (NRHP) under the NHPA and for designation as State Antiquities Landmarks (SAL) under the Antiquities Code of Texas. From October 1 to 3, on November 4, and on November 22, 2019, Horizon archeologists Jesse Dalton, McKinzie Froese, Amy Goldstein, Elizabeth Sefton, and Jared Wiersema conducted an intensive cultural resources survey of the project area, including pedestrian walkover with shovel testing and backhoe trenching. The survey was performed under the supervision of Jeffrey D. Owens, who served as Principal Investigator, under Texas Antiquities Permit No. 9114. The purpose of the survey was to locate any significant cultural resources that potentially would be impacted by the proposed undertaking. Horizon's archeologists traversed the project area on foot and thoroughly inspected the modern ground surface for aboriginal and historic-age cultural resources. Overall, vegetation across the entire project area generally consisted of short- to medium-length grasses interspersed with mature live oak and cedar trees, which afforded fair to good ground surface visibility (30 to 60%). Within the riparian zone of Onion Creek, vegetation consisted of tall, dense grass and mature honey mesquite, cedar, live oak, and hackberry trees, which provided poor ground surface visibility (<30%). The West Interceptor segment runs along the gravelly terraces of Onion Creek. Topographically, this segment of the project area consists of steep limestone steps and rocky outcrops that give way to flat, open fields. The proposed interceptor crosses Onion Creek at three locations, and the lower stream terraces of the creek have extensive gravel bars and debris associated with high-energy flooding. Soil profiles typically consist of a shallow A horizon of hard, calcareous clay loam underlain by dense gravelly deposits; however, in the southeastern portion of the West Interceptor, deeper clayey loam alluvium underlain by limestone bedrock was encountered. The Reclaimed Water Line segment traverses the west-facing hillslopes of upland ridges east of Onion Creek. Approximately the southeastern half of this segment of the project area would be constructed within the existing ROW of FM 12 west of the roadway, and construction, use, and ongoing maintenance of the roadway and associated facilities has resulted in extensive prior disturbances. Evidence of ground disturbance resulting from land clearing for housing developments and a transmission line were also noted within the northwestern portion of the proposed Reclaimed Water Line segment. The far northwestern end of the proposed Reclaimed Water Line segment skims the edge of the floodplain associated with a tributary of Onion Creek. Sediments on the terraces of this stream channel consist of calcareous loamy alluvial deposits, while soils across the upland portions of the segment consist of shallow deposits of gravelly clay and clay loam underlain by naturally degrading limestone bedrock. The water reclamation facility expansion and effluent pond segment are located on the upper terraces northeast of Onion Creek. The water reclamation facility is an existing industrial facility surrounded by septic fields, and prior disturbances from construction, use, and ongoing maintenance of the facility are extensive. The proposed expansion area to the north of the existing facility is currently utilized as a septic field. Sediments within this segment of the project area consist of shallow, gravelly, calcareous loamy to clayey loam alluvium underlain by naturally degrading limestone bedrock. In addition to a pedestrian walkover, the Texas State Minimum Archeological Survey Standards (TSMASS) require a minimum of 16 subsurface shovel tests per 1.6 kilometers (1.0 mile) for each 30.5-meter- (100.0-foot-) wide transect (or fraction thereof) for linear surveys unless field conditions warrant more shovel tests (e.g., in cultural high-probability areas) or fewer shovel tests (e.g., on steep slopes, in areas with excellent ground surface visibility). For block-area surveys, the TSMASS require two shovel tests per 0.4 hectare (1.0 acre) for project areas between 1.2 and 4.0 hectares (3.0 and 10.0 acres) in size. As such, a minimum of 37 shovel tests would be required within the West Interceptor segment, 13 shovel tests would be required within the Reclaimed Water Line segment, and 16 shovel tests would be required within the proposed water reclamation facility expansion and effluent pond area, for a total of 66 shovel tests for the project area as a whole. Horizon excavated a total of 106 shovel tests during the survey, including 82 shovel tests within the West Interceptor segment, 13 shovel tests within the Reclaimed Water Line segment, and 11 shovel tests within the facility expansion and effluent pond area. The shovel tests within the proposed facility expansion and effluent pond area were not all excavated directly within the final proposed construction footprint as the boundaries of this portion of the project area had not been firmly determined at the time of the survey, and no shovel tests were excavated within the existing water reclamation facility due to the extent of observable prior disturbances within this area. Overall, Horizon exceeded the minimum number of shovel tests required for the project area as a whole, and it is Horizon's opinion that shovel testing was capable of fully penetrating sediments with the potential to contain subsurface archeological deposits (with the exception noted below where backhoe trenches were excavated along a portion of the West Interceptor segment). In addition to shovel testing, Horizon excavated four backhoe trenches within the southeastern portion of the proposed West Interceptor segment. The trenches were excavated at roughly 100.0-meter (328.0-foot) intervals along the proposed centerline to depths ranging from 105.0 to 350.0 centimeters (41.3 to 137.8 inches) below surface. Sediments observed within trench profiles typically consisted of moderately deep deposits of grayish-brown fine clay loam over yellowish-brown fine sandy loam. Dense deposits of river cobbles and/or naturally degrading limestone bedrock were observed at the base of three of the four trenches, and it is Horizon's opinion that backhoe trenching was capable of fully penetrating sediments with the potential to contain archeological deposits. One chert flake was recorded in a shovel test (ST AG30) at a depth of 0.0 to 30.0 centimeters (0.0 to 11.8 inches) below surface at the far northwestern end of the West Interceptor project segment. Supplemental delineation shovel tests excavated around this initial discovery failed to produce any additional evidence of prehistoric cultural activity at this location, so the chert flake was recorded as an isolated artifact occurrence but was not documented as an archeological site. No other cultural resources of prehistoric or historic age were recorded within the project area during the pedestrian survey, shovel testing, or backhoe trenching. Based on the results of the survey-level investigations documented in this report, no cultural resources would be affected by the proposed undertaking. In accordance with 36 CFR 800.4, Horizon has made a reasonable and good-faith effort to identify historic properties within the project area. No cultural resources were identified within the project area that meet the criteria for designation as SALs according to 13 TAC 26 or for inclusion in the NRHP according to 36 CFR 60.4. Horizon recommends a finding of "no historic properties affected," and no further archeological work is recommended in connection with the proposed undertaking. However, human burials, both prehistoric and historic, are protected under the Texas Health and Safety Code. In the event that any human remains or burial objects are inadvertently discovered at any point during construction, use, or ongoing maintenance in the project area, even in previously surveyed areas, all work should cease immediately in the vicinity of the inadvertent discovery, and the THC should be notified immediately. Following completion of the project, all project records will be prepared for permanent curation at the Texas Archeological Research Laboratory (TARL).

In this newspaper article, the West Memphis police are blamed as the main reason a bypass was being planned for construction, due to their arresting and jailing motorists for minor traffic violations. ; This article describes the attempt by rival city officials and businessmen of West Memphis, Crittenden County, AR, to come together to circumvent a bypass that would go through the town by committing to roadway improvements. The article stresses that though improvements will be made, the West Memphis police are the major reason for the planned bypass due to their ticketing and jailing of motorists for minor traffic violations. In a cartoon in the middle of the article two police officers are leaning against their car and reading the Memphis Commercial Appeal, which shows the headline, "Plans to Bypass West Memphis." ; Everyone Cooperates…Except the Local Cops. Threat of a highway bypass, which would cost West Memphis businessmen a fortune in lost trade and decreased property values, got members of rival political factions together as nothing else ever did. Almost overnight businessmen and city officials agreed on a plan to relieve traffic conjestion [sic] on the highways by building new city streets, removing highway obstructions, and increasing speed limits within the city. IT WAS ALSO AGREED THAT, IN THE FUTURE, MOTORISTS WOULD BE TREATED MORE COURTEOUSLY AND DEALT WITH MORE LENIENTLY BY OUR LOCAL POLICE. Work began immediately on the first two phases of this agreement. Right away businessmen begun [sic] arranging to have gasoline pumps set back, canopies taken down, signs removed, etc. And city street department workers got about the business of surveying new streets, and widening old ones in accordance with the overall plan. But the police are going right on as usual, arresting motorists for minor violations which, in most any other city, would rate nothing worse than a police warning. If we are going to continue letting men like Bud Holland and Charlie Burrow insult and browbeat strangers, then we might as well forget about all our plans to make West Memphis a real city. For it's not the heavy traffic that has made West Memphis notorious. Nor the gasoline pumps, power poles, and neon signs setting right up against the highway right-of-way. [The officer who is reading the paper in the George Fisher cartoon]: ""Wonder what they wanna bypass US for?""