The following is a letter submitted after an article about the proposed Northern Beltline ran on January 6. The article [available at www.NewsAegis.com] was based on the fact that two local municipalities and the county have signed on in support of the project. The artice quoted a representative of the Coalition for Regional Transportation, who spoke to area mayors at their December meeting.

In an effort to provide fairness to each side, what follows is from Pat Feemster, who represents

www.sourceonbeltline.org

January 21, 2011

Letter to the Editor

St. Clair News-Aegis

The recent report on the Birmingham Northern Beltline contained extensive misinformation, provided by the Coalition for Regional Transportation (CRT).  The CRT has but one objective, to advocate for the Northern Beltline, and its “sales” job often ignores the facts.  

That is unfortunate for the business community and citizens of the metro-Birmingham region.  How much better it would be for the group to work toward their mission by presenting facts and fostering discussion.   

Below are quotes attributed to the CRT. Hopefully, the responses that follow will provide a clearer picture of Northern Beltline issues:

“The Northern Beltline was added to Birmingham’s long-range transportation plan 30 years ago.”  

It was actually added to the long-range transportation plan in 2000.

“The prep work, which is what always takes the longest with any transportation project, is done, and the construction will be the fastest part of it.”

Final design, engineering, environmental studies and right of way acquisition are far from complete.  Of vital significance are the federally mandated, but incomplete, environmental reevaluation and impacts analyses.  A reevaluation document has been completed for only the initial 3.4 mile segment, but even on that segment. archeological surveys have recently been underway.  An Indirect and cumulative impacts analysis has never been conducted on that segment and ALDOT does not plan to do such an analysis.    

“The money is already there . . . .”  

The last report of the Appalachian Regional Commission in 2009 shows that Alabama was apportioned a total of $117.5 million that year for all three of its Appalachian corridors.  

Federal beltline funding of $1.32 billion in the 2035 Regional Transportation Plan is only “anticipated” over the 25-year period. That is little more than 1/3 the projected cost of $3.327 billion reported by the Federal Highway Administration.  

Furthermore, construction phases for two of the five beltline segments are no included in the 25-year plan. It also does not include funding for a connection of the Northern Beltline to I-20.                                                                                                                                 

“. . . . . and it does not take a dime from any local government.”

Necessary infrastructure — secondary roads and water and sewer lines — will require funding by local governments, including the financially strapped Jefferson County.

“Construction of the Northern Beltline involves no new taxes and no new debt . . . . .”

The required state match of 20%, at a projected $3.327 billion, is close to $700 million.  The actual cost of highway projects is always higher than projected due to delays, inflation and cost overruns.  It is also noteworthy that the State of Alabama closed a $586 million shortfall when its FY2011 budget was adopted.

“. . . .  but we stand to lose all of it if we don’t move forward.”

ALDOT is proceeding with the project and, according to the Appalachian Development Highway System 2007 Cost-to-Complete Report, any ADHS funds that are apportioned to states remain available until they are expended.

“If the I-422 plans were put on hold indefinitely, it is possible that the federal funding could be directed instead to other transportation projects in other states …”

The CRT’s concerns can likely be attributed to the growing realization that the Northern Beltline is not a viable, warranted project, as noted in the transportation plan:  “It has been suggested that the Corridor X-1/Northern Beltline has been “over designed” and does not need to be built to interstate standards, at least not for its entire length.  An alternative design proposal suggests that the roadway be constructed as an at-grade parkway.”

“The single most-asked questions when industry looks to move into a community is, ‘What is your proximity to an interstate?”

St. Clair County and its cities are not lacking in interstate proximity.  I-20 with no less than 10 interchanges runs through St. Clair County.  I-59 runs through numerous St. Clair cities, including Argo, Springville, Ashville and Steele with two interchanges in Springville and one each in Argo, Ashville and Steele.

The planned Northern Beltline/I-59 interchange near Argo is to be a route interchange with no access from surface roads, so it will provide no additional interstate access in close proximity to any St. Clair County cities.

“. . . . . . Carter said that the project would reduce traffic congestion, improve road safety, and improve air quality. “

The Northern Beltline is not a Regional Transportation Plan priority largely because only one to three percent of downtown interstate traffic and an insignificant volume of diesel truck traffic would shift to the beltline.    

It will actually increase traffic congestion in some areas, including the congested stretch of

 I-59 through Trussville and Argo, as shown by a 1993 analysis of traffic impacts to the Trussville area.   

“I-422 is not expected to have an adverse environmental impact on the region, she added.  “The Alabama Department of Transportation’s standards and regulations have never been higher or tighter.  I-459 is one of the greenest stretches of roads in the   country, and it was constructed when standards were not as high as they are now.  They’re even better now.  This project will have the least impact environmentally you could ever imagine.” 

The CRT allegations defy logic, not to mention fact, and are contrary to the position of the U. S. EPA, which opposed the route, stating that it would be the most environmentally damaging of all routes considered.  EPA’s position is backed up by numerous other agencies, organizations and studies.  ALDOT, itself, documents polluting, degrading impacts to waterways that would result from the beltline.

The Regional Transportation Plan “red flagged” five of six listed natural resources that will be adversely impacted by the Northern Beltline.  Critical habitat is the sixth.  The beltline will go through the headwaters of Dry Creek, designated as vermilion darter critical habitat in December.  

I-459 construction dumped tons of sediment into the Cahaba River – one of two metro-Birmingham drinking water sources.  Spin-off growth has triggered significant damage to water quality and habitat of the Cahaba, damage that is still accelerating today due to urban stormwater runoff.  As recently as 2007, ALDOT’s Highway 98 construction project severely polluted Mobile’s water supply.

  The planned Northern Beltline carries far-reaching implications and merits the best and most accurate news coverage possible.  There are many credible sources available for information and fact-based opinion.