Opinion ID: 382838
Heading Depth: 5
Heading Rank: 2

Heading: Discussion of Alternatives

Text: 42 The alternatives requirement of NEPA is not to be used for chronic faultfinding. Life of the Land v. Brinegar, 485 F.2d at 472. As the Supreme Court recently stated: 43 Common sense also teaches us that the detailed statement of alternatives cannot be found wanting simply because the agency failed to include every alternative device and thought conceivable by the mind of man. Time and resources are simply too limited to hold that an impact statement fails because the agency failed to ferret out every possible alternative regardless of how uncommon or unknown that alternative may have been at the time the project was approved. 44 Vermont Yankee Nuclear Power Corp. v. Natural Resources Defense Council, Inc., 435 U.S. 519, 551, 98 S.Ct. 1197, 1215, 55 L.Ed.2d 460 (1978). Only reasonable alternatives need be discussed. Id.; Friends of the Earth v. Coleman, 513 F.2d 295, 297 (9th Cir. 1975). 45 In this case, the EIS discussed several alternatives. Two alternative locations were studied for the portion of the road northwest of Martin City, three alternatives for the portion near Coram, and five alternatives for the portion in and around Hungry Horse. Additionally, the EIS stated that the do-nothing alternative was considered, but not recommended because of the poor alignment of the road, its numerous sharp, dangerous curves, restricted passing sight distances, and the need to accommodate projected traffic increases. The Coalition faults the EIS because it failed to consider the alternative of an improved and widened two-lane road for any portion of the project. 46 Several factors lead us to conclude that the alternative of an improved and widened two-lane facility was both reasonable and obvious, and that therefore the EIS is deficient. We consider it significant that in 1968 the MDOH originally planned for an improved and widened two-lane road for the part of this route between either Martin City or Coram and West Glacier. Moreover, evidence at trial showed that auxiliary lanes, such as climbing lanes, passing lanes, and turning lanes, were a recognized feature of highway design and that use of such lanes could improve traffic capacity. Although the MDOH did not consider, apparently, less than four-lane construction in and around Hungry Horse, evidence showed that in the town of Hungry Horse itself the terrain was level and that passing was not permitted. Thus, Hungry Horse did not present the same safety needs as outlying areas where the combination of rolling terrain, poor alignment, and limited passing sight distances created serious safety problems. There was also testimony that lower traffic capacity was generally acceptable in towns, partly because of their lower speed limits. The use of a narrower than four-lane road is made even more obvious by the possibility that parkland would thereby by spared. 4 See Citizens to Preserve Overton Park, Inc. v. Volpe, 401 U.S. 402, 415, 91 S.Ct. 814, 823, 28 L.Ed.2d 136 (1971); Stop H-3 Ass'n v. Coleman, 533 F.2d 434, 438 (9th Cir.), cert. denied, 429 U.S. 999, 97 S.Ct. 526, 50 L.Ed.2d 610 (1976). 47 Finally, it is important to note that in November, 1973, well before the final EIS was submitted by the state to the FHWA, regulations were proposed suggesting consideration of both fewer lanes and a design providing a lower level of service as alternatives. 38 Fed.Reg. 30,192 (1973). These regulations were finally promulgated on November 29, 1974. 39 Fed.Reg. 41,80 5 (1974) (codified in 23 C.F.R. § 771.18 (1975)).