in 2007; , preparation of the final EIS was listed as "ongoing." The draft EIS included 12 different study corridor alternatives by choosing among four variations along the route. The first variation, from Laredo to southeast of San Antonio, would have included either the current I-35 alignment until curving off to the east at a point south of San Antonio or would have followed a more direct route to the east. The study area for all alternatives continued northeast, paralleling I-35. The second variation would have either passed just to the east of the municipal boundaries along I-35 from Austin to Temple or further east. The third variation would have passed either to the west of Fort Worth or east of Dallas. The fourth variation was dependent on the eastern third variation and would have either rejoined the western third variation near the Oklahoma border or would have ended at the Oklahoma border near U.S. Route 75. The draft EIS designated a recommended preferred alternative corridor running to the east of I-35 and I-35E from near Gainesville to south of San Antonio, where the corridor would join I-35 to run south to Laredo. On October 7, 2009, TxDOT officials announced that the department would recommend the "No Action Alternative", which effectively ended the efforts to develop the Interstate 35 corridor through the TTC concept. SH 130 State Highway 130 is a component of the Central Texas Turnpike System, much of which was thought likely to be incorporated into TTC-35. Segments 1-4 of SH 130 were built by Lone Star Infrastructure in the Austin metropolitan area as an eastern relief route for Interstate 35. On June 28, 2006, ACS-Zachry reached a $1.3 billion agreement with the state to build segments 5 and 6 of SH 130, which could have represented the alignment of TTC-35's highway component between Interstate 10 at Seguin east of San Antonio and U.S. Route 79 near Taylor, Texas. According to the "Facility Plan of Finance," $412 million of financing for the project would be a federally-guaranteed loan under the Transportation Infrastructure Financing and Innovation Act, while the remaining financing would be from equity put forward by ACS-Zachry and bank loans from private lenders. Per the agreement, TxDOT would receive between 4.65% and 50% of toll revenues depending on the performance of the facility, with a smaller share due to TxDOT if TxDOT does not authorize posting of