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Home My WebLink About20090372 Ver 1_Application_20080815 4 STATE OF NORTH CAROLINA r ' DEPARTMENT OF TRANSPORTATION MICHAEL F. EASLEY LYNDO TIPPETT GOVERNOR SECRETARY • August 11, 2008 Mr. Richard Spencer NCDOT Coordinator US Army Corps of Engineers Wilmington Regulatory Field Office Post Office Box 1890 Wilmington, North Carolina 28402-1890 Dear Mr. Spencer: SUBJECT: Section 404/NEPA Merger Application for NC 210 (Murchison Road), from the Proposed Fayetteville Outer Loop to NC 24-87-210 (Bragg Blvd.), Cumberland County, NCDOT Division 6, Federal-Aid Project STP-210(11), WBS Element 36492.1.2, TIP Project U-4444 The following application, including separate attachments for (1) ENG Form 4345 and (2) mailing list (labels) is submitted for your consideration. As you are aware, this project was selected for treatment under Merger 01. At this juncture, the Regulatory Division has provided concurrence on purpose and need and the selection of detailed study alternatives. An Environmental Assessment (EA) was prepared and signed August 4, 2008. Please issue your public notice at the earliest opportunity so we can jointly proceed toward selecting the LEDPA (Least Environmentally Damaging, Practicable Alternative, which meets the purpose and need of the project) following analysis of public input. Once the LEDPA is selected and approved, efforts will be undertaken to _ further minimize impacts to wetlands and riparian buffers in the LEDPA corridor and to propose suitable compensatory mitigation to offset unavoidable impacts. The following information is a summary of relevant project details and is provided to assist in the Section 404 regulatory review of the project. Please note more detailed information is available in the EA. MAILING ADDRESS: TELEPHONE: 919-733-3141 LOCATION: NC DEPARTMENT OF TRANSPORTATION FAX: 919-733-9794 TRANSPORTATION BUILDING PROJECT DEVELOPMENT AND ENVIRONMENTAL ANALYSIS 1 SOUTH WILMINGTON STREET 1548 MAIL SERVICE CENTER WESSITE. WWW.DOH.DOT.STATE.NC.US RALEIGH NC RALEIGH NC 27699-1548 APPLICATION FOR DEPARTMENT OF THE ARMY PERMIT OMB APPROVAL NO. 0710-003 (33 CFR 325) Expires December 31, 2004 Public reporting burden for this collection of information is estimated to average 10 hours per response, although the majority of applications should require 5 hours or less. This includes the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Department of Defense, Washington Headquarters Service Directorate of Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302; and to the Office of Management and Budget, Paperwork Reduction Project (0710-0003), Washington, DC 20503. Respondents should be aware that notwithstanding any other provision of law, no person shall be subject to any penalty for failing to comply with a collection of information if it does not display a currently valid OMB control number. Please DO NOT RETURN your form to either of those addresses. Completed applications must be submitted to the District Engineer having jurisdiction over the location of the proposed activity. PRIVACY ACT STATEMENT Authority: Rivers and Harbors Act, Section 10, 33 USC 403: Clean Water Act, Section 404, 33 USC 1344; Marine Protection, Research and Sanctuaries Act, 33 USC 1413, Section 103. Principal Purpose: Information provided on this form will be used in evaluating the application for a permit. Routine Uses: This information may be shared with the Department of Justice and other federal, state, and local government agencies. Submission of requested information is voluntary, however, if information is not provided the permit application cannot be evaluated nor can a permit be issued. One set of original drawings or good reproducible copies which show the location and character of the proposed activity must be attached to this application (see sample drawings and instructions) and be submitted to the District Engineer having jurisdiction over the location of the proposed activity. An application that is not completed in full will be returned. ITEMS 1 THRU 4 TO BE KILLED BY THE CORPS 1. APPLICATION NO. 2. FIELD OFFICE CODE 3. DATE RECEIVED 4. DATE APPLICATION COMPLETED ITEMS BELOW TO BE F LLED BY APPLICAN 5. APPLICANT'S NAME 8. AUTHORIZED AGENT'S NAME AND TITLE (an agent is not required) North Carolina Department of Transportation Project Development & Environmental Analysis 6. APPLICANT'S ADDRESS 9. AGENT'S ADDRESS 1548 Mail Service Center Raleigh, NC 27699-1548 7. APPLICANT'S PHONE NOS. W/AREA CODE 10. AGENT'S PHONE NOS. W/AREA CODE a. Residence a. Residence b. Business 919-733-3141 b. Business 11. STATEMENT OF AUTHORIZATION I hereby authorize, to act in my behalf as my agent in the processing of this application and to furnish, upon request, supplemental information in support of this permit application. APPLICANT'S SIGNATURE DATE NAME, LOCATION, AND DESCRIPTION OR PROJECT OR ACTIVITY 12. PROJECT NAME OR TITLE (see instructions Proposed NC 210 (Murchison Road) Improvements, Cumberland County, NC 13. NAME OF WATERBODY, IF KNOWN (if applicable) 14. PROJECT STREET ADDRESS (if applicable) Little Cross Creek & Vicinity 15. LOCATION OF PROJECT Fort Bragg Military Reservation COUNTY STATE Cumberland County NC 16. OTHER LOCATION DESCRIPTIONS, IF KNOWN (see instructions) Section, Township, Range, Lat/Lon, and/or Accessors's Parcel Number, for example. The proposed project involves widening existing NC 210 (Murchison Road) between the proposed Fayetteville Outer Loop (TIP Project X-2) and NC 24-87 (Bragg Boulevard) in Spring Lake. Most of the project is located on the Fort Bragg Military Reservation. 17. DIRECTIONS TO THE SITE Please see attached vicinity map and cover letter. 18. Nature of Activity (Description of project, include all features) The project involves widening existing NC 210 (Murchison Road) between the proposed Fayetteville Outer Loop (TIP Project X-2) and NC 24- 87 (Bragg Boulevard) in Spring Lake to six lanes and upgrading the roadway to a freeway. In addition to the widening, the existing Honeycutt Road intersection will be converted to an interchange and Randolph Street will be extended to NC 210 and an interchange constructed. Work will ENG FORM 4345, Jul 97 EDITION OF FEB 94 IS OBSOLETE (Proponent: CECW-OR) also be required along existing NC 24-87-210 (Bragg Boulevard) in Spring Lake between the NC 210 (Murchison Road) intersection and the NC 210 (Lillington Highway) intersection in order to transition from the proposed freeway 19. Project Purpose (Describe the reason or purpose of the project, see instructions) The purpose of the project is to increase the traffic carrying capacity of NC 210 (Murchison Road) between the proposed Fayetteville Outer Loop (TIP Project X-2) and NC 24-87 (Bragg Boulevard) so that this roadway can also accommodate traffic now using NC 24-87 (Bragg Boulevard) through Fort Bragg, which is to be closed on Fort Bragg for security reasons. USE BLOCKS 20-22 IF DREDGED AND/OR FILL MATERIAL IS TO BE DISCHARGED 20. Reason(s) for Discharge Construction of the proposed project will result in roadway fill in wetlands and surface waters. 21. Type(s) of Material Being Discharged and the Amount of Each Type in Cubic Yards Fill from roadway. 22. Surface Area in Acres of Wetlands or Other Waters Filled (see instructions) See Merger Permit Application Letter 23. Is Any Portion of the Work Already Complete? Yes _ No X IF YES, DESCRIBE THE COMPLETED WORK 24. Addresses of Adjoining Property Owners, Lessees, Etc., Whose Property Adjoins the Waterbody (If more than can be entered here, please attach a supplemental list). Two property owners are adjacent to the permit areas: Directorate of Public Works, NC Department of Administration Real Property Division of Veterans Affairs 2175 Riley Road, Stop A 1315 Mail Service Center Fort Bragg, NC 28310 Raleigh, NC 27699-1315 Mailing labels for property owners adjacent to the project, but not adjacent to the permit areas, are also included with this package. 25. List of Other Certifications or Approvals/Denials Received from other Federal, State, or Local Agencies for Work Described in This Application. AGENCY TYPE APPROVAL IDENTIFICATION NUMBER DATE APPLIED DATE APPROVED DATE DENIED Would include but is not restricted to zoning, building, and flood plain permits 26. Application is hereby made for a permit or permits to authorize the work described in this application. I certify that the information in this application is complete and accurate. I further certify that I possess the authority to undertake the work described herein or am acting as the duly authorized agent of the ap licant. G..~_ 8 / 2/8 A/4S~R IGNATUF PLICANT DATE SIGNATURE OF AGENT DATE The application must be signed by the person who desires to undertake the proposed activity (applicant) or it may be signed by a duly authorized agent if the statement in block 11 has been filled out and signed. 18 U.S.C. Section 1001 provides that: Whoever, in any manner within the jurisdiction of any department or agency of the United States knowingly and willfully falsifies, conceals, or covers up any trick, scheme, or disguises a material fact or makes any false, fictitious or fraudulent statements or representations or makes or uses any false writing or document knowing same to contain any false, fictitious or fraudulent statements or entry, shall be fined not more than $10,000 or imprisoned not more than five years or both. ENG FORM 4345, Jul 97 EDITION OF FEB 94 IS OBSOLETE (Proponent: CECW-OR) INTRODUCTION The proposed project involves widening existing NC 210 (Murchison Road) between the proposed Fayetteville Outer Loop (TIP Project X-2) and NC 24-87 (Bragg Boulevard) in Spring Lake to six lanes and upgrading the roadway to a freeway. In addition to the widening, the existing Honeycutt Road intersection will be converted to an interchange and Randolph Street will be extended to NC 210 and an interchange constructed. Work will also be required along existing NC 24-87-210 (Bragg Boulevard) in Spring Lake between the NC 210 (Murchison Road) intersection and the NC 210 (Lillington Highway) intersection in order to transition from the proposed freeway. Figure 1 is a map showing the project's location. The project is identified in NCDOT's approved 2009 to 2015 Transportation Improvement Program (TIP) as Project U-4444. PURPOSE AND NEED The purpose of the proposed project is to increase the traffic carrying capacity of NC 210 (Murchison Road) between the proposed Fayetteville Outer Loop (TIP Project X-2) and NC 24-87 (Bragg Boulevard) so that this roadway can also accommodate traffic now using NC 24-87 (Bragg Boulevard) through Fort Bragg, which is to be closed on Fort Bragg for security reasons. The proposed project will address the following needs: • Capacity Deficiencies - In 2005, various segments of the project corridor operated at Level of Service (LOS) C or D; however, by 2030 all segments along Murchison Road will be overcapacity and operate at an unacceptable LOS F. • National & Base Security - Closure of Bragg Boulevard to civilian traffic. Following the events of September 11, 2001, the decision was made to strictly limit public access to Fort Bragg. • Accident Reduction - The conversion of Murchison Road to a facility with full control of access is expected to reduce the number and frequency of accidents on this roadway. SCHEDULE AND COST ESTIMATES The proposed project is divided into two sections for right of way acquisition and three sections for construction. The limits of these sections and their schedules are presented in Table 1. TABLE 1 PROJECT SCHEDULE Section From/To RW Acquisition Construction U-4444AA Proposed Fayetteville Outer Loop/ FY 2009 FY 2009 North of Honeycutt Road U-4444AB North of Honeycutt Road/ FY 2009 Unfunded Fort Bra Boundary U-4444B Fort Bragg Boundary/ Unfunded Unfunded NC 210 Lillin on Highway) Preliminary cost estimates for each alternative still under consideration are presented in Table 2. TABLE 2 PROJECT COST ESTIMATES Alt.1 Alt.2 Right of Way $15,000,000 $8,602,422 Acquisition Construction $83,800,000 $62,900,000 Wetland/Stream $988,794 $1,190,200 Mitigation Total $99,788,794 $72,692,622 LOGICAL TERMINI The proposed project to improve NC 210 (Murchison Road) has logical termini and independent utility. The project will extend from the proposed Fayetteville Outer Loop (TIP Project X-2) to the NC 24-87 (Bragg Boulevard) intersection with NC 210 (Lillington Highway). The proposed improvements are a reasonable expenditure even if no additional transportation improvements are made in the area. Construction of the proposed project will not restrict consideration of alternatives for other reasonably foreseeable transportation improvements. ALTERNATIVES Preliminary Study Alternatives TDM/TSM/Alternative Modes Travel Demand Management (TDM), Transportation Systems Management (TSM) and/or alternative modes of transportation alone would not eliminate the anticipated traffic congestion along Murchison Road. New Location Alternative Due to cost and environmental considerations, an entirely new location alternative was not considered. No-Build The No-Build alternative would not serve the purpose and need of the project. Without improvements, Murchison Road will operate at a level of service F by the year 2030 with the closure of Bragg Boulevard. Expressway (Widening-No Interchanges) The initial scope of this project was to widen existing Murchison Road to six lanes with a 46-foot median and extend Randolph Street to Murchison Road at a signalized intersection. The Honeycutt Road intersection would remain signalized and a partial interchange would be constructed at Butner Road. By the year 2030, signalized intersections at Honeycutt Road and Randolph Street and a partial interchange at Butner Road would not accommodate projected traffic volumes. The intersections would all operate at level of service F. Therefore, widening Murchison Road with signalized intersections was dropped from further consideration. Freeway In order to reduce impacts to wetlands and protected species habitat, widening into the median was the only widening alternative considered for a freeway. A 22-foot median with a concrete barrier would be provided between opposing travel lanes. Design concepts were developed for interchanges at Honeycutt Road, a proposed Randolph Street Extension and Butner Road. The following options were considered for each location: Interchange with Honeycutt Road Honeycutt Road over Murchison Road Murchison Road over Honeycutt Road Interchange with Randolph Street Tight diamond interchange Tight Diamond Interchange Shifted North with Braided Ramps Free-Flow Interchange with Loop (Murchison Road over Randolph Street) Free-Flow Interchange with Loop (Randolph Street over Murchison Road) Free-Flow Interchange with Loop and Collector-Distributor Semi-Directional Interchange with Dual Loops and Collector-Distributor (Murchison Road Over Randolph Street) Semi-Directional Interchange with Dual Loops and Collector-Distributor (Randolph Street Over Murchison Road) Semi-Directional Interchange with Dual Loops and Collector-Distributor (Shifted Away From Railroad) No Randolph Street Interchange Interchange with Butner Road Southbound Murchison Flyover Tight diamond interchange Single-point urban interchange No Butner Road access from Murchison Road (tie Butner Road into existing Bragg Boulevard south of Murchison Road) Conceptual designs and traffic capacity analyses were prepared for all of these different options. Wetland impacts, protected species and relocation impacts were considered in the selection of the concepts to be studied in detail. Two alternative preliminary designs were prepared for the project. Honeycutt Road Interchange Concepts Honeycutt Road over Murchison Road This interchange concept has a loop and a ramp in the southeast quadrant east of Murchison Road and two ramps west of Murchison Road. Honeycutt Road would be carried over Murchison Road on a bridge. The loop and ramp east of Murchison Road will minimize impacts to a wetland located north of Honeycutt Road. This interchange configuration will operate at an acceptable level of service. This concept was carried forward as a part of Detailed Study Alternative 1. This interchange is shown on Sheets 3 and 8 of Figure 9. Murchison Road over Honeycutt Road This interchange concept also has a loop and a ramp in the southeast quadrant and two ramps west of Murchison Road. Murchison Road would be carried over Honeycutt Road on a bridge with this concept, however. The loop and ramp in the southeast quadrant will avoid impacts to the wetlands in the northeast quadrant of the interchange. This interchange concept will operate at an acceptable level of service. This concept was carried forward as a part of Detailed Study Alternative 2. This interchange is shown on Sheet 3 of Figure 10. Randolph Street Interchange Concepts Tight Diamond Interchange A tight diamond interchange was considered for the proposed Randolph Street Extension in conjunction with an interchange at Butner Road. A tight diamond interchange would not accommodate traffic diverted from Butner if an interchange was • not provided at Butner Road. Murchison Road would be carried over proposed Randolph Street Extension with this concept. The ramp termini on Randolph Street for the eastern ramps would be signalized. The ramp termini on Randolph Street for the western ramps would be free flowing; however, the western ramps would intersect Randolph Street very close to the at-grade railroad crossing. In addition, operational problems may result due to the proximity of the Butner Road interchange. This concept was dropped from further consideration due to safety concerns over the proximity of the at-grade railroad crossing and the potential weaving problem between the northern Randolph Street ramps and the southern Butner Road ramps. The tight diamond interchange concept is shown on Figure 2. Tight Diamond Interchange Shifted North with Braided Ramps Shifting the proposed Randolph Street interchange northward would provide additional distance between the railroad and the ramp termini on the west side of Murchison Road, but would decrease the distance between the Randolph Street interchange and the Butner Road interchange. In order to avoid weaving problems, a braided ramp configuration for the northern Randolph Street and southern Butner Road ramps was also investigated. Shifting the interchange north would reduce impacts to red-cockaded woodpecker foraging habitat but would increase wetland impacts. The tight diamond interchange with braided ramps would operate well without the operational concerns of the other tight diamond interchange configuration. For this reason, this concept was carried forward as part of Detailed Study Alternative 1. This interchange configuration would not carry the additional traffic diverted from Butner Road if an interchange was not provided at Butner Road, however. This interchange design is shown on Sheets 5 and 6 of Figure 9. Free-Flow Interchange with Loop (Murchison Road over Randolph Street) In order to increase the weaving distance between the Butner Road and Randolph Street interchanges, the tight diamond concept was modified and the ramps on the eastern side of Murchison Road were replaced with a free flowing loop and ramp in the southeast • quadrant of the interchange. Murchison Road would be carried over Randolph Street with this concept. This configuration would operate better than the tight diamond interchange, but the loop and ramp would have more effect on red-cockaded woodpecker foraging habitat than the tight diamond interchange. In addition, the railroad crossing would still present concerns for the western ramps. Operational problems might still result from the proximity of the. western Randolph Street and Butner Road ramps. For these reasons, this interchange concept was dropped from further consideration. This concept is shown on Figure 3. Free-Flow Interchange with Loop (Randolph Street over Murchison Road) This free-flow interchange concept would have a free flowing loop and ramp in the southeast quadrant of the interchange. Randolph Street would be carried over Murchison Road and the railroad with this concept. The western ramps would be carried over the railroad on individual bridges. The loop and ramp would have more effect on red-cockaded woodpecker foraging habitat than the tight diamond interchange. Operational problems might result from the proximity of the western Randolph Street and Butner Road ramps, as well. For this reason, this interchange concept was dropped from further consideration. This concept is shown on Figure 4. Free-Flow Interchange with Loop and Collector-Distributor This free-flow interchange concept is similar to the previously discussed concept, except a collector-distributor would be provided between the western Randolph Street and Butner Road ramps. The proximity of the western ramps at Randolph Street to the railroad crossing would be a concern. In addition, the proposed collector-distributor would take more property from the Sandhills State Veterans Cemetery than not providing the collector-distributor. For these reasons, this interchange concept was dropped from further consideration. This concept is shown on Figure 5. Semi-Directional Interchange with Dual Loops and Collector-Distributor (Murchison Road Over Randolph Street) This interchange concept would involve providing a ramp and loop in the southeast quadrant and a ramp and loop in the northwest quadrant of the interchange. In addition, a collector-distributor would be provided between the western Randolph Street and Butner Road interchanges. Murchison Road would be carried over Randolph Street. This concept was dropped from further consideration because the ramp and loop in the northwest quadrant of the interchange would cross the railroad at-grade and the ramp and loop in the southeast quadrant would affect RCW foraging habitat. A sketch of this concept is shown on Figure 6. Semi-Directional Interchange with Dual Loops and Collector-Distributor (Randolph Street Over Murchison Road) This interchange concept would involve providing a ramp and loop in the southeast quadrant and a ramp and loop in the northwest quadrant of the interchange. In addition, a collector-distributor would be provided between the western Randolph Street and Butner Road interchanges. Randolph Street would be carried over Murchison Road. This concept was dropped from further consideration because the ramp and loop in the southeast quadrant would affect RCW foraging habitat. A sketch of this concept is shown on Figure 7. Semi-Directional Interchange with Dual Loops and Collector-Distributor (Shifted Away From Railroad) This interchange concept would involve providing a ramp and loop in the southeast quadrant and a ramp and loop in the northwest quadrant of the interchange. In addition, a collector-distributor would be provided between the western Randolph Street and Butner Road interchanges. Murchison Road would be carried over Randolph Street and the railroad. Randolph Street would be shifted northward from earlier similar concepts, allowing the western ramps to tie into Randolph Street just before the railroad, allowing one wider bridge instead of three narrower bridges at the railroad. This concept was dropped from further consideration because the ramp and loop in the southeast quadrant would affect both RCW foraging habitat and wetlands. A sketch of this concept is shown on Figure 8. Free-Flow Interchange with Loop in Northeast Quadrant This interchange concept was developed to accommodate traffic diverted from Butner Road if no access was provided from Butner to Murchison Road. Traffic from Butner Road would use existing Bragg Boulevard to Randolph Street and would access Murchison Road from the proposed Randolph Street interchange. A loop and ramp would be provided in the northeast quadrant of the interchange. This configuration would operate better than placing the loop and ramp in the southeast quadrant due to the high traffic volumes accessing northbound Murchison Road from Randolph Street. This configuration would result in higher wetland impacts but lower impacts to RCW foraging habitat. This concept was carried forward as a part of Detailed Study Alternative 2. This interchange is shown on Sheets 5 and 6 of Figure 10. No Randolph Street Interchange Two alternatives without an interchange at Randolph Street were investigated on a conceptual level. One of these alternatives would involve providing access at Butner Road but not Randolph Street. The second alternative would involve providing access at Honeycutt Road but not Randolph Street or Butner Road. Providing access at Butner Road, but not providing access at Randolph Street would reduce wetland impacts of the project, but would increase impacts to businesses in Spring Lake and the Sandhills State Veterans Cemetery. All of the other Butner Road interchange concepts studied would involve relocating over twenty businesses in Spring Lake. These other concepts included an interchange at Randolph Street. Not providing access at Randolph Street will increase traffic at Butner Road, likely requiring a free flow interchange, which would have a larger footprint and higher impacts to businesses and the cemetery. In addition, with this concept, traffic would access Randolph Street via the portion of Bragg Boulevard between Butner Road and Randolph Street. The intersection of Butner Road and Bragg Boulevard would be a concern operationally due to the close proximity of the intersection to the Butner Road interchange. Traffic at the intersection might degrade the operation of the Butner Road interchange. In addition, queues from the Butner Road access control point might also negatively affect the operation of the Bragg Boulevard intersection and the Butner Road interchange. Relocating the access control point further away from Bragg Boulevard would be difficult due to an adjacent intersection inside Fort Bragg. Fort Bragg officials do not support this concept. For these reasons, this concept was dropped from further consideration. Providing access at Honeycutt Road, but not Randolph Street or Butner Road would involve major changes to the design of the Honeycutt Road interchange. The loop in the southeastern quadrant of the interchange may not be able to accommodate the increased traffic, requiring a ramp in the northeastern quadrant, increasing wetland impacts. In addition, the interchange would probably have to be constructed as a free flow interchange, which would increase its footprint and impacts to wetlands and red-cockaded woodpecker foraging habitat. With this concept, traffic would access Randolph Street or Butner Road via the portion of Bragg Boulevard between Honeycutt Road and Butner Road. In order to maintain security, all traffic on Honeycutt Road would have to go through an access control point. The existing access control point on Honeycutt Road would not be able to handle the increased traffic, queues from the control point would likely negatively affect the Honeycutt Road interchange and possibly Murchison Road itself. Relocating the access control point further away from Murchison Road would be difficult due to an adjacent intersection inside Fort Bragg. Eliminating the Honeycutt Road access control point and checking vehicles at Randolph Street and Butner Road would leave most of Bragg Boulevard open to the public. As stated previously, the Army intends to close Bragg Boulevard to civilian traffic for security reasons. The portion of Bragg Boulevard between Honeycutt Road and Randolph Street passes by sensitive areas of the base. Fort Bragg officials do not support this concept. For these reasons, this concept was dropped from further consideration. Butner Road Interchange Concepts Southbound Murchison Flyover A concept which included an at-grade intersection for northbound Murchison Road and a flyover for southbound Murchison Road was investigated. It was found that due to the large amount of traffic projected for Murchison Road in 2030, any option that would cause the mainline to stop would not achieve an acceptable level of service. The option would require a signalized intersection for the traffic turning left from Butner Road to Murchison Road northbound towards Spring Lake. This option resulted in a Level of Service "F" for the overall signalized intersection. For these reasons, this concept was dropped from further consideration. Tight Diamond Interchange A tight diamond interchange would operate at an acceptable level of service with the 2030 traffic. Due to the proximity of the proposed Randolph Street interchange, the southern Butner Road interchange ramps would be braided with the northern Randolph Street interchange ramps. The tight diamond interchange was carried forward as a part of Detailed Study Alternative 1 because it would operate better than a single-point urban interchange. Single-Point Urban Interchange Option A single-point urban interchange was also investigated for Butner Road. It was found that a tight diamond interchange would operate better, so this concept was dropped from further consideration. No Access This concept would involve not providing access to Butner Road from Murchison Road. Butner Road would be realigned to tie into existing Bragg Boulevard. Existing Bragg Boulevard would be left in place between Butner Road and Randolph Street. Traffic wishing to access Fort Bragg on Butner Road would utilize the Randolph Street interchange. This concept would reduce project impacts to Sandhills State Veterans Cemetery and to businesses along Bragg Boulevard in Spring Lake. For this reason, this concept was carried forward as a part of Detailed Study Alternative 2. Detailed Study Alternatives Two alternatives were studied in detail for this project. Table 3 below presents the anticipated effects of the alternatives. TABLE 3 Alternative Impact Summary Construction Cost Alternative Wetlands Streams Relocations mil) Alternative 1 6.85 ac. 1,107 ft. 26 commercial 83.8 9 residential Alternative 2 9.22 ac. 1,181 ft. 3 commercial 62.9 4 residential Alternative 1 (Interchanges at Honeycutt, Randolph and Butner) Alternative 1 would involve widening Murchison Road to six lanes with a 22-foot median and providing interchanges at Honeycutt Road, Randolph Street and Butner Road. Alternative 1 is shown on Figure 9. A partial tight diamond interchange would be provided at Honeycutt Road, with Honeycutt Road carried over Murchison Road. A Loop and ramp in the southeast quadrant were utilized in order to minimize the impacts to the wetland system located just north of this location. At proposed Randolph Street Extension, a tight diamond interchange, with Randolph Street carried over Murchison Road would be provided. The northern ramps of this interchange would be braided with the southern ramps of the Butner Road interchange in order to eliminate weaving traffic between the interchanges. Randolph Street would cross the Fort Bragg Railroad at-grade. A service road would be constructed to provide access from Randolph Street for the old Fort Bragg Post Cemetery and the Sandhills State Veterans Cemetery. At Butner Road, Alternative 1 would involve constructing a tight diamond interchange, with Butner Road carried over Murchison Road. Full control of access would be required along northbound existing Bragg Boulevard from Murchison Road to Lillington Highway and along southbound existing Bragg Boulevard from Murchison Road to Lake Avenue. In order to provide access to properties on the east side of Murchison Road and Bragg Boulevard in Spring Lake, Butner Road would be extended across Murchison Road, connecting with McCormick Road, Fourth Street and Fifth Street. Fifth Street would be improved between Lillington Highway and Spring Avenue, as well. This alternative was presented to the NEPA/404 merger team at a meeting held on April 22, 2008. The merger team agreed this alternative should be studied in detail. This alternative will be presented at the public hearing for the project. Alternative 2 (Interchanges at Honeycutt and Randolph Only) Alternative 2 involves widening Murchison Road to six lanes with a 22-foot median and providing interchanges at Honeycutt Road and Randolph Street. This alternative would remove all access to Butner Road from Murchison Road. This alternative is shown on Figure 10. At Honeycutt Road, a tight diamond interchange will be provided, with Murchison Road carried over Honeycutt Road. The interchange has a tight diamond configuration west of Murchison Road and minimizes impacts to the adjacent CSX Railroad, parallel to Murchison Road. A loop and ramp in the southeast quadrant minimize the impacts to the wetland system located in the northeast quadrant of the interchange. Murchison Road will be shifted to the east in order to facilitate the construction while traffic is maintained on existing location. At Randolph Street, a semi-directional interchange with a loop ramp located in the southeast quadrant will be provided. Randolph Street will be carried over Murchison Road.. This interchange incorporates free flowing ramps in the northwest and southwest quadrants a free-flowing loop onto Randolph from northbound Murchison and a free-flowing low speed ramp onto Murchison from Randolph. As discussed previously, all access to Butner Road from Murchison Road will be eliminated with this alternative. Butner Road traffic would utilize existing Bragg Boulevard to Randolph Street, and then utilize the Randolph Street Interchange with Murchison Road. This alternative requires Bragg Boulevard to remain open between Randolph Street and Butner Road. In addition, access to the State Veterans Cemetery would be granted from Bragg Boulevard. An advantage of this alternative is that it allows the traffic that is entering Fort Bragg's ACP at Butner Road to queue along existing Bragg Boulevard. This will prevent the ACP generated queues from affecting the traffic flow on Murchison Road. This alternative is Fort Bragg's preferred alternative for the access to Butner Road. This alternative was presented to the NEPA/404 merger team at a meeting held on April 22, 2008. The merger team agreed this alternative should be studied in detail. This alternative will be presented at the public hearing to be held for the project. WATERS OF THE UNITED STATES Impacts and Mitigation Jurisdictional Streams The project study area is located within sub-basin 03-06-15 of the Cape Fear River Basin, and is part of the USGS hydrologic unit for the Cape Fear River. Eleven jurisdictional streams or stream segments are located within the project study area. The physical characteristics of each of these streams are shown below on Table 4. TABLE 4 Jurisdictional Streams NCDWQ USACE Stream NCDWQ Stream Stream Stream Alt.1 Alt.2 Stream Quality Impact Impact ID Identification Score Classification Assessment Determination ~fl ~fl Score IER Little Cross 51 Perennial 0 0 Creek 2ER UT Little 58 Perennial 110 0 Cross Creek 3ER UT Cross 60 Perennial 154 254 Creek 4ER UT Cross 26.5 57 Perennial 0 0 Creek 6TB Cross Creek 22.5 42 Intermittent 55 40 6ER Cross Creek 70 Perennial 466 466 7TB UT Cross 19 28 Intermittent 71 71 Creek 8ER UT Cross 25.75 53 Intermittent 22 22 Creek 9ER UT Cross 29.75 65 Perennial 193 193 Creek l OER UT Cross 25.5 49 Intermittent 9 9 Creek I IER UT Cross 22.25 53 Intermittent 27 126 Creek TOTAL 1,107 1,181 UT = Unnamed tributary NCDWQ Stream Classification Form was not completed due to strong evidence indicating these streams are perennial. The NCDWQ classified all streams in the project study area with a Best Usage Classification of Water Supply (WS) - IV. A Best Usage Classification of WS-IV indicates waters used as sources of potable water where a WS-I, II, or III classification is not feasible. WS-IV waters are generally in moderately to highly developed watersheds or Protected Areas, and involve no categorical restrictions on discharges. No water resources classified as High Quality Waters (HQWs), WS I or II, or Outstanding Resource Waters (ORWs) are located within one mile of the project study area. Wetlands Wetlands in the project study area were field delineated using the current Corps of Engineers methodology. Seven areas meeting the criteria for jurisdictional wetlands were located within the project study area. The locations of these wetlands are shown on Figure 11. Table 5 lists information about the jurisdictional wetlands within the project corridor under study. Table 5 Jurisdictional Wetlands Wetland Cowardin NCDWQ Riverine or - Alt.l Alt.2 ID Classification* Wetland Non- Impacts Impacts Rating Riverine Non- 0.08 0.04 AER PFO 1 C 29 Riverine 0.26 0.49 BER PFO1 B/C 44 Riverine 0.59 1.05 CER PFO 1 B/C 48 Riverine 4.72 7.24 EER PFO 1 B/C 82 Riverine - 0.27 0.27 FTB PEM 1 H/PFO1 H 28 Non Riverine - 0.88 0.08 GTB PEM 1 H/PFOI H 45 Non Riverine HER PEM 1 G 24 Non- 0.05 0.05 Riverine TOTAL 6.85 9.22 * Cowardin et al. 1979 PFO (Palustrine forested) - forested wetlands. PSS (Palustrine scrub-shrub) - dominated by woody vegetation less than 20 feet tall. PEM (Palustrine emergent) - dominated by herbaceous and hydrophytic plants. Mitigation NCDOT is committed to incorporating all reasonable and practicable design features to avoid and minimize jurisdictional wetland and stream impacts and to provide compensatory mitigation for jurisdictional impacts. Avoidance Efforts have been made to avoid impacts to wetlands and streams as much as possible. However, in some areas along the project, impacts to wetlands and streams have been unavoidable due to other constraints, such as the railroad adjacent to Murchison Road, two cemeteries and endangered species habitat. Minimization Widening into the median and providing only a 22-foot wide median is proposed for this project in order to minimize impacts to wetlands, streams and protected species habitat. A loop is proposed in the southeast quadrant of the proposed Honeycutt Road interchange in order to avoid wetlands located in the northeast quadrant of the interchange. The steepest practicable slopes (3:1 with guardrails) and minimum profile heights will be used in wetland areas in order to reduce impacts. Compensatory Mitigation Compensatory mitigation will likely be required for project impacts to wetlands and streams. Efforts will be made to provide on-site mitigation as much as possible. Any mitigation requirements beyond what can be provided on-site will be met utilizing the Ecosystem Enhancement Program (EEP). Floodnlains The project will not affect any floodplains or floodways. FEDERALLY-LISTED THREATENED AND ENDANGERED SPECIES As of March 25, 2008, there are seven federally threatened and endangered species listed for Cumberland County that are found with the study area. These species are listed on Table 6 below. TABLE 6 Federally Protected Species for Cumberland County Common Name Scientific Name Federal Biological Status* Conclusion Vertebrates American alligator Alligator mississippiensis T(S/A) Not Applicable Red-cockaded Picoides borealis E Unresolved woodpecker Invertebrates Neonympha mitchelli Saint Francis' satyr E Unresolved francisci Vascular Plants Pondberry Lindera melissifolia E No Effect Rough-leaved loosestrife Lysimachia asperulaefolia E No Effect Michaux's sumac Rhus michauxii E No Effect American chaffseed Schwalbea americana E No Effect * E - Endangered; T - Threatened; T(S/A) - Threatened due to similarity of appearance General field surveys were conducted along the proposed project between January and May 2005. No suitable habitat was found for rough-leaved loosestrife or American chaffseed. Therefore, it is anticipated the project will have "no effect" on these species. No biological conclusion is required for the American Alligator as it is listed as threatened due to similarity of appearance with the federally-listed American crocodile. Suitable habitat for red cockaded woodpecker, pondberry, and Michaux's sumac exists in the project study area. Additional surveys were conducted in November 2005 and low quality habitat for Saint Francis' satyr was found in the study area. All suitable habitat in the study area was surveyed for all listed species. Plant-by-plant surveys for pondberry were conducted in March 2005. Pondberry was not observed in any of the wetland areas surveyed. No occurrences of pondberry within one mile of the project area are recorded in the NC Natural Heritage Program database. Therefore, it is anticipated the project will have "No Effect" on pondberry. Surveys for Michaux's sumac were conducted in May 2005. Other species of sumac, such as smooth sumac and winged sumac were observed, but no Michaux's sumac was found. No occurrences of Michaux's sumac within one mile of the project area are recorded in the NC Natural Heritage Program database. Therefore, it is anticipated the project will have "No Effect" on Michaux's sumac. Surveys for Saint Francis' satyr were conducted in May and July of 2006 during the first and second flight periods for the species. No Saint Francis' satyrs were observed. No occurrences of Saint Francis' satyr within one mile of the project area are recorded in the NC Natural Heritage Program database. Therefore, it is anticipated the project will have "No Effect" on Saint Francis' satyr. Red-cockaded woodpeckers are present in the project area. The project is located within two of Fort Bragg's habitat management units (HMU) for the red-cockaded woodpecker, the Fort Bragg Green Belt and the Northeast Area HMU. Eight foraging partitions exist in the project area or within one-half mile of the project. Cursory field surveys for red-cockaded woodpecker roosting and foraging habitat were performed from January to May of 2005. A survey for cavity trees within a one-half mile radius of the project was conducted in November 2005. A foraging analysis was conducted in early 2008. A biological assessment (BA) is currently being completed for the red-cockaded woodpecker. Additional coordination will be conducted with the US Fish and Wildlife Service and Fort Bragg regarding the project's effects on the red-cockaded woodpecker. Concurrence from the US Fish and Wildlife Service on the project's effect on the red-cockaded woodpecker will be obtained prior to completion of the final environmental document for this project. ANADROMOUS SPECIES Several impoundments exist on Little Cross Creek and Cross Creek downstream of the project area. These impounded reservoirs impede the upstream migration of anadromous fish into streams in the project area. The project is not expected to affect any streams providing habitat for anadromous fish. WILD AND SCENIC RIVERS No streams within the study area are designated as North Carolina Natural and Scenic Rivers, or as National Wild and Scenic Rivers. CULTURAL RESOURCES Historic Resources The Spring Lake Elementary School (now known as Lillian Black Elementary School) in Spring Lake is the only building or property within the project area that is either eligible for listing or is listed on the National Register of Historic Places. The project, as currently designed, will not impact this property. There are expected to be no character changes, though access to the school will be modified. Access to Bragg Boulevard will be modified at the Lake Avenue intersection with right in and right outs only. Spring Avenue's eastern access to Bragg Boulevard will be closed. Traffic volumes are likely to increase on Lake Avenue as it becomes a more important corridor to access commercial facilities. Spring Avenue's traffic is expected to significantly decrease as it becomes a cul-de-sac. To accommodate increased commercial traffic, Third Street from its junction with Lake Avenue to the new intersection at McCormick Road will be upgraded. The portion of Third Street along the front of the school will not be modified. The State Historic Preservation Office concurred the proposed project will have "no effect" on the Lillian Black Elementary School. See concurrence letter from the State Historic Preservation Office in Appendix A of the Environmental Assessment. Archaeological Resources In a letter dated October 17, 2006, the State Historic Preservation Office stated there are previously recorded archaeological sites in the project area and there is a high probability other archaeological sites exist in the area. A comprehensive archaeological survey will be conducted prior to completion of the final environmental document for this project. HAZARDOUS MATERIALS Two properties containing underground storage tanks are located within the project study area. These properties are both gas stations. One station is located on the west side of Murchison Road, just south of Bragg Boulevard. The other station is located on the east side of Bragg Boulevard at Wilson Avenue. Three automotive repair facilities or former gas stations are located along Bragg Boulevard in the project area, as well. It is possible there may be underground storage tanks or contamination at these locations. It is anticipated right of way will be required from the two active gas stations. Construction easements may be required from the other properties. Preliminary site assessments will be conducted for all potentially contaminated sites within the proposed right of way prior to right of way acquisition. REGULATORY APPROVAL The NCDOT hereby submits a merger application form for TIP Project U-4444 so public review of this project for regulatory purposes can commence. This submittal is in accordance with step four of the guidelines for integrating project review under the National Environmental Policy Act and Section 404 of the Clean Water Act. Enclosed you will find a completed ENG form 4345 and mailing labels. This letter, along with the previously distributed EA, should provide sufficient information for the issuance of a Public Notice for the project. The hearing for this project is expected to • be held in late September or early October of this year. If you have any questions, or need additional information, please contact Mr. Jay McInnis at (919) 733-7844 extension 249 or Mr. Chris Underwood at (919) 715-1451. Sincerely, G o rpe, Ph.D. Env nme tal Manage ent Director Project velopment and Environmental Analysis CC: w/attachment Mr. Rob Ridings, NCDWQ (7 copies) Mr. Travis Wilson, NCWRC Mr. Chris Militscher, USEPA - Raleigh, NC Mr. Gary Jordan, USFWS Mr. Glenn Prillaman, Master Planning, Fort Bragg Mr. Jake Rigsbee, PE, FHWA Mr. Richard Heicksen, Fayetteville MPO Dr. David Chang, PE, Hydraulics Mr. Mark Staley, Roadside Environmental Mr. Greg Perfetti, PE, Structure Design Mr. Terry Gibson, PE, Division Engineer Mr. James Rerko, Division Environmental Officer Mr. Phil Harris, PE, Natural Environment Unit Mr. Chris Underwood, Natural Environment Unit Mr. Jay McInnis, PE, PDEA w/out attachment Mr. Scott McLendon, USACE, Wilmington Mr Majed Al-Ghandour, PE, Project Management/Scheduling Unit Mr. Art McMillan, PE, Highway Design Mr. Jay Bennett, PE, Roadway Design Mr. Rob Hanson, PE, PDEA ~ 401 I 301 13 / 401 24 / 59 \ ri 210 87 53 / / 24 A,~ 210 i% 87 Pve Rlilila It~crvuti®~ n -.I. 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TV t _ k i Fayetteville ' - ao1 Legend Project Study Corridor N North Carolina Department of Transportation Project Study Area w E 100-Year Flood lain NC 210 Improvement Study p Cumberland County, NC S Wetland Area TAR No. U-4444 Miles WBS No. 36492 Red-cockaded Woodpecker 0 0.5 1 Figure 11 Environmental Features in Project Area Foraging Area