19970339 Ver 1_Complete File_19970214

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276,

STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
JAMES B. HuNr JR. DIVISION OF HIGHWAYS GARLAND B. GARRETr JR.
GOVERNOR RO. BOX 25201. RALEIGI I. N.C. 27611-5201 SECRETARY
U.S. Army Corps of Engineers
Regulatory Field Office .
65 12 Falls of the Neuse Road
Suite 10?5
Raleigh, NC 27609
ATTN: Mr. Michael Smith
Chief'. Northern Section
Dear Sir:
January 31, 1997

SUBJECT: Davidson Count,. Railroad/I-Ii,-hway Grade Separation over Norfolk
Southern Railroad on Unity Street (SR 205 1). TIP No. U-3335, State
Project No. 8.2603601. Federal Aid Project No. DEM-0916(1).
Attached for your information is a copy of the project planning report for the subject
project. The project is being processed by the Federal Highway Administration as a
"Cate?(yorical Exclusion" in accordance with 23 CFR 771.115(b). Therefore. we do not
anticipate requesting, an individual permit but propose to proceed under a Nationwide
Permit in accordance with 33 CFR 330 Appendix A (B-23) issued December 13. 199,6. by
the Corps of Engineers. The provisions of Section 330.1 and appendix A (C) of these
regulations will be followed in the construction project.
We anticipate that 401 General Water Quality Certification No. 2745 (Categorical
Exclusion) will apply to this project, and are providing one copy of the CE document to the
North Carolina Department of Environment. Health and Natural Resources. Division of
Water Quality, for their review.
The CE document states that no jurisdictional wetlands exist in the project area. Further
investigations by NCDOT revealed the presence of jurisdictional wetlands on either side of
the existing railroad bed and both sides of the road except the northeast quadrant. The
wetlands on the western side of the railroad are no more than ditches which collect runoff
from surrounding lands while the southeastern wetland is approximately a 50 foot shallow
channel which is piped at both ends (as described on pa?,,e 9 of the CI). Since the railroad

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will be bridged, it is unlikely much of these wetlands will be permanently impacted,
however, even in a `worse case scenario' which resulted in fill of all wetlands, less than
0.01 acres would be impacted.
If you have any questions or need any additional information, please contact Mr. Michael
Wood at [phone] extension 306.
Sincerel ,
H. Franklin Vick, PE, Manager
Planning and Environmental Branch
HFV/plr
cc: w/ attachment
Mr. Eric Alsmeyer, COE, NCDOT Coordinator
Mr. John Dorney, Division of Water Quality
Mr. William J. Rogers, P.E., Structure Design
w/o attachments
Mr. Tom Shearin, P.E., Roadway Design
Mr. Kelly Barger, P.E., Program Development
Mr. Don Morton, P.E., Highway Design
Mr. A. L. Hankins, P.E., Hydraulics
Mr. D. B. Walters, Division 9 Engineer
Mr. Joseph Westbrook, Planning & Environmental

Davidson County
Railroad/Highway Grade Separation on
Unity Street (SR 2051) over Norfolk Southern Railroad
Federal-Aid Project No. DEM-0916(l )
State Project 8.2603601
T.I.P. No. U-3335
CATEGORICAL EXCLUSION
U. S. DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
AND
N. C. DEPARTMENT OF TRANSPORTATION
DIVISION OF HIGHWAYS
APPROVED:
D TE H. Franklin Vick, P.E,, Manager
Planning and Environmental Branch, NCDOT
DATE Nicholas L. Graf, P.E.
Division Administrator, FHWA
Davidson County
Railroad/Highway Grade Separation on
Unity Street (SR 2051) over Norfolk Southern Railroad
Federal-Aid Project No. DEM-0916(1)
State Project 8.2603601
T.I.P. No. U-3335
CATEGORICAL EXCLUSION
November, 1996
Documentation Prepared By:
®0vtlllill///??
JBM Engineers and Planners qlr% CAI?
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SEAL °
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Kenn W. Smith, P.E.•
;EProject Manager
?//il t?tt?
for North Carolina Department of Transportation
J. A. Bissett, Jr., P.E., U t I-lead
Consultant Engineering Unit
rr ep h estbrook
ject Manager
Consultant Engineering Unit
Davidson County
Railroad/Highway Grade Separation on
Unity Street (SR 2051) over Norfolk Southern Railroad
Federal-Aid Project No. DEM-0916(1)
State Project 8.2603601
T.I.P. No. U-3335
The project involves the construction of a grade separation and approaches on Unity Street (SR 2051)
over the Norfolk Southern Railway in Thomasville, North Carolina. Construction of the project is included
in the 1997-2003 NCDOT Transportation Improvement Program (TIP). The location is shown in Figure 1.
No substantial environmental impacts are anticipated. The project is classified as a Federal "Categorical
Exclusion".
1. SUMMARY OF ENVIRONMENTAL COMMITMENTS
All standard procedures and measures, including NCDOT's Best Management Practices for Protection of
Surface Waters, will be implemented, as applicable, to avoid or minimize environmental impacts.
II. SUMMARY OF RECOMNIENDATIONS
The proposed grade separation will be located as shown by Alternative C-1 in Figure 2. The recommended
structure consists of a two-lane bridge having a clear roadway width of 8.4 meters (28 feet) and a length of
60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on one side of the proposed
structure. The minimum required vertical clearance over the railroad for the proposed bridge is 7.0 meters
(23.0 feet). Widening of this bridge in the future is anticipated, therefore the vertical clearance for the
proposed bridge will be established to allow future widening to a five-lane bridge without encroaching on
the 7.0-meter (23.0-foot) minimum.
The existing roadway within the project limits will be widened to provide a three-lane, 12.0-meter (39-
foot) face-to-face of curbs, curb and gutter facility. The center turn-lane will taper-out immediately
adjacent to each end of the proposed bridge, thereby providing a two-lane, 8.4-meter (28-foot) face-to-
face of curb section.
Through-traffic on Unity Street (SR 2051) will be detoured via Blair Street to Turner Street during
construction of the project.
Estimated cost of the recommended alternative, based on current prices, is $3,175,000 including
$1,225,000 for right-of-way and $1,950,000 for construction. Estimated cost of the project, as shown in
the 1997 - 2003 Transportation Improvement Program is $1,490,000 ($1,150,000 for construction; and
$340,000 for right-of-way).
III. EXISTING CONDITIONS
The project is located in the northeastern portion of Davidson County, near the eastern corporate limits of
the City of Thomasville (see Figure 1). Development in the area is a mixture of residential and industrial.
Three industrial properties are located adjacent to the existing crossing. Carlisle Plastics is located east of
the railroad on the south side of Unity Street (SR 2051). Access to Carlisle Plastics currently consists of
four drives onto Unity Street (SR 2051). Fox Apparel is located west of the railroad on the south side of
Unity Street (SR 2051). A boat repair facility is located behind (south) Fox Apparel. Fox Apparel and the
boat repair facility share two drives onto Unity Street (SR 2051).
Unity Street (SR 2051) is designated as a major thoroughfare in the High Point Urban Area Thoroughfare
Plan. The North Carolina Functional Classification for Unity Street (SR 2051) is a minor arterial.
Unity Street (SR 2051) is currently a three-lane, 11.4-meter (36-foot) face-to-face of curbs, curb and
gutter facility. This section provides for one lane of travel in each direction and a two-way center turn lane.
Unity Street (SR 2051) transitions to a two-lane, shoulder facility at the existing at-grade crossing.
Existing right-of-way on Unity Street (SR 2051) is 15.4 meters (50 feet) wide. Negative grades exist on
both Unity Street (SR 2051) approaches to the railroad.
The current traffic volume of 5,200 VPD on Unity Street (SR 2051) is expected to increase to 15,300
VPD by the year 2020 if the existing at-grade railroad crossing on Turner Street is closed. Traffic on Unity
Street (SR 2051) is expected to increase to 10,500 VPD in the year 2020 if the existing at-grade railroad
crossing on Turner Street remains open to vehicular traffic. Projected traffic volumes includes 5% truck-
tractor semi-trailer (TTST) and 5% dual-tired vehicles (DT). The posted speed limit is 35 mph in the
project area.
There are currently 24 freight trains and 6 Amtrak passenger trains per day passing the Unity Street (SR
2051) crossing. The average speed of the trains is 35 mph. Protection at the crossing currently consists of
gates, flashing beacons and bells. Two main-line tracks exist at this location. The current exposure index
for the Unity Street (SR 2051) crossing is 156,000 based on existing traffic and is estimated to be 315,000
with design year traffic with Turner Street remaining open to traffic. An exposure index value of 30,000 or
greater is considered to be a warrant for a grade separation structure.
The area is served by both city water and sewer. Underground water and sewer lines are located
throughout the project area within the existing right-of-way. Overhead utility lines parallel the existing
roadway on both sides. Utility relocations will be required for all construction alternatives.
Three accidents have been reported in the vicinity of the proposed grade separation during the period from
April, 1992 to March, 1995. Geometric features of the roadway alignment, nor the at-grade crossing, were
not considered as factors contributing to any of the accidents.
1)
IV. ALTERNATIVES
Seven alternatives were evaluated for the grade separation and roadway approaches. Alternative C-1 is the
recommended alternative and is shown on Figure 2. Alternatives A-1, A-2, A-3, B-1, B-2, and B-3 are
shown on Figure 3. Descriptions of the alternatives are as follows:
Alternative `A-1' - involves construction of a five-lane, 19.2-meter (63-foot) face-to-face of curb, curb
and gutter facility on an alignment shifted a maximum of approximately 40 meters (130 feet) north of
existing Unity Street (SR 2051). Construction of this alternative begins at Turner Street and ends
approximately 170 meters (560 feet) east of Blair Street, a total length of approximately 0.80 km (0.50
mile). The bridge for this alternative consists of a five-lane bridge having a clear roadway width of 19.2
meters (63 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on
one side of the proposed structure. A retaining wall at Modern Carving, Inc. is required with this
alternative. This alternative is not recommended due to the number of relocatees (see Table 1 in this
Section) and its higher estimated cost of right-of-way and construction.
Alternative `A-2" - involves construction of a four-lane, 15.6-meter (51-foot) face-to-face of curb, curb
and gutter facility on an alignment shifted a maximum of approximately 40 meters (130 feet) north of
existing Unity Street (SR 2051). Construction of this alternative begins at Turner Street and ends
approximately 170 meters (560 feet) east of Blair Street, a total length of approximately 0.80 km (0.50
mile). The bridge for this alternative consists of a four-lane bridge having a clear roadway width of 15.6
meters (51 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on
one side of the proposed structure. A retaining wall at Modern Carving, Inc. is required with this
alternative. This alternative is not recommended due to the number of relocatees and its higher estimated
cost of right-of-way and construction.
Alternative `A-3" - involves construction of a three-lane, 12.0-meter (39-foot) face-to-face of curb, curb
and gutter facility on an alignment shifted a maximum of approximately 40 meters (130 feet) north of
existing Unity Street (SR 2051). Construction of this alternative begins at Turner Street and ends
approximately 170 meters (560 feet) east of Blair Street, a total length of approximately 0.80 km (0.50
mile). The bridge for this alternative consists of a three-lane bridge having a clear roadway width of 12.0
meters (39 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on
one side of the proposed structure. A retaining wall at Modern Carving, Inc. is required with this
alternative. This alternative is not recommended due to the number of relocatees and its higher estimated
cost of right-of-way and construction.
Alternative `B-1' - involves construction of a five-lane, 19.2-meter (63-foot) face-to-face of curb, curb
and gutter facility on an alignment shifted a maximum of approximately 15 meters (50 feet) north of
existing Unity Street (SR 2051). Construction of this alternative begins at Turner Street and ends
approximately 170 meters (560 feet) east of Blair Street, a total length of approximately 0.80 km (0.50
mile). The bridge for this alternative consists of a five-lane bridge having a clear roadway width of 19.2
meters (63 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on
one side of the proposed structure. A retaining wall at Modern Carving, Inc. and Carlisle Plastics is
required with this alternative. This alternative is not recommended due to the number of relocatees and its
higher estimated cost of right-of-way and construction.
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Alternative `B-2" - involves construction of a four-lane, 15.6-meter (51-foot) face-to-face of curb, curb
and gutter facility on an alignment shifted a maximum of approximately 15 meters (50 feet) north of
existing Unity Street (SR 2051). Construction of this alternative begins at Turner Street and ends
approximately 170 meters (560 feet) east of Blair Street, a total length of approximately 0.80 km (0.50
mile). The bridge for this alternative consists of a four-lane bridge having a clear roadway width of 15.6
meters (51 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on
one side of the proposed structure. A retaining wall at Modern Carving, Inc. is required with this
alternative. This alternative is not recommended due to the number of relocatees and its higher estimated
cost cf right-of-way and construction.
Alternative `B-3" - involves construction of a three-lane, 12.0-meter (39-foot) face-to-face of curb, curb
and gutter facility on an alignment shifted a maximum of approximately 15 meters (50 feet) north of
existing Unity Street (SR 2051). Construction of this alternative begins at Turner Street and ends
approximately 170 meters (560 feet) east of Blair Street, a total length of approximately 0.80 km (0.50
mile). The bridge for this alternative consists of a three-lane bridge having a clear roadway width of 12.0
meters (39 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended on
one side of the proposed structure. A retaining wall at Modern Carving, Inc. is required with this
alternative. This alternative is not recommended due to the number of relocatees and its higher estimated
cost ot'right-of-way and construction.
Alternative `C-1" (recommended) - involves construction of a three-lane, 12.0-meter (39-foot) face-to-
face of curb, curb and gutter facility on an alignment shifted a maximum of approximately 7 meters (23
feet) north of existing Unity Street (SR 2051). Construction of this alternative begins approximately 200
meters (656 feet) east of Turner Street and ends at Blair Street, a total length of approximately 0.42 km
(0.26 mile). The bridge for this alternative consists of a two-lane bridge having a clear roadway width of
8.4 meters (28 feet) and a length of 60 meters (197 feet). A 1.5-meter (5-foot) sidewalk is recommended
on one side of the proposed structure. A retaining wall at Carlisle Plastics is required with this alternative.
This allernative is recommended because to the limited number of relocatees and its lower estimated cost
of right-of-way and construction.
The "do-nothing" alternative will result in the continued use of the at-grade railroad crossing on Unity
Street (SR 2051). The exposure index at the rail crossing indicates that the potential for accidents at this
locatior is very high and therefore warrants a grade separation. Additionally, this location is on the
proposed High Speed Rail corridor between Raleigh and Charlotte further necessitating the grade
separation. Therefore, the "do-nothing" alternative is not acceptable with long range planning goals for the
area.
Removal of several residential structures in the project corridor will be required for construction of the
proposed project. The residences are currently occupied. The following table presents the number of
residential and business relocations required for each of the studied alternatives.
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Table 1
Numher of Relocations by Alternative
Alternative
A-1 A-2 A-3 B-1 B-2 B-3 C_1*
Residential Relocations 18 8 9 18 9 9 5
Business Relocations 1 1 1 1 1 1 0
* - Indicates Recommended Alternative. A copy of the Relocation Report for this alternative is included
in the Appendix.
The Division Office concurs that Unity Street (SR 2051) be closed and that through-traffic be detoured via
Blair Street to Turner Street during project construction in lieu of an on-site detour due to the proximity of
development along Unity Street (SR 2051) and the availability of an acceptable off-site detour.
V. ESTIMATED COST
The estimated costs for the seven alternatives are as follows:
AA=1 AA=2 AA=3 BB=1
Structure 691,600 537,550 457,600 691,600
Roadway Approaches 1,787,095 1,501,251 1,436,391 1,890,975
Miscellaneous and Mobilization 620,305 510,199 473,009 645,425
Engineering and Contingencies 501,000 401,000 383,000 522,000
Right-of-Way/Easements/Utilities 3,000,000 2,350,000 2,000,000 3,000,000
Total Estimated Cost $6,600,000 $5,300,000 $4,750,000 $6,750,000
(Recommended)
B-2 B-3 C-1
Structure 537,550 457,600 417,300
Roadway Approaches 1,522,826 1,484,890 912,512
Miscellaneous and Mobilization 514,624 485,510 333,188
Engineering and Contingencies 425,000 372,000 287,000
Right-of-Way/Easements/Utilities 2,375,000 2,100,000 1,225,000
Total Estimated Cost $5,375,000 $4,900,000 $3,175,000
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VI. RECOMMENDED IMPROVEMENTS
A railroad/highway grade separation will be constructed on Unity Street (SR 2051) over Norfolk Southern
Railway on an alignment shifted a maximum of approximately 7 meters (23 feet) north of existing Unity
Street (SR 2051) as shown by Alternative C-1 in Figure 2. The proposed bridge will be approximately 60
meters (197 feet) in length. As recommended by the Rail Planning Section of NCDOT's Rail Division, the
proposed bridge will provide the required horizontal clearances for the existing dual mainline tracks plus
one future commuter track and an off-track maintenance road. The minimum required vertical clearance
over the railroad for the proposed bridge is 7.0 meters (210 feet). Widening of this bridge in the future is
anticipated, therefore the vertical clearance for the proposed bridge will be established to allow future
widening to a five-lane bridge without encroaching on the 7.0-meter (23.0-foot) minimum.
The roadway approaches for the recommended alternative will be widened to provide a three-lane, 12.0-
meter (39-foot) face-to-face of curbs, curb and gutter facility. The center turn-lane will taper-out
immediately adjacent to each end of the proposed bridge, thereby providing a two-lane, 8.4-meter (28-
foot) face-to-face of curb section. Construction of approaches begins approximately 200 meters (656 feet)
east of Turner Street and ends at Blair Street, a total length of approximately 0.42 km (0.26 mile). The
design speed is 65 kph (40 mph).
The laneage provided by Alternative C-1 is projected to allow Unity Street (SR 2051) to operate at a Level
of Service "C" in the 2020 design year if the Turner Street remains open to traffic. The proposed laneage is
projected to cause Unity Street (SR 2051) to operate at a Level of Service "F" if the existing at-grade
crossing on Turner Street is closed and traffic is rerouted to Unity Street (SR 2051). Additional studies of
the Unity Street (SR 2051) corridor to identify additional transportation needs will be required in the
future, if the Turner Street crossing is closed.
Alternative C-1 is recommended because it requires the fewest relocations and is the most economical
During the construction period, through-traffic on Unity Street (SR 2051) will be detoured via Blair Street
to Turner Street in lieu of an on-site detour due to the proximity of development along Unity Street (SR
2051) and the availability of an acceptable off-site detour.
VII. NATURAL RESOURCES
The principal investigator for identification and evaluation of the project's potential impacts to natural
resources within the project study area was Shari L. Cannon-Mackey. Ms. Cannon-Mackey has over six
years of experience conducting natural systems investigations for NEPA documentation. Her educational
background includes the following degrees from Iowa State University: B.S., Fisheries & Wildlife
Biology, B.LA., Landscape Architecture; and , M.LA., Landscape Architecture/Animal Ecology.
Ms. Cannon-Mackie visited the project site on October 27, 1995 to verify documented information and
gather field data for a thorough assessment of potential impacts that could be incurred by the proposed
bridge construction project. The investigation examined the vegetation surrounding the existing railroad
crossing in order to 1) search for state and federally protected plant and animal species, 2) search for
unique or prime-quality communities, 3) describe the existing vegetation and wildlife habitats, 4) identify
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wetlands if present, and 5) provide information to assess (and minimize) environmental effects of the
proposed bridge construction.
Biotic Communities
Plant Communities
Two natural plant communities occur within the study area, a successional field and a upland-mesic forest.
The upland-mesic forest is dominant along the northwest side of the existing railroad tracks. The upland-
mesic forest is located to the northwest of the field (see Figure 2) and will not be effected by the proposed
bridge construction activities.
The successional field is located in the north quadrant of the existing intersection, bordering the railroad
tracks and a residential area. The field area is dominated by asters (Aster sp.), switchgrass (Panicum sp.),
little bluestem (Andropogon scoparius), big bluestem (Andropogon gerardii), and Indian grass
(Sorghastrum nutans). The area is slightly elevated in comparison to other lands at the project site. The
field is bordered by residential uses to the northwest and by the upland mesic forest on the northeast.
Kudzu (Pueraria lobata) is prolific along the margins of the field approaching the railroad grade and Unity
Street (SR 2051). Kudzu has also dominated much of the mesic forest margin and scattered trees along the
railroad grade.
Wildlife (General)
Successional fields and mesic forests are valuable habitat for birds, small mammals, and insects. Songbirds
in particular, are dependent on these areas for nesting sites and food sources especially in a developed area.
Birds likely to inhabit and feed within the successional field include mourning dove (Zenaida macroura),
house sparrow (Passer domesticus), song sparrow (Melospiza melodia), American goldfinch (Carduelis
tristis), indigo bunting (Passerirra cyanea), yellow warbler (Dendroica petechia), eastern meadowlark
(Sturnella magna), and brown-headed cowbird (Molothrus ater). Small mammals likely to inhabit the
successional field include shorttail shrew (Blarina brevicauda), mice (Peromyscus sp.), rice rat (Orzyomys
palustris), meadow vole (Microtus perrnaylvartictts), and cottontail (Sylvilagus,floridanus).
Physical Resources
Soil
Soil series found in the vicinity of the proposed project include those listed in the following table:
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SOUL SERIES CLASSIFICATION HYDRIC INCLUSION
Appling sandy loam Non-hydric none
2-8 % slopes
Cecil-Urban land complex Non-hydric none
2-8 % slopes
Enon fine sandy loam Non-hydric none
8-15 % slopes
Enon-Urban land complex Non-hydric none
2-8 % slopes
Sedgefield sandy loam Non-hydric none
2-8 % slopes
Urban land Non-hydric none
Wedowee sandy loam Non-hydric none
8-15 % slopes
The Appling series consists of very deep, well drained, moderately permeable soils that formed in material
weathered from felsic crystalline rocks. The soils are clayey and are generally found on broad upland
ridges. Appling soils are considered as prime farmland soils in non built-up areas. Most of the acreage
within the county are used as cropland and pasture. The remaining areas are dominated by woodland.
The Cecil-Urban land series and Urban Land series consist of very deep, well drained, moderately
permeable soils that formed in material weathered from felsic crystalline rocks. The soils are clayey,
generally found on broad upland ridges and side slopes. In some areas, this soil unit has been cut, filled, or
graded so that the topography and most of the natural soil properties have been altered.
The Enon series consists of soils that are moderately well drained, developed from products of rocks that
were mostly mafic but partly felsic. The soils are widely distributed about the county but their total acreage
is not large. The soils occupy narrow ridges and side slopes, most dominated by woodland.
The Sedgefield and Wedowee series consists of very deep, moderately well drained and somewhat poorly
drained, slowly permeable soils that formed in material weathered from intermediate crystalline rocks.
These soils are fine and mixed, generally found on nearly level or gently sloping upland ridges and at the
head of drainage-ways. Sedgefield soils are considered as prime farmland soils in non-built-up areas.
Sedgefield soils have a perched seasonal water table at 0.3-0.45 meters (1 -1.5 feet) below the surface.
Water
The proposed project does not span any streams, rivers, or tributaries. Therefore, no waterway impacts
will occur as a result of the project.
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The project will not impact any waters classified ORW (Outstanding Resource Waters), HQW (High
Quality Waters), WS-1 (water supplies in natural watersheds), or WS-11 (water supplies in predominately
undeveloped watersheds). The project does not lie within 1.6 km (1.0 mile) of such resources.
Jurisdictional Topics
Wetlands
Drainage swales are incorporated along side of the existing railroad grade. These swales collect runoff
from surrounding land uses. A very shallow channel approximately 15 meters (50 feet) in length is located
along the southeast side of the tracks. This channel collects water from a drainage pipe. A limited number
of cattails (Typha sp.) have established themselves in the channel, but the water source and underlying soils
are not characteristic of normal wetland conditions. None of the soils previously listed are included on the
national or state lists of hydric soils. No wetlands will be affected by the proposed improvement.
Protected Species
Under federal law, any federal action which is likely to result in a negative effect to plants and animals with
federal classifications of Endangered (E), Threatened (T), Proposed Endangered (PE), or Proposed
Threatened (PT), is subject to review by the U.S. Department of the Interior, Fish and Wildlife Service
(FWS) under one or more provisions of the Endangered Species Act of 1973. In the case of state-funded
actions, where federal wetland permits are likely to be required, the FWS can require consultation to insure
that the proposed action does not jeopardize any endangered, threatened, or protected species. Even in the
absence of federal actions, the FWS has the power, through provision of Section 9 of the Endangered
Species Act, to exercise jurisdiction on behalf of a protected plant or animal. The FWS and other wildlife
resource agencies also exercise jurisdiction in this resource area in accordance with the Fish and Wildlife
Coordination Act (48 Stat. 401, as amended; 16 USC 661 et seq).
The FWS and the North Carolina Heritage Program (NHP) were consulted to identify the potential for
occurrences of protected species in the project study area.
Federally-listed species - Information received from the FWS dated August 23, 1996, indicates that
Schweinitz's Sunflower (Helianthus Schweinitzii) is a federally listed endangered species and is the only
federally protected species in Davidson County. This species and its relationship to the proposed project is
as follows.
Schweinitz's Sunflower (Helianthus Schweinitzii)
Schweinitz's Sunflower is an erect, 1.5m high perennial herb, with one to several pubescent stems
originating from a crown and bearing lanceolate leaves. The species, which produces medium-sized,
typical "sunflowers", is distinguishable from other members of its genus by the presence of a tuberous
root system, tomentose to pilose leave undersides, and harsh upper stems which arch upward in a
candelabra-like fashion (Kral, 1983). Flowering occurs from September to frost. The species thrives in
full sun characteristic of relic piedmont prairies, successional fields, forest ecotonal margins, and forest
9
openings. Decline of the species has been attributed to the disappearance of fire maintained prairies and
pine savannahs in the Piedmont physiographic province.
Biological Conclusion: No Effect.
No sunflowers or evidence of sunflowers were found in the project area, therefore no impacts to this
species will occur.
The FWS also listed two "Species of Concern"; Georgia aster (Aster georgianus) and Heller's trefoil
(Lotus helleri). A federal "Species of Concern" is a species that may or may not be listed in the future, or a
species under consideration for listing for which there is insufficient information to support listing. These
species do not receive protection under the aforementioned Act, but are mentioned due to potential
vulnerability. Suitable habitat for neither species was not found in the study area, therefore the project will
not impact either species.
State-listed species - North Carolina laws are also designed to protect certain plants and animals where
statewide populations are in decline. Plants or animals with state designations of Endangered (E),
Threatened (T), or Special Concern (SC) are granted protection by the State Endangered Species Act and
the North Carolina Plant Protection and Conservation Act of 1979. These Acts are administered and
enforced by the North Carolina Wildlife Resources Commission and the North Carolina Department of
Agriculture. The North Carolina Heritage Program indicated that no state protected species occur in the
project area.
Impacts
The preferred alternative consists of constructing a bridge on Unity Street (SR 2051) to accommodate
vehicular traffic over the existing railroad tracks. The road will be closed to vehicular traffic during
construction. Detour routes will be provided to maintain access to properties along Unity Street (SR 2051)
on both sides of the railroad tracks.
Construction of a new bridge and approach roadways will impact the ecological and human communities.
The successional field will be reduced by land clearing, excavation, filling, draining, and paving. The
following table shows the sucessional field loss per alternative from the total 0.56 hectare (1.39 acre) field.
As a result, habitat quantity and diversity in the area will be lessened. During construction, efforts will be
made to minimize impacts to the field area as well as surrounding wooded areas by strict adherence to
erosion control methods and Best Management Practices.
AnnrnximatP Vinceessinnnl Field Lnss by Alternative
q'? '?? Alternative

i;.
??? ,??,??i ??; ? A-1 A-2 A-3 B-1 B-2 B-3 C-1
tares
rH 0.22 0.21 0.19 0.17 0.16 0.14 0.10
cres 0.54 0.52 0.47 0.42 0.40 0.35 0.25 11
10
Permit Coordination
There are no permits required from the Corps of Engineers since no "Waters of the United States" will be
impacted by the proposed project.
Erosion and sedimentation control measures will be strictly enforced during construction activities to
minimize unnecessary impacts to adjacent ecosystems. NCDOT's Best Management Practices will also be
implemented.
VIII. ENVIRONMENTAL EFFECTS
The project is expected to have an overall positive impact. Replacement of an at-grade crossing with the
proposed bridge will result in safer traffic operations.
The project is considered to be a Federal "Categorical Exclusion" due to its limited scope and minimal
environmental consequences.
The proposed project will not have an adverse effect on the quality of the human or natural environment
with the use of current NCDOT standards and specifications.
The proposed project will require five residential relocations (see Relocation Report in the Appendix). It is
the policy of NCDOT to ensure that comparable replacement housing will be available prior to
construction of state and federally-assisted projects. NCDOT has implemented three programs to minimize
the inconvenience of relocation. These programs are the "Relocation Assistance Program", "Moving
Expense Payments Program", and "Relocation Replacement Housing Payments or Rent Supplement
Program".
With the Relocation Assistance Program, experienced NCDOT staff will be available to assist displacees
with information such as availability and prices of homes, apartments, or businesses for sale or rent and
financing or other housing programs. The Relocation Moving Payments Program, in general, provides for
payment of actual moving expenses encountered in relocation. Where displacement will force an owner or
tenant or rent property of higher cost or to lose a favorable financing arrangement (in cases of ownership),
the Relocation Replacement Housing Payments or Rent Supplement Program will compensate up to
$22,500 to owners who are eligible and qualify and up to $5,250 to tenants who are eligible and qualify.
The relocation program for the proposed action will be conducted in accordance with the Federal Uniform
Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Public Law 91-646), and the
North Carolina Relocation Assistance Act (GS-133-5 through 133-18). The program is designed to
provide assistance to displaced persons in relocating to a replacement site in which to live or do business.
At least one officer is assigned to each highway project for this purpose.
The relocation officer will determine the needs of the displaced families, individuals, businesses, non-profit
organizations, and farm operations for relocation assistance advisory services without regard to race, color,
religion, sex, or national origin. The NCDOT will schedule its work to allow ample time, prior to
displacement, for negotiations and possession of replacement housing that meets decent, safe, and sanitary
standards. The dispiacees are given at least a 90-day written notice after NCDOT purchases the property.
Relocation of displaced persons will be offered in areas not generally less desirable in regard to public
utilities and commercial facilities. Rent and sale prices of replacement property will be within the financial
means of the families and individuals displaced, and will be reasonably accessible to their places of
employment. The relocation officer will also assist owners of displaced businesses, non-profit
organizations, and farm operations in searching for and moving to replacement property.
All tenant and owner residential occupants who may be displaced would receive an explanation regarding
all available options, such as (1) purchase of replacement housing, (2) rental of replacement housing, (2)
rental of replacement housing, either private or public, or (3) moving existing owner-occupant housing to
another site (if possible). The relocation office will also supply information concerning other state or
federal programs offering assistance to displaced persons and will provide other advisory services as
needed in order to minimize hardships to displaced persons in adjusting to a new location.
The Moving Expenses Payment Program is designed to compensate the displacee for the costs of moving
personal property from hones, businesses, non-profit organizations, and farm operations acquired for a
highway project. Under the Replacement Program for Owners, NCDOT will participate in reasonable
incidental purchase payments for replacement dwellings, such as attorney's fees, surveys, appraisals, and
other closing costs and, if applicable, make a payment for any increased interest expenses for replacement
dwellings. Reimbursement to owner-occupants for replacement housing payments, increased interest
payments, and incidental expenses may not exceed $22,500 (combined total), except under the Last Resort
Housing provision.
A displaced tenant may be eligible to receive payment, not to exceed $5,259, to rent a replacement
dwelling or to make a down payment, including incidental expenses, on the purchase of a replacement
dwelling. The down payment is based upon what the state determines is required when the rent supplement
exceeds $5,250.
It is a policy of the state that no person will be displaced by the NCDOT's state or federally-assisted
construction projects unless and until comparable replacement housing has been offered or provided for
each displacee within a reasonable period of time prior to displacement. No relocation payment received
will be considered as income for the purposes of the Internal Revenue Code of 1954 or for the purposes of
determining eligibility of the extent of eligibility of any person for assistance under the Social Security Act
or any other federal law.
Last resort housing is a program used when comparable replacement housing is not available, or when it is
unavailable within the displacee's financial means, and the replacement payment exceeds the federal/state
legal limitation. The purpose of the program is to allow broad latitudes in methods of implementation by
the state so that decent, safe, and sanitary replacement housing can be provided. This program would be
implemented, if necessary, as mandated by state law.
The project complies with Executive Order 12898, "Federal Actions to Address Environmental Justice in
Minority Populations and Low-Income Populations".
The project is not in conflict with any plan, existing land use, or zoning regulation. No change in land use is
expected to result from construction of the project. Vertical alignment required in the immediate vicinity of
12
the proposed overpass will require the closure of several commercial drives in the area. Impacts include the
closure of all but the eastern-most drive to Carlisle Plastics which will result in changes to the internal
circulation of the facility. Closure of one of the accesses to Fox Apparel will be required.
The recommended alternative will not disrupt community cohesion or interfere with the accessibility of
public facilities and services. The project is not expected to adversely affect social, economic, or religious
opportunities in the area. Proposed changes in the vertical alignment to the west of the railroad are not
anticipated to disrupt pedestrian traffic across Unity Street (SR 2051). Minimal pedestrian traffic was
observed during field investigations and there are no churches, schools, or public facilities located within
the limits of the recommended alternative.
The proposed project will not require right of way acquisition or easements from publicly owned
recreational land, as described in Section 4(f) of the Department of Transportation Act of 1966.
This project is subject to compliance with Section 106 of the National Historic Preservation Act of 1966,
as amended, implemented by the Advisory Council on Historic Preservation's Regulations for Compliance
with Section 106, codified at 36 CFR Part 800. Section 106 requires that if a federally funded, licensed, or
permitted project has an effect on a property listed on or eligible for the National Register of Historic
Places, the Advisory Council on Historic preservation be given the opportunity to comment. It is also
subject to compliance with Section 4(f) of the Department of Transportation Act of 1966, as amended.
In correspondence dated November 30, 1995, the Deputy State Historic Preservation Officer indicated that
his office was aware of no properties of architectural, historic, or archaeological significance which would
be affected by the proposed project. A copy of this correspondence is included in the Appendix.
On June 27, 1996, NCDOT and SHPO conducted a Historical Architectural Resources Photograph
Review Session to determine potential impacts by the subject project. This review concluded that there are
no National Register-listed properties within the project's area of potential effects. Furthermore, it was
concluded that there are no properties considered eligible for the National Register within the project's
area of potential effects. A copy of the "Concurrence Form for Properties Not Eligible for the National
Register of Historic Places" is included in the Appendix.
Since there are no properties either listed on or eligible for the National Register of Historic Places within
the APE, no further compliance with Section 106 is required with respect to historic properties.
A Form AD 1006 has not been completed for this project. Although there are soils classified as prime and
statewide important in the project area, the area is urbanized and therefore lacks the availability of vacant
land suitable for farming p irposes.
The project is located in Davidson County, which is within the Green sboro-Winston-Salem-Hign Point
nonattainment area for ozone (03) as defined by EPA. The 1990 Clean Air Act Amendments (CAAA)
designated these areas as "moderate" nonattainment areas for 03. However, due to improved monitoring
data, these areas were redesignated as "maintenance" for 03 on November 7, 1993. Section 176(c) of the
CAAA requires that transportation plans, programs, and projects conform to the intent of the state air
quality implementation plan (SIP). The current SIP does not contain any transportation control measures
for Davidson County. The High Point Urban Area 1996 Transportation Improvement Program (TIP) has
13
been determined to conform to the intent of the SIP. The WO approval date for the TIP is June 13, 1995.
The USDOT approval date of the TIP is September 20, 1995. The current conformity determination is
consistent with the final conformity rule found in 40 CFR Part 51. There has been no significant changes in
the project's design concept or scope, as used in the conformity analysis.
This project is an air quality "neutral" project, so it is not required to be included in the regional emissions
analysis and a project level CO analysis is not required.
Future noise levels were determined for the seven studied alternatives. Noise levels were approximated
using design year 2020 traffic volumes and the Stamina/Optima Computerized Traffic Noise Model. The
Stamina 2 model is valid for all highway types. The proposed improvements to Unity Street (SR 2051) will
not substantially increase traffic volumes. However, if Turner Street is closed to vehicular traffic, the
redistribution of traffic is expected to change traffic patterns in the area resulting in an increase on Unity
Street (SR 2051) and Blair Street. The impact on noise levels and capacity of area roadways were
evaluated with respect to design year with and without the closure of Turner Street.
Noise levels could increase during construction but will be temporary. If vegetation is disposed of by
burning, all burning shall be done in accordance with applicable local laws and regulations of the North
Carolina State Implementation Plans for air quality in compliance with 15 NCAC 2D.0520.
This evaluation completes the assessment requirements for noise analysis of Title 23, Code of Federal
Regulations (CFR), Part 772 and for air quality of the 1990 Clean Air Act Amendments and the National
Environmental Policy Act.
An examination of records at the North Carolina Department of Environment, Health and Natural
Resources, Division of Environment, Groundwater Section and the North Carolina Department of Human
Resources, Solid Waste Management Section revealed no underground storage tanks or hazardous waste
sites in the project area.
Davidson County is a participant in the National Flood Insurance Regular Program. No floodplain exists in
the project area.
On the basis of the above discussion, it is concluded that no serious adverse environmental effects will
result from implementation of the project.
A Citizen's Informational Workshop was held on August 14, 1996, at the Thomasville Public Library
Conference Room to obtain the public's comments and/or suggestions regarding the proposed project.
Approximately 21 citizens and officials attended to express interest in the project. Most of those attending
the conference expressed support for the project. However, the owner of the Fox Apparel property
expressed concern regarding access to his facilities as a result of project construction. The City of
Thomasville is "on-record" as strongly urging that Unity Street (SR 2051) and the grade separation be
constructed to a minimum of four lanes. A letter citing the City's position with regards to the proposed
project is included in the Appendix.
14
APPENDIX
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3

?, wi`lo'rtla Carolina Department of Transportation
AREA RELOCATION OFFICE
M E.I.S. E CORRIDOR F? DESIGN
qf1.?. r. wi
PROJECT: 8.2603601 COUNTY DAVDDSON Alternate 1 of 1 Alternate
I. D. NO.: U-3335 F.A. PROJECT N/A
DESCRIPTION OF PROJECT: PROPOSED GRADE SEPARATION ON UNITY STREET (SR 2051) OVER
,..;: NORFOLK SOUTHER N R.AAROAD IN THON ASV ILLE
ESTIMATED DISPLACEES I`?CODIE LEVEL
T}'pe of

e .
vlncc.
s
I
D
Owners I Tenants Total Minorities 0-15M I 15-251%1 25-35M I 35-50h1 I 50 UP
I
.
.
.
Individuals 1 1 2 3 2 1 1 1 0 I 0 0
1 i 1 1 0 0
Families
Businesses 1 1 1 2
0 I 0 0 2 1
0 VALUE OF DWELLLNG DSS DWEL-ING AVAILABLE
Farms 0 0 0 0 Owners Tenants For Sale For Rent
Non-Profit 0` 0 0 0 0-2obt 0 s 0-1!0 j 0 o- tour 0 S 0- 1!0 0
ANSWERALL• QUESTIONS. ..5:..... 20-40M 1 1!0-230 ; 0 20-40M I 6 I50-230 3
Yes No E lafn all "IES" answers 40-70M 1 2s0-400 3 10-70-11 30 250-400 9
I X Will special relocation services be necessary?
1 70-I08M 0 400-600 j 0 70-I0ONt 37 400-600 Z
`C .
Will schools or churches be affect by
2 loo UP 0 600 ttP I 0 loo UP ZS 600 UP ? 2
.
displacement, TOTAL Z ..: 98
X 3. Will business services still be available after RF-MAR58 (Respond bo,*4urnber)
project,
..X.. 4. Will any business be displaced? If so, 3. NO BUSINESSES, BASED ON THE PRELIMINARY
indicate size, type, estimated number of PLANS & INFORMATION, WILL BE DISPLACED.
employees, minorities, etc.
X 5. Will relocation cause a housing shortage? 6. LOCAL REALTORS, THOMASVILLE MLS, N- nVS-

' 6. Source for available housing (list). PAPERS & VISUAL SURVEY.
X
I 7. Will additional housing programs needed?
X 8. Should Last Resort Housing be considered? S. WILL BE IMPLEMENTED AS NECESSARY.
X 9. Are there large, disabled, elderly, etc.

0
IT IS POSSIBLE THAT THERE MAY BE SOME LARGE
9

I....Y.... .
families
10. Will public housing be needed for project? .
FAMILIES, SOME ELDERLY AND DISABLED AFFECTED
X 11. Is public housing available? BY THIS PROJECT, HOWEVER, NO LARGE NUMBERS
X 12. Is it felt there will be adequate DSS housing ARE EXPECTED DUE TO THE LIMITED DISPLACES ON

i;
; :;; housing available during relocation period? PROPOSED PROJECT.
X 13. Will there be a probie.m of housing withffi 11. THO'-tASViLLE HOUSING AUTHORITY.

.............. financial means?
e suitable business sites available (list
14
A
12. YES, AS INDICATED BY THE AVAILABLE HOUSING
,X
? .
r
:, ......
- i?
source).
LIST.
15. Number months estimated to complete
;.° ?t•
R7'J.oG7IOW.? ??•• 14. SEE ITEM #6.
AVAILABLE HOUSING LIST WAS COMPILED FROM LISTINGS IN TITE GENERAL AREA OF PROJECT AND
NOTE -
DOES NOT REPRESENT THE TOTAL AVAILABLE HOUSING IN DAVIDSON CO.
l9 0
H. AL AN ROTHROCK 06-14-96 ;i?,
Date
Relocation Anent Date arr;
_ o?l...•eri- Arent
. farm IS 1 Reined SI90
Original a& I Copy: -- -
2 Copy Area Relocation Office -
y, .w 5rAT£ o
North Carolina Department of Cultural Resources
James B. Hunt, Jr., Governor
Betty Ray McCain, Secretary
November 30, 1995
Kenneth W. Smith, P.E.
JBM Engineers and Planners
4917 Waters Edge Drive, Suite 235
Raleigh, NC 27606
Re: Raiiroad/highway grade separation on Unity
Street (SR 2051) over Norfolk Southern Railroad,
Davidson County, U-3335, State Project
8.2603601, ER 96-7876
Dear Mr. Smith:
Division of Archives and History
William S. Price, Jr., Director
Thank you for your letter of November 9, 1995, concerning the above project.
We have conducted a review of the project and are aware of no properties of
architectural, historic, or archaeological significance which would be affected by the
project. To ensure that cultural resources are given adequate consideration in
project planning, we recommend that you contact Joe Westbrook regarding the
North Carolina Department of Transportation's procedures for Section 106
consultation. We have a procedure that regularly handles this type undertaking.
The above comments are made pursuant to Section 106 of the National Historic
Preservation Act and the Advisory Council on Historic Preservation's Regulations
for Compliance with Section 106 codified at 36 CFR Part 800.
Thank you for your cooperation and consideration. If you have questions
concerning the above comment, please contact Renee Gledhill-Earley, environmental
reVIV VY cocrdat 919/733-4763.
Sincerely,
David Brook
Deputy State Historic Preservation Officer
DB:slw
b: H. F. Vick
B. Church
T. Padgett
109 Fact loner Street • Raleioh_ North Carolina 27601-2907
Federal Aid -9 TIP m L,4' 335 County PA-vi o---v4
CONCURRENCE FORM FOR PROPERTIES NOT ELIGIBLE FOR
THE NATIONAL REGISTER OF HISTORIC PLACES
Brief Project Description S, 12- goat ( uN I & era.sA&r > . G^1sr2tlcr A. C-"DE IwSPAXATIoa
AT, n1.RFot • soutHewa R-At?.wAy
On JuNe 27 ,11%, representatives of the
? North Carolina Department of Transportation (NCDOT)
Federal Highway Administration (FHwA)
? North Carolina State Historic Preservation Office (SHPO)
Othrr
reviewed the subject project at
A seeping meeting
? Historic architectural resources photograph review session/consultation
(lthrr
All parties present agreed
there arc no properties over fifty years old within the project's area of potential effects.
? there are no properties less than fifty years old which are considered to meet Criterion
Consideration G within the project's area of potential effects.
? there are properties over fifty years old (list attached) within the project's area of potential effects,
but based on the historical information available and the photographs of each property, properties
identified as TgoMr-l ne,;, *4-c; -1- °1 11-12, , Awe 1'1 - Z-o arc considered not eligible
for National Register and no further evaluation of them is nccessar,.
,/ there are no National Register-listed properties within the project's area of potential effects.
Signed:
115%7
FHwA, r the Division A nistrator, or other Federal Agency Date
L) ne 2? ??ico
Representative, S O Date
? Io q6
State Historic Preservation Officer Date
If a survey report is prepared, a final copy of this form and the attached list kill be included.
Office of City Manager
M • . .I
CITY OF THOMASVILLE
P.O. Box 368
Thomasville, North Carolina 27361-0368
[phone]
August 25, 1996
Mr. H. Frank Vick, P.E.
Manager, Planning & Environmental Branch
North Carolina Department of Transportation
P.O. Box 25201
Raleigh, NC 27611
6. 4

INCORPORATED 1857
A?6 2 8 1996
?, t-11GNL?' ? '
Subject: Grade Separation on Unity St. over Norfolk Southern
State Project 8.2603601 (U-3335)
Thomasville, Davidson County, NC
Dear Mr. Vick:
The City of Thomasville respectfully requests that the above
subject project be constructed to a minimum of four lanes for the
following reasons:
(1) Unity Street is a major thoroughfare on the High Point Urban
Area Thoroughfare Plan (not a minor arterial as indicated on the
handout from the Citizens Informational Workshop held August
14, 1996) which provides direct access to the City from I-85 at
the Finch Farm Rd. exit. Please see the attached recent traffic
count of the Unity/ Blair intersection which was provided by Mike
Nunn of the High Point Transportaion Department.
(2) Unity Street serves as an outer loop around Thomasville from
I-85 to NC 109.
(3) Approximately one mile of Unity St. from NC 109 to SR 2123
(National Highway) is already four lanes. The Thomasville City
Council has previously requested on the City's local T.I.P.
request list that the NCDOT extend the existing four lane section
from SR 2123 to SR 2053 (Blair Street). The proposed Unity St.
Grade Separation lies within this proposed project.
(4) The nearest existing grade separation (Julian Av.) at
Norfolk Southern's main railroad tracks is approximately one mile
west.
(5) A four lane section would improve travel service for both
local and through traffic.
1
. . , -A
In conclusion, the City is committed to making rail service
through Thomasville safer as witnessed by the three at-grade
crossings which have already been closed to traffic. At the same
time, it is imperative that vehicular traffic be maintained in a
reasonable manner both now and in the future. It is felt that the
proposed two lane overpass will not meet this need. Consequently,
the City believes additional monies need to be allocated to this
project such that it may be constructed with at least four lanes
crossing the structure. It would seem much more economical to
make the additional improvements now. Also, the community would
only be disrupted one time.
Thank you for your consideration in this matter. If I can
provide additional information, please contact me at 910-475-4222
or Bryan Fulbright at 475-4250. I would appreciate your letting
me know what the final decision is.
Sincerely,(
Samuel W. Misenheimer
City Manager
cc: Mr. Doug Waters, NCDOT Division Engineer
Mr. Joe Westbrook, NCDOT Transportation Engineer
Mr. Kenneth W. Smith, JBM Engineers