20011050 Ver 1_Complete File_20010710

N. C. DEPARTMENT OF TRANSPORTATION
TRANSMITTAL SLIP DATE
01,2
T? REF. NO. OR ROOM, BLDG.
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FROM: REF. NO. OR ROOM, BLOGI' -

ACTION
? NO AND FILE ? PER OUR CONVERSATION
? NOTE AND RETURN TO ME ? PER YOUR REQUEST
? RETURN WITH MORE DETAILS ? FOR YOUR APPROVAL
Q NOTE AND SEE ME ABOUT THIS ? FOR YOUR, INFORMATION.
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COMMENTS:

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STATE OF NORTH CAROLINA
- DEPARTMENT OF TRANSPORTATION
MICHAEL F. EASLEY
GOVERNOR
0110,50
Ouf-hctfl
LYNDO
TIPPETT
SECRETARY
September 22, 2003
STATE PROJECT: 8.1352601 (I-3306B)
CONTRACT NO.: C200242
FEDERAL NO.: NHF-40-4-(115)
COUNTY: Durham
DESCRIPTION: I-40 from Orange County Line to NC-147 (Buck Dean Freeway)
SUBJECT: Waste Site Reclamation Plan - Approved as Noted
Mr. Michael Derksen WETADS1401 GROUP
Granite Construction Company
Post Office Box 13219 OCT 2 8 2003
Durham, North Carolina 27709-3219
WATER QUALITY SECTION
Dear Mr. Derksen:
The Department is in receipt of your request to utilize the Northwest quadrant of Fayetteville
Road / I-40 as a waste area for the above referenced project. The Waste Reclamation Plan has
been approved provided the following conditions are met:
• All erosion control measures shall be installed in accordance with the grading plan Granite
Construction Company submitted August 14, 2003. All erosion control measures shall
conform to the Department's details and specifications.
• Install all erosion control devices prior to grubbing operation commencing.
• All erosion control devices, at a minimum, shall be cleaned when they are half full of
sediment.
• Neither slopes nor disturbed areas shall remain exposed for more than 15 days.
• Waste area shall be graded in a manner to drain and effectively minimize erosion.
• The waste areas fill slopes shall be graded at a 3:1 or flatter, such that the Department's
Roadside Environmental Unit can place future plantings.
• The Waste Area shall be satisfactorily closed with permanent seeding performed.
• Seed mixtures for the waste area shall be identical to those contained with the above
referenced contract.
• An established stand of permanent vegetation shall be required prior to project acceptance.
• All debris, such as rock and broken pavement, shall be covered with a minimum of 6-inch
layer of earth materi al.
MAILING ADDRESS: TELEPHONE: [phone] LOCATION:
NC DEPARTMENT OF TRANSPORTATION FAX: [phone] NORTH HARRISON AVENUE
RESIDENT ENGINEERS OFFICE - CARY SUITE 100
1577 MAIL SERVICE CENTER WEBSITE. WWW.DOT.STATE.NC.US CARY, NC 27513
RALEIGH NC 27699-1577
Mr. Michael Derksen
Page 2
September 22, 2003
If there are any changes to the size of this waste area, they shall be submitted for the
Department's approval.
Granite Construction Company's failure to satisfactorily perform any of the above shall be
justification for a temporary suspension of all operations on the above referenced project.
If you have any questions, please contact my assistant, Mitch Conner, PE , or me at
[phone].
Sincerely,
Wiley W. Jones, III, PE
Resident Engineer
Attachment
cc: J. G. Nance, PE w/ attachment
Donald R. Pearson, Jr. w/ attachment
Mr. John Holley, PE NEHNR w/ attachment
Dennis Jernigan, PE w/ attachment
Chris Murray w/ attachment
Pablo Rios-Maldonado w/ attachment
File A-6 w/ attachment
GRAiIITE
consrRUrnon
cammny
-1 19n
Granite Construction Company
PO Box 13219
Durham, NC 27709-3219
Letter No. 3.01.157
August 14, 2003
NC Dept. of Transportation
Wiley Jones, III - Resident Engineer
1901 Harrison Ave., Suite 100
Cary, NC 27513
Reference: Contract Number: C200242, Work Order No. 8.1352601
Federal Aid No. NBF-40-4-(115)271, Tip No. 1-3306B
I40 From Orange Co. Line to NC-147 (Buck Dean Freeway)
Durham County
Granite Construction Company Project 330004
Subject: Waste Area Site Request
Dear Mr. Jones,
In accordance with NCDOT Standard Specifications, Section 802 Disposal of Waste and Debris and
Special Provisions, Disposal of Waste and Debris, Granite Construction Co. requests to utilize the
Northwest quadrant of Fayetteville Rd / I-40 as an onsite waste site. Attached are the Reclamation Plan and
Environmental Study for this area.
If you have any questions or require any additional information please do not hesitate to contact me at this
office.
Sincerely,
Michael L. Derksen
Project Manager
MLD
Encl.
Cc: Job File No. 330004.3.01
Dan Peter
HCD
RECLAMATION PLAN
FAYETTEVILLE Waste PIT
PROJECT NUMBER: 8.1352601
DATE: 08/14/03
COUNTY: Durham
RIVER BASIN: Cape Fear
CONTRACTOR: Granite Construction Company
ADDRESS: P.O. Box 13219
Durham, NC 27709
PROPERTY OWNER: North Carolina Department of Transportation
08/14/03
JLS
ADDRESS: Resident Engineer's Office -- Cary
1577 Mail Service Center
Raleigh, NC 27699-1577
1) TOTAL ACREAGE OF PROPOSED WASTE AREA
The proposed waste site will be located just north of the westbound on ramp of exit 276
(Fayetteville Road). The total acreage of this site is 1.43 acres. (See attached maps.)
2) EXPECTED DEPTH AND TYPE OF WASTE
Granite Construction Company anticipates placing 10 vertical feet of waste material in
the proposed site.
Waste will consist of excavated earth and pavement from the median of 1-40.
3) PRESENT USE OF LAND
The area in question is NCDOT right of way.
4) PROPOSED USE AFTER RECLAMATION
The placement of fill material at this site will not change the present use of the land.
It will still be utilized by the NCDOT as right of way.
5) ENVIRONMENTAL ASSESSMENT
An environmental assessment was completed by Mr. Charlie Kaufman and Mr. Tyler
McEwen of Environmental Services on July 21, 2003. A copy of their report is attached.
6) IS U.S. CORP OF ENGINEERS OR N.C. DIVISION OF WATER QUALITY
APPROVAL REQUIRED FOR THIS SITE
No permits or special approvals are required outside of the NCDOT. (See attached
environmental assessment.)
7) ARE WETLANDS PRESENT WITHIN LIMITS OF WASTE SITE
No wetlands are present within the limits of the proposed waste pit site. (See attached
environmental assessment.)
8) ARE STREAMS, PONDS, OR LAKES LOCATED WITHIN LIMITS OF SITE
No streams, ponds, or lakes are present within the proposed waste pit site. (See attached
environmental assessment.)
9) IS SITE LOCATED WITHIN DIVISION 5 AND SUBJECT TO THE
RIPARIAN BUFFER RULE
(IF YES, ARE THERE ANY STREAMS, PONDS, OR LAKES WITHIN
50 FEET OF THE LIMITS OF CONSTRUCTION)
No streams, lakes, or ponds are located within 50 feet of the proposed waste pit site. (See
attached environmental assessment.)
10) THREATENED & ENDANGERED SPECIES EVALUATION
This evaluation was completed as part of the environmental assessment performed by
Environmental Services on 7-21-03. A copy of this report is attached.
11) IS THE SITE ADJACENT TO ANY HIGH QUALITY WATERS
The proposed waste pit site is not adjacent to any high quality waters. (See attached
environmental assessment.)
12) PROPOSED SEQUENCE OF PLACING WASTE
Waste material will be placed in the northeast section of the plot beginning at an
elevation of 325'. This elevation will be brought up approximately 10' to a final elevation
of 335'. (See attachted map.)
A ditchline will be maintained along the on ramp allowing water to flow from the open pipe
to the nea; est drop inlet. Minimum slopes of 2:1 will be maintained.
All construction traffic will access the pit off the construction entrance off the on ramp
to west bound 1-40.
13) METHOD OF RECLAIMING SEDIMENT BASINS
Type C sediment traps will be installed on the two drop inlets located in the proposed
site. Also, temporary silt fence will be installed uphill of the inlets to further negate any
possible erosion control issues. (See attachted map.)
14) PLAN FOR RECLAMATION
Once all the waste material has been placed in the waste site, a 6" layer of topsoil will be
spread over the entire site.
The entire site will be contoured to slope toward the drainage pipes to ensure proper
drainage. The line of silt fence will provide ample sediment control protection while the
site is disturbed.
15) PERMANENT SEEDING & MULCHING PLAN
After spreading the topsoil over the gore area, permanent seeding will be performed
according to the NCDOT special provisions provided for project # 8.1352601.
Michael L. Derksen
Project Manager
Granite Construction Company
DATE: 3.
Wiley Jo s, III P.E.
Resident Engineer
NCDOT
DATE: $ /$ /Oua
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ENVIRONMENTAL SERVICES, INC.
524 NEW HOPE ROAD
RALEIGH. NORTH CAROLINA 27610
[phone]
25 July 2003
Mr. Jessie Schwartzrock
Granite Construction Company PO Box 13219
Durham, NC 27709-3219
Re: 1-40/Fayetteville Road Waste Pit Evaluation, Durham County NC
ES1 Project Number ER03-085
Dear Mr. Schwartzrock:
Thank you for contacting Environmental Services, Inc., (ESI) concerning the above referenced
project. At your request, ESI has conducted a jurisdictional wetland delineation and Threatened
and Endangered species evaluation on an area that totals approximately 1.5 acres. The project
study area is within the NCDOT exit ramp right-of-way at the 1-40/Fayetteville Road interchange
in Durham County, North Carolina.
Existing NCDOT rights-of-way for the 1-40/Fayetteville Road interchange surrounds the project
study area. It is our understanding that the project study area will be accessed through existing
roadways, which border the project study area to the south and east.
The project study area was reviewed on 21 July 2003. The field review was conducted by
Charlie Kaufman and Tyler McEwen. Mr. Kaufman is a Project Scientist with a BS degree in
Marine Biology and more than three years of professional experience. Mr. McEwen is a Project
Scientist with a BS degree in Environmental Science and one year of professional experience.
Prior to the initiation of field efforts, available resources were reviewed, including U.S. Geologic
Survey (USGS) 7.5-minute topographic quadrangles, National Wetland Inventory quadrangles,
and Natural Resource Conservation Service (NRCS) soil mapping.
Jurisdictional Evaluation
The project study area was reviewed for the presence of jurisdictional wetland areas using the
three-parameter approach (hydric soils, hydrophytic vegetation, and evidence of jurisdictional
hydrology) as outlined by the U.S. Army Corps of Engineers (COE) 1987 Wetland Delineation
Manual
Based on this approach, there are no jurisdictional wetland areas within the project study area
or within 50 feet of the project study area boundaries. The waste pit is to be accessed via
existing NCDOT roadways. There are no jurisdictional wetlands within 50 feet of the NCDOT
roadways to be used as access points.
Vegetation within the project study area consists of loblolly pine (Pinus taeda), pokeweed
(Phytolaca americana), dandylion (Taraxacum officinale), and rye grass (Festuca sp.)
Colo. to p. v/d\ Ti'o-'c ."a:; iii
jurisdictional hydrology within the upper 12 inches of the soil profile.
ENVIRONMENTAL SERVICES, INC.
Mr. Schwartzrock
25 July 2003
Page 2 of 3
The project study area is located in the Cape Fear River Basin. No natural, jurisdictional stream
channels were noted within the project study area, within 50 feet of the project study area
boundaries, or within 50 feet of the existing roads to be used as the waste area access roads.
There are three named streams within one mile of the project study area: Northeast Creek,
Crooked Creek, and Third Fork Creek. None of these streams have been assigned a High
Quality Waters (HQW) designation by the North Carolina Division of Water Quality.
Threatened and Endangered Species Evaluation
ESI evaluated the project study area for potential habitat for federal listed Threatened (T) or
Endangered (E) species known to occur in Durham County. The U.S. Fish and Wildlife Service
(FWS) lists three species offered federal protection with ranges considered to extend ;into
Durham County (29 January 2003 list): bald eagle (Haliaeetus leucocephalus), smooth
coneflower (Echinacea laevigata), and Michaux's sumac (Rhus michauxii). Prior to the initiation
of field efforts, records held by the North Carolina Natural Heritage Program (NHP) were
reviewed (review date 21 July 2003).
Bald eagles (T) typically nest in tall, living trees in a conspicuous location near water and forage
over large bodies of water with adjacent trees available for perching. NHP records review
indicates no documented nest sites within 3.0 miles of the project study area. Potential habitat
for this species does not exist within the project study area.
Biological Conclusion: No Effect.
Smooth coneflower (E) is a stiffly erect, rarely branched perennial that grows up to 5 feet tall.
Basal and stem leaves are large, glabrous, lanceolate to narrowly ovate blades reaching 3
inches in length. This coneflower blooms from late May to July, producing solitary, purple,
tubular or cone-shaped flowers. This species occurs on calcareous, basic, or circumneutral
soils on roadsides, clearcuts, and powerline right-of-ways where there is abundant light and little
herbaceous competition. NHP records review indicates no documented occurrences of this
species within 3.0 miles of the project study area.
Potential habitat for this species is present within the project study area; however, past soil
disturbance and construction activity likely result in the project study area being less than
optimal habitat for this species. ESI systematically surveyed the proposed waste area for the
presence of smooth coneflower and found no evidence of this species. Utilizing this area as a
waste pit should not affect this species.
Biological Conclusion: Not Likely to Adversely Affect.
Michaux's sumac (E) tends to grow in disturbed areas where competition is reduced by periodic
fire or other disturbances, and may grow along roadside margins, utility rights-of-way, or
agricultural field edges. Michaux's sumac appears to prefer sandy or rocky substrates
!`n f"1C IC+tr'1 J of h0 Ji(` e-nilc Cn?l<^ ..,j}F,7n tl e sf d" arno vn'lc?cf ?{ flll m?t%?iol NTL40 rncr)FrlC
..? _. ... . ,. .. _ .
review indicates no documented occurrences of this species within 3.0 miles of the project study
area. Marginally suitable habitat for this species is present within the project study area;
ENVIRONINUNTAL SERVICES, INC.
Mr. Schwartzrock
25 July 2003
Page 3of3
however, past soil disturbance and construction activity likely result in the project study area
being less than optimal habitat for this species. ESI systematically surveyed the proposed
waste area for the presence of Michaux's sumac and found no evidence of this species. Utilizing
this area as a waste pit should not affect this species.
Biological Conclusion: Not Likely to Adversely Affect.
Summary
No jurisdictional wetland areas or jurisdictional stream channels are present within the project
study area or within 50 feet of the project study area boundaries or intended access points.
A review of the project study area indicates potential habitat is not present for bald eagle.
Marginally suitable habitat is present for smooth coneflower and Michaux's sumac; however,
systematic surveys of the project study area did not reveal any individuals of these species.
On-going disturbance has resulted in marginal habitat for these species.
Environmental Services, Inc., appreciates the chance to offer you our services. If you have any
questions or comments, or need any additional information, please feel free to contact Charlie
Kaufman or me at [phone].
Sincerely,
ENVIRONMENTAL SERVICES, INC.
" }
Jeff Harbour, PWS
Senior Scientist
Attached:
Site Map, Soil Map, COE Routine Wetland Determination Form
DATA FORM
ROUTINE WETLAND DETERMINATION
(1987 CE Wetlands Delineation Manual)
Project/Site: 140/Fayetteville Road Date: 7/2I/2003
Applicant/Owner: Granite Construction Company County: Durham
Investigator: Environmental Services, Inc. State: NC
Do normal circumstances exist on the site? 1 Yes No Community ID: successional
Is the site significantly disturbed (atypical situation)? ?Yes No Transect ID: "lowest pt."
Is the area a potential problem area (If needed, explain)? Plot ID:
?Yes Q No

VEGETATION
DOMINANT STRATUM INDICATOR DOMINANT STRATUM INDICATOR
PLANT SPECIES PLANT SPECIES
1. Loblolly pine shrub FAC 7. #N/A #N/A
Pinus taeda #N/A
2. pokeweed shrub FACU+ S. #N/A #N/A
Phytolaca americana #N/A
3. dandylion herb FACU 1 9. #N/A #N/A
Taraxaaim ofcinale #N/A
4. grass spp. herb 0 10. #N/A #N/A
0 #N/A
5. rye grass herb 0 11. #N/A #N/A
Festuca sp. #N/A
6. #N/A #N/A 12. #N/A #N/A
#N/A #N/A
Percent of dominant species that are OBL, FACW, or FAC (Excluding FAC-): 20%
Remarks:
HYDROLOGY
? RECORDED DATA (DESCRIBE IN REMARKS): WETLAND HYDROLOGY INDICATORS
Primary Indicators:
? Stream, Lake, or Tide Gage ? Inundated
? Aerial Photographs ? Saturated in Upper 12 Inches
? Other ? Water Marks
? Drift Lines
0 NO RECORDED DATA AVAILABLE ? Sediment Deposits
? Drainage Patterns in Wetlands
FIELD OBSERVATIONS Secondary Indicators (2 or more required):
? Oxidized Root Channels in Upper 12 Inches
Depth of Surface Water: 0" ? Water-Stained Leaves
? Local Soil Survey Data
Depth to Free Water in Pit: >18" ? FAC-Neutral Test
? Other (Explain in Remarks)
Depth to Saturated Soil: >18"
Remarks: No hydrology.
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STATE OF NORTH CAROLINA

DEPARTMENT OF TRANSPORTATION
MICHAEL F. EASLEY
GOVERNOR
July 9, 2001
U.S. Army Corps of Engineers
Raleigh Regulatory Field Office
6508 Falls of Neuse Road
Suite 120
Raleigh, NC 27615
ATTN: Mr. Eric Alsmeyer
NCDOT Coordinator
Dear Sir:
0110501
LYNDO TIPPETT
SECRETARY
SUBJECT: The proposed widening of I-40 from west of the Orange County Line to
east of NC 147 in Durham County. Federal Aid Project No.
NHF-40-4(107)259. State Project No. 8.1501601. TIP No. 1-3306B.
Attached for your information is a copy of the Categorical Exclusion for the subject
project. The project is being processed by the Federal Highway Administration as a "Categorical
Exclusion" in accordance with 23 CFR 771.115(b). Therefore, we propose to proceed under a
Nationwide Permit in accordance with 33 CFR 330 Federal Register: March 9, 2000 (Volume
65, Number 47, Pages 12817-12899, by the Corps of Engineers. The provisions of Section 330.4
and appendix A (C) of these regulations will be followed during construction of the project.
The project will cross eight jurisdictional surface waters. Of these streams, only one will
be impacted as a result of project construction. The existing bridges over New Hope Creek will
be widened towards the median to accommodate the two new travel lanes. The widened bridges
will be 342.1 ft in length. Project length is approximately 10.0 mi. Traffic will use existing I-40
travel lanes during construction.
MAILING ADDRESS:
PROJECT DEVELOPMENT AND ENVIRONMENTAL ANALYSIS
1548 MAIL SERVICE CENTER
RALEIGH NC 27699-1548
TELEPHONE: [phone]
FAX: [phone]
WEBSITE. WWW.DOH.DOT.STATE. NC.US
LOCATION:
TRANSPORTATION BUILDING
1 SOUTH WILMINGTON STREET
RALEIGH, NC
v
Jurisdictional Surface Waters. One perennial stream in the Cape Fear River Basin, New
Hope Creek [DWQ Index No. 16-41-1-(0.5), 12/1/83] carries a Best Usage Classification of C
NSW. The NSW (Nutrient Sensitive Waters) classification refers to waters subject to growths of
microscopic or macroscopic vegetation requiring limitations on nutrient inputs and are suitable
for all Class C uses. Class C refers to waters suitable for aquatic life propagation and survival,
fishing, wildlife, secondary recreation, and agriculture. One row of bents will be located in the
stream. The project will result in 0.001 ac of impacts to New Hope Creek as a result of bent
construction.
Jurisdictional Wetlands. Jurisdictional wetlands will be temporarily impacted due to
project construction. The project will result in 0.002 ac of permanent fill and 0.127 ac of
temporary fill in wetlands between the existing bridges over New Hope Creek. A temporary
construction causeway is necessary to expand the existing bridges. The temporary causeway will
be constructed by placing Class B over a layer of Class II rip rap on a geo-textile fabric. Both
the rip rap and geo-textile fabric will be removed after construction is completed. The wetland
will be allowed to revegetate naturally due to the small size of the impacts and NCDOT's desire
not to plant tree species under bridges.
Threatened And Endangered Species. As of February 26, 2001, the U.S. Fish and
Wildlife Service (FWS) lists three federally protected species for Durham County. The bald
eagle (Haliaeetus leucocephalus) has been proposed for delisting however, its status remains
Threatened. The status for smooth coneflower (Echinacea laevigata) and Michaux's sumac
(Rhus michauxii) have not changed since the completion of the CE. A description and biological
conclusion of "No Effect" was given for the bald eagle, smooth coneflower, and Michaux's
sumac in CE. These biological conclusions of "No Effect" remain valid for these species. The
N.C. Natural Heritage Program's database of rare species and unique habitats was visited on June
12, 2001. No records of any other federally protected species were found within 1.0 mi (1.6 km)
of the project area.
Cultural Resources. There are no known archaeological sites or historic properties within
the proposed project area. A letter from the State Historic Preservation Office (SHPO) dated
November 12, 1998 is included in the CE.
It is anticipated that these activities will be authorized via a NWP 23 (Categorical
Exclusion) and NWP 33 (Temporary Fill). By copy of this application, we are also requesting a
401 General Water Quality Certification from the NC Division of Water Quality.
If you have any questions or need any additional information, please contact Mr. Chris
Rivenbark at [phone].
Sincerely,
4
William Gilmore, P.E., Branch Manager
Project Development and Environmental Analysis
r
WDG/mcr
cc: Mr. David Franklin, COE
Mr. John Dorney, NCDWQ
Mr. David Cox, NCWRC
Mr. Garland Pardue, USFWS
Mrs. Debbie Barbour, P.E., Design Services
Mr. Calvin Leggett, P.E., Program Development
Mr. John Alford, P.E., Roadway Design
Mr. D.R. Henderson, P.E., Hydraulics
Mr. Tim Rountree, P.E., Structure Design
Mr. Byron Moore, P.E., Roadside Environmental
Mr. Jon G. Nance, P.E., Division 5 Engineer
Mr. Doug Jeremiah, PD & EA
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Office Use Only: Form Version April 2001
USACE Action ID No. DWQ No.
If any particular item is not applicable to this project, please enter "Not Applicable" or "N/A" rather than
leaving the space blank.
1. Processing
1. Check all of the approval(s) requested for this project:
Z Section 404 Permit
Section 10 Permit
® 401 Water Quality Certification
Riparian or Watershed Buffer Rules
2. Nationwide, Regional or General Permit Number(s) Requested: Nationwide 23 and 33
3. If this notification is solely a courtesy copy because written approval for the 401 Certification
is not required, check here:
4. If payment into the North Carolina Wetlands Restoration Program (NCWRP) is proposed for
mitigation of impacts (see section VIII - Mitigation), check here:
II. Applicant Information
1. Owner/Applicant Information
Name: N.C. Dept.. of Transportation
Mailing Address: Project Development and Environmental Analysis Branch
1548 Mail Service Center
Raleigh, NC 27699-1548
Telephone Number: [phone] Fax Number: [phone]
E-mail Address:
2. Agent Information (A signed and dated copy of the Agent Authorization letter must be
attached if the Agent has signatory authority for the owner/applicant.)
Name:
Company Affiliation:
Mailing Address:
Telephone Number:
E-mail Address:
Fax Number:
Page 3 of 13
III. Project Information
Attach a vicinity map clearly showing the location of the property with respect to local
landmarks such as towns, rivers, and roads. Also provide a detailed site plan showing property
boundaries and development plans in relation to surrounding properties. Both the vicinity map
and site plan must include a scale and north arrow. The specific footprints of all buildings,
impervious surfaces, or other facilities must be included. If possible, the maps and plans should
include the appropriate USGS Topographic Quad Map and NRCS Soil Survey with the property
boundaries outlined. Plan drawings, or other maps may be included at the applicant's discretion,
so long as the property is clearly defined. For administrative and distribution purposes, the
USACE requires information to be submitted on sheets no larger than 11 by 17-inch format;
however, DWQ may accept paperwork of any size. DWQ prefers full-size construction
drawings rather than a sequential sheet version of the full-size plans. If full-size plans are
reduced to a small scale such that the final version is illegible, the applicant will be informed that
the project has been placed on hold until decipherable maps are provided.
1. Name of project:
2. T.I.P. Project Number (NCDOT Only): 1-3306B
3. Property Identification Number (Tax PIN):
4. Location
County: Durham Nearest Town: Research Triangle Park
Subdivision name (include phase/lot number):
Directions to site (include road numbers, landmarks, etc.):
I-40 from west of the Orange County Line to east of NC 147 in Durham County
5. Site coordinates, if available (UTM or Lat/Long): N35° 54.163', W78° 58.111'
(Note - If project is linear, such as a road or utility line, attach a sheet that separately lists the
coordinates for each crossing of a distinct waterbody.)
6. Describe the existing land use or condition of the site at the time of this application:
interstate highway
7. Property size (acres): approximately 115.4 acres
8. Nearest body of water (stream/river/sound/ocean/lake): New Hope Creek
9. River Basin: Cape Fear
(Note - this must be one of North Carolina's seventeen designated major river basins. The
River Basin map is available at http://h2o.enr.state.nc.us/admin/maps/.)
Page 4 of 13

10. Describe the purpose of the proposed work: The project involves the widening of two
existing bridges over New Hope Creek to accommodate two new travel lanes.
11. List the type of equipment to be used to construct the project: backhoe, crane,
bulldozers, heavy-duty trucks
12. Describe the land use in the vicinity of this project: rural, road corridor
IV. Prior Project History
If jurisdictional determinations and/or permits have been requested and/or obtained for this
project (including all prior phases of the same subdivision) in the past, please explain. Include
the USACE Action ID Number, DWQ Project Number, application date, and date permits and
certifications were issued or withdrawn. Provide photocopies of previously issued permits,
certifications or other useful information. Describe previously approved wetland, stream and
buffer impacts, along with associated mitigation (where applicable). If this is a NCDOT project,
list and describe permits issued for prior segments of the same T.I.P. project, along with
construction schedules.
n/a
V. Future Project Plans
Are any additional permit requests anticipated for this project in the future? If so, describe the
anticipated work, and provide justification for the exclusion of this work from the current
application:
n/a
VI. Proposed Impacts to Waters of the United States/Waters of the State
It is the applicant's (or agent's) responsibility to determine, delineate and map all impacts to
wetlands, open water, and stream channels associated with the project. The applicant must also
provide justification for these impacts in Section VII below. All proposed impacts, permanent
and temporary, must be listed herein, and must be clearly identifiable on an accompanying site
plan. All wetlands and waters, and all streams (intermittent and perennial) must be shown on a
delineation map, whether or not impacts are proposed to these systems. Wetland and stream
evaluation and delineation forms should be included as appropriate. Photographs may be
included at the applicant's discretion. If this proposed impact is strictly for wetland or stream
Page 5 of 13
mitigation, list and describe the impact in Section VIII below. If additional space is needed for
listing or description, please attach a separate sheet.
1. Wetland Impacts
Wetland Impact
Site Number
(indicate on map)
Type of Impact* Area of
Impact'
(acres) Located within
100-year Floodplain**
(yes/no) Distance to
Nearest Stream
(linear feet)
Type of Wetland***
site 1 fill 0.002 yes adjacent riverine
Site 1 temporary fill 0.127 yes adjacent riverine

* List each impact separately and identify temporary impacts. Impacts include, but are not limited to: mechanized clearing, grading, rill,
excavation, flooding, ditching/drainage, etc. For dams, separately list impacts due to both structure and flooding.
** 100-Year floodplains are identified through the Federal Emergency Management Agency's (FEMA) Flood Insurance Rate Maps
(FIRM), or FEMA-approved local floodplain maps. Maps are available through the FEMA Map Service Center at 1-800-358-9616, or
online at http://www.fema.gov.
*** List a wetland type that best describes wetland to be impacted (e.g., freshwater/saltwater marsh, forested wetland, beaver pond,
Carolina Bay, bog, etc.)
List the total acreage (estimated) of existing wetlands on the property: 1.03 ac
Total area of wetland impact proposed: 0.129 ac (permanent and temporary combined)
2. Stream Impacts, including all intermittent and perennial streams
Stream Impact
Site Number
(indicate on map)
Type of Impact* Length of
Impact
(linear feet)
Stream Name** Average Width
of Stream
Before Impact Perennial or
Intermittent?
(please specify)
n/a

* List each impact separately and identify temporary impacts. Impacts include, but are not limited to: culverts and associated rip-rap,
dams (separately list impacts due to both structure and flooding), relocation (include linear feet before and after, and net loss/gain),
stabilization activities (cement wall, rip-rap, crib wall, gabions, etc.), excavation, ditching/straightening, etc. If stream relocation is
proposed, plans and profiles showing the linear footprint for both the original and relocated streams must be included.
** Stream names can be found on USGS topographic maps. If a stream has no name, list as UT (unnamed tributary) to the nearest
downstream named stream into which it flows. USGS maps are available through the USGS at 1-800-358-9616, or online at
www.usgs.gov. Several internet sites also allow direct download and printing of USGS maps (e.g., www.topozone.com,
www.mapquest.com, etc.).
Page 6 of 13

Cumulative impacts (linear distance in feet) to all streams on site: n/a
3. Open Water Impacts, including Lakes, Ponds, Estuaries, Sounds, Atlantic Ocean and any
other Water of the U.S.
Open Water Impact
Site Number
(indicate on map)
Type of Impact* Area of
Impact
(acres) Name of Waterbody

(if applicable) Type of Waterbody
(lake, pond, estuary, sound,
bay, ocean, etc.)
Site I fill 0.001 New Hope Creek stream

fi List eacn impact separately ana iaenttty temporary impacts. impacts mctuoe, out are not umttea to: tau, exuavauvii, uicugu,r„
flooding, drainage, bulkheads, etc.
4. Pond Creation
If construction of a pond is proposed, associated wetland and stream impacts should be
included above in the wetland and stream impact sections. Also, the proposed pond should
be described here and illustrated on any maps included with this application.
Pond to be created in (check all that apply): ? uplands ? stream ? wetlands
Describe the method of construction (e.g., dam/embankment, excavation, installation of
draw-down valve or spillway, etc.):
Proposed use or purpose of pond (e.g., livestock watering, irrigation, aesthetic, trout pond,
local stormwater requirement, etc.): .
Size of watershed draining to pond: Expected pond surface area:
VII. Impact Justification (Avoidance and Minimization)
Specifically describe measures taken to avoid the proposed impacts. It may be useful to provide
information related to site constraints such as topography, building ordinances, accessibility, and
financial viability of the project. The applicant may attach drawings of alternative, lower-impact
site layouts, and explain why these design options were not feasible. Also discuss how impacts
were minimized once the desired site plan was developed. If applicable, discuss construction
techniques to be followed during construction to reduce impacts.
Project involves the widening of two bridges inplace with 0.002 ac of permanent impacts to
wetlands and 0.001permanent impacts to surface waters. Traffic will use existing travel lanes of
I-40 during project construction.
Page 7 of 13
VIII. Mitigation
DWQ - In accordance with 15A NCAC 2H .0500, mitigation may be required by the NC
Division of Water Quality -for projects involving greater than or equal to one acre of impacts to
freshwater wetlands or greater than or equal to 150 linear feet of total impacts to perennial
streams.
USACE - In accordance with the Final Notice of Issuance and Modification of Nationwide
Permits, published in the Federal Register on March 9, 2000, mitigation will be required when
necessary to ensure that adverse effects to the aquatic environment are minimal. Factors
including size and type of proposed impact and function and relative value of the impacted
aquatic resource will be considered in determining acceptability of appropriate and practicable
mitigation as proposed. Examples of mitigation that may be appropriate and practicable include,
but are not limited to: reducing the size of the project; establishing and maintaining wetland
and/or upland vegetated buffers to protect open waters such as streams; and replacing losses of
aquatic resource functions and values by creating, restoring, enhancing, or preserving similar
functions and values, preferable in the same watershed.
If mitigation is required for this project, a copy of the mitigation plan must be attached in order
for USACE or DWQ to consider the application complete for processing. Any application
lacking a required mitigation plan or NCWRP concurrence shall be placed on hold as
incomplete. An applicant may also choose to review the current guidelines for stream restoration
in DWQ's Draft Technical Guide for Stream Work in North Carolina, available at
http://h2o.enr.state.nc.us/ncwetlands/strmgide.html.
Provide a brief description of the proposed mitigation plan. The description should provide
as much information as possible, including, but not limited to: site location (attach directions
and/or map, if offsite), affected stream and river basin, type and amount (acreage/linear feet)
of mitigation proposed (restoration, enhancement, creation, or preservation), a plan view,
preservation mechanism (e.g., deed restrictions, conservation easement, etc.), and a
description of the current site conditions and proposed method of construction. Please attach
a separate sheet if more space is needed.
Page 8 of 13
2. Mitigation may also be made by payment into the North Carolina Wetlands Restoration
Program (NCWRP) with the NCWRP's written agreement. Check the box indicating that
you would like to pay into the NCWRP. Please note that payment into the NCWRP must be
reviewed and approved before it can be used to satisfy mitigation requirements. Applicants
will be notified early in the review process by the 401/Wetlands Unit if payment into the
NCWRP is available as an option. For additional information regarding the application
process for the NCWRP, check the NCWRP website at http://h2o.enr.state.nc.us/wrp/index.htm. If
use of the NCWRP is proposed, please check the appropriate box on page three and provide
the following information:
Amount of stream mitigation requested (linear feet):
Amount of buffer mitigation requested (square feet):
Amount of Riparian wetland mitigation requested (acres):
Amount of Non-riparian wetland mitigation requested (acres):
Amount of Coastal wetland mitigation requested (acres):
IX. Environmental Documentation (DWQ Only)
Does the project involve an expenditure of public funds or the use of public (federal/state/local)
land?
Yes ® No
If yes, does the project require preparation of an environmental document pursuan t to the
requirements of the National or North Carolina Environmental Policy Act (NEPA/SEPA)?
Note: If you are not sure whether a NEPA/SEPA document is required, call the SEPA
coordinator at [phone] to review current thresholds for environmental documentation.
Yes No
If yes, has the document review been finalized by the State Clearinghouse? If so, please attach a
copy of the NEPA or SEPA final approval letter.
Yes ® No
X. Proposed Impacts on Riparian and Watershed. Buffers (DWQ Only)
It is the applicant's (or agent's) responsibility to determine, delineate and map all impacts to
required state and local buffers associated with the project. The applicant must also provide
justification for these impacts in Section VII above. All proposed impacts must be listed herein,
and must be clearly identifiable on the accompanying site plan. All buffers must be shown on a
map, whether or not impacts are proposed to the buffers. Correspondence from the DWQ
Regional Office may be included as appropriate. Photographs may also be included at the
applicant's discretion.
Page. 9 of 13
Will the project impact protected riparian buffers identified within 15A NCAC 2B .0233
(Meuse), 15A NCAC 2B .0259 (Tar-Pamlico), 15A NCAC 2B .0250 (Randleman Rules and
Water Supply Buffer Requirements), or other (please identify )?
Yes n No ® If you answered "yes", provide the following information:
Identify the square feet and acreage of impact to each zone of the riparian buffers. If buffer
mitigation is required calculate the required amount of mitigation by applying the buffer
multipliers.
Zone* Impact
(square feet) Multiplier Required
Mitigation
1 3
2 1.5
Total
Gone 1 extenas out su teet perpenmcuiar from near oanx or cnannei; cone z extenas an
additional 20 feet from the edge of Zone 1.
If buffer mitigation is required, please discuss what type of mitigation is proposed (i.e., Donation
of Property, Conservation Easement, Riparian Buffer Restoration / Enhancement, Preservation or
Payment into the Riparian Buffer Restoration Fund). Please attach all appropriate information as
identified within 15A NCAC 2B .0242 or .0260.
n/a
XI. Stormwater (DWQ Only)
Describe impervious acreage (both existing and proposed) versus total 'acreage on the site.
Discuss stormwater controls proposed in order to protect surface waters and wetlands
downstream from the property.
Impervious area will increase from that of current conditions NCDOT BMP's for the protection
of surface waters will be followed throughout project construction.
XII. Sewage Disposal (DWQ Only)
Clearly detail the ultimate treatment methods and disposition (non-discharge or. discharge) of
wastewater generated from the proposed project, or available capacity of the subject facility.
n/a
XIII. Violations (DWQ Only)
Is this site in violation of DWQ Wetland Rules (15A NCAC 2H.0500) or any Buffer Rules?
Page 10 of 13
k
Yes Ej No
Is this an after-the-fact permit application?
Yes No
XIV. Other Circumstances (Optional):
It is the applicant's responsibility to submit the application sufficiently in advance of desired
construction dates to allow processing time for these permits. However, an applicant may
choose to list constraints associated with construction or sequencing that may impose limits on
work schedules (e.g., draw-down schedules for lakes, dates associated with Endangered and
Threatened Species, accessibility problems, or other issues outside of the applicant's control).
n/a
Applicant/Agent's Signature Date
(Agent's signature is valid only if an authorization letter from the applicant is provided.)
Page 11 of 13
P ,
Interstate 40
Widening to six-lanes
From I-85 to NC 147 (Buck Dean Freeway)
Durham and Orange Counties
Federal-Aid Project NHF-40-4(107)259
State Project 8.1501601
TIP Project Number I-3306
CATEGORICAL EXCLUSION
U. S. Department of Transportation
Federal Highway Administration
And 1?G®?
®? J
N. C. Department of Transportation
Division of Highways

APPROVED:
3-28-00
Date William D. Gilmore, P. E., Manager
Project Development and Environmental Analysis Branch, NCDOT
- .?
Date Nicholas L. Graf: P. E.
Division Administrator, FHWA
Interstate 40
I
Widening to six-lanes
From I-85 to NC 147 (Buck Dean Freeway)
Durham and Orange Counties
Federal-Aid Project NHF-40-4(107)259
State Project 8.1501601
TIP Project Number I-3306
CATEGORICAL EXCLUSION
March 2000
Documentation Prepared in Project Development and Environmental Analysis Branch
BY gN GAROz '?..
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9
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4&' : SEAL
244967
Jef . I h , P. E. +`?F'•FNGINE??:•'
Project Develo ment En lneer •,,'c'?REY '??G?•``,
Robert P. Hanson. P. E.
Project Development Unit Head
?? q, ? ?,':2
Lubin V. Prevatt, P. E., Assistant Manager
Project Development and Environmental Analysis Branch
TABLE OF CONTENTS
PAGE
v
SUMMARY OF PROJECT COMMITMENTS .................................................................. i
1. PROJECT DESCRIPTION ......................................................................................1
II. NEED FOR THE PROPOSED ACTION ................................................................1
A. General ................................................................. ........................................1
B. Transportation Plan .............................................. ........................................1
C. Coordination with Local Officials ....................... ........................................2
D. Traffic Volumes and Capacity ............................. ........................................2
E. Level of Service ................................................... ........................................2
F. Collision History .................................................. ........................................3
G. Projects in the vicinity ........................................ ........................................3
III. EXISTING FACILITY INVENTORY ............................ ........................................4
A. Length of Section Studied .................................... ........................................4
B. Existing typical section ....................................... .........................................4
C. Right-of-way ....................................................... ...................:.....................4
D. Structures ............................................................ .........................................4
E. Speed limit .......................................................... .........................................6
F. Public facilities .................................................... .........................................6
G. Access Control .................................................... .........................................6
H. Transit Operations ............................................... .........................................6
IV. ALTERNATIVES CONSIDERED ................................ .........................................6
A. Alignment ........................................................... .........................................6
B. Typical section .................................................... .........................................7
C. Transportation system management alternatives .........................................7
D. "No-Build" Alternative ................................................................................7
V. PROPOSED IMPROVEMENTS ................................... .........................................8
A. Typical section .................................................... .........................................8
B. Right-of-way ....................................................... .........................................8
C. Design speed ...................................................... ..........................................8
D. Access control .................................................... ..........................................8
E. Bicycle and pedestrian facilities ........................ ..........................................8
F. Structures ........................................................... ..........................................8
G. Anticipated design exceptions ........................... ..........................................8
H.
..................................................
Utility conflicts
...
••••8
1. Pavement Design ............................................... ..........................................9
J. Cost Estimate ..................................................... ..........................................9
VI. SOCIAL, ECONOMIC, AND ENVIRONMENTAL IMPACTS ...........................9
A. Planning Issues ................................................... ..........................................9
B Relocation- Impacts ............................................. ........................................12

C.
Cultural Resources ............................................. 1
........................................
D. Natural Resources ...................................................................................... 13
E. Highway Traffic Noise Analysis ................................................................28
F. Air Quality Analysis ..................................................................................40
VII. PUBLIC INVOLVEMENT ...................................................................................42
Figures

Appendix
LIST OF FIGURES
Figure 1 - Project Location Map
Figure 2 - Aerial Photograph of Project
Figure 3 - Proposed Typical Section
Figure 4 - 1996/2020 Traffic Projections
LIST OF TABLES
Table 1 - Bridges on Interstate 40 5
Table 2 - Bridges over Interstate 40 5
Table 3 - Surface Waters Located Within the Project study area 14
Table 4 - Point source dischargers located within the project vicinity 15
Table 5 - Federally Protected Species for Durham and Orange Counties 23
Table 6 - Federal Species of Concern for Durham and Orange Counties 26
Table 7 - N.C. Rare and Protected Species Located within the Project Vicinity 27
Table 8 - Hearing: Comparative Noise Generators 29
Table 9 - Federal Highway Administration Noise Abatement Criteria 31
Table 10 - Ambient Noise Levels 32
Table 11 - FHWA Noise Abatement Criteria Summary 34
Table 12 - Traffic Noise Level Increase Summary 35
Table 13 - Traffic Noise Barrier Summary 38
0
Interstate 40
Widening to six-lanes from 1-85 to NC 147 (Buck Dean Freeway)
Durham and Orange Counties
Federal-Aid Project NHF-40-4(107)259
State Project 8.1501601
TIP Project Number I-3306
Prepared by the Project Development and Environmental Analysis Branch
Division of Highways
North Carolina Department of Transportation
SUMMARY
1. Description of Action - The North Carolina Department of Transportation,
Division of Highways, proposes to widen the existing four-lane Interstate 40 to six-lanes
from Interstate 85 in Orange County to NC 147 (Buck Dean Freeway).in Durham
County. The proposed project is included in the 2000-2006 Transportation Improvement
Program (TIP) with construction in Durham County (Section B) to begin in federal fiscal
year 2002. Construction in Orange County (Section A) is not scheduled in the 2000-2006
TIP.
The project proposes to add one lane in each direction. All widening will occur
within the existing median. The Durham County portion (Section B) will include a 3-
inch bonded concrete overlay of the existing pavement. The pavement design for the
Orange County portion will be determined in the final design stages after construction is
scheduled. The total project length is 21.4 miles (34.4 kilometers). This project has an
estimated construction cost of $ 86,700,000. No right-of-way acquisition is anticipated.
2. Project Benefits - The proposed project will reduce congestion by increasing the
safety and handling capacity on this section of Interstate 40. Traffic volumes on I-40 in
Durham County are currently beyond the handling capacity of the roadway. Traffic
volumes on I-40 in Orange County are projected to increase beyond the handling capacity
of the roadway by the year 2004.
3. Environmental Effects - No residences will be relocated as part of this project.
Approximately 115 acres of maintained roadside community will be impacted. There
will be no effect to architectural and historical resources listed in or eligible for the
National Register of Historic Places. There will be no substantial impact to air quality.
Noise impacts are expected at 156 locations. The optimized preliminary design for noise
walls along the project was not found to be cost effective per NCDOT Noise Abatement
Policy; hence, no noise walls are recommended. No right-of-way acquisition is
anticipated.
4. Coordination - Several federal, state and local agencies were consulted during
preparation of this document. Written comments were received from the following
agency.
N. C. Department of Cultural Resources
PROJECT COMMITMENTS
Interstate 40
Widening to six-lanes
y From I-85 to NC 147 (Buck Dean Freeway) '
Durham and Oranae Counties
Federal-Aid Project NHF-40-4(107)259
State Project 8.1501601
TIP Project Number I-3306
No special project commitments are required.
• Categorical Exclusion
March 2000
i
Interstate 40
Widening to six-lanes
From I-85 to NC 147 (Buck Dean Freeway)
Durham and Orange Counties
Federal-Aid Project NHF-40-4(107)259
State Project 8.1501601
TIP Project Number I-3306
1. PROJECT DESCRIPTION
The North Carolina Department of Transportation, Division of Highways,
proposes to widen the existing four-lane Interstate 40 to six-lanes from Interstate 85 in
Orange County to NC 147 (Buck Dean Freeway) in Durham County. The proposed
project is included in the 2000-2006 Transportation Improvement Program (TIP) with
construction in Durham County (Section B) to begin in federal fiscal year 2002.
Construction in Orange County (Section A) is not scheduled in the 2000-2006 TIP.
The project proposes to add one lane in each direction. All widening will occur
within the existing median. The Durham County portion (Section B) will include a 3-
inch bonded concrete overlay of the existing pavement. The pavement design for the
Orange County portion (Section A) will be determined in the final design stages after
construction is scheduled. The total project length is 21.4 miles (34.4 kilometers). This
project has an estimated construction cost of $ 86,700,000. No right-of-way acquisition
is anticipated.
II. NEED FOR THE PROPOSED ACTION
A. General
The proposed project will reduce congestion by increasing the safety and handling
capacity on this section of Interstate 40. Traffic volumes on I-40 in Durham County are
currently beyond the handling capacity of the roadway. Traffic volumes on portions of
I-40 in Orange County are projected to increase beyond the handling capacity of the
roadway by the year 2004.
Of particular importance is the maintenance of a safe and efficient interstate
highway system. Interstate 40 is an important link for transportation and commerce not
only regionally but nationally as well.
B. Transportation Plan
The 2000-2006 Transportation Improvement Plan (T.I.P.) schedules construction
of the Durham County portion of the project beginning in 2002. The Orange County
portion is currently not funded in the T.I.P. The project is consistent with all local and
regional transportation plans.
C. Coordination with Local Officials
The proposed project was presented to the Durham-Chapel Hill-Carrboro
Technical Coordinating Committee (DCHC-TCC) at their meeting on February 10. 1999.
The findings of the noise analysis and an update on the planning process were presented
to the DCHC Transportation Advisory Committee (DCHC-TAC) on July 14, 1999.
Mailing lists, locations, and timing of two Citizen Informational Workshops were also
coordinated with members of the TCC. City, county, and regional planners were
consulted to ensure compliance of the project with all local and regional plans for the
area.
D. Traffic Volumes and Capacity
Current volumes of average daily traffic (ADT) range from approximately 34,000
vehicles per day (vpd) between I-85 and SR 1009 in Orange County to approximately
74,000 vpd between NC 147 and NC 55 in Durham County. Projected volumes for the
year 2020 range from 63,400 vpd to 143,000 vpd for the same sections of roadway.
These volumes indicate that the section of I40 from US 15-501 to NC 147 in
Durham County is currently operating over capacity. Without improvement, all of the
Orange County portion of the project is projected to reach capacity by the year 2012.
E. Level of Service
The proposed widening to six lanes will significantly increase the traffic carrying
capacity of this section of I-40. However, even with the proposed expansion to a six-lane
facility, the level of service for I-40 in Durham County will be undesirable, if traffic
volumes increase as projected. By the design year of 2020, the entire Durham County
portion of the project will again be over capacity. With expansion to six-lanes, the
Orange County portion of the project would operate under capacity through the design
year of 2020.
Expansion of the interstate to six-lanes will improve the safety and handling
capacity of I-40. It should also provide some reduction in congestion on surrounding
roads, as some vehicles will choose to use the expanded interstate instead of alternative
routes. Other alternatives, such as High Occupancy Vehicle/High Occupancy Toll
(HOV/HOT) lanes, are currently being evaluated in the I-40 Congestion Management
Study as a means of further improving the level of service.
With the extremely high traffic volumes projected along I-40, an eight-lane
facility would reach capacity on parts of the Durham County section by 2004. Even if the
interstate were widened to eight lanes, all of the Durham County portion would be over
capacity by the design year of 2020. Widening to eight lanes is not proposed as part of
this project due to'funding restrictions and the desire to suspend other improvements
2
(beyond six-lanes) until the I-40 Congestion Management Study is completed to provide
a comprehensive plan for the I-40 corridor.
F. Collision Historv
From October 1, 1996 to the end of September 1999, there were 1372 collisions
reported on Interstate 40 in Durham County, resulting in a total collision rate
120.8 collisions per 100 million vehicle miles traveled. For the same time period, there
were 417 collisions reported on I-40 (from I-85 to the Durham County line) in Orange
County, resulting in a total collision rate of 76.1 collisions per 100 million vehicle miles
traveled. The fatal crash rates for the noted sections of I-40 in Durham and Orange
County were 0.35 and 0.55 collisions per 100 million vehicle miles traveled, respectively.
The average total crash rate for interstate routes in North Carolina from 1996 to 1998 was
97.4 collisions per 100 million vehicle miles traveled. The average fatal crash rate for
interstate routes in North Carolina for the same time period was 0.79 collisions per 100
million vehicle miles traveled.
G. Proiects in the Vicinit
The North Carolina Department of Transportation is currently studying the
feasibility of High Occupancy Vehicle/High Occupancy Toll (HOV/HOT) lanes and
Travel Demand Management measures along the Interstate 40 corridor as part of the I-40
Congestion Management Study. When completed, the study hopes to determine the
viability of different plans to deal with traffic congestion within the corridor and region.
The current widening to six lanes will not prohibit the future addition of lanes that could
be used for HOV/HOT purposes. Construction of a separated HOV/HOT facility will
require major infrastructure changes regardless of the current project.
Plans for a new mall south of I-40 on SR 1118 (Fayetteville Road) were recently
approved. As part of the conditions for approval of the mall, the developer will fund the
reconfiguration and reconstruction of the interchange at I-40 and SR 1118. The new
interchange will be designed as a single point urban interchange. The single point
interchange will combine the two ramp terminals into one intersection, located directly
above 1-40. This configuration will increase the separation between traffic signals and
provide increased traffic carrying capacity, resulting in less vehicle delay. The
interchange configuration will be designed to accommodate 8 lanes on Interstate 40,
should future expansion be necessary.
A greenway is being planned along the American Tobacco Trail corridor in
Durham County. This pedestrian and bicycle trail could involve the installation of a new
pedestrian/bicycle bridge over Interstate 40 between SR 1118 and NC 751. The
construction of this bridge over I-40 would not conflict with plans to widen the interstate.
The trail is in the planning stages and a schedule for construction has not been
established.
TIP Project I-2204 BA proposes to widen Interstate 40 to eight lanes from
NC 147 in Research Triangle Park to just south of I-540 near the Wake/Durham County
line. This project is currently funded only for planning and environmental studies. No
schedule for construction has been set.
TIP Project R-2906 proposes to widen NC 55 to multi lanes from US 64 in Wake
County to SR 1121 in Durham County. This project will cross under I-40. The 2000-
2006 TIP schedules right of way acquisition beginning in Federal Fiscal Year (FFY) 2002
and construction beginning in FFY 2003.
TIP Project U-2807 proposes a major facility upgrade to US 15-501 from
SR 1010 (Franklin Street) in Chapel Hill to US 15-501 Bypass in Durham. A Major
Investment Study (MIS) determined that highway improvements along the US 15-501
corridor are needed in the future. The study concluded that transit alternatives should
also be evaluated. No right of way or construction funds are currently budgeted for this
project.
TIP Project U-2302 will widen NC 86 in Orange County to a multi lane facility
from south of SR 1777 (Homestead Road) to north of SR 1730 (Whitfield Road). This
project, which crosses I-40, is currently under construction.
III. EXISTING FACILITY INVENTORY
A. Length of Section Studied
The length of the proposed project is 21.4 miles (34.4 kilometers). The length of
the Orange County section (Section A) is 11.4 miles (18.3 kilometers). The length of the
Durham County section (Section B) is 10 miles (16.1 kilometers).
B. Existing Typical Section
Currently, this section of Interstate 40 has 2 lanes in each direction separated by a
46-foot grass median.
C. Right of Way
Right of way width along Interstate 40 ranges from 280 feet (85 meters)
throughout Orange County to 500 feet (150 meters) near the NC 147 interchange.
Through the majority of Durham County, right of way width is 320 feet (100 meters).
D. Structures
Table 1 outlines the bridges within the project limits that carry Interstate 40 over
various features.
4
Table 1: Bridges on Interstate 40
Bridge
Number County Facility Carried Feature Intersected
267 Orange I-85 Ramp I-40 Eastbound and I-85
268 Orange I-40 Westbound I-85
270 Orange 1-40 Westbound SR 1009
271 Orange I-40 Eastbound SR 1009
264 Orange I-40 Westbound SR 1725 and Southern Railroad
265 Orange I-40 Eastbound SR 1725 and Southern Railroad
303 Durham I-40 Westbound New Hope Creek
304 Durham I-40 Eastbound New Hope Creek
307 Durham I-40 Westbound NC 54
308 Durham I-40 Eastbound NC 54
289 Durham I-40 Westbound NC 55
290 Durham I-40 Eastbound NC 55
291 Durham I-40 Westbound Seaboard Coastline Railroad
292 Durham I-40 Eastbound Seaboard Coastline Railroad
293 Durham I-40 Westbound SR 1945
294 Durham I-40 Eastbound SR 1945
295 Durham I-40 Westbound NC 147
296 Durham I-40 Eastbound NC 147
297 Durham I-40 Westbound NC 147
Table 2 outlines the bridges within the project limits that carry other facilities over
Interstate 40.
Table 2: Bridges over Interstate 40
Bridge
Number County Facility Carried
262 Orange SR 1006
260 Orange SR 1723
266 Orange NC 86
259 Orange SR 1732
258 Orange SR 1734
301 Durham US 15-501
302 Durham SR 2220
313 Durham SR 1110
314 Durham NC 54
305 Durham NC 751
306 Durham SR 1118
309 Durham SR 1106
100 Durham SR 2028
5
E. Speed Limits
The existing speed limit along most of the project length is 65 MPH.
F. Public facilities
A waste treatment facility is located to the east of the I-40/NC 54 interchange.
Several public and private facilities and institutions are located near the I-40 corridor, but
are not directly accessible from the interstate itself.
G. Access Control
There is full control of access throughout the project.
H. Transit Operations
At present, the I-40 corridor does not have HOV lanes or similar transit-specific
design elements.
The Triangle Transit Authority (TTA) currently provides express bus service from
Raleigh, Cary and Chapel Hill to RTP and Raleigh-Durham Airport (RDU). This
system's transfer center is currently within RTP near the I-40 corridor at the intersection
of Davis Drive with NC 54. The transfer center is proposed to move to Miami Blvd.
Capacity improvements to I-40 may provide some incremental time savings between the
RTP transfer center and RDU.
A regional rail system connecting Raleigh, Cary, Morrisville, RTP, Durham and
Chapel Hill may be implemented in the future. Much of this proposed system parallels
the I-40 corridor. Once a regional rail system is operational, express bus service from
downtown Raleigh to RTP will end. Bus service in Cary will be limited to intermodal
connections with rail service.
IV. ALTERNATIVES CONSIDERED
A. Alignment
Adding one lane in each direction within the median was the only alignment
alternative considered for this project. Widening in the median utilizes existing state
owned right-of-way and will not require redesign of interchanges along the interstate.
Widening to the outside would likely require the purchase of additional right-of-way and
additional work to the interchanges and bridges along the route.
6
B. Typical Section
The only typical section considered as part of this project is a six-lane roadway.
This will consist of three 12-foot travel lanes in each direction. a 10-foot paved outside
shoulder, and a 22-foot paved median. A concrete barrier in the median will separate the
directions of travel. The proposed typical section is shown in Figure 3.
Projected traffic volumes along the roadway could indicate the justification for
widening to an eight-lane facility. Widening to eight lanes would require the replacement
of bridges at SR 2028 (Alexander Drive) and NC 86 due to the location of shoulder piers.
The interchange at NC 54 would also have to be reworked if the bridge were not replaced.
For widening to eight-lanes, the rest of the bridges over I-40 would likely require a soil
nail wall in place of part of the current slope protection. Measures would also have to be
taken to ensure the proper vertical clearance is maintained beneath the bridges. Such
improvements are beyond the scope of current funding allocations.
C. Transportation System Management Alternative
Transportation system management involves improvements designed to optimize
use of the existing facility with minimal additional construction. Travel Demand
Management (TDM) focuses on attempting to reduce vehicle trips during peak travel
times. Examples of some employer based travel demand management strategies include
flexible work hours or compressed work weeks, telecommuting, ridesharing incentive
programs, restrictions on parking availability, employee shuttles, or transit fare subsidies.
Currently, a study is being conducted to determine the feasibility and usefulness
of High Occupancy Vehicle/High Occupancy Toll (HOV/HOT) lanes and TDM measures
in this corridor. The currently proposed widening to six lanes will not prohibit future
installation of HOV/HOT facilities, if expansion with HOV/HOT facilities is proposed.
Past studies have tended to indicate that HOV and express lanes are typically not
effective or feasible on facilities of less than eight total lanes (6 general and 2 HOV). For
the proposed project corridor, additional through lanes are required to accommodate the
projected traffic volumes.
D. "No-Build" Alternative
The "no-build" alternative would have a negative impact on the operating
conditions of the interstate. I-40 is a highly congested facility at present, especially
during peak periods. Projected increases in traffic would further deteriorate the already
poor level of service. Increased congestion would lead to higher operating costs and
increased travel times. Therefore, the "no-build" alternate has been rejected.
V. PROPOSED IMPROVEMENTS
A. Typical Section
The proposed typical cross-section for the new facility is a six-lane roadway with
a paved width of 118 feet. This will consist of three 12-foot travel lanes in each
direction, a 10-foot paved outside shoulder, and a 22-foot paved median. A concrete
barrier in the median will separate the directions of travel. The typical section is shown
in Figure 3.
B. Right of Way
All of the proposed widening will occur within the existing state owned right of
way.
C. Design Speed
A 70 MPH design speed is recommended.
D. Access Control
Full control of access will be maintained.
E. Bicycle and Pedestrian Facilities
No special bicycle or pedestrian facilities are recommended for the project.
F. Structures
Bridge Numbers 267 and 268 in Orange County (on ramps at interchange with
Interstate 85) will not require widening. The other structures carrying Interstate 40 over
various features (see Table 1) will be widened to the inside.
Because widening will take place in the median, the bridges that carry other
facilities over Interstate 40 (Table 2) will not require reconfiguration or reconstruction.
G. Anticipated Design Exceptions
It is anticipated no design exceptions will be required.
H. Utilitv Conflicts
No utility conflicts are expected.
8
Pavement Desicn
For the Durham portion of the project (Section B), a 3-inch bonded concrete
overlay will be added over the existing pavement and the existing outside shoulders.
Pavement design for the Orange County portion (Section A) will be determined during
final design after construction has been scheduled.
J. Cost Estimate
The estimated construction cost for the Orange County portion of the project is
approximately $ 34,700,000. The estimated construction cost for the Durham County
portion of the project is approximately $ 52,000,000. Estimated costs for the Durham
County portion include a 3-inch concrete overlay of the existing pavement.
VI. SOCIAL ECONOMIC AND ENVIRONMENTAL IMPACTS
A. Planning Issues'
Existing land use
ORANGE COUNTY.
Orange County established "Major Transportation Corridors" along the lengths of
I-40 and 1-85 in 1984. This MTC overlay zoning district is primarily aesthetic in purpose
and was established to:
I . serve as a key function of orderly development as major traffic corridors;
2. protect and promote the high quality of life in the County, as well as the
efficiency and safety of traffic movement through the area; and
3. accommodate different types of development which depend on capacity of the
thoroughfare system and the character and quality of development along major
corridors.
A portion of Orange County along the project corridor is within the "Rural
Buffer" area established as part of a 1986 joint planning agreement with Chapel Hill and
Carrboro. This area is not slated to receive urban services such as water and sewer
utilities and will have limited future development. Most future development will be low
density residential (2 acre minimum lots), schools and churches.
Other portions of Orange County, which are primarily within or contiguous with
town Extraterritorial Jurisdiction (ETJ) areas for planning purposes, are zoned for urban
transition areas. These areas have been planned for eventual urban and suburban
development and will receive urban services.
9
CHAPEL HILL.
Interchange areas - NC 86. NC 54 and NC 15-501 - are generally zoned for and
developed with mixed commercial and office uses. Northern Chapel Hill is a rapidly
developing area with mixed uses along the major corridors and residential developments
adjacent to them.
CARRBORO.
Chapel Hill separates Carrboro from the I-40 corridor itself. Northern Carrboro is
a rapidly developing area and most of this area is zoned for residential development.
There are some opportunities for "village/mixed use" development - a type of
concentrated Planned Unit Development - but such development would be voluntary.
DURHAM CITY/COUNTY:
The I-40 corridor winds in and out of the Research Triangle Park in eastern
Durham County. Much of this corridor parallels the NC 54 corridor. Both zoning and
existing land use along this dual corridor is a mix of office/industrial, commercial and
residential development.
Local/ regional land use and/or development plans
The project area lies within several local government jurisdictions, all of which
are part of the Triangle J Council of Government.
ORANGE COUNTY.
The joint land use planning agreement includes establishing water and sewer
service area boundaries. Some areas within the town Extraterritorial Jurisdictions (ETJs)
will be developed with urban and suburban uses while most other parts of the county will
be part of low intensity development within the rural buffer areas.
CHAPEL HILL.
Both the town's comprehensive plan and a small area plan incorporate the I-40
widening. Most interchange areas have been developed with the exception of NC 86.
The southeast quadrant of this interchange is part of the Chapel Hill North mixed use
(office and commercial) Planned Unit Development. The southwest quadrant is also
zoned for such mixed uses. The area north of the interchange is within Orange County's
jurisdiction but is part of a "rural buffer" zone for Chapel Hill and as such should not be
subject to development within the foreseeable future.
CARRBORO.
Carrboro's land use plans indicate that the northern part of town will be primarily
residential. Areas west of town are within a water supply watershed protection district
and will not be as intensely developed.
10
DURHAM CITY/COUNTY.
Durham is replacing the 1989 Durham-Chapel Hill-Carrboro Urban Area
Thoroughfare Plan with a new Comprehensive Transportation Plan. This new Plan will
need to reflect the land use changes proposed for Compact Neighborhoods. The city of
Durham completed in October 1998 a Southwest Area Transportation Study which
includes the project area. Durham County currently has a Transportation Demand
Management (TDM) plan in progress, a first draft of which was completed in January
2000. Durham also operates under the 2005 Comprehensive Plan. The project area
includes two small area plans - the Southwest Durham and Triangle Township Area
Plans. These plans emphasize southern Durham as the first priority for growth. A major
policy for growth in this area is to balance jobs and housing so other road improvements
as well as water and sewer system expansion are in place to help create more housing
near RTP.
TRIANGLE TRANSIT AUTHORITY.
TTA operates bus service to the Research Triangle Park (RTP) from Chapel Hill,
Durham, Cary, downtown Raleigh and north Raleigh. Portions of these routes use I-40
and both the current and proposed transfer points within RTP are accessible from I-40.
TTA also has plans for a regional rail system which will parallel much of the project
corridor.
Business activity/employment centers
I-40 is the most important east-west corridor within the Triangle. This highway
essentially serves as the "spine" that links Raleigh, Cary, Durham, Chapel Hill, Carrboro,
Hillsborough, and the Research Triangle Park (RTP) together. RTP, with around 30,000
workers within the park and another 30,000 in close proximity, is the largest center of
employment within the Triangle and I-40 is the primary means of access.
While a portion of RTP exists around the eastern terminus of this project, the bulk
of this area is farther east. The majority of commuters from Orange and Durham
Counties and areas to the west travel through the project area to reach RTP and other
employment centers. Other large employment and business centers include UNC in
Chapel Hill near the project corridor, downtown Durham and Duke University to the
north, and RDU airport, downtown Raleigh and NCSU to the east.
The City of Durham has rezoned an area at the I-40/Fayetteville Road interchange
for development of a regional mall. A couple of mixed use developments are also
proposed for development in conjunction with this mall but annexations and rezonings
have not yet occurred. Once approved and constructed, this area will become a major
employment center and business activity center within the project area.
11
Secondary/Cumulative Impacts
The project proposes additional capacity for an existing interstate highway within
an urban and rapidly growing urban and suburban area. The I-40 corridor is the major
transportation spine of the Triangle area, with RTP in its center. The project corridor has
for several decades been the focus of much of the area's commercial, office and industrial
growth. Plans by local governments within Orange and Durham Counties all anticipate
additional growth within and adjacent to the project corridor.
Even more development can be expected within and adjacent to this corridor.
This is due to market demand, the existing transportation network, available utilities and
other infrastructure, and local land use plans. So much development has already occurred
that the highway is well beyond its capacity at this time, and even more new development
is proposed despite these existing capacity problems. Development demands within the
project area are so strong that this proposed expansion appears to have no impact on
growth. Further, future expansion of I-40, combined with additional capacity on parallel
routes and both the TTA bus and rail systems, appears to do little more than support
existing and proposed growth.
The emphasis on I-40 primarily as a commuter and commercial corridor will
continue to adversely affect the ability of this corridor to provide the mobility needed for
inter- and intrastate travel, especially for commercial traffic. Local governments are
exploring a variety of growth management and traffic reduction techniques, including less
auto-intensive development patterns and transportation demand management programs.
Regardless, the existing conflict between regional mobility and local accessibility can be
expected to increase due to land use and development pressures.
Farmland
The North Carolina Executive Order No. 96, Conservation of Agricultural and
Forest Lands, requires all state agencies to consider the impact of construction projects on
prime farmland. Prime and important farmland soils are defined by the US Soil
Conservation Service. The project involves only land within the median of an interstate
highway, therefore, no further research into farmland impacts is necessary.
Environmental Justice
The project as proposed does not appear to have any high or adverse direct
impacts to any population or community, nor have any positive or negative direct impacts
been found to be disproportionate. This project is being implemented in accordance with
Executive Order 12898.
B. Relocation Impacts
No relocations are anticipated as a result of this project.
12
C. Cultural Resources
Archaeological Resources
Since the project involves widening within the median of an existing Interstate
Highway, it will not affect any archaeological resources eligible for the National Register
of Historic Places.
Historic Architectural Resources
The State Historic Preservation Office (SHPO) has reviewed the project and is
aware of no properties on or eligible for the National Register of Historic Places within
the proposed project area (See appendix).
D. Natural Resources .
Methodology
Prior to the site visit, published resource information pertaining to the project
study area was gathered and reviewed. Information sources include; U.S. Geological
Survey (USGS) 7.5 minute quadrangle maps (Hillsborough, Efland, Chapel Hill, SE
Durham, and'SW Durham), Geographic Information Systems information (N.C. Center
for Geographic Information & Analysis), Fish and Wildlife Service (USFWS) list of
protected species and N.C. Natural Heritage Program (NCNHP) database of uncommon
and protected species and unique habitats.
A field survey for the project was conducted on November 12, 1998, by NCDOT
Natural Systems Specialists. On May 27, 1999, NCDOT Natural Systems Specialists
performed a tactile search for mussel fauna in New Hope Creek. Plant communities were
identified and recorded. Jurisdictional wetlands were identified according to the U.S.
Army Corps of Engineers Wetland Delineation Manual, 1987.
PHYSICAL RESOURCES
Topography and Soils
Durham County and Orange County lie in the center of the Piedmont
physiographic region of North Carolina. The soils in the Piedmont region are underlain
by bedrock consisting of slate and acid crystalline rock. The project study area lies in a
portion of the counties that are gently sloping, nearly level, and flat Coastal Plain
uplands. Topography at the project area ranges from approximately 91.4 meters
(300.0 feet) to 240.8 meters (790.0 feet) above mean sea level (msl). The.parent material
of the soils in the county ranges from material that weathered from bedrock, Coastal Plain
sediment, and alluvium.
13
Urban Land is the dominant soil type in the project study. This soil type ma}'
include fill material often associated with construction projects. Rapid runoff during
rainstorms may cause excessive flooding to downstream areas. Therefore erosion-control
standards are very important when removing plant cover or grading on this soil.
Water Resources
Water resource information encompasses physical aspects of the resource, its
relationship to major water systems, Best Usage Standards and water quality of the
resources. Probable impacts to these water bodies are also discussed. as are means to
minimize those impacts.
Best Usage Classification
Streams have been assigned a Best Usage Classification by the Division of Water
Quality (DWQ) which denotes existing or contemplated best usage for each stream.
Index numbers assigned to unnamed tributaries are the same as the index number of the
stream to which they flow. Streams crossed by the project lie in the Neuse and Cape Fear
basins. Streams and unnamed tributaries (Ut) that will be crossed in the project study
area are listed in the Table 3.
Table 3. Surface Waters Located Within the
area
Stream Classification DWQ'Index No. Date River Basin
Ut (Eno River) C NSW 27-2-(7) 12/1/83 Neuse
Cates Creek C NSW 27-2-8 12/1/83 Neuse
Ut (Cates Creek) C NSW 27-2-8 12/1/83 Neuse
Ut (New Hope Creek) * C NSW 16-41-1-(0.5) 12/1/83 Cape Fear
New Hope Creek C NSW 16-41-1-(0.5) 12/1/83 Cape Fear
Old Field Creek C NSW 16-41-1-7 12/1/83 Cape Fear
Ut (Old Field Creek) C NSW 16-41-1-7 12/1/83 Cape Fear
Ut (New Hope Creek) * C NSW 16-41-1-(0.5) 12/1/83 Cape Fear
Ut (New Hope Creek) C NSW 16-41-1-(0.5) 12/1/83 Cape Fear
New Hope Creek WS-IV C NSW 16-41-1-(11.5) 8/3/92 Cape Fear
Third Fork Creek WS-IV C NSW 16-41-1-12-(2) 8/3/92 Cape Fear
Crooked Creek WS-IV C NSW 16-41-1-16-(1) 8/3/92 Cape Fear
Ut (Northeast Creek) WS-IV C NSW 16-41-1-17-(0.7) 8/3/92 Cape Fear
Northeast Creek WS-IV C NSW 16-41-1-17-(0.7) 8/3/92 Cape Fear
Note: C denotes Class C- waters suitable for aquatic life propagation and survival,
fishing, wildlife, secondary recreation and agriculture.
NSW denotes Nutrient Sensitive Waters- waters subject to growths of
microscopic or macroscopic vegetation requiring limitations on nutrient inputs.
14
WS-IV denotes Water Supplies IV- waters protected as water supplies which are
generally in moderately to highly developed watersheds.
* denotes a section of a stream that is crossed twice.
All streams crossed by I-40 in the project study area are crossed by means of a
culvert or pipe, with the exception of one crossing of New Hope Creek which is spanned
by two bridges. At the time of the field visit, New Hope Creek had width of
approximately 7.6 meters - 9.1 meters (25.0 feet - 30.0 feet) and an approximate depth of
1.5 meters - 2.1 meters (5.0 feet 7.0 feet). Stream flow was moderate and turbidity was
high. The substrate consisted of rock, silt, and sand.
No waters classified as High Quality Waters (HQW), Water Supplies, (WS-1), or
Outstanding Resource Waters (ORW) occur within 1.6 kilometers (1.0 miles) of project
study area. However, one Water Supply (WS-11) Critical Area and one. Protected Area are
located within 1.6 km (1.0 mi) of project study area. A portion of the watershed drained
by the Eno River (Lake Ben Johnson) lies adjacent to the western terminus of the project.
These watersheds carry a Best Usage Classification of WS-II NSW and drains into the
Neuse River. No impacts are anticipated to these watersheds as a result of project
construction.
Water Quality
The DWQ has initiated a whole basin approach to water quality management for
the 17 river basins within the state. To accomplish this goal the DWQ collects biological,
chemical and physical data that can be used in basinwide assessment and planning. All
basins are reassessed every five years. Prior to the implementation of the basinwide
approach to water quality management, the Benthic Macroinvertebrate Ambient Network
(BMAN) assessed water quality by sampling for benthic macroinvertebrate organisms at
fixed monitoring sites throughout the state. There are no biological monitoring sites
located within the project vicinity.
Point source dischargers located throughout North Carolina are permitted through
the National Pollutant Discharge Elimination System (NPDES) program. Any discharger
is required to register for a permit. There are seven point source dischargers within the
project vicinity.
Table 4. Point source dischargers located within the project vicinity
Permitee Stream Permit No. Date
Durham/ Farrington Rd. WWTP New Hope Creek N00047597 11/18/92
Hilltop MHP Old Field Creek N00074446 11/18/92
Quilan/ Carver Residence Ut New Hope Creek NCG550558 11/1/93
Sableski Residence Ut New Hope Creek NCG550496 11/1/93
15
M.A.M Water & Sewer Corps/ Five Ut New Hope Creek NC0022861 11/18/92
Oaks Subdivision
Feng Lan Chao Residence Ut New Hope Creek NCG 550619 11/1/93
Fred Tanaka Residence New Hope Creek NC0047597 11/18/92
Anticipated Impacts to Water Resources
Aquatic communities are sensitive to any changes in the environment. Any action
that affects water quality can have an adverse impact on aquatic organisms. Although
most of the disturbance caused by project construction will be temporary, some
environmental impacts caused by the proposed project will be long term or irreversible.
Installation or modification of instream structures, such as replacement or extension of
bridges, or culvert extension, can permanently affect many physical stream parameters.
As mentioned above, one Water Supply (WS-11) Critical Area and one Protected Area are
located within 1.6 kilometers (1.0 mile) of project study area. Impacts to these
watersheds are not anticipated as a result of project construction.
Project construction may result in the following impacts to surface waters:
• Increased sedimentation and siltation from construction and/or erosion.
• Changes in light incidence and water clarity due to increased sedimentation and
vegetation removal.
• Alteration of water levels and flows due to interruptions and/additions to surface and
ground water flow from construction.
• Changes in water temperature due to removal of streamside vegetation.
• Increased nutrient loading during construction via runoff from exposed areas.
• Increased concentration of toxic compounds from highway runoff, construction, toxic
spills, and increased vehicular use.
Precautions will be taken to minimize impacts to water resources in the project
study area. NCDOT's Best Management Practices for the Protection of Surface Waters
must be strictly enforced during the construction stage of the project. Provisions to
preclude contamination by toxic substances during the construction interval must also be
strictly enforced.
Though impacts to surface waters are not anticipated as a result of this project, a
portion of the project is located in the Neuse River Basin. The N.C. Division of Water
Quality Riparian Area Rules for Nutrient Sensitive Waters apply. The rules state that
roads. bridges, stormwater management facilities, ponds, and utilities may be allowed
16
where no practical alternative exists. They also state that these structures shall be located.
designed, constructed. and maintained to have minimal disturbance, to provide maximum
nutrient removal and erosion protection, to have the least adverse effects on aquatic life
and habitat, and to protect water quality to the maximum extent practical through the use
of best management practices.
BIOTIC RESOURCES
Biotic Communities
Three biotic communities, maintained roadside, Disturbed alluvial wetland, and
Piedmont perennial stream exist within the project study area and are likely to be
impacted by the subject project. A description for each of these communities is provided
below.
Maintained roadside community
The maintained roadside community runs the length of the project and consists of
highly maintained medians. Significant soil disturbance and compaction, along with
frequent mowing or herbicide application, keep this community in an early successional
state. As a result, the vegetation of this community is dominated by grasses and herbs.
Dominant plants in the maintained roadside community include fescue, bush
clover, goldenrod, and plantain. In the areas which receive lower levels of maintenance,
such as under overpasses and between existing guardrails, more diverse communities can
develop. This community was populated by fescue, Japanese honeysuckle, red bud, black
cherry, pignut hickory, sweetgum, blackberry, red cedar saplings, red maple saplings,
loblolly pine, and Heath aster.
Disturbed alluvial wetland
One jurisdictional wetland is located within the project study area. A disturbed
alluvial wetland adjacent to New Hope Creek is located between and under two existing
bridges near NC 54. Dominant vegetation observed included beggar ticks, sedge, false
nettle, black willow saplings, white ash saplings, and netted chain fern. Soils from
0.0 centimeters - 17.8 centimeters (0.0 inches-7.0 inches) had a hue of l OYR, a value of
5, and a chroma of 6. Soils from 22.9 centimeters - 30.5 centimeters (9.0 inches -
12.0 inches) had a hue of l OYR, a value of 4, and a chroma of 1. Hydrologic indicators
included saturation and inundation. The Cowardin classification for this wetland is
PEM 1 (Palustrine Emergent persistent). The wetland is approximately 0.42 hectare
(1.03 acre).
17
Piedmont perennial stream
Of the sixteen stream crossings occurring within the project area, only one
Piedmont perennial stream, New Hope Creek, is spanned by two bridges. The remaining
streams are crossed by pipes or culverts which will not be modified as a result of project
construction. There is evidence of intermittent flooding over the stream banks, primarily
in the Disturbed alluvial wetland described above. Vegetation along the stream bank
consists of the vegetation associated with the adjacent bottomland forest wetland system.
A waterfowl impoundment is located on the south side of the project near the
crossing of New Hope Creek. This impoundment is managed by the N.C. Wildlife
Resources Commission and should not be affected by this project.
Wildlife
Wildlife found in these communities is very limited and consists primarily of
wide-ranging, adaptable species which are well suited to coexistence with human
development. Due to high traffic in both directions along I-40, little wildlife is expected
to live in the median of this busy interstate. With the exception of birds of prey
occasionally removing road-kill such as the hispid cotton rat, this project will not effect
wildlife within the project study area.
Fauna associated with perennial streams such New Hope Creek include various
invertebrate and vertebrate species. Freshwater fishes likely to be found in creeks such as
New Hope Creek may include creek chub, Eastern mud minnow, bluegill, redbreast
sunfish, mosquito fish, golden shiner, and dusky shiner. Invertebrates that could be
present include: crayfish (family Cambaridae) and nymphal stages of dragonflies and
damselflies (Order Odonata). The bullfrog, pickerel frog, snapping turtle, and northern
water snake are common permanent residents in this community.
Summary of Anticipated Impacts
Construction of the proposed project will have various impacts on the biotic
resources described. This section quantifies and qualifies potential impacts to the natural
communities within the project study area in terms of the area impacted and the
organisms affected.
Impacts to terrestrial communities will result from project construction due to the
clearing and paving of portions of the project study area, and thus the loss of community
area. Calculated quantitative impacts to terrestrial communities reflect the relative
abundance of each community present in the study area. Estimated impacts are derived
based on the project length of 21.4 miles (34.4 kilometers) and the entire median width of
14.0 meters (46.0 feet). Estimated impacts to the maintained roadside community are
46.6 hectares (115.4 acres).
18
The projected loss of terrestrial habitat resulting from project construction will
have minimal impact on populations of native flora and fauna. The project will only
impact those flora located in the median and will not have large-scale effects on the
natural communities of the project region. The affected communities are already highly
altered from their natural state, and residual species are well adapted to such disturbed
conditions. Current designs do not call for any dredging or use of fill material into surface
waters or jurisdictional wetlands as a result of this project. However, should designs
require such activities, steps to minimize impacts to Waters of the U.S. must be executed.
JURISDICTIONAL TOPICS
Waters of the United States
The U.S. Army Corps of Engineers (USACE) promulgated the definition of
"waters of the United States" under 33 CFR §328.3(a). Waters of the United States
include most interstate and intrastate surface waters, tributaries, and wetlands. Areas that
are inundated or saturated by surface or groundwater at a frequency and duration
sufficient to support, and that under normal circumstances do support, a prevalence of
vegetation typically adapted for life in saturated soil conditions are considered "wetlands"
under 33 CFR §328.3(b). Wetlands generally include swamps, marshes, bogs, and
similar areas. Wetlands are identified based on the presence of hydric soils, hydrophytic
vegetation, and saturated or flooded conditions during all or part of the growing season.
Any action that proposes to place dredged or fill materials into waters of the United states
falls under the jurisdiction of the USACE, and must follow the statutory provisions under
Section 404 of the Clean Water Act (CWA) (33 U.S.C. 1344).
Surface waters are present within the project study area. Most surface waters flow
beneath the existing roadway by means of pipe or culvert. However, New Hope Creek
may be impacted as a result of bridge modification. Current designs do not call for any
dredging or use of fill material into surface waters or jurisdictional wetlands as a result of
this project. However, should designs require such activities, steps to minimize impacts
to Waters of the U.S. must be executed.
Characteristics of Surface Waters
Thirteen different surface waters exist within the project study area and are
considered jurisdictional surface waters under Section 404 of the Clean Water Act (33
U.S.C. 1344). Discussion of the biological and water quality aspects of these water
resources are presented in previous sections of this report.
Summary of Anticipated Impacts
Approximately 14.0 linear meters (46.0 linear feet) of New Hope Creek could
potentially be spanned as a result of the widening of bridge numbers 3.03 and 304. The
area of the jurisdictional wetland was derived based on the lengths of both bridges [both
19
104.2 meters (342.0 feet)] and the combined footprint of the two bridges [39.9 meters
(131.0 feet)]. Approximately 0.42 hectares (1.03 acres) of wetland lies under bridge
numbers 303 and 304. Current designs call for the installation of additional piers to be
placed in wetland. therefore resulting in minimal impacts to the wetland while no impacts
to New Hope Creek are anticipated. However, should designs for this project be
modified, efforts to minimize impacts to Waters of the U.S. should be executed.
Permits
Clean Water Act §401 authorizes states to determine whether activities permitted
by the federal government comply with state water quality standards. The DWQ may
require a Section 401 Water Quality Certification if a project fills or substantially
modifies waters or wetlands. North Carolina developed General Certifications (GCs) that
satisfy CWA §401 and correspond to the Corps of Engineers' NWPs (NCDENR, DWQ,
Water Quality Section, Wetlands Water Quality Certification; undated Internet site).
Water Quality Certification No. 3107, which corresponds to NWP 23, will likely be
required for the project's impacts to wetlands and waters.
A Nationwide Permit 23 CFR 330 Appendix A (B) (23) is likely to be applicable
for the crossing of New Hope Creek. This permit authorizes construction provided the
following conditions are met:
• the width of the fill is limited to the minimum necessary for the actual crossing;
• the fill place in Waters of the United States is limited to a filled area of no more than
0.45 hectares (1.0 acre);
• no more than a total of 45.7 meters (150 linear feet) of the fill for the roadway can
occur in special aquatic sites, including wetlands;
• the crossing is culverted, bridged or otherwise designed to prevent the restriction of,
and to withstand, expected high flows and tidal flows and movement of aquatic
organisms, and;
• the crossing, including all attendant features, both temporary and permanent, is part of
a single and complete project for crossing of Waters of the United States.
This project will also require a 401 Water Quality Certification from the DWQ
prior to the issuance of the Nationwide Permit. Section 401 of the Clean Water Act
requires that the state issue or deny water certification for any federally permitted or
licensed activity that may result in a discharge to Waters of the United States. Section
401 Certification allows surface waters to be temporarily impacted for the duration of the
construction or other land manipulation. The issuance of a 401 permit from the DWQ is
a prerequisite to issuance of a Section 404 permit.
Clean Water Act §404 establishes a permit program to regulate the discharge of
dredged or fill materials into waters of the United States. The USACE, which
administers the permit program under CWA §404, established nationwide permits for
20
minor activities, specialized activities. and activities regulated by other authorities. A
nationwide permit (NWP) is a permit by rule. In other words. compliance with the NWP
rules satisfies the statutory provisions under Section 404 of the Clean Water Act.
Nationwide 23, entitled Approved Categorical Exclusions, covers certain activities
undertaken, assisted, authorized, regulated, funded, or financed, in whole or in part, by
another Federal agency or department. Nationwide Permit 23 applies when another
Federal agency or department determines that their activity, work, or discharge is
categorically excluded from an environmental impact statement (EIS) under the National
Environmental Policy Act (NEPA). The activity, work, or discharge becomes
categorically excluded when its actions neither individually nor cumulatively have a
significant effect on the human environment. Also, the Office of the Chief of Engineers
must receive notice of the agency's or department's application for the categorical
exclusion and concur with the categorical exclusion determination.
Miti ag tion
The COE has adopted through the Council on Environmental Quality (CEQ) a
wetland mitigation policy which embraces the concept of "no net loss of wetlands" and
sequencing. The purpose of this policy is to restore and maintain the chemical, biological
and physical integrity of Waters of he United States, specifically wetlands. Mitigation of
wetland impacts has been defined by the CEQ to include: avoiding impacts (to wetlands),
minimizing impacts, rectifying impacts, reducing impacts over time and compensating
for impacts (40 CFR 1508.20). Each of these three aspects (avoidance, minimization and
compensatory mitigation) must be considered sequentially.
Avoidance
Avoidance mitigation examines all appropriate and practicable possibilities of
averting impacts to Waters of the United States. According to a 1990 Memorandum of
Agreement (MOA) between the Environmental Protection Agency (EPA) and the COE,
in determining "appropriate and practicable" measures to offset unavoidable impacts,
such measures should be appropriate to the scope and degree of those impacts and
practicable in terms of cost, existing technology and logistics in light of overall project
purposes.
Minimization
Minimization includes the examination of appropriate and practicable steps to
reduce the adverse impacts to Waters of the United States. Implementation of these steps
will be required through project modifications and permit conditions. Minimization
typically focuses on decreasing the footprint of the proposed project through the
reduction to median widths, right-of-way widths, fill slopes and/or road shoulder widths.
21
Compensatory mitigation
Compensatory mitiga z??n in not normally considered until anticipated impacts to
Waters of the United States have been avoided and minimized to the maximum extent
possible. It is recognized that "no net loss of wetlands" functions and values may not be
achieved in each and every permit action. Appropriate and practicable compensatory
mitigation is required for unavoidable adverse impacts which remain after all appropriate
and practicable minimization has been required. Compensatory actions often include
restoration, creation and enhancement of Water of the United States, specifically
wetlands. Such actions should be undertaken in areas adjacent to or contiguous to the
discharge site.
Compensatory mitigation is required for those projects authorized under
Nationwide Permits that result in the fill or alteration of-
• More than 0.45 hectares (1.0 acre) of wetlands;
• And/or more than 45.7 meters (150 linear feet) of streams.
Written approval of the final mitigation plan is required from the DWQ prior to
the issuance of a 401 Certification. Final permit/mitigation decisions rest with the COE
and DWQ.
No impacts to jurisdictional surface waters and jurisdictional wetlands are
anticipated as a result of the proposed project. However, if fill or dredging in
jurisdictional wetlands and/or surface waters occurs as a result of construction activities,
permits and certifications will be required from various regulatory agencies in charge of
protecting the water quality of public waters resources.
Federally Protected Species
Some populations of fauna and flora have been in, or are in, the process of decline
either due to natural forces or their inability to coexist with human activities. Federal law
(under the provisions of the Endangered Species Act of 1973, as amended) requires that
any action, likely to adversely affect a species classified as federally protected, be subject
to review by the Fish and Wildlife Service (FWS).
Plants and animals with federal classifications of Endangered (E), Threatened (T),
Proposed Endangered (PE) and Proposed Threatened (PT) are protected under provisions
of Section 7 and Section 9 of the Endangered Species Act of 1973, as amended. An
endangered species is considered to be a species that is in danger of becoming extinct
throughout all or a significant portion of its range. A threatened species is considered to
be a species that is likely to become an endangered species within the foreseeable future
throughout all or a significant portion of its range.
22
As of February 2000, the U.S. Fish and Wildlife Service (FWS) lists six federally
protected species for Durham County and Orange County. Descriptions and biological
conclusions for each species follow.
Table 5. Federally Protected Species for Durham and Orange Counties.
Scientific Name Common Name Status County
Haliaeetus leucocephalus bald eagle T D
Picoides borealis red-cockaded woodpecker E** O
Alasmidonta heterodon dwarf wedge mussel E O
Echinacea laevigata smooth coneflower E* D/O
Isotria medeolides small-whorled pogonia T O
Rhus michauxii Michaux's sumac E D/O
Note:
* Historic record- the species was last observed in the county more than 50 years ago.
** Obscure record- the date and/or location of observation is uncertain.
"E" - denotes Endangered (a species is in danger of extinction throughout all or a
significant portion of its range).
"T" - denotes Threatened (a species that is likely to become endangered within the
foreseeable future throughout all or a significant portion of its range, or one that is
designated as a threatened species pursuant to the Endangered Species Act).
Haliaeetus leucocephalus (bald eagle) Endangered
Biological Conclusion:
No Effect
Suitable foraging habitat in the form of proximity to openwater (within one half
mile) was not observed during the field survey. In addition, a review of North Carolina
Natural Heritage Program (NCNHP) database on 1 June 1999 indicated that there is no
known occurrence of the bald eagle within the project study area. Therefore the proposed
project will not affect this species.
Picoides borealis (red-cockaded woodpecker) Endangered
Biological Conclusion:
No Effect
Suitable habitat in the form of pine trees that are ?60 years old and are contiguous
with pine stands at least 30 years of age was not observed during the field survey. In
addition, a review of NCNHP database on 1 June 1999 indicated that there is no known
occurrence of the red-cockaded woodpecker within the project study area. Therefore, this
project will not affect this species.
23
Alasmidonta heterodon (dwarf wedge mussel) Endangered
In North Carolina populations are found in Middle Creek and the Little River of
the Neuse River Basin and in the upper Tar River and Cedar, Crooked. and Stony Creeks
of the Tar River system.
The dwarf wedge mussel is a small mussel ranging in size from 2.5 centimeters
(1 inch) to 3.8 centimeters (1.5inches) in length. It's shell is distinguishable by two
lateral teeth on the right half and 'one on the left half. The periostracum (outer shell) is
olive green to dark brown in color and the nacre (inner shell) is bluish to silvery white.
Successful reproduction is dependent on the attachment of larval mussels to a host
fish. It is not known what the host fish is but evidence suggests that it is either an
anadromous or catadromous species. This mussel is sensitive to agricultural, domestic,
and industrial pollutants and requires a stable silt free streambed with well oxygenated
water to survive.
Biological Conclusion:
No Effect
On 27 May 1999, NCDOT natural systems specialists Susan Brady and Teryn
Smith performed a tactile search (2.5 man-hours search time) for mussel fauna in this
section of New Hope Creek. Although other mussels (Elliptio spp.- 3 individuals) were
found in this area, no individuals of the dwarf wedge mussel were observed during this
survey. In addition, this area of New Hope Creek appears to be impacted by siltation and
erosion. Previous mussel surveys in other areas of this creek revealed a similar situation,
with degraded habitat and the absence of sensitive mussel species. Given these factors, it
is unlikely that the dwarf wedge mussel is found at this location. In addition, a review of
NCNHP database on 1 June 199.9 indicated that there is no known occurrence of the
dwarf wedge mussel within the project study area. Therefore, this project will not affect
this species.
Echinacea laevigata (smooth coneflower) Endangered
Flowers Present: June - early July
Habitat for the smooth coneflower is found in areas of meadows, open woodlands,
glades, cedar barrens, roadsides, power line rights-of-way, clearcuts, and dry limestone
bluffs. Plants usually grow in soil derived from calcareous parent material. North
Carolina populations are found in soils derived from Diabase, a circumneutral igneous
rock. Optimal sites are in areas with abundant sunlight and little competition from other
herbaceous plants. Natural fires and large herbivores are important in the maintenance of
the smooth coneflowers habitat.
Biological Conclusion:
No Effect
24
Roadsides exist within the project study area however regular maintenance
consisting of mowing and herbicide application does not allow suitable habitat for this
species to develop. In addition, a review of NCNHP database on 1 June 1999 indicated
that there is no known occurrence of the smooth coneflower within the project study area.
Therefore, this project will not affect this species.
Isotria medeoloides (small-whorled pogonia) Endangered
Flowers Present mid May-mid June
The small-whorled pogonia grows in "second growth deciduous" or deciduous-
coniferous forests, with an open canopy, open shrub layer, and sparse herb layer. It
prefers acidic soils. Flowering is inhibited in areas where there is relatively high shrub
coverage or high sapling density.
Biological Conclusion:
No Effect
Suitable habitat in the form of deciduous-coniferous forests, with an open canopy,
open shrub layer, and sparse herb layer was not observed during the field survey. In
addition, a review of NCNHP database on 1 June 1999 indicated that there is no known
occurrence of the small-whorled pogonia within the project study area. Therefore, this
project will not affect this species.
Rhus michauxii (Michaux's sumac) Endangered
Flowers Present: June
This plant occurs in rocky or sandy open woods. It is dependent on some sort of
disturbance to maintain the openness of its habitat. It usually grows in association with
basic soils and occurs on sand or sandy loams. It grows only in open habitat where it can
get full sunlight and it does not compete well with other species such as Japanese
honeysuckle that it is often associated with.
Biological Conclusion:
No Effect
Suitable habitat in the form of rocky or sandy open woods was not observed
during the field survey. Regular maintenance consisting of mowing and herbicide
application does not allow potential habitat for this species to develop. In addition, a
review NCNHP database on I June 1999 indicated that there is no known occurrence of
Michaux's sumac within the project study area. Therefore, this project will not affect this
species.
Federal Species of Concern and State Listed Species
There are fifteen Federal Species of Concern (FSC) listed for Durham and Orange
Counties. Federal Species of Concern are not afforded federal protection under the ESA
and are not subject to any of its provisions, including Section 7, until they are formally
25
proposed or listed as Threatened or Endangered. Federal Species of Concern are defined
as those species which may or may not be listed in the future. These species were
formally candidate species, or species under consideration for listing for which there was
insufficient information to support a listing of Endangered, Threatened. Proposed
Endangered and Proposed Threatened. Organisms which are listed as Endangered (E),
Threatened (T), Significantly Rare (SR) or Special Concern (SC) by the North Carolina
Natural Heritage Program (NCNHP) list of rare plant and animal species are afforded
state protection under the State Endangered Species Act and the North Carolina Plant
Protection and Conservation Act of 1979.
Table 6 lists Federal Species of Concern, the species state status, and the existence
of suitable habitat for each species in the study area. This species list is provided for
information purposes as the status of these species may be upgraded in the future.
Table 6. Federal Species of Concern for Durham and Orange Counties.
Scientific Name Common Name Status County HABITAT
Fusconaia masoni Atlantic pigtoe T D/O No
Lythrurus matutinus Pinewoods shiner W2,W5 D Yes
Etheostoma collis lepidinion Carolina darter Sc D Yes
Lampsilis cariosa yellow lampmussel T D/O Yes
Lasmigona subviridus green floater E D/O Yes
Gomphus septima Septima's clubtail dragonfly SR D No
Somotogyrus virginicus panhandle pebblesnail SR D No
Moxostoma sp. Carolina redhorse SR O Yes
Alasmidonta varicosa brook floater T O Yes
Delphinium exaltatum tall larkspur E-SC D No
Juglans cinerea Butternut W5 D/O No
Monotropsis odorata sweet pinesap C D/O No
Diacyclops jeanneli putei Carolina well diacyclops SR* O No
Toxolasma pullus Savanna lilliput T O No
Plagiochila columbiana a liverwort W2 D/O No
Note:
D- Durham County
O- Orange County
*Historic record the species was last observed in the county more than 50 years ago.
"E" denotes Endangered (a species is in danger of extinction throughout all or a
significant portion of its range).
"T" denotes Threatened (a species that is likely to become endangered within the
foreseeable future throughout all or a significant portion of its range, or one that
is designated as a threatened species pursuant to the Endangered Species. Act).
26
"C" denotes Candidate (a species which is yen., rare in North Carolina. generally
with 1-20 populations in the state. generally substantially reduced in numbers by
habitat destruction. If these species are relocated in the state, or if present land
use trends continue, they are likely to be listed as Endangered or Threatened).
"SC" denotes Special Concern (a species of wild animal native or once-native to
North Carolina which is determined by the Wildlife Resources Commission to
require monitoring but which may be taken under regulations adopted under
the provisions of this Article).
"SR" denotes Significantly Rare (a species which is very rare in North Carolina,
generally with 1-20 populations in the state, generally substantially reduced in
numbers by habitat destruction. This species is generally more common
somewhere else in their ranges, occurring in North Carolina peripherally to their
main ranges, mostly in habitats which are unusual in North Carolina.
"W2" denotes Watch Category 2 (rare, but taxonomically questionable) includes species
with questionable taxonomy, including taxa of dubious validity and taxa under
study and potentially to be named.
"W5" denotes Watch Category 5 (rare, because of severe decline) includes species
which have declined sharply in North Carolina, but which do not appear yet to
warrant site-specific monitoring.
Surveys for these species were not conducted during the site visit. A review of
the N.C. Natural Heritage Program database of the rare species and unique habitats on
June 1, 1999 revealed eight records of a North Carolina rare and/ or protected species
near the project study area. Though these species are not federally protected, no impacts
are expected to occur to these populations as a result of the proposed project.
Tnhle 7. N_C'_ Rare and Protected Species Located within the Project Vicinity.
Scientific Name Common Name N.C. Status Location
Strophitus Squawfoot Threatened Crabtree Creek near western
undulatus limit of project
Villosa constricta Notched rainbow Significantly Rare (1)Crabtree Creek near
western limit of project, (2)
approximately 0.8 mile north
of western limit of the project
Lampsilis radiata Eastern lampmussel Special Concern 0.8 mile north of western
limit of the project
Lasmigona Green floater Endangered 0.8 mile north of western
subviridus limit of the project
Monostropis Sweet pinesap Candidate Less than 0.1 mile north of I-
odorata 40/1-85 interchange
27
Panax trifolius Dwarf ginseng Significantly Rare 0.7 mile east of I-40/SR 1113
interchange
Accipiter cooperii Cooper's hawk Special Concern 0.7 mile east of I-40/SR 1113
interchange
E. Noise Impacts
This analysis was performed to determine the effect of the proposed widening of
I-40 to a six-lane divided highway facility from I-85 in Orange County to NC 147 (Buck
Dean Freeway) in Durham County. This investigation includes an inventory of existing
noise sensitive land uses and a field survey of ambient (existing) noise levels in the study
area. It also includes a comparison of the predicted noise levels and the ambient noise
levels to determine if traffic noise impacts can be expected resulting from the proposed
project. Traffic noise impacts are determined from the current procedures for the
abatement of highway traffic noise and construction noise, appearing as Part 772 of Title
23 of the Code of Federal Regulations. If traffic noise impacts are predicted, examination
and evaluation of alternative noise abatement measures for reducing or eliminating the
noise impacts must be considered.
Characteristics of Noise
Noise is basically defined as unwanted sound. Highway noise, or traffic noise, is
usually a composite of noises from engine exhaust, drive train, and tire-roadway
interaction.
Its sound pressure usually describes the magnitude of noise. Since the range of
sound pressure varies greatly, a logarithmic scale is used to relate sound pressures to
some common reference level, usually the decibel (dB). Sound pressures described in
decibels are called sound pressure levels and are often defined in terms of frequency-
weighted scales (A, B, C, or D).
The weighted-A scale is used almost exclusively in vehicle noise measurements
because it places most emphasis on the frequency characteristics that correspond to a
human's subjective response to noise. Sound levels measured using A-weighting are
often expressed as dBA. Throughout this report, references will be made to dBA, which
means an A-weighted decibel level. Several examples of noise pressure levels in dBA are
listed in Table 8.
28
Table 8
Hearing: Comparative Noise Generators
OVERALL EFFECT DBA DESCRIPTION
PAIN 140 Shotgun blast, Jet 30 m away at takeoff
Motor test chamber
THRESHOLD OF PAIN
130
Firecrackers
120 Severe thunder, Pneumatic jackhammer
Hockey crowd
UNCOMFORTABLY LOUD Amplified rock music
110
Textile loom
LOUD
100 Subway train, Elevated train, Farm tractor
Power lawn mower, Newspaper press
Heavy city traffic, Noisy factory
90
Diesel truck 65 kph @ 15 in
80 Crowded restaurant, garbage disposal
Average factory, vacuum cleaner
MODERATELY LOUD Passenger car 80 kph @ 15 m
70
Quiet typewriter
60 Singing birds, window air conditioner
Quiet automobile
QUIET Normal conversation, Average office
50
Household refrigerator
VERY QUIET Quiet office
40
Average home
30 Dripping faucet
Whisper @ 1.5 m
AVG. PERSON'S THRESHOLD OF HEARING 20 Light rainfall, rustle of leaves
JUST AUDIBLE Whisper
10
29
Review of Table 8 indicates that most individuals in urbanized areas are exposed
to fairly high noise levels from many sources as they go about their daily activities.
The degree of disturbance or annoyance of unwanted sound depends essentially on three
things:
• The amount and nature of the intruding noise, -
• The relationship between the background noise and the intruding noise. and
• The type of activity occurring when the intruding noise is heard.
In considering the first of these three factors, it is important to note that
individuals have different hearing sensitivity to noise. Loud noises bother some more
than others and some individuals become angered if an unwanted noise persists. The time
patterns of noise also enter into a person's judgement of whether or not a noise is
objectionable. For example, noises that occur during sleeping hours are usually
considered to be more objectionable than the same noises in the daytime.
With regard to the second factor, individuals tend to judge the annoyance of an
unwanted sound in terms of its relationship to noise from other sources (background
noise). The blowing of a car or truck horn at night, when background noise levels are
approximately 45 dBA, would generally be much more objectionable than the blowing of
a car or truck horn in the afternoon, when background noise levels might be 55 dBA.
The third factor is related to the disruption of an individual's activities due to
noise. In a 60-dBA environment, normal conversation would be possible while sleep
might be difficult. Work activities requiring high levels of concentration may be
interrupted by loud noises while activities requiring manual effort may not be interrupted
to the same degree.
Over a period of time, individuals tend to accept the noises that intrude into their
daily lives, particularly if the noises occur at predicted intervals and are expected.
Attempts have been made to regulate many of these types of noises including airplane
noises, factory noise, railroad noise, and highway traffic noise. In relation to highway
traffic noise, methods of analysis and control have developed rapidly over the past few
years.
Noise Abatement Criteria
To determine if highway noise levels are compatible with various land uses, the
FHWA has developed noise abatement criteria and procedures to be used in the planning
and design of highways. These abatement criteria and procedures are in accordance with
Title 23 Code of Federal Regulations (CFR), Part 772. U.S. Department of
Transportation, Federal Highway Administration (FHWA), Procedures for Abatement of
Highway Traffic Noise and Construction Noise. A summary of the FHWA Noise
Abatement Criteria (NAC) for various land uses is presented in Table 9. Sound pressure
30
levels in this report are referred to as Leq(h). The hourly Leq, or equivalent sound level.
is the level of constant sound that over an hour time interval would contain the same
acoustic energy as the time-varying sound. In other words, the fluctuating sound levels of
traffic noise are represented in terms of a steady noise level with the same energy content.
Table 9
Federal Highway Administration
Noise Abatement Criteria
Hourly A-Weighted Sound Level - Decibels (dBA)
Activity
Category LeQ(h) Description of Activity Category
A 57 Lands on which serenity and quiet are of
extraordinary (Exterior) significance and serve an
important public need, and where the preservation of
those qualities is essential if the area is to continue to
serve its intended purpose.
B 67 Picnic areas, recreation areas, playgrounds, active
sports (Exterior) areas, parks, residences, motels,
hotels, schools, churches, libraries and hospitals.
C 72 Developed lands, properties or, activities not
included in (Exterior) Categories A or B above.
D -- Undeveloped lands.
E 52 Residences, motels, hotels, public, meeting rooms,
schools, churches, libraries, and hospitals.
Source: 23 Code of Federal Regulations (CFR) Part 772; April 1, 1999.
Definition of Substantial Increase
Hourly A-Weighted Sound Level - decibel (dBA)
Existing Noise Increase In dBA From Existing Noise
Level in Leq(h) Levels To Future Noise Levels
< 50 15
> 50 10
Source: North Carolina Department of Transportation Noise Abatement Guidelines.
31
Noise mitigation measures must be considered when future noise levels either
approach or exceed the criteria levels. or if there are substantial increases over the
ambient noise levels. Title 23 CFR, Section 772.11(a) states. "In determining and abating
traffic noise impacts, primary consideration is to be given to exterior areas. Abatement
will usually be necessary only where frequent human use occurs and a lowered noise
level would be of benefit."
Ambient Noise Levels
Ambient noise is that which results from natural and mechanical sources and
human activity, and that which is considered to be usually present in a particular area.
Ambient noise measurements were taken in the vicinity of the project to determine the
existing background noise levels. The purpose of this noise level information was to
quantify the existing acoustic environment and to provide a base for assessing the impact
of future noise levels from the project on the receptors in the vicinity of the project. The
field measurements were taken using a Norsonic Type I Integrating Sound-Level Meter.
The existing Leq noise levels along the roadway facilities in the project area as measured
at 15 meters ranged from 79.0 to 81.6 dBA. The ambient noise measurement locations
are presented in Table 10.
The existing roadway and traffic conditions were used with the STAMINA
prediction model for traffic noise in order to calculate the existing noise levels for
comparison with the noise levels actually measured. The computer modeled existing
noise level averaged 1.5 dBA higher then the measured noise level. The differences in
the dBA levels can be attributed to "bunching" of vehicles, and actual vehicle speeds
versus the computer's "evenly-spaced" vehicles and single vehicular speed.
Table 10
Ambient Noise Levels
Site Location Description Noise Level
(dBA)
1 I-40,Just west of SR 1106 Overpass Grassy 81.6
2 I-40, Just east of SR 1110 Grassy 81.4
3 I-40, Just east of SR 1732 across from
Chandler Green Grassy 80.2
4 I-40, Just east of SR 1006 Grassy 79.0
Procedure for Predicting Future Noise Levels
The prediction of highway traffic noise is a complicated procedure. Generally,
traffic is composed of a large number of variables that describe different vehicles driving
at different speeds through a continually changing highway configuration and
32
surrounding terrain. Obviously, to assess the problem certain assumptions and
simplifications must be made.
The BCR traffic noise prediction model uses the number and type of vehicles on
the planned roadway, their speeds, and the physical characteristics of the road (horizontal
and vertical alignment, grades, cut or fill sections, etc.). Also, receptor location and
height is employed and, if applicable, barrier type, barrier ground elevation. and barrier
top elevation is included. The noise predictions made in this report are highway-related
noise predictions for the traffic conditions during the year being analyzed. Design hour
and level-of-service (LOS) C volumes were compared and the volumes, which resulted in
the noisiest conditions, were used with posted speeds to predict future noise levels.
During all other time periods, the noise levels will be no greater than those indicated in
this report.
First, this computerized model was used to determine the number of land uses (by
type) which would be impacted during the peak hour in the design year 2020. The basic
approach was to select receptor locations at 7.5, 15, 30, 60, 120, 240, and 480 meters
from the center of the near traffic lane (adaptable to both sides of the roadway). The
result of this procedure was a grid of receptor points along the project alignment. Using
this grid, noise levels were calculated for each identified receptor along the project.
The Leq traffic noise exposures associated with this project are listed in the
Appendix. Information included in this table is a listing of all receptors in close
proximity to the project, their ambient and predicted noise levels, and the estimated noise
level increases for each.
Traffic Noise Impacts and Noise Contours
Traffic noise impacts occur when the predicted traffic noise levels either: [a]
approach or exceed the FHWA noise abatement criteria value (with "approach" meaning
within 1 dBA), or [b] substantially exceed the existing noise levels. These noise
abatement criteria are defined in Table 9. Consideration for noise abatement measures
must be given to receptors that fall in either category.
In accordance with NCDOT Traffic Noise Abatement Policy, the Federal/State
governments are no longer responsible for providing noise abatement measures for new
development which building permits are issued within the noise impact area of a
proposed highway after the Date of Public Knowledge. The Date of Public Knowledge
of the location of this proposed highway project will be the approval date of the CE, or
the Design Public Hearing, whichever comes later. For development occurring after this
public knowledge date, local governing bodies are responsible to insure that noise
compatible designs are utilized along the proposed facility.
The maximum number of receptors in each activity category predicted to be
impacted by future traffic noise is shown in Table 11. These are noted in terms of those

receptors expected to experience traffic noise impacts by approaching or exceeding the
FHWA NAC or by a substantial increase in exterior noise levels. Under Title 23 CFR
Part 772, there are 150 residences and 6 businesses that are predicted to experience traffic
noise impacts in the project area. The maximum extent of the 72 and 67 dBA noise level
contours are 94.7 and 144.4 meters, respectively, from the center of the proposed
roadway. This information should assist local authorities in exercising land use control
over the remaining undeveloped lands adjacent to the roadway within local jurisdiction.
For example, with the proper information on noise, the local authorities can prevent
further development of incompatible activities and land uses with the predicted noise
levels of an adjacent highway.
Table 11
FHWA Noise Abatement Criteria Summary

Description Maximum
Predicted Lecl Noise

Levels, dBA Contour Distance
?2?
(maximum) Approximate Number of

Receptors Impacted According
To Title 23 CFR Part 772
15m 30m 60m 72 dBA 67 dBA A B C D E
From 1-85 in Orange
County to SR 1009 81.9 77.8 72.4 74.8 114.6 0 22 0 0 0
From SR 1009 to
SR 1723 82.6 78.4 73.0 78.6 120.9 0 2 0 0 0
From SR 1723 to NC 86 82.7 78.6 73.1 79.3 121.9 0 14 0 0 0
From NC 86 to US 15-
501 83.1 79.0 73.5 82.0 126.4 0 22 0 0 0
From US 15-501 to
NC 54 83.9 79.8 74.3 87.7 135.3 0 51 1 0 0
From NC 54 to NC 751 84.6 80.5 75.0 93.4 143.4 0 0 1 0 0
From NC 751 to SR 1118 84.7 80.6 75.2 94.7 144.4 0 0 0 0 0
From SR 1118 to NC 55 84.8 80.7 75.2 94.7 144.4 0 36 1 0 0
From NC 55 to NC 147 84.8 80.7 75.2 94.7 144.4 0 3 3 0 0
Totals: 0 150 6 0 0
NOTES: (1) 15m, 30m, and 60m distances are measured from center of nearest travel lane.
(2) 72 dBA and 67 dBA contour distances are measured from center of proposed
roadway.
Table 12 indicates the exterior level increases of traffic noise for the identified
receptors in each roadway section. There are no receptors predicted to be impacted by a
substantial increase in exterior noise levels. The predicted noise level increases for this
34
project range up to +4 dBA. When real-life noises are heard, it is possible barely to
detect noise level changes of 2-3 dBA and a 5-dBA change is more readily noticeable.
A 10-dBA change is judged by most people as a doubling or halving of the loudness of
the sound.
Table 12
Traffic. Noise Level Increase Summary

Description

Exterior Increase In Noise Level At Sensitive Receptors Substantial
Noise
Level
Increase Impacts
Due To
Both
Criteria
(2)
<=0 1-4 5-9 10-14 15-19 20-24 >=25
From I-85 in Orange
County to SR 1009 0 27 0 0 0 0 0 0 0
From SR 1009 to SR 1723 0 13 0 0 0 0 0 0 0
From SR 1723 to NC 86 0 21 0 0 0 0 0 0 0
From NC 86 to US 15-501 0 37 0 0 0 0 0 0 0
From US 15-501 to NC 54 0 86 0 0 0 0 0 0 0
From NC 54 to NC 751 0 11 0 0 0 0 0 0 0
From NC 751 to SR 1118 0 23 0 0 0 0 0 0 0
From SR 1118 to NC 55 0 60, 0 0 0 0 0 0 0
From NC 55 to NC 147 0 11 0 0 0 0 0 0 0
Totals: 0 289 0 0 0 L±-] L-LJ I 0 0
NOTES: (1) As defined by only a substantial increase (See Table 10).
(2) As defined by both criteria in Table 10 and 11.
Traffic Noise Abatement Measures
If traffic noise impacts are predicted, examination and evaluation of alternative
noise abatement measures for reducing or eliminating the noise impacts must be
considered. Consideration for noise abatement measures must be given to all impacted
receptors. There are 156 impacted receptors due to highway traffic noise in the project
area. The following discussion addresses the applicability of these measures to the
proposed project.
35
Highwav Alignment Selection
Highway alignment selection involves the horizontal or vertical orientation of the
proposed improvements in such a way as to minimize impacts and costs. The selection of
alternative alignments for noise abatement purposes must consider the balance between
noise impacts and other engineering and environmental parameters. For noise abatement.
horizontal alignment selection is primarily a matter of siting the roadway at a sufficient
distance from noise sensitive areas. Changing the highway alignment is not a viable
alternative for noise abatement.
Traffic System Management Measures
Traffic system management measures, which limit vehicle type, speed, volume
and time of operations, are often effective noise abatement measures. For this project,
traffic management measures are not considered appropriate for noise abatement due to
their effect on the capacity and level-of-service of the proposed facility.
Past project experience has shown that a reduction in the speed limit of 10 mph
would result in a noise level reduction of approximately 1 to 2 dBA. Because most
people cannot detect a noise reduction of up to 3 dBA and because. reducing the speed
limit would reduce roadway capacity, it is not considered a viable noise abatement
measure. This and other traffic system management measures, including the prohibition
of truck operations, are not considered to be consistent with the project's objective of
providing a high-speed, limited-access facility.
Noise Barriers
Noise barriers reduce noise levels by blocking the sound path between a noise
sensitive area and a roadway. This measure is most often used on high-speed, limited-
access facilities where noise levels are high and there is adequate space for continuous
barriers. Access restrictions permit the application of solid mass, attenuable measures to
effectively diffract, absorb and reflect highway traffic noise. Solid mass, attenuable
measures may be constructed from a individual material or a combination of materials,
such as concrete, wood, metal, earth or vegetation. However, these mitigating measures
may not be feasible or reasonable in all cases, particularly for receptors that front a
primary or secondary roadway in the project area. Reduction of the traffic noise from the
proposed roadway may not substantially lower the noise levels at these receptors due to
the noise level contributions from the primary or secondary roadways. Furthermore, for
isolated receptors, or where the application of physical abatement may not achieve at
least a 5 dBA reduction, the probable noise reduction in relation to the benefits provided
as compared to the cost may not be reasonable.
For a noise barrier to provide sufficient noise reduction it must be high enough
and long enough to shield the receptor from significant sections of the highway. Access
36
openings in the barrier created by driveways or intersections severely reduce the noise
reduction provided by the barrier. It then becomes economically unreasonable to
construct a barrier for a small noise reduction. Safety at access openings (driveways.
crossing streets, etc.) due to restricted sight distance is also a concern. Furthermore. to
provide a sufficient reduction, a barrier's length would normally be 8 times the distance
from the barrier to the receptor. For example, a receptor located 15 meters from the
barrier would normally require a barrier 400 feet long. An access opening of 12 meters
(10 percent of the area) would limit its noise reduction to approximately 4 dBA
(FUNDAMENTAL AND ABATEMENT OF HIGHWAY TRAFFIC NOISE, Report No.
FHWA-HHI-HEV-73-7976-1, USDOT, chapter 5, section 3.2, page 5-27). These factors
would not allow noise walls to be acceptable abatement measures along the right-of-way
that is not controlled. In addition, businesses, churches, and other related establishments
located along a particular highway normally require accessibility and high visibility.
Solid mass, attenuable measures for traffic noise abatement would tend to disallow these
two qualities.
A noise barrier evaluation was conducted for this project. The evaluation was
accomplished in two steps. First, a qualitative barrier evaluation was performed for each
impacted receptor that considered each receptor's FHWA NAC activity category, source-
receptor relationships, impacted site densities, and the ability to have continuous barriers.
The. second step of the barrier evaluation involved the computer modeling of noise
barriers at the potential location, using the FHWA's noise barrier simulation model,
OPTIMA. The analysis was accomplished by developing barriers with OPTIMA that
would meet minimum noise reduction goals at the impacted site, by estimating the cost of
the barrier, and by determining the cost per benefited receptor. The NCDOT defines
benefited receptors as all receptors, impacted and non-impacted, which, by placement of
the noise mitigation measure, receive a minimum noise level reduction of 5 dBA.
Table 13 contains the results of the abatement analysis for each potential barrier site.
In order for a noise barrier to be considered feasible, it must meet, among other
factors,'the following conditions:
• Provide a minimum insertion loss of 5 dBA, preferably 8 dBA or more (for receptors
directly adjacent to the project);
• Located in an acoustic environment where no other noise sources are present.
• Suitable for construction given the topography of the location.
A primary consideration of the reasonableness of noise barrier installation is that
it costs no more than $ 25,000 per benefited receptor (those impacted or non-impacted
receptors receiving 5 dBA or more reduction). Also, another consideration is that
development occurred after the "date of public knowledge".
37
Table 13
Traffic Noise Barrier Summary
Receptor Average Benefitted Barrier Barrier Approx. Cost per
Site Description
#'s
Reduction
Receptors Length Height
Cost
Receptor
(m) (m)
East of SR 1006 (Orange
1 Grove Rd.) along 4-21 6.7 14 277 6.5 $906,400 $64,743
SR 1133 (Oakdale Dr. &
Blair Dr.
Chandler Green
Subdivision: East of
2 SR 1732 (Sunrise Rd) 70-86A 6.1 14 310 6.5 $1,014,100 $72,436
along Sweet Creek Rd.
and Yukon Dr.
Between US 15-501 and
3 SR 2220 (Old Chapel 94-99A 7.5 4 139 6.5 $454,300 $113,575
Hill Rd.) along SR 2294
(Mt. Moriah Rd.)
East of SR 2220 (Old 100-122

4
Chapel Hill Rd.) along ,
166
6.1
17
263
6.5
$860,700
$50,629
Pin Oak Dr.
North of SR 1113 (Pope
5 Rd.) along SR 2297 98,123- 6.1 16 257 6.5 $841,100 $52,569
(Olde Coach Rd.) and 156
Crystal Oaks Ct.
North of SR 1113 (Pope
Rd.) along SR 1283
6 (Beaumont Dr.), SR 1285 157-167 6 4 173 6.5 $566,700 $141,675
(Randall Rd.), & SR
2709 (Baker Mill Dr.)
Erwinwood Subdivision:
7 West of SR. 1106 (Barbee 223-240 5.8 12 288 6.5 $941,400 $78,450
Rd.) along SR 2239
(Forge Rd.)
All the noise barriers were determined to be unreasonable, due to the cost of the
abatement measures per benefited receptor. At all locations, the cost per receptor exceeds
NCDOT's policy of $ 25,000 maximum per benefited receptor. Based on the studies
completed to this date, it is unlikely that the NCDOT will install noise abatement
measures in the form of a barrier along I-40.
Other Mitigation Measures Considered
. The acquisition of property in order to provide buffer zones to minimize noise
impacts is not considered to be a feasible noise mitigation measure for this project. The
38
cost to acquire impacted receptors for buffer zones would exceed the abatement threshold
of $ 25,000 per benefited receptor. The use of buffer zones to minimize impacts to future
sensitive areas is not recommended because this could be accomplished through land use
control.
The use of vegetation for noise mitigation is not considered reasonable for this
project, due to the substantial amount of right-of-way necessary to make vegetative
barriers effective. FHWA research has shown that a vegetative barrier should be
approximately 100' wide to provide a 3-dBA reduction in noise levels. In order to
provide a 5-dBA reduction, substantial amounts of additional right-of-way would be
required. The cost of the additional right-of-way and plant sufficient vegetation is
estimated to exceed the abatement threshold of $ 25,000 per benefited receptor. Noise
insulation was also considered; however, no public or non-profit institutions were
identified that would be impacted by this project.
In areas of densely populated impacted receptors, vegetative plantings could be
implemented for visual screening, contingent on funding, as a psychological mitigation
measure during the final design of the project.
"Do Nothinp-" Alternative
The traffic noise impacts for the "do nothing" or "no-build" alternative were also
considered. If the proposed widening did not occur, 147 residential receptors and 5
business receptors would experience traffic noise impacts by approaching or exceeding
the FHWA NAC. Also, the receptors could anticipate experiencing an increase in
exterior noise levels in the range of 0 to +4 dBA. As previously noted, it is barely
possible to detect noise level changes of 2-3 dBA. A 5 dBA change in noise levels is
more readily noticed.
Construction Noise
The major construction elements of this project are expected to be earth removal,
hauling, grading, and paving. General construction noise impacts, such as temporary
speech interference for passersby and those individuals living or working near the project,
can be expected particularly from paving operations and from the earth moving
equipment during grading operations. Overall, construction noise impacts are expected to
be minimal, since the construction noise is relatively short in duration. Furthermore, the
transmission loss characteristics of surrounding wooded areas and other natural and man-
made features are considered sufficient to moderate the effects of intrusive construction
noise.
Summary
Noise impacts are an unavoidable consequence of roadway projects. A total of
150 residences and 6 businesses will become impacted by highway traffic noise with the
39
construction of this project. The optimized preliminary design for the noise walls along
the project were found not cost effective per NCDOT Noise Abatement Policy; hence. no
noise walls are recommended for construction.
F. Air Quality Analysis
Air pollution originates from various sources. Emissions from industry and internal
combustion engines are the most prevalent sources. The impact resulting from highway
construction ranges from intensifying existing air pollution problems to improving the ambient
air quality. Changing traffic patterns are a primary concern when determining the impact of a
new highway facility or the improvement of an existing highway facility. Motor vehicles emit
carbon monoxide (CO), nitrogen oxide (NO), hydrocarbons (HC), particulate matter, sulfur
dioxide (S02), and lead (Pb) (listed in order of decreasing emission rate). Automobiles are
considered to be the major source of CO in the project area. For this reason, most of the analysis
presented herein is concerned with determining expected carbon monoxide levels in the vicinity
of the project due to traffic flow.
CO Analysis
In order to determine the ambient CO concentration at a receptor near a highway, two
concentration components must be used: local and background. The local concentration is
defined as the CO emissions from cars operating on highways in the near vicinity (i.e., distances
within 100 meters) of the receptor location. The background concentration is defined by the
North Carolina Department of Environment, Health and Natural Resources as "the concentration
of a pollutant at a point that is the result of emissions outside the local vicinity; that is, the
concentration at the upwind edge of the local sources."
In this study, the local concentration was determined by the NCDOT Traffic Noise/Air
Quality Staff using line source computer modeling and the background component was obtained
from the North Carolina Department of Environment, Health and Natural Resources
(NCDEHNR). Once the two concentration components were ascertained, they were added
together to determine the ambient CO concentration for the area in question and to compare to
the National Ambient Air Quality Standards (NAAQS).
A microscale air quality analysis was performed to determine future CO concentrations
resulting from the proposed highway improvements. "CAL3QHC - A Modeling Methodology
For Predicting Pollutant Concentrations Near Roadway Intersections" was used to predict the CO
concentration near sensitive receptors.
Inputs into the mathematical model used to estimate hourly CO concentrations consisted
of a level roadway under normal conditions with predicted traffic volumes, vehicle emission
factors, and worst-case meteorological parameters. The traffic volumes are based on the annual
average daily traffic projections. Carbon monoxide vehicle emission factors were calculated for
the years 2000, 2005 and 2020, using the EPA publication "Mobile Source Emission Factors",
the MOBILE5A mobile source emissions computer model.
40
The background CO concentration for the project area was estimated to be 1.8 parts per
million (ppm). Consultation with the Air Quality Section. Division of Environmental
Management (DEM), North Carolina Department of Environment. Health and Natural Resources
indicated that an ambient CO concentration of 1.8 ppm is suitable for most suburban and rural
areas.
The worst-case air quality scenario was determined to be located a 125 meters northeast
of the intersection of US 15/501 and the I-40 exit ramp. The predicted 1-hour average CO
concentrations for the evaluation build years of 2000, 2005 and 2020 are 6.0, 6.2 and 7.6 ppm,
respectively. Comparison of the predicted CO concentrations with the NAAQS (maximum
permitted for 1-hour averaging period = 35 ppm; 8-hour averaging period = 9 ppm) indicates no
violation of these standards. Since the results of the worst-case 1-hour CO analysis for the build
scenario is less than 9 ppm, it can be concluded that the 8-hour CO level does not exceed the
standard. In addition, a no build scenario was completed for all evaluation years. The resulting
CO concentrations were similar to the build scenario, thus not exceeding the standards.
Other Pollutants
. The photochemical reactions that form ozone and nitrogen dioxide require several hours
to occur. For this reason, the peak levels of ozone generally occur 10 to 20 kilometers downwind
of the source of hydrocarbon emissions. Urban areas as a whole are regarded as sources of
hydrocarbons, not individual streets and highways. The emissions of all sources in an urban area
mix together in the atmosphere, and in the presence of sunlight, the mixture reacts to form ozone,
nitrogen dioxide, and other photochemical oxidants. The best example of this type of air
pollution is the smog that forms in Los Angeles, California.
Automobiles are not regarded as significant sources of particulate matter and sulfur
dioxide. Nationwide, highway sources account for less than seven percent of particulate matter
emissions and less than two percent of sulfur dioxide emissions. Particulate matter and sulfur
dioxide emissions are predominantly the result of non-highway sources (e.g., industrial,
commercial, and agricultural). Because emissions of particulate matter and sulfur dioxide from
automobiles are very low, there is no reason to suspect that traffic on the project will cause air
quality standards for particulate matter and sulfur dioxide to exceed the NAAQS.
The Clean Air Act Amendments of 1990 make the sale, supply, or transport of leaded
gasoline or lead additives unlawful after December 31, 1995. Therefore, it is not expected that
traffic on the proposed project will cause the NAAQS for lead to be exceeded.
Transportation Plan Conformity
The project is located in Durham and Orange Counties. Orange County has been
determined to be in compliance with the National Ambient Air Quality Standards. 40
CFR part 51 is not applicable, because the proposed project is located in an attainment
area. Durham County is within the Raleigh-Durham nonattainment area for ozone (03)
41
and carbon monoxide (CO) as defined by the EPA. The 1990 Clean Air Act
Amendments (CAAA) designated these areas as 'moderate' nonattainment area for O,
and CO. However, due to improved monitoring data, these areas were redesignated as
maintenance' for O3 on June 17, 1994, and 'maintenance' for CO on September 18,
1995. 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 Durham County.
The Durham-Chapel Hill-Carrboro 2006 Long Range Transportation Plan (LRTP) and
the 2025 Metropolitan Transportation Improvement Program (MTIP) have been
determined to conform to the intent of the 'SIP. The USDOT air quality conformity of the
LRTP was February 29, 2000 and the USDOT air quality conformity on the MTIP was
February 29, 2000. The current conformity determination is consistent with the final
conformity rule found in 40 CFR Parts 51 and 93. There have been no significant
changes in the project's design concept or scope, as used in the conformity analyses.
Construction Impacts
During construction of the proposed project, all materials resulting from clearing
and grubbing, demolition or other operations will be removed from the project, burned or
otherwise disposed of by the Contractor. Any burning done will be done in accordance
with applicable local laws and ordinances and regulations of the North Carolina SIP for
air quality in compliance with 15 NCAC 2D.0520. Care will be taken to insure burning
will be done at the greatest distance practical from dwellings and not when atmospheric
conditions are such as to create a hazard to the public. Burning will be performed under
constant surveillance. Also during construction, measures will be taken to reduce the
dust generated by construction when the control of dust is necessary for the protection
and comfort of motorists or area residents.
VII. PUBLIC INVOLVEMENT
Citizen comments and concerns have been taken into consideration during the
planning stage of this project. A Citizens Informational Workshop was held on April 19,
1999 in Durham County to inform citizens of the-proposed project and solicit comments
and suggestions. This workshop was advertised in local news media and informational
flyers were sent to approximately 180 residences. Approximately 20 citizens attended
this workshop. A second Citizens Informational Workshop was held on November 17,
1999 in Orange County. This workshop was also advertised in local news media;
informational flyers were sent to approximately 450 residences. Approximately 30
citizens attended this workshop.
A future design public hearing will discuss the recommended design discussed in -
this document.
42
FIGURES
BEGIN PROitC i

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Orange Co. Durham Co.

( NORTH CAROLINA DEPARTMENT OF
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L1D l- a G
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