20200267 Ver 1_P-5707 Rogers Road Final IP Application 200220_20200220

STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
Roy COOPER
GOVERNOR
February 20, 2020
Mr. James Lastinger
U.S. Army Corps of Engineers
Raleigh Regulatory Field Office
3331 Heritage Trade Drive, Suite 105
Wake Forest, NC 27587
JAMES H. TROGDON, III
SECRETARY
RE: Application for Section 404 Individual Permit and Section 401 Water Quality
Certification for the Rogers Road (SR 2052) Grade Separation over CSX Railroad
(Crossing No. 633 905 Y) at Mile Post S 142.53 Project, Wake County, NC
STIP P-5707
WBS No. 44643.1.1
Dear James,
The North Carolina Department of Transportation (NCDOT) Rail Division (Rail Division)
proposes a Rogers Road (SR 2052) grade separation over the CSX S-line (Crossing No. 633 905
Y) at Mile Post S 142.53 in Wake Forest, Wake County (Figure 1). The project area is
approximately 0.73 mile in length and encompasses approximately 40 acres and generally consists
of the area within 100 feet of the center of the existing Rogers Road and outward along Heritage
Center Drive, Grandmark Street, a new driveway access to businesses on Rogers Road east of the
railroad crossing, and a new alignment of Heritage Branch Road south of Rogers Road.
This permit application requests authorization for Section 404 jurisdictional area and riparian
buffer impacts associated with the project. Information within this package has been prepared to
support the application for an Individual Permit (IP) along with the associated N.C. Division of
Water Resources (NCDWR) Riparian Buffer Authorization.
The crossing of Rogers Road with the CSX S-line is currently at grade. The NCDOT proposes to
construct a grade -separated crossing resulting in Rogers Road passing over the existing track. The
proposed project will remove the need for road traffic stoppage for train passage, allow for trains
Mailing Address:
NC DEPARTMENT OF TRANSPORTATION
RAIL DIVISION
1553 MAIL SERVICE CENTER
RALEIGH, NC 27699-1553
Telephone: [phone]
Fax: [phone]
Customer Service: 1-877-368-4968
Website: www.ncdot.¢ov
www.ncbytrain.org
Location:
1 SOUTH WILMINGTON STREET
RALEIGH, NC 27601

Mr. James Lastinger Individual Permit Application
Page 3 of 20 TIP P-5707, Wake County
to remain at design speed through the crossing, and realign two roadways within the study area to
maintain access adjacent to Rogers Road. This will include a new driveway to connect businesses
in the northeast quadrant of the crossing with Rogers Road and a relocation of Heritage Branch
Road in the southeast quadrant of the crossing. NCDOT's track improvements within the corridor
focus on increasing safety, reliability, and train speed.
Please find the following attached to this letter:
• A completed ENG4345 form
• P-5707 Figures from the Preliminary Jurisdictional Determination package
• Southeast High Speed Rail (SEHSR) Record of Decision dated April 2016 (the Southeast
High -Speed Rail Richmond to Raleigh Tier II Final Environmental Impact Statement
(FEIS) can be found at https://www.ncdot.gov/projects/southeast-corridor/Pages/study-
documents.aspx.
• P-5707 5-030R1 Revised 90% Roadway Plans dated October 4, 2019
• P-5707 Permit Drawings and Wetland Permit Summary sheet dated October 4, 2019
• P-5707 Buffer Impact Drawings and Riparian Buffer Impacts Summary sheet dated
October 4, 2019
• P-5707 Stormwater Management Plan dated February 6, 2019
• P-5707 Public Meeting documents
• A NCDMS Mitigation Acceptance letter dated October 21, 2019
• Mailing list map
• Mailing list (dated February 20, 2019)
Purpose and Need
This project will primarily improve safety by separating automobile traffic from passing trains.
This project will also improve energy effectiveness by allowing passing trains to stay up to speed
and passing cars to avoid a stop for trains. This traffic separation will reduce air quality emissions
and improve overall transportation efficiency with a minimum of environmental impact.
Summary of Project Impacts
Based upon 90% plans dated October 4, 2019 and Permit Drawings dated October 4, 2019, the
project is anticipated to permanently impact approximately 987 linear feet of streams,
approximately 0.01 acre of jurisdictional wetland area, and approximately 58,716 square feet of
riparian buffer. The attached Permit Drawings depict the locations and extents of jurisdictional
impacts, and the attached Wetland Permit Impact Summary provides details of impacts at each
impact site. The following table lists the geographic coordinates for each waterbody crossing.

Mr. James Lastinger Individual Permit Application
Page 4 of 20 TIP P-5707, Wake County
Table 1. Project Impacts Locations
NC State Plane, feet AD 83
WGS 84, decimal degrees
Site
Easting
Northing
Latitude
Longitude
Site 1A
2,140,927.332
801,944.264
35.952502
-78.523854
Site I North
2,143,003.496
801,148.477
35.950284
-78.516849
Site 113 South
2,143,301.480
800,799.254
35.949321
-78.515848
Site 2A
2,142,539.094
800,600.038
35.948778
-78.518421
Site 2B
2,142,699.622
800,575.139
35.948713
-78.517886
Site 2C
2,142,812.134
800,565.306
35.948688
-78.517504
Site 3
2,143,357.015
800,926.082
35.949664
-78.515656
Summary of Project Miti ag tion
Based upon agreements stipulated in the "Memorandum of Agreement Between the North
Carolina Department of Environmental Quality and the North Carolina Department of
Transportation" (MOA), it is understood that the North Carolina Division of Mitigation Services
(NCDMS) will assume responsibility for satisfying Clean Water Act compensatory mitigation
requirements for this project. The offsetting mitigation provided by the NCDMS will derive from
an inventory of assets already in existence within U.S. Geological Survey (USGS) Hydrologic
Unit (HU) 03020201.
A total of 1,352 warm -water stream mitigation credits and 58,716 square feet of riparian buffer
credits will be purchased through the NCDMS in -lieu fee program. A Mitigation Acceptance
Letter from the NCDMS, dated October 21, 2019, is attached.
NEPA DOCUMENT STATUS
This project is included in the Southeast High Speed Rail Richmond, VA to Raleigh, NC, Tier II
Environmental Impact Statement (EIS) that was finalized in August 2015. The Record of Decision
(ROD) for this EIS was issued in April 2016 and is attached.
INDEPENDENT UTILITY
This project is in compliance with 23 CFR 771.11 l(f) which lists the characteristics of independent
utility of a project and includes the following:
(1) The project connects logical termini and is of sufficient length to address environmental
matters on a broad scope.

Mr. James Lastinger Individual Permit Application
Page 5 of 20 TIP P-5707, Wake County
(2) The project has independent utility or independent significance, i.e., it will be usable and a
reasonable expenditure even if no additional transportation improvements in the area are made;
and
(3) The project does not restrict consideration of alternatives for other reasonably foreseeable
transportation improvements.
RESOURCE STATUS
Water resources in the study area are located within NCDWQ sub -basin 23-27-(2) of the Neuse
River basin (U.S. Geological Survey [USGS] Hydrologic Unit [HU] 03020201). All streams
within the project area are classified as NCDWQ Class C; NSW waters. No designated
anadromous fish waters or Primary Nursery Areas are present in the study area. No designated
High Quality Waters (HQW), Outstanding Resource Waters (ORW), or water supply watersheds
(WS-I or WS-II) are located within 1.0 mile downstream of the study area.
The project lies within the Neuse River Basin (USGS HU 03020201), and all streams within the
study area are subject to N.C. River Basin Buffer Rules.
Delineations of streams and wetlands subject to Section 404 jurisdiction were performed by Axiom
biologists on June 25, 2019. Jurisdictional areas identified within the study area were verified in
e-mails by James Lastinger of the USACE and Rob Ridings of the NCDWR via desk -top
determinations on September 19 and September 20, 2018, respectively.
A Preliminary Jurisdictional Determination Request has been provided to the USACE, an approval
of which is being requested as part of this permit application package.
303(d)-LISTED STREAMS
The study area contains unnamed tributaries (UTs) of Smith Creek. The nearest stream within the
study area is approximately 0.5 mile upstream of Smith Creek. The North Carolina Draft 2018
303(d) list of impaired waters (https:Hfiles.nc.gov/ncdeg/Water%20Quality/Planning/TMDL/
303d/2018/2018 NC Draft 303d.pdf) identifies Smith Creek as impaired due to poor benthic
populations.
RESOURCE IMPACTS
Based upon Permit Drawings dated May 14, 2019, the proposed project is anticipated to impact
three streams for a total of 987 linear feet and one jurisdictional wetland area for a total of 0.01
acre. The attached Permit Drawings depict the locations and extents of jurisdictional area impacts,
and the attached Wetland Permit Impact Summary provides details of impacts at each impact site.

Mr. James Lastinger
Page 6 of 20
Individual Permit Application
TIP P-5707, Wake County
The following tables (2a, 2b, and 2c) list impact details and proposed mitigation for each permit
site. Jurisdictional area details, quantities and reasons for impacts, site -specific avoidance and
minimization measures, and proposed mitigation are presented in the following section for each
Permit Site.
Table 2a. Jurisdictional Streams Impacted by the Proposed Project
Warm -Water
Stream
Temporary
Permanent
Proposed
Mitigation
JD
Permanent
Impacts
Impacts
Mitigation
Credits
Site
Reference
Stream Names
Impact Type
(linear feet)
(linear feet)
Ratio
Required
1A
Stream SA
UT to Smith Creek
Culvert extension,
10
28
1:1
28
Bank stabilization
1B
Stream SA
UT to Smith Creek
Culvert extension,
15
369
2:1
738
Bank stabilization
2A
Stream SB
UT2 to Smith Creek
Roadway fill and
12
2
1:1
2
outlet pad
213
Stream SB
UT2 to Smith Creek
Roadway fill
22
86
1:1
86
2C
Stream SB
UT2 to Smith Creek
Roadway fill
29
470
1:1
470
3
Stream SC
UT3 to Smith Creek
Roadway fill
--
32
1:1
32
Total:
88
987
--
1,356
Table 2b. Jurisdictional Wetlands Impacted by the Proposed Project
Total
Riparian
Permanent
Mechanized
Permanent
Proposed
Wetland
Permit
JD
Fill
Clearing
Excavation
Impacts
Mitigation
Mitigation
Site
Reference
(acres)
(acres)
(acres)
(acres)
Ratio
Credits Required
2A
Wetland WA
0.01
--
--
0.01
--
--
Total:
0.01
--
--
0.01
--
—

Mr. James Lastinger Individual Permit Application
Page 7 of 20 TIP P-5707, Wake County
Table 2c. Riparian Buffers Impacted by the Proposed Project
Impacts
Type
Allowable
Mitigable
Site
JD
Reference
Road
Crossing
Parallel
Impact
Zone 1
(ft2)
Zone 2
(ft2)
Total
(ft)
Zone 1
(ft)
Zone 2
(ft)
Total
(ft)
1A
Stream SA
X
X
4,820
4,808
9,628
--
--
--
1B
Stream SA
X
--
10,241
3,433
13,674
--
--
--
2
Stream SB
X
X
--
--
--
35,068
23,648
58,716
3
Stream SC
X
X
2,878
667
3,545
--
--
--
Total:
17,939
8,908
26,847
35,068
23,648
58,716
Permit Sites 1A and 1B represent all impacts to UT1 to Smith Creek (Stream SA) (see
attached Permit Drawings, Sheets 4 and 6).
Permit Site IA entails the extension of the existing 30-inch reinforced concrete pipe III (RCP -III)
that conveys the perennial Stream SA under the existing Rogers Road and Heritage Center Drive
intersection. Eight feet of the existing pipe will be removed, and the proposed 20-foot extension
will be connected, for a total of 13 feet of impact to Stream SA. Bank stabilization, consisting of
Class 1 riprap, will occur for approximately 15 feet downstream of the culvert extension. A total
of 28 linear feet of Stream SA will be permanently impacted at this site. Temporary impacts of
approximately 10 feet will result from dewatering methods during pipe installation. This stream
is incised, with no sign of overbank flow, and appears to be subject to flashy urban flows. This
portion of Stream SA has an NC SAM rating of Low, and mitigation is proposed at a 1:1 ratio to
compensate for permanent impacts to this reach of perennial Stream SA at Permit Site IA.
Permit Site 1B (see attached Permit Drawings, Sheet 6).
Permit Site 1B represents impacts resulting directly from the replacement of the existing 96-inch
corrugated metal pipe (CMP) under Rogers Road with a 9-foot by 9-foot reinforced concrete box
culvert (RCBC) that includes headwalls on both ends. The inlet on the north side of Rogers Road
will be moved approximately 50 feet northeast of the inlet of the existing 96-inch CMP to a
location outside of the proposed fill from the raised roadway. This northern inlet relocation will
result in the realignment of approximately 105 feet of stream to remove a broad meander proposed
to be buried by fill from the raised road. On the south side of Rogers Road, the 9-foot by 9-foot
RCBC will extend under Rogers Road and Heritage Branch Road to an outlet at the extent of the
proposed fill slope south of Heritage Branch Road, impacting approximately 150 linear feet of
Stream SA. In total, impacts associated with the installation of the 9-foot by 9-foot RCBC are
approximately 255 linear feet.

Mr. James Lastinger Individual Permit Application
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Upstream of the RCBC inlet, the realigned reach of Stream SA and approximately 39 feet of the
original stream channel will have banks reinforced with Class 1 riprap. Downstream of the RCBC
outlet, the realigned reach of Stream SA and approximately 75 feet of the original stream channel
will have banks reinforced with Class 1 riprap (to the confluence with Stream SB). A total of 369
linear feet of Stream SA will be permanently impacted at this site. Temporary impacts of
approximately 15 feet upstream of the proposed RCBC inlet will result from dewatering methods
during pipe installation. This portion of Stream SA has an NC SAM rating of Medium. Mitigation
is proposed at a 2:1 ratio to compensate for permanent impacts to this reach of perennial Stream
SA.
Permit Site 1 includes no riparian buffer mitigable impacts.
Permit Sites 2A and 2B and 2C represent impacts to UT2 to Smith Creek (Stream SB).
Permit Site 2A (see attached Permit Drawings, Sheet S).
Permit Site 2A involves approximately 0.01 acre of permanent fill to Wetland WA under the
relocation of Heritage Branch Road. Wetland WA is confined within a man-made drainage ditch
and is situated within sediment deposition behind a debris jam at a culvert inlet. This seasonally
saturated Headwater Forest supports black willow and cattails and has an NC WAM rating of Low.
No mitigation is proposed for the loss of this wetland.
Although fill slopes have been steepened to a 2:1 slope to minimize impacts, Permit Site 2A also
entails the burial of the uppermost 2 feet of intermittent Stream SB under the junction of a lateral
base ditch and an outlet pad consisting of Class 1 riprap. Temporary impacts of less than
approximately 12 feet will result from dewatering methods during construction. This stream is at
the origin of an intermittent stream, with no sign of overbank flow, and appears to be subject to
flashy urban flows. Stream SB has an NC SAM rating of Low. Mitigation is proposed at a 1:1
ratio to compensate for permanent impacts to this intermittent portion of Stream SB.
Permit Site 2B (see attached Permit Drawings, Sheet 6).
Permit Site 2B entails permanent impacts to approximately 86 feet of intermittent Stream SB due
to fill supporting the relocation of Heritage Branch Road. Stream flows will be moved to a reach
of relocated channel, lined with Class 1 riprap, at the toe of the new fill slope. Temporary impacts
of approximately 22 feet will result during construction. Mitigation is proposed at a 1:1 ratio to
compensate for permanent impacts to this intermittent portion of Stream SB.
Permit Site 2C (see attached Permit Drawings, Sheet 6).
Permit Site 2C entails permanent impacts to 470 feet of perennial Stream SB due to fill supporting
the relocation of Heritage Branch Road. Stream flows will be moved to two reaches of relocated

Mr. James Lastinger Individual Permit Application
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channel at the toe of the new fill slope separated by a 54-inch RCP -III. The upper reach of
relocated channel is approximately 150 feet long; the RCP is approximately 130 feet long; and the
lower reach of relocated channel is approximately 100 feet long. The excavated, relocated channel
will be characterized by 2:1 slopes, a 2-foot wide bed, geotextile liner, and Class 1 rip -rap on both
bed and banks. Temporary impacts of approximately 29 feet will result from dewatering methods
during construction. Stream SB has an NC SAM rating of Low, and mitigation is proposed at a
1:1 ratio to compensate for permanent impacts.
Permit Site 2 includes riparian buffer mitigable impacts of 35,068 square feet to Zone 1 and 23,648
square feet to Zone 2 for a total impact of 58,716 square feet.
Permit Site 3 (see attached Permit Drawings, Sheet 6).
Permit Site 3 entails permanent impacts to 32 feet of intermittent Stream SC due to fill supporting
the relocation of Heritage Branch Road. Stream flows will be confined within a 30-inch diameter
corrugated steel pipe (CSP) and empty into the new 9-foot by 9-foot RCBC. Stream SC is the
result of a head -cut moving upslope from Stream SA to a stormwater pond. Stream SC is incised
and unstable and has an NC SAM rating of Low. Mitigation is proposed at a 1:1 ratio to
compensate for permanent impacts to intermittent Stream SC.
Permit Site 3 includes no riparian buffer mitigable impacts.
MORATORIA
No work moratoria will be observed for this project.
PROTECTED SPECIES
Plants and animals with a federal classification of Endangered or Threatened are protected under
provisions of Sections 7 and 9 of the Endangered Species Act of 1973, as amended. As of June
27, 2018, seven federally protected species are listed by the U.S. Fish and Wildlife Service
(USFWS) for Wake County (Table 3). A brief description of each species' habitat requirements
follows, along with the Biological Conclusion rendered based upon survey results within the study
area.

Mr. James Lastinger Individual Permit Application
Page 10 of 20 TIP P-5707, Wake County
Table 3. Federally Protected Species Listed for Wake County
Scientific Name
Common Name
Federal
Status*
Habitat
Present
Biological
Conclusion
Notro is mekistocholas
Cape Fear shiner
E
No
No Effect
Picoides borealis
Red -cockaded
woodpecker
E
No
No Effect
Alasmidonta heterodon
Dwarf wedgemussel
E
No
No Effect
Parvas ina steinstansana
Tar River spinyinussel
E
No
No Effect
Elli do lanceolate
Yellow lance
T
No
No Effect
Rhus michauxii
Michaux's sumac
E
Yes
No Effect
Haliaeetus leucoce halus
Bald eagle
BPGA
No
MANLAA
*Federal Status — E = Endangered; T = Threatened; BGPA = protected by the Bald and Gold Eagle Protection Act;
MANLAA = May Affect, Not Likely to Adversely Affect.
Cape Fear Shiner
Study area water resources are not within the upper Cape Fear River basin. The N.C. Natural
Heritage Program (NCNHP) has no documented occurrences of Cape Fear shiner within 1.0 mile
of the study area. The proposed project will have No Effect on the Cape Fear Shiner.
Red -cockaded Woodpecker
The study area supports no pines greater than 30 years old, which results in unsuitable nesting and
foraging habitat for red -cockaded woodpeckers. In addition, an investigation of the study area
found no evidence of red -cockaded woodpecker nesting/roosting. The NCNHP has no
documented occurrences of red -cockaded woodpecker within 1.0 mile of the study area. The
proposed project will have No Effect on red -cockaded woodpecker.
Dwarf Wedgemussel
Habitat for dwarf wedgemussel consists of slow, well -oxygenated creeks and rivers with sand,
gravel, or firm silt bottoms. Study area streams are small and characterized by excessive
sedimentation, providing no suitable habitat for this species. No mussel shells were observed
during field investigations, and the NCNHP has no documentation of dwarf wedgemussel within
1.0 mile of the study area. The proposed project will have No Effect on dwarf wedgemussel.
Tar River spinymussel
Habitat for Tar River spinymussel consist of fast flowing, well oxygenated, silt -free water with
stable banks. The study area streams are small and characterized by excessive sedimentation,
providing no suitable habitat for this species. No mussel shells were observed during field
investigations, and the NCNHP has no documentation of Tar River spinymussel within 1.0 mile
of the study area. The proposed project will have No Effect on Tar River spinymussel.

Mr. James Lastinger Individual Permit Application
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Yellow Lance
Habitat for yellow lance consists of moderately flowing, clean, well -oxygenated creeks and rivers
with sand bottoms. Study area streams are small and characterized by excessive sedimentation,
providing no suitable habitat for this species. No mussel shells were observed during field
investigations and the NCNHP has no documentation of yellow lance within 1.0 mile of the study
area. The proposed project will have No Effect on yellow lance.
Michaux's Sumac
Suitable habitat for Michaux's sumac occurs along woodland edges and maintained right of ways.
No evidence of this species was found during field investigations. The NCNHP has no
documentation of Michaux's sumac within 1.0 mile of the study area; therefore, the proposed
project will have No Effect on Michaux's sumac.
Bald Eagle
Within 1.0 mile of the proposed project, there are numerous small waterbodies, of which, six ponds
are of sufficient size (2.0 acres) to provide potential habitat for bald eagle: Holdings Pond, an
approximately 12.4-acre pond located approximately 0.4 mile to the north, an approximately 2.0-
acre pond located approximately 0.8 mile northeast and an approximately 8.6-acre pond located
approximately 0.5 mile to the east of the project (within the golf course adjacent to Heritage Lake
Road), an approximately 3.0-acre pond located approximately 0.7 mile southeast of the project
(adjacent to Forestville Road across from Heritage High School), an approximately 2.1-acre pond
located approximately 0.8 mile northwest of the project and an approximately 3.8-acre pond
located approximately 1.0 mile from the proposed project. Shoreline buffers of all ponds,
particularly the larger ponds, are limited in supporting large trees that could be used for eagle
roosting. No evidence of this species was found during our field investigations. Falls Lake is
situated over three miles to the west. The NCNHP has no documentation of bald eagle within 1.0
mile of the study area, and no eagles or eagle nests were observed during the visit. The proposed
project May Affect but is Not Likely to Adversely Affect bald eagle.
CULTURAL RESOURCES
This project is subject to compliance with Section 106 of the National Historic Preservation Act
of 1966 (NHPA), as amended, and implemented by the Advisory Council on Historic
Preservation's Regulations for Compliance with Section 106, codified at 36 CFR Part 800. Section
106 requires federal agencies to take into account the effect of their undertakings (federally funded,
licensed, or permitted) on properties included in or eligible for inclusion in the National Register
of Historic Places (NRHP) and to afford the Advisory Council a reasonable opportunity to
comment on such undertakings.

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Throughout the SEHSR EIS process, the project team coordinated with numerous individual
property owners and officials with jurisdiction over resources protected under Section 106 of the
NHPA. This coordination is documented in Chapter 7 of the Tier II DEIS and FEIS. On November
1, 2015, prior to finalizing the MOA addressing adverse effects to Section 106 resources in the
Tier II Richmond to Raleigh Project Study Area, the Catawba Indian Nation agreed to participate
as a consulting party (see Appendix B).
No properties included in or eligible for inclusion in the National Register of Historic Places
(NRHP) will be affected by the proposed project. The NC State Historic Preservation Office
(SHPO) HPOWEB GIS Service (http://gis.ncdcr.gov/hpoweb/) indicates that the nearest property
listed on the NRHP is Oakforest (HPO Site ID WA1488) and is located on Seawell Drive,
approximately 0.6 mile south of the proposed project. The HPOWEB GIS Service also indicates
that the nearest property eligible for inclusion in the NRHP occurs on the north side of Forestville
Road more than 900 feet north of the proposed project (HPO Site ID WA5004).
Due to the urban nature of the project, the limited area of new soil disturbance, and anticipation of
agency review as part of the Individual Permitting process, there has not been correspondence with
the State Historic Preservation Officer or the Office of State Archaeology concerning this project.
PUBLIC HEARINGS
The NCDOT held two public meetings for multiple grade -separation projects, including this
project, in Raleigh and Wake Forest, NC on March 27 and March 30, 2017, respectively. The
purpose of these meetings was for NCDOT representatives to provide information, answer
questions, and collect comments concerning these projects. Mapping depicting the proposed
bridge and an on -site detour were made available for public viewing.
Only a couple of written comments were received for the Rogers Road Grade Separation. One
was appreciative of the proposed improvements and the other did not see the need for proposed
improvements. The Notice of Opportunity for a Public Meeting and two sets of citizen's written
responses are included in the attached Public Hearing Documents.
SECTION 4(f)
Section 4(f) and de minimis
Section 4(f) of the Department of Transportation Act of 1966, as amended, (23 U.S.C. 138) states
that the US Department of Transportation "may not approve the use of land from a significant
publicly -owned park, recreation area, or wildlife and waterfowl refuge, or any significant historic
site unless a determination is made that: (i) there is no feasible and prudent alternative to the use

Mr. James Lastinger Individual Permit Application
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of land from the property; and (ii) the action includes all possible planning to minimize harm to
the property resulting from such use." For Section 4(f), a "use" is defined as one of the following:
• Direct use — property is permanently incorporated into the right-of-way of the
transportation project;
• Temporary use — property is temporarily occupied in a way that is averse to the property's
purpose; or
• Constructive use — a use that occurs when the "the transportation project does not
incorporate land from a Section 4(f) property, but the project's proximity impacts are so
severe that the property activities, features, or attributes that qualify the property for
protection under Section 4(f) are substantially impaired. Substantial impairment occurs
only when the protected activities, features, or attributes of the property are "substantially
diminished." (23 CFR 774.15(a)).
In 2005, Congress amended Section 4(f) in its passage of the Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users (SAFETEA-LU), specifically in Section 6009(a).
An important change was the introduction of the de minimis procedures for processing minor
impacts to Section 4(f) resources. Subsequent to the passage of SAFETEA-LU, FHWA amended
the Section 4(f) regulations (23 CFR 774.3(b), 23 CFR 774.5(b) and 23 CFR 774.17) and issued
guidance for determining de minimis findings (Guidance for Determining de minimis Impacts for
Section 4(f) Resources). Based on these regulations and guidance documents, the use of land from
a publicly owned park, recreation area, or wildlife and waterfowl refuge may be determined to be
de minimis if:
1. The transportation use of the park, together with any impact, avoidance, minimization,
and mitigation or enhancement measures do not adversely affect the activities, features,
and attributes that qualify the resource for protection under Section 4(f).
2. The official(s) with jurisdiction over the property is informed of FHWA's intent to make
the de minimis impact finding, based on his/her written concurrence that the project will
not adversely affect the activities, features, and attributes that qualify the property for
protection under Section 4(f).
3. The public has been afforded an opportunity to review and comment on the effects of
the project on the proposed activities, features, and attributes of the Section 4(f) resource.
According to the provisions set forth in Section 6009(a) of SAFETEA-LU, once the U.S.
Department of Transportation determines that a transportation use of property from a Section 4(f)
resource constitutes a de minimis impact, analysis of avoidance alternatives is not required, and
the Section 4(f) evaluation process is complete.
The only Section 4(f) resource within the study area is Heritage Middle and Elementary School at
the eastern end of the study area; however, the proposed project will have no effect on Section 4(f)
resources.

Mr. James Lastinger Individual Permit Application
Page 14 of 20 TIP P-5707, Wake County
FEMA COMPLIANCE
Based on a review of the FIRM mapping available for Wake County (available online at
https:Hfris.ne.gov/fris/Home.aspx and https://maps.raleighnc.gov/iMAPS/) there are no 100-year
floodplains located within the study area.
UTILITIES
There are expected to be no impacts to jurisdictional areas due to utility relocations. Any utilities
that require relocation shall be relocated aerially or by directional bore through non jurisdictional
areas.
INDIRECT AND CUMULATIVE IMPACTS
Indirect impacts in the immediate vicinity of the proposed project consist of continued mixed -use
development in accordance with local land use planning and zoning. The cumulative impacts of
foreseeable future actions will improve the safety and efficiency of the transportation system and
enhance the potential for economic growth in the region. Induced or secondary economic activity
is the result of additional industries providing goods and services to supply those industries
primarily related to the project. Overall, impacts are considered positive when assessed from a
regional perspective.
WILD AND SCENIC RIVER SYSTEM
The project will not impact any designated Wild and Scenic Rivers or any rivers included in the
list of study rivers (Public Law 90-542; U.S.C. 1271 et seq., as amended).
MITIGATION
The Rail Division is committed to incorporating all reasonable and practicable design features to
avoid and minimize stream and wetland impacts, and to provide full compensatory mitigation of
all remaining, unavoidable jurisdictional area impacts. Avoidance measures were taken during the
planning process; minimization measures were incorporated as part of the project design.
However, the study corridor environs are highly developed, and avoidance options are limited.
Alternatives Considered
Three alternatives were considered for this project.

Mr. James Lastinger Individual Permit Application
Page 15 of 20 TIP P-5707, Wake County
Alternate 1, the 'no -build' alternative, does not meet the stated purpose and need of improving
safety by separating automobile traffic from passing trains. This alternative also ignores air quality
and transportation efficiency.
Alternate 2 proposed a new driveway (DR1) across Stream SA on the north side of Rogers Road
east of the railroad crossing (Site 113). This alternative resulted in an increase of approximately
234 linear feet of stream impacts relative to Alternate 3. This alternative was not recommended
due to the amount of stream impacts and encroachment on developed property.
Alternate 3, the Preferred Alternative, minimizes impacts to streams in this highly developed area,
but due to the nature and location of the rail and existing infrastructure, some impacts to
jurisdictional areas are unavoidable. The new driveway (DR1) was relocated to the west to avoid
impacts to Stream SA. In areas proposed to be impacted, measures to minimize impacts have been
incorporated into the project design throughout the design process. These measures include the
examination of appropriate and practicable steps to reduce adverse impacts to jurisdictional
resources such as the reduction of roadway footprints through steep fill slopes.
Avoidance and Minimization:
The NCDOT has avoided impacts to wetlands and streams to the greatest extent practicable. Only
one, small, highly disturbed wetland is located within the project area. Alternate 3 proposes the
relocation of a new driveway (DR1) to avoid impacts to Stream SA. Minimization measures
include the examination of appropriate and practicable steps to reduce adverse impacts. Specific
examples of avoidance and minimization measures are listed below.
• NCDOT's Best Management Practices (BMPs) for the Protection of Surface Waters will
be enforced.
• Additional avoidance measures will be taken to ensure that all streams and wetland areas
in the vicinity that are not affected by the project will be protected from unnecessary
encroachment.
• No staging of construction equipment or storage of construction supplies will be allowed
in wetlands or near surface waters.
• Careful containment of toxic or hazardous materials near streams and wetlands, and
employment of strict erosion control procedures will be utilized to avoid additional impacts
to jurisdictional areas.
• This project has been designed to avoid disturbance to aquatic life movements and all
practicable measures to maintain aquatic life movement and habitat will be employed for
the life of the project.
• All mechanized equipment will be inspected and maintained to prevent surface water
contamination from fuels, lubricants, fluids, or other toxic materials.
• The dimension, pattern and profile of Stream SA will not be modified.

Mr. James Lastinger Individual Permit Application
Page 16 of 20 TIP P-5707, Wake County
Compensation:
Mitigation is proposed at a 1:1 ratio for impacts to intermittent or perennial streams receiving an
NC SAM overall rating of "Low" and a 2:1 ratio for perennial streams receiving an NC SAM
overall rating of "Medium" or "High." No mitigation is offered for the one, small (0.01 acre)
jurisdictional wetland, a Headwater Forest, that is within a man-made ditch and receives an NC
WAM overall rating of "Low." Mitigation is also proposed for riparian buffer loss. Proposed
mitigation ratios and the resulting mitigation requirements are presented in Tables 2a, 2b, and 2c.
Compensatory mitigation for this project is anticipated from warm -water stream and riparian
wetland mitigation credits from the NCDMS. Based upon agreements stipulated in the
"Memorandum of Agreement Between the North Carolina Department of Environmental Quality
and the North Carolina Department of Transportation" (MOA), it is understood that the North
Carolina Division of Mitigation Services (NCDMS) will assume responsibility for satisfying Clean
Water Act compensatory mitigation requirements for this project (1356 warm -water stream
mitigation credits and 58,716 square feet of riparian buffer mitigation credits). The offsetting
mitigation provided by the NCDMS will derive from an inventory of assets already in existence
within U.S. Geological Survey (USGS) Hydrologic Unit (HU) 03020201.
Again, the Rail Division is requesting authorization for Section 404 jurisdictional area impacts
associated with the railroad improvements component of this project, along with the associated
NCDWQ Water Quality Certification. Thank you for your time and consideration of this important
project. If you have any questions regarding this request, please contact the Project Manager,
Anamika Laad, at 919-707-4705 or at alaad aC7.ncdot.crov.
Sincerely,
)ur r , 641
ames F. Bridges, Jr., PE CPM
Rail Environmental Planning Engineer
NCDOT Rail Division
Cc. Rob Ridings, NC Division of Water Resources
Anamika Laad, NCDOT Rail Division
Alexander P. (Sandy) Smith, Axiom Environmental, Inc.

U.S. ARMY CORPS OF ENGINEERS
APPLICATION FOR DEPARTMENT OF THE ARMY PERMIT
OMB APPROVAL NO. 0 003
EXPIRES: 2t3 FEBRUARY RY 2013
33 CFR 325. The proponent agency is CECW CO-R.
Public reporting for this collection of information is estimated to average 11 hours per response, Including the time for reviewing instructions, searching
existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding
this burden estimate or any other aspect of the collection of Information, Including suggestions for reducing this burden, to Department of Defense,
Washington Headquarters, Executive Services and Communications Directorate, Information Management Division and to the Office of Management and
Budget, Paperwork Reduction Project (0710-0003). Respondents should be aware that notwithstanding any other provision of law, no person shall be
subject to any penalty for failing to comply with a collection of information If it does not display a currently valid OMB control number. Please DO NOT
RETURN your form to either of those addresses. Completed appficallons must be submitted to the District Engineer having Jurisdiction over the location of
the proposed activity.
PRIVACY ACT STATEMENT
Authorities: Rivers and Harbors Act, Section 10, 33 USC 403, Clean Water Act, Section 404, 33 USC 1344, Marine Protection, Research, and Sanctuaries
Act, Section 103.33 USC 1413; Regulatory Programs of the Corps of Engineers; Final Rule 33 CFR 320-332. Principal Purpose: Information provided on
this form will be used In evaluating the appllcallon for a permit. Routine Uses: This Information may be shared with the Department of Justice and other
federal, state, and local government agencies, and the publicand may be made available as part of a public notice as required by Federal law. Submission
of requested information Is voluntary, however, If Information is not provided the permit application cannot be evaluated nor can a permit be Issued. One set
of original drawings or good reproducible copies which show the location and character of the proposed activity must be attachad to this application (see
sample drawings and/or Instructions) and be submitted to the District Engineer having jurisdiction over the location of the proposed activity. An application
that is not completed in full will be returned.
(ITEMS 1 THRU 4 TO BE FILLED BY THE CORPS)
1. APPLICATION NO.
2. FIELD OFFICE CODE
3. DATE RECEIVED
4. DATE APPLICATION COMPLETE
ffTEMS BELOW TO BE FILLED BYAPPLICANij
b. APPLICANT'S NAME
8. AUTHORIZED AGENT" S NAME AND TITLE (agent is not required)
First - James Middle -F. Last - Bridges
First - Alexander Middle -P. Last - Smith
Company - NCDOT Rail Division
Company - Axiom Environmental, Inc.
E-mall [e-mail]
E-mall [e-mail]
6. APPLICANT'S ADDRESS:
8. AGENTS ADDRESS:
Address- 1 S Wilmington Street;1553 Mail Service Center
Address- 218 Snow Avenue
City - Raleigh. State - NC zip - 27699 Country -USA
City - Raleigh State ;, NC Zip - 27603 Country -USA
7. APPLICANTS PHONE NOs. WAREA CODE
10. AGENTS PHONE NOs. WAREA CODE
a. Residence b. Business c. Fax
a. Residence b. Business o. Fax
919-7074716
919-270-9306
STATEMENT OF AUTHORIZATION
11. 1 hereby authorize, Alexander (Sandy) Smith to act In my behaff as my agent In the processing of this application and to fumish, upon request,
supplemental Information in support of thla permit appil on.
�b aaao
SIGNATURE10F APPLICAt7 DATE
NAME, LOCATION, AND DESCRIPTION OF PROJECT OR ACTIVITY
12. PROJECT NAME OR TITLE (see Instructions)
Rogers Road Grade Separation, STIP P-5707
13. NAME OF WATERBODY, IF KNOWN (if applicable)
14. PROJECT STREET ADDRESS (If applicable)
UT to Smith Creek
Address
15. LOCATION OF PROJECT
latitude: -N 35.950976 Longitude: -W 78.521000
City - State- Zlp-
16. OTHER LOCATION DESCRIPTIONS, IF KNOWN (see Instructions)
State Tax Parcel ID Municipality Wake Forest, NC
Section - Township - Range -
ENG FORM 4345, OCT 2012 PREVIOUS EDITIONS ARE OBSOLETE. Pagel of 3

17. DIRECTIONS TO THE SITE
From the junction of US Highway 1 (Capital Boulevard) and US Highway I (South Main Street), take South Main Street northwest for
approximately 0.9 mile to a junction at the west end of Rogers Road. The project begins approximately 0.15 mile east of the west end of
Rogers Road, and the railroad crossing is approximately 0.4 mile east of the west end of Rogers Road.
18. Nature of Activity (Description of project, include all features)
The North Carolina Department of Transportation (NCDOT) Rail Division (Rail Division) proposes a Rogers Road (SR 2052) grade
separation over the CSX S-line (Crossing No. 633 905 Y) at Mile Post S 142.53 in Wake Forest, Wake County. The project area is
approximately 0.73 mile in length and encompasses approximately 40 acres and generally consists of the area within 100 feet of the center
of the existing Rogers Road and outward along Heritage Center Drive, Grandmark Street, a new driveway access to businesses on Rogers
Road east of the railroad crossing, and a new alignment of Heritage Branch Road south of Rogers Road. Please see the attached letter.
19. Project Purpose (Describe the reason or purpose of the project, see instructions)
This project will primarily improve safety by separating automobile traffic from passing trains. This project will also improve energy
effectiveness by allowing passing trains to stay up to speed and passing cars to avoid a stop for trains. This traffic separation will reduce
air quality emissions and improve overall transportation efficiency with a minimum of environmental impact. Please see the attached
letter.
USE BLOCKS 20-23 IF DREDGED AND/OR FILL MATERIAL IS TO BE DISCHARGED
20. Reason(s) for Discharge
Please see the attached letter.
21. Type(s) of Material Being Discharged and the Amount of Each Type in Cubic Yards:
Type Type Type
Amount in Cubic Yards Amount in Cubic Yards Amount in Cubic Yards
Please see the attached letter.
22. Surface Area in Acres of Wetlands or Other Waters Filled (see instructions)
Acres 0.01 acre of permanent impacts to jurisdictional wetland areas.
or
Linear Feet 987 linear feet of permanent impacts to jurisdictional streams.
23. Description of Avoidance, Minimization, and Compensation (see instructions)
The NCDOT has avoided impacts to wetlands and streams to the greatest extent practicable. Only one, small, highly disturbed wetland is
located within the project area. Alternate 3 proposes the relocation of a new driveway (DRl) to avoid impacts to Stream SA.
Minimization measures include the examination of appropriate and practicable steps to reduce adverse impacts. Please see the attached
letter.
ENG FORM 4345, OCT 2012 Page 2 of 3

24. Is Any Portion of the Work Already Complete? Yes QNo IF YES, DESCRIBE THE COMPLETED WORK
NA
25. Addresses of Adjoining Property Owners, Lessees, Etc., Whose Property Adjoins the Waterbody (if more than can be entered here, please attach a supplemental list).
a. Address- Please see the attached list
City - State - Zip -
b. Address -
City : State - Zip -
c. Address -
City - State - Zip -
d. Address -
City - State - Zip -
e. Address -
City - State - Zip -
26. List of Other Certificates or Approvals/Denials received from other Federal, State, or Local Agencies for Work Described in This Application.
AGENCY TYPE APPROVAL' IDENTIFICATION DATE APPLIED DATE APPROVED DATE DENIED
NUMBER
NCDMS mitigation acceptance
Would include but is not restricted to zoning, building, and flood plain permits
27. Application is hereby made for permit or permits to authorize the work described in this application. I certify that this information in this application is
complete and accurate. I further certify that I possess the authority to undertake the woA
herein or am acting as the duly authorized agent of the
applicant. t
� 2v 2D
SIGNATURE OF APPLICANT DATE IGI ATE
The Application must be signed by the person who desires to undertake the proposed activity (applicant) or it may be signed by a duly
authorized agent if the statement in block 11 has been filled out and signed.
18 U.S.C. Section 1001 provides that: Whoever, in any manner within the jurisdiction of any department or agency of the United States
knowingly and willfully falsifies, conceals, or covers up any trick, scheme, or disguises a material fact or makes any false, fictitious or
fraudulent statements or representations or makes or uses any false writing or document knowing same to contain any false, fictitious or
fraudbftt statements or entry, shall be fined not more than $10,000 or imprisoned not more than five years or both.
ENG FORM 4345, OCT 2012 Page 3 of 3

mm
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0 150 300 600 900 1,200
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Figure
5

RECORD OF DECISION
Southeast High Speed Rail Richmond, VA, to Raleigh, NC,
Tier II Environmental Impact Statement
This document records the decision of the Federal Railroad Administration (FRA) in partnership with the
North Carolina Department of Transportation (NCDOT) and the Virginia Department of Rail and Public
Transportation (DRPT) with regard to the Tier II Environmental Impact Statement (EIS) for the proposed
Southeast High Speed Rail (SEHSR) Project from Richmond, VA, to Raleigh, NC (Richmond to Raleigh
Project).
FRA has prepared this Record of Decision (ROD) in accordance with the Council on Environmental
Quality (CEQ) regulations implementing the National Environmental Policy Act (NEPA) (40 Code of
Federal Regulations [CFR] § 1505.2) and FRA's Procedures for Considering Environmental Impacts (64
Federal Register [FR] 28545, May 26, 1999) (FRA Environmental Procedures). Specifically, this ROD:
• Provides background on the NEPA process leading to the Tier II Final Environmental Impact
Statement (FEIS), including a summary of public involvement and agency coordination (Chapter
1).
• States and reaffirms the Richmond to Raleigh Project's purpose and need (Chapter 2).
• Summarizes the alternatives analysis process that led to the identification of alternatives not
carried forward for study in the Tier 11 Draft Environmental Impact Statement (DEIS), identifies
the alternatives considered in the EIS Documents, and identifies the Preferred Alternative
(Chapter 3).
• Summarizes environmental benefits and adverse effects (Chapter 4 and Appendix A).
• Summarizes the comments received on the Tier II FEIS (Chapter 5 and Appendix B).
• Discusses the measures to avoid and minimize environmental harm and the requirement for a
monitoring and enforcement program for all mitigation measures (Chapter 6).
• Includes the final Process Programmatic Agreement (Process PA) for the entire SEHSR Corridor
from Washington, D.C., to Charlotte, NC (Chapter 7 and Appendix C) and the Virginia- and
North Carolina -specific Memoranda of Agreement (MOA) describing the mitigation for adverse
effects to historic resources associated with the Richmond to Raleigh Project (Chapter 7 and
Appendix D), prepared in accordance with Section 106 of the National Historic Preservation Act
(NHPA) of 1966.
• Includes the final Section 4(f) Evaluation for the Richmond to Raleigh Project, prepared in
accordance with Section 4(f) of the Transportation Act of 1966 (Chapter 8).
• Identifies Next Steps (Chapter 9).
1. INTRODUCTION
FRA, in partnership with NCDOT and DRPT, has prepared this ROD for the proposed development of
the Richmond to Raleigh Project as required by NEPA and based on the findings in the SEHSR Corridor
Tier II FEIS published in September of 2015. In reaching decisions on the Preferred Alternative, FRA
was assisted by the following Federal Cooperating Agencies: the Norfolk District and the Wilmington
District of the U.S. Army Corps of Engineers (USACE), the U.S. Coast Guard (USCG), U.S.
Environmental Protection Agency (USEPA), U.S. Fish and Wildlife Service (USFWS), and the U.S.
Department of Transportation Federal Highway Administration (FHWA).
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016

1.1 BACKGROUND OF THE NEPA PROCESS
To comply with NEPA, FRA, FHWA, DRPT, and NCDOT implemented a tiered approach to assess
potential effects of the full length of the SEHSR Corridor from Washington, D.C., to Charlotte, NC. The
Tier I DEIS, completed in 2001, examined the purpose and need for the SEHSR Corridor, established the
modal alternative, as well as evaluated the potential impacts on both the natural and human environments
at a program level of assessment for nine different Study Area Build Alternatives compared to a No Build
Alternative. Public involvement was critical during this phase, with 26 public information workshops and
18 public hearings held in North Carolina and Virginia to solicit feedback about the SEHSR Corridor.
FRA completed the Tier I FEIS in June 2002, with a ROD in October 2002, confirming and approving the
purpose and need, preferred route, and modal choice for the SEHSR Corridor between Washington, D.C.,
and Charlotte, NC.
The current Richmond to Raleigh Project Tier II study builds upon the results of the SEHSR Corridor
Tier I EIS. This Tier II study further evaluates the Preferred Alternative for the portion of the Tier I
SEHSR Corridor between Richmond, VA, and Raleigh, NC. Separately evaluating the Richmond, VA, to
Raleigh, NC, portion of the SEHSR Corridor was necessary because much of this area does not have
existing passenger rail service, unlike areas south of Raleigh, NC, and north of Petersburg, VA, and,
therefore, requires a different level of analysis. The complete Richmond to Raleigh Project Corridor for
the Tier II Study is shown in Figure 1.
FRA began preparation of the Tier II DEIS for the portion of SEHSR Corridor between Petersburg, VA,
and Raleigh, NC, in February 2003. In 2006, the northern study limit was extended to Richmond, VA
(approximately 30 miles). In May 2010, FRA published the Richmond to Raleigh Project Tier II DEIS,
which included detailed environmental analysis of the impacts of the various project elements,
particularly detailed design, track location, and bridge and roadway work. Copies of the Tier 11 DEIS
(May 2010) and maps are available at http://www.ncdot.goy/projects/sehsr/.
In April 2012, DRPT and NCDOT provided FRA with a Recommendation Report on the preferred rail
alternatives for each of the 26 sections evaluated in the Richmond to Raleigh Project Tier II DEIS. These
recommendations considered the potential impacts to the human and natural environment, costs, and
operability/constructability, along with the public and agency comments received following the
publication of the Tier 11 DEIS. Based on public and resource agency input received on the DEIS,
additional rail alternatives were included in the recommendations in Brunswick County, VA, and in
Raleigh, NC. The recommendations in the report addressed only the selection of preferred rail alignments
(i.e., it did not address associated roadway changes, as those are independent of the selection of rail
alternative) and require additional design and engineering. In May 2012, FRA accepted the
Recommendation Report (April 2012), and authorized DRPT and NCDOT to proceed with preparation of
the Tier II FEIS based on the preferred rail alignments presented in the report.
In September 2015, FRA published the SEHSR Richmond to Raleigh Project Tier H FEIS, which
provided updated information on impacts associated with the Preferred Alternative, including proposed
roadwork. Copies of the FEIS (September 2015) and maps were made available at
htlp://www.ncdot.govL/projects/sehs .
The Tier II DEIS and FEIS documents include an analysis and presentation of the benefits and impacts
related to the physical route and operating conditions for the Richmond to Raleigh Project as an
independent component of the larger SEHSR Corridor.
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016

i
i
To Birmingham
Figure 1
Southeast High Speed Rail Corridor
To New York/Boston
Washington, DC
Richmond
Petersburg
4w
.7 Hampton
Roads
Raleigh
Charlotte
Spartanburg
Greenville Q 0
Columbia
Atlanta
Macon
Savann
�•
Jacksonville
Tier I EIS ROD completed 2002
Tier IV EIS ROD anticipated spring 2016
Tier I EIS ROD completed 2012
_ ARRA Incremental Improvements
to be completed by 2017
Tier II EIS began 2014
No Scheduled Projects
Tier I EIS began 2012
1.2 SUMMARY OF PUBLIC INVOLVEMENT AND AGENCY
COORDINATION
FRA issued a Notice of Intent (NOI) for filing a Tier II DEIS for the portion of the Tier I SEHSR
Corridor between Richmond, VA, and Raleigh, NC, on May 22, 2003 (68 FR 28044). On February 3,
Richmond to Raleigh Project
SEHSR Tier II Record of Decision, April 2016 3

2006, FRA issued an NOI for extending the northern terminus of the study from Collier Rail Yard in
Petersburg, VA, to Main Street Station in Richmond, VA (71 FR 5903).
On June 7, 2010, FRA issued a Notice of Availability (NOA) for the Tier II DEIS and public hearings
for the Richmond to Raleigh Project (75 FR 32240). In this notice, FRA established a comment period
from May 28, 2010, through August 30, 2010, and invited all interested agencies and the public to
comment on the Tier II DEIS. The NOA provided information on the dates and locations for the public
hearings, information on availability of the Tier II DEIS for review, whom to contact with questions,
and how to provide comments.
In response to a high degree of interest in the Richmond to Raleigh Project, as exhibited by robust
attendance at the public hearings and a large number of comments submitted early in the comment
period, FRA, NCDOT, and DRPT decided to extend the Tier II DEIS comment period for an additional
10 days. On August 19, 2010, FRA issued a notice of extension of comment period for the Tier II DEIS
for the Richmond to Raleigh Project (75 FR 51331). This notice extended the comment period to
September 10, 2010.
The public was invited to attend five post-DEIS project update meetings held July 14, 2011 (Alberta,
VA), September 27, 2011 (Raleigh, NC), May 15, 2012 (Raleigh, NC), September 11, 2012
(Henderson, NC), and February 26, 2013 (Chesterfield County, VA), to present revised road work and
new rail alternatives that were developed in response to comments received on the Tier II DEIS. The
revised road work included modifications to grade separations at multiple locations along the corridor,
and the new rail alternatives were located in Brunswick County, VA, and Raleigh, NC.
On September 18, 2015, FRA published a NOA in the Federal Register for the Tier II FEIS (80 FR
56466) (see Appendix B). The document was made available on the FRA website
(hgps://www.fra.dot. og v/Paize/PO482), offered on the SEHSR website
(http://www.ncdot.gov/projects/sehsL�, and was provided to 18 local governments and organizations in
Virginia, as well as 15 local governments and organizations in North Carolina. The document was also
made available at 13 local viewing locations (9 in Virginia and 4 in North Carolina). Comments on the
Tier II FEIS received through December 18, 2015 are addressed in this ROD.
1.3 SECTION 106 COORDINATION
Throughout the EIS process, the project team coordinated with numerous individual property owners
and officials with jurisdiction over resources protected under Section 106 of the NHPA. This
coordination is documented in Chapter 7 of the Tier II DEIS and FEIS. On November 1, 2015, prior to
finalizing the MOA addressing adverse effects to Section 106 resources in the Tier II Richmond to
Raleigh Project Study Area, the Catawba Indian Nation agreed to participate as a consulting party (see
Appendix B).
2. PURPOSE AND NEED
The Tier I EIS and ROD for the SEHSR Corridor between Washington, DC, and Charlotte, NC,
established the overall purpose and need for the Richmond to Raleigh Project.
The purpose of the Richmond to Raleigh Project proposed action is to:
• Divert trips from air and highways
• Provide a more balanced use of transportation infrastructure
• Increase the safety and effectiveness of the transportation system in the Study Area
• Serve long-distance business and leisure travelers between Virginia and North Carolina, as well
as those accessing (and connecting to) Amtrak's Northeast Corridor (NEC), which extends from
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 4

Washington, DC, to New York, NY, and Boston, MA, and allow patrons in the NEC area to reach
destinations to the south.
The approved need was refined in the Richmond to Raleigh Project Tier II DEIS and includes the
following:
• Population growth in Virginia and North Carolina
• Congestion of both roadways and airports
• Lack of a passenger rail option with travel times that are competitive with air and highway travel
• Connectivity needs
• Air quality concerns
• Perceived gap in safety between passenger rail and other modes of travel
• Need for increased energy efficiency for passenger travel options.
3. ALTERNATIVES CONSIDERED
3.1 PROJECT STUDY AREA
The Richmond to Raleigh Project's "Study Area" defines the boundaries for potential SEHSR rail and
associated roadway improvements and includes areas where construction of the Richmond to Raleigh
Project could have direct impacts on the environment. Once potential alignments were proposed,
corridors approximately 1,000 feet wide were analyzed. Modifications to this Study Area were made as
needed to accommodate design changes/additions developed along the 162-mile corridor in response to
comments on the Richmond to Raleigh Project Tier II DEIS and FEIS.
Three alternative railroad alignments were developed initially within each of the 26 sections of the
Richmond to Raleigh Project (described below and shown in Figure 2). As presented in the Richmond to
Raleigh Project Tier 1I DEIS, the alternatives were named VA1, VA2, and VA3 in Virginia, and NC1,
NC2, and NC3 in North Carolina. To minimize impacts, the alternatives are located within as much of the
existing railroad right of way (ROW) as possible throughout much of the Study Area; in many locations,
the alternatives are on common (concurrent) alignment. The Study Area includes necessary roadway
modifications to enable roadway work to insure safe crossings and accommodate new railroad
alignments.
The endpoints of each of the 26 sections are in locations where the alternative alignments are in a
common location. This approach allowed for the broadest range of options during evaluation and
selection of the preferred alternatives. Joined together, the preferred alternatives form a "best -fit"
preferred alternative for the entire Study Area.
In response to comments on the Richmond to Raleigh Project Tier 11 DEIS, an additional railroad
alternative was developed for evaluation in three sections of the Richmond to Raleigh Project: Alternative
VA4 was developed for Sections D and G in Brunswick County, VA; and Alternative NC5 was
developed for Section V in Raleigh, NC (various concepts for Section V, generally called "NC4" had
previously been proposed by stakeholders). These alternatives were evaluated in the Richmond to Raleigh
Project Tier II FEIS.
The Study Area begins at Main Street Station in Richmond, VA, and extends to the south, following the
existing CSX S-line railroad to Centralia, then transitions to the CSX A -line through Petersburg, VA,
crossing the Appomattox River, and continues south to Collier Yard (a CSX rail yard). At the south end
of Collier Yard, the Study Area turns west, following the alignment of the inactive Burgess Connector rail
line. At Burgess, the Study Area curves south, rejoining the alignment of the CSX S-line, which it follows
into North Carolina.
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016

In North Carolina, the Study Area continues along the inactive CSX S-line through Warren County to just
south of the Town of Norlina, NC (where active CSX freight railroading resumes). The Study Area
follows the CSX S-line to the north side of downtown Raleigh near Capital Boulevard, where it increases
to approximately 2,000 feet wide to encompass the existing Norfolk Southern (NS) line through
Glenwood Yard (the NS switching yard) on the west side and the CSX S-line through Capital Yard (the
CSX switching yard) on the east side. Near Jones Street in downtown Raleigh, the NS line joins the CSX
S-line, and the Study Area narrows to follow the joint CSX/NS corridor south for two blocks to the
Boylan Wye, the southern terminus of the Richmond to Raleigh Project.
Subsequent to the completion of environmental studies for the Tier II FEIS, changes to the proposed
roadway design were made in Richmond, VA, at Maury Street to minimize impacts to the Manchester
Industrial Warehouse Historic District. These changes expanded the Study Area slightly to both the east
and west of Maury Street. FRA does not anticipate that these changes will increase impacts to the human
or natural environment; however, additional evaluations will be conducted by DRPT and NCDOT prior to
project permitting.
The Tier II FEIS modeled five municipal locations for SEHSR stations in the Richmond to Raleigh
Project service area: Richmond, VA'; Petersburg, VA2; and Raleigh, NC', which have existing passenger
service and stations; and La Crosse, VA, and Henderson, NC, which do not. All trains are assumed to stop
in Richmond, VA; Petersburg, VA; and Raleigh, NC. One daily round trip train is assumed to stop in La
Crosse, VA, and one in Henderson, NC.
The Richmond to Raleigh Project EIS did not evaluate impacts related to the development of specific
stations. Potential station locations are evaluated generally in terms of accessibility to the larger
transportation network. Station locations within municipalities will be determined in the future by the
respective municipalities and passenger service operator, and appropriate environmental documentation
will be undertaken at that time.
3.2 ALTERNATIVES NOT CARRIED FORWARD
Three alternative alignments were considered, but subsequently excluded from detailed study during
development of the Tier II DEIS. These alternatives are shown in Figure 2.
3.2.1 ABANDONED S-LINE, FROM NEAR CENTRALIA TO LYNCH
The abandoned Seaboard Air Line Railway S-Line (S-Line) from Centralia, VA, to Lynch, VA (mileposts
[MP] S-12.3 through S-20), was considered as a possible alternative to the A -Line in early feasibility
studies. This alternative alignment was rejected due to the fact that the railroad ROW was no longer intact
and extensive development had taken place within the old ROW, including Chester Linear Park. In
addition, there was strong opposition to this alignment from the Chesterfield County government. On
October 21, 2001, the Chesterfield County Board of Commissioners passed a resolution in support of
i. The northern terminus of the Richmond to Raleigh Project is Richmond Main Street Station. FRA and DRPT are currently
preparing a Tier II EIS for the continuation of SEHSR corridor service through Richmond to Washington, D.C.
2. Passenger service in Petersburg, VA, is currently located at the Amtrak Station in the Town of Ettrick, Chesterfield County,
VA. FRA, in partnership with FHWA, Federal Transit Administration (FTA) and DRPT, is currently preparing an Environmental
Assessment (EA) to select the permanent location for a Tri-Cities Area Multimodal Station that will serve Petersburg, Ettrick,
and Colonial Heights.
3. FRA, in partnership with NCDOT and the City of Raleigh, completed an EA with a Finding of No Significant Impact (FONSI)
for a new Raleigh Union Station in June 2014. Raleigh Union Station is located at the Boylan Wye at the southern terminus of the
Richmond to Raleigh Project.
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016

SEHSR with a condition that the abandoned S-Line "not be used to provide service due to the impacts on
adjoining neighborhoods, an existing park facility, and future highway construction." Therefore, based on
relocation impacts, impacts to a public park, and lack of compatibility with county plans, the alternative
was eliminated from further consideration.
3.2.2 S-LINE, FROM APPOMATTOX RIVER TO BURGESS
In Petersburg, VA, the former S-line south of the Appomattox River to Burgess (MP 5-24 to 5-30) was
considered as a possible rail alignment. Use of the former S-Line in this location would affect the
operation of the Chaparral Steel processing plant in Dinwiddie County, VA. Just south of Chaparral Steel,
the S-line alignment runs through the Petersburg Breakthrough Battlefield Historic District at Pamplin
Historic Park, which is listed on the National Register of Historic Places (NRHP) and is both a Virginia
Historic Landmark and a National Historic Landmark.
The National Historic Landmark status is the nation's highest designation of historic significance and,
thus, has the highest level of protection. Section 110(f) of the National Historic Preservation Act of 1966
requires that Federal agencies, to the maximum extent possible, undertake such planning and actions as
may be necessary to minimize harm to any National Historic Landmark that may be directly and
adversely affected by an undertaking. National Historic Landmarks, along with other historic resources
listed on or eligible for the NRHP, are also protected under Section 4(f) of the Department of
Transportation Act of 1966, which states that such lands can only be used for a Federally funded
transportation project if there is no other feasible and prudent alternative.
The Virginia Department of Historic Resources (VDHR), in a letter dated March 20, 2007, stated that the
S-line south of the Appomattox River to Burgess alternative would:
"Most probably have an adverse effect on The Breakthrough Battlefield, a National Historic
Landmark. The introduction of high speed railroad traffic ....will dramatically alter the resource's
setting and character. Additionally, safety concerns resulting from the active rail line will
preclude plans by the National Park Service and Pamplin Historic Park to jointly interpret their
respective portions of the battlefield."
In a joint letter dated June 23, 2006, the National Park Service Petersburg National Battlefield, Pamplin
Historical Park, Civil War Preservation Trust, Chaparral Steel, and Dinwiddie County all recommended
that the SEHSR should not be built using the former S-Line ROW. Based on the above information, the
alternative using the former S-Line from south of Ettrick Station (MP 5-24) to Burgess (MP S-30) was
eliminated from further consideration.
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016

Figure 2
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Richmond to Raleigh Project
SEHSR Tier II Record of Decision, April 2016 8

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Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 9

3.2.3 ALTERNATIVES SERVING OLD UNION STATION IN PETERSBURG
Early planning efforts by FRA developed rail alignments that would serve old Union Station in downtown
Petersburg, VA. The routing used the former CSX AAP-line (Appomattox Lead) from Dunlop, VA,
through Colonial Heights, VA, into Petersburg, VA. Two versions of the concept were developed; both
crossed the Appomattox River near old Union Station on the east side of Petersburg, then paralleled the
Appomattox River to the west and rejoined the CSX A -line near Washington Street in Petersburg, VA.
The alignments varied on the south side of the Appomattox River. One used the NS N-line ROW until
curving south on a bridge to re -connect with the CSX A -line. The other followed the NS N-line ROW
until reaching the inactive CSX S-line, where it crossed over the NS N-line on a bridge to follow the CSX
S-line ROW (past old Commerce Street Station) and re -connect with the CSX A -line.
Design efforts, environmental evaluation, and public involvement identified the following issues
associated with the alignments serving old Union Station:
• Conformity with local plans/local support
• Cultural resource conflicts (Battersea Plantation, North Battersea/Prides' Field Historic District,
and Petersburg Old Town Historic District)
• Residential and business relocations
• Increase in SESHR travel time
• Engineering feasibility issues and cost.
As a result of these issues, the alternatives serving old Union Station in Petersburg, VA, were eliminated
from further consideration. For more details on the evaluation and exclusion of this route, see Appendix G
of the Tier II DEIS.
3.3 ALTERNATIVES ANALYSIS PROCESS
Following the May 2010 publication of the Richmond to Raleigh Project Tier II DEIS, more than 1,850
individuals and 50 agencies and organizations submitted comments. Many of the comments were several
pages in length, and most covered multiple topics. All comments were read and coded by topic(s) as well
as Richmond to Raleigh Project sections (where identified) to enable sorting. A series of eight internal
decision meetings were held by the Richmond to Raleigh Project team (comprised of representatives of
DRPT and NCDOT) to discuss comments received by section.
At the decision meetings, the Richmond to Raleigh Project team evaluated and compared impacts to the
natural and human environment and assessed information on speed, cost, and constructability for each
alternative.
The limiting speed was a critical factor in the review of preferred alternatives. Limiting speed is a subset
of design speed. It is the maximum train speed through the most restrictive curve within a section of the
Richmond to Raleigh Project corridor based on current design assumptions. In the absence of average
running speed, limiting speed is the most useful measure of how well an alternative met the need of a
proposed project to reduce travel time and improve fuel efficiency.
All comments on the Richmond to Raleigh Project Tier II DEIS pertaining to a section were reviewed and
discussed by the Richmond to Raleigh Project team, and preferences for alternatives were tallied. The
Richmond to Raleigh Project team based their recommendations for the preferred railroad alternative
(section by section) on all relevant information. In some sections, additional coordination, analysis, or
design work was undertaken prior to the Richmond to Raleigh Project team making a final
recommendation.
The Preferred Alternative for each section is shown in Table 1 and discussed below. Full details of
alternative alignments carried forward in the Tier II DEIS, but not selected as the Preferred Alternative,
are included in the Impact Matrix (Appendix A).
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 10

Table 1
Preferred Alternative by
Section
pr
SectionFrom
Appendix
Amm
Alternative
AA
001-010
Main Street Station
Centralia, VA
VA1
Richmond, VA
BB
010-016
Centralia, VA
North of Dunlop, VA
VA1
CC
017-028
North of Dunlop, VA
Collier Yard
VA1
Petersburg, VA
DD
028-033
Collier Yard
North of Burgess, VA
VA3
Petersburg, VA
A
034-038
North of Burgess, VA
North of Dinwiddie, VA
VA2
B
038-043
North of Dinwiddie, VA
South of Dinwiddie, VA
VAl
C
044-053
South of Dinwiddie, VA
South of Nottaway River
VA1
D
053-062
South of Nottaway River
North of Alberta, VA
VA4
E
063-066
North of Alberta, VA
South of Alberta, VA
VA1
F
067-070
South of Alberta, VA
South of Tower Road
VA1
Brunswick County, VA
G
071-074
South of Tower Road
Meherrin River
VA3
Brunswick County, VA
H
075-080
Meherrin River
North of Wray Road
VA1
Mecklenburg County, VA
I
080-083
North of Wray Road,
South of La Crosse, VA
VA1
Mecklenburg County, VA
J
084-087
South of LaCrosse, VA
North of Bracey, VA
VA2
K
087-091
North of Bracey, VA
Roanoke River
VA1
L
091-095
Roanoke River
North of Norlina, NC
VAl/NC1
M
096-102
North of Norlina, NC
Southwest of Norlina, NC
NU
N
103-106
Southwest of Norlina, NC
North of Middleburg, NC
NC1
O
107-111
North of Middleburg, NC
North of Henderson, NC
NC3
P
111-118
North of Henderson, NC
North of Kittrell, NC
NCI
Q
118-124
North of Kittrell, NC
Tar River
NC1
R
124-126
Tar River
North of Franklinton, NC
NCI
S
126-132
North of Franklinton, NC
North of Youngsville, NC
NC1
T
132-134
North of Youngsville, NC
North of Wake Forest, NC
NCI
U
135-142
North of Wake Forest, NC
North Raleigh, NC
NC1
V
142-151
North Raleigh, NC
Boylan Wye,
NC5
Raleigh, NC
Richmond to Raleigh Project
SEHSR Tier II Record of Decision, April 2016 11

3.3.1 ALTERNATIVE DECISIONS IN VIRGINIA
Please refer to Appendix A for details on all of the alternatives studied in detail for each section.
Sections AA, BB and CC extend for 27.13 miles from MP A-0 at Main Street Station in Richmond, VA,
along the active CSX S-Line and A -Line to MP A-27.5 at CSR's Collier Yard in Petersburg, VA. The
Preferred Alternative for these sections is VA1, as it was the only feasible alternative (utilizing the
existing rail alignment) for these sections through the Study Area due to dense development in the area, as
well as operational concerns.
Section DD extends for 5.66 miles from MP A-27.5 at CSR's Collier Yard in Petersburg, VA, along the
inactive Burgess Connector to MP 5-29. The Preferred Alternative for this section is VA3. It has fewer
stream impacts than Alternative VA2 (and the same as Alternative VA1); the lowest cost; no relocations;
and a positive rating for operability and constructability. Alternative VA3 does have slightly greater
wetland impacts (less than a quarter acre more), but those impacts will be fully mitigated. No public
comments expressed a preference for alternatives in this section. In addition, ROW required for
Alternative VA3 can be landscaped to blend into the surrounding "viewshed" and minimize visual
impacts to the Petersburg National Battlefield.
Section A extends for 4.95 miles from MP S-29 on the Burgess Connector and along the inactive CSX S-
Line to MP 5-34 north of Dinwiddie, VA. The Preferred Alternative for this section is VA2. This
alternative has the fewest wetland and stream impacts; similar impacts to historic resources compared to
Alternatives VAINA3; a better operability rating; and accommodates higher speeds.
Section B extends for 5.71 miles from MP 5-34 along the inactive CSX S-Line to MP S-40 through
Dinwiddie, VA. The Preferred Alternative for this section is VAL Alternative VA1 has fewer stream and
wetland impacts than Alternative VA3. Alternative VA1 has greater impacts to water resources, forested
uplands, and prime and other important farmland; two more residential relocations; and a larger total cost
compared to Alternative VA2. However, Alternative VA2 has a much lower limiting speed (which does
not support the purpose and need for the project) and a negative rating for operability and constructability.
In addition, Alternative VA2 has five more potential noise and vibration impacts (compared to
Alternative VA1) and one business relocation (whereas Alternative VA1 has none).
Section C extends for 10.75 miles from MP 5-40 along the inactive CSX S-Line to MP 5-51 south of
Dinwiddie, VA. The Preferred Alternative for this section is VA1, as all alternatives are on common
alignment.
Section D extends for 6.17 miles from MP 5-51 along the inactive CSX S-Line to MP 5-57.5 south of the
Nottaway River. The Preferred Alternative for this section is VA4, which was developed after the public
comment period for the Tier II DEIS through coordination with USAGE, USFWS, VDHR, and the
Virginia Department of Environmental Quality (VDEQ). The section -specific design objectives for
Alternative VA4 in this section were to reduce impacts to wetlands (compared to Alternative VA2), while
avoiding a Section 4(f) use of the NRHP-eligible Wynnhurst property, avoiding impacts to a population
of a Federally endangered species (Michaux's sumac), and maintaining a limiting speed of 110 mph.
Section E extends for 4.21 miles from MP 5-57.5 along the inactive CSX S-Line to MP 5-62 through
Alberta, VA. The Preferred Alternative for this section is VA1, which has fewer wetland and stream
impacts, residential relocations, and vibration impacts, as well as lower estimated construction costs than
alternatives V2 and V3.
Section F extends for 4.28 miles from MP 5-62 along the inactive CSX S-Line to MP 5-66.5 south of
Alberta, VA. The Preferred Alternative for this section is VA1, as all alternatives were on common
alignment.
Section G extends for 3.55 miles from MP 5-66.5 along the inactive CSX S-Line to MP 5-70 in
Brunswick County, VA. The Preferred Alternative for this section is VA3, based on the results of a "Least
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 12

Overall Harm" Analysis under Section 4(f) of the Transportation Act of 1966. This alternative minimizes
stream impacts while providing opportunities to mitigate impacts to the NRHP-eligible Tourist Guest
House property and avoiding impacts to other historic resources. Three other alternatives were considered
(VA1/VA2 and VA4); however, those alternatives presented greater environmental and historic impacts.
Section H extends for 5.53 miles from MP 5-70 along the inactive CSX S-Line to MP 5-76 in Brunswick
and Mecklenburg County, VA. The Preferred Alternative for this section is VA1, which has fewer
impacts to streams, prime and important farmland, and forested uplands, along with fewer noise and
vibration impacts. Although the alternative has somewhat higher total cost than Alternative VA2, the
long-term maintenance cost is anticipated to be lower.
Section I extends for 3.78 miles from MP 5-76 along the inactive CSX S-Line to MP S-80 through La
Crosse, VA. The Preferred Alternative for this section is VA I, which has fewer impacts to prime and
important farmland and forested acres, as well as lower cost than Alternative VA2.
Section J extends for 4.10 miles from MP 5-80 along the inactive CSX S-Line to MP 5-84 south of La
Crosse, VA. The Preferred Alternative for this section is VA2. Alternative VA2 is the Section 4(f)
avoidance alternative (i.e., it avoids impacts to historic resources protected under Section 4(f) of the
Transportation Act of 1966) in this section and minimizes impacts to streams, prime and important
farmlands, and forested uplands.
Section K extends for 4.96 miles from MP 5-84 along the inactive CSX S-Line to MP 5-89 through
Bracey, VA. The Preferred Alternative for this section is VAL This alternative is the Section 4(f)
avoidance alternative in this section and minimizes impacts to streams, wetlands, and prime and important
farmlands.
As shown in Figure 2, Section L is located in both Virginia and North Carolina. Section L extends for
5.75 miles from MP 5-89 in Virginia along the inactive CSX S-Line to MP 5-95 in North Carolina. The
Preferred Alternative for the Virginia portion of Section L is VAI/NCI. This alternative is the Section
4(f) avoidance alternative in Section L. The alternative has greater stream and wetland impacts compared
to VA2/NC2, but fewer impacts to prime and important farmlands, fewer residential relocations, fewer
noise and vibration impacts, and a lower total cost. In addition, it has a neutral constructability and
operability rating (compared to a negative rating for Alternative VA2/NC2) and has greater support from
the public.
3.3.2 ALTERNATIVE DECISIONS IN NORTH CAROLINA
Reflecting the statement above, the Preferred Alternative for the North Carolina portion of Section L is
VA 1 /NC l .
Section M extends for 6.14 miles from MP 5-95 along the partially active CSX S-Line to MP S-101
through Norlina, NC. The Preferred Alternative for this section is NCI. This alternative minimizes stream
impacts and has fewer impacts to forested uplands compared to Alternative NC2. Alternative NC 1 avoids
impacts to a repeater tower (for relaying radio dispatch signals) that is a contributing element to the
Raleigh and Gaston Railroad Corridor (an NRHP-eligible historic resource), whereas Alternative NC2
would require its relocation. In addition, the limiting speed for Alternative NCI (110 mph) is 30 mph
faster than that of Alternative NC2 (thereby supporting the purpose and need for the project).
Section N extends for 3.71 miles from MP 5-101 along the active CSX S-Line to MP 5-105 through
Manson, NC. The Preferred Alternative for this section is NC 1. This alternative minimizes impacts to
streams, prime and important farmlands, and forested uplands compared to Alternative NC2. Alternative
NC 1 also has fewer residential relocations, fewer potentially impacted noise receptors, and a positive
operability and constructability rating.
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 13

Section O extends for 4.70 miles from MP S-105 along the active CSX S-Line to MP S-I10 through
Middleburg, NC. The Preferred Alternative for this section is NC3. This alternative is the Section 4(f)
avoidance alternative in Section O; minimizes wetland, noise, and vibration impacts; and has the fewest
residential relocations. It does have greater stream and riparian buffer impacts; but, those impacts will be
fully mitigated. Coordination with USACE will take place during final design. Alternative NO also has
greater public support.
Section P extends for 7.99 miles from MP S-110 along the active CSX S-Line to MP S-118 through
Henderson, NC. The Preferred Alternative for this section is NC 1, as all Alternatives are on common
alignment.
Section Q extends for 7.70 miles from MP S-118 along the active CSX S-Line to MP S-125.75 through
Kittrell, NC. The Preferred Alternative for this section is NC 1. This alternative has slightly greater
impacts to prime and important farmland and forested uplands and three more residential relocations
compared to Alternative NC2; but otherwise, the impacts are comparable between alternatives. Based on
the lower limiting speed and negative rating for operability and constructability for Alternative NC2,
Alternative NC 1 is the preferred alternative.
Section R extends for 3.21 miles from MP S-125.75 along the active CSX S-Line to MP S-129 north of
Franklinton, NC. The Preferred Alternative for this section is NC This alternative has a more favorable
operability and constructability rating, coupled with a similar degree of impacts to the human and natural
environment compared to Alternative NC2. Alternative NCI would impact 500 fewer feet of streams than
Alternative NC2, but would impact more forested uplands and prime and important farmland.
Section S extends for 6.88 miles from MP S-129 along the active CSX S-Line to MP S-136 through
Franklinton, NC. The Preferred Alternative for this section is NC 1. This alternative has strong public
support (267 comments supported Alternative NC 1, while 3 supported Alternative NC2) and fewer stream
impacts.
Section T extends for 2.83 miles from MP S-136 along the active CSX S-Line to MP S-139 through
Youngsville, NC. The Preferred Alternative for this section is NC 1. This alternative has slightly more
impacts to streams, riparian buffers, wetlands, farmland, and forested uplands than Alternative NC2.
However, Alternative NC2 has a lower limiting speed and a negative rating for operability and
constructability.
Section U extends for 8.88 miles from MP S-139 along the active CSX S-Line to MP S-148 through
Wake Forest, NC. The Preferred Alternative for this section is NC 1. This alternative was selected
primarily to balance impacts to The Factory (a local baseball/softball complex) and Thales Academy (a
private school). While each alternative has some impact on The Factory, Alternative NC 1 would be least
harmful to its operation. Although The Factory is a private facility, its construction costs were defrayed
by a grant from Wake County, NC, in recognition of the financial contributions of visitors attending
annual tournaments. The facility is required to host baseball and softball tournaments throughout each
year as a condition of the grant. It is assumed the Thales Academy would be able to relocate within the
community; no comments were received from the Town of Wake Forest, the school, or the public
requesting that the Richmond to Raleigh Project avoid impacts to the school. Additionally, Alternative
NC 1 would avoid impacts to a large planned apartment complex located along Rogers Road.
Section V extends for 9.92 miles from MP S-148 along the active CSX S-Line and Norfolk Southern
"NS" Line to MP S-157.5 at Boylan Junction in Raleigh, NC. The Preferred Alternative for this section is
NC5, which was developed based on comments received on the Tier II DEIS. NCDOT received 320
comments from the public expressing preference for an alternative in Section V: 188 for Alternative NCI;
57 for Alternative NC2; and 75 for Alternative NC3. Additionally, an iterative series of alternative design
proposals (dubbed "NC4" and "hybrid") were submitted by citizens during the public comment period.
Based on concerns expressed by the public, community organizations, and Norfolk Southern about the
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 14

potential impacts of Alternative NC3, the Raleigh City Council held a public hearing on September 1,
2010, to receive additional input. The hearing was attended by more than 200 people. Afterward, the City
Council requested that NCDOT analyze the possibility of developing a "hybrid" approach through
downtown Raleigh.
In response to these requests, Alternative NC5 was developed and is the Preferred Alternative for Section
V. The alternative was endorsed by the Raleigh City Council on October 4, 2011, and minimizes impacts
to neighborhoods, freight operations, and historic resources. NC5 has the least impacts to streams, no
residential relocations, fewer business relocations compared to NC3 (but greater than NC 1 and NC2), and
only one severely impacted noise receptor (compared to 40 for the other alternatives). Additionally, apart
from the impact to the historic Raleigh and Gaston Railroad Corridor that is common among all
alternatives, Alternative NC5 has no additional impacts to historic resources.
4. SUMMARY OF ENVIRONMENTAL BENEFITS AND ADVERSE
EFFECTS
4.1 ADVERSE EFFECTS
Although the selection of the Preferred Alternative in each section of the Richmond to Raleigh Project
was largely driven by the goal of minimizing adverse effects to the human and natural environment,
construction of the Richmond to Raleigh Project over 162 miles of railroad ROW will have adverse
effects. As stated in Section 4.11.1 of the Richmond to Raleigh Project Tier II FEIS, the Preferred
Alternative will impact approximately 2,288 acres of potentially developable land (currently farm, forest,
open, or undeveloped). This land will be indefinitely lost from existing and future agricultural uses as
well as future development. In addition, FRA anticipates that this land will be removed from the tax rolls,
and as such will have a fiscal impact on both states.
The Richmond to Raleigh Project will have impacts to streams and wetlands, prime and important
farmlands, forested acreage, communities, residences, and businesses. A summary of impacts for each
section is provided in Table 2 and a detailed impact matrix is included as Appendix A. This information,
previously included in the Executive Summary of the Richmond to Raleigh Project Tier II FEIS, presents
a conservative assessment of the adverse effects (erring toward overstating rather than understating
impacts) of the Richmond to Raleigh Project. Where impacts were calculated based on aerial
photography, final designs will be based on physical surveys and will be more precise. During final
design development and permitting, additional efforts will be made to minimize impacts on a more site -
specific basis.
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 15

Table 2
Preferred Alternative Impact Summary
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Project impacts are discussed in Chapter 4 of the Tier II FEIS and further summarized in Appendix A of this document. "Farmland" refers to
Prime and Important Farmland impacts. "Noise" includes number of impacted and severely impacted receptors. "Vibration" refers to number of
impacted structures (single family, multi -family, and commercial).
4.2 BENEFITS
4.2.1 PROVIDING TRANSPORTATION OPTIONS
Demand modeling of potential passenger ridership and revenue generated from the high speed operations
determined that increasing speeds to 100 mph (even along a non -electrified corridor) and adding
frequencies (i.e., additional trips per day) would increase ridership by over 300% and revenues by more
than 600% (with enhanced fares) over current levels.
A summary of the 2013 Ridership/Revenue Study update is provided in Section 1.5 of the Tier II FEIS.
As shown in Table 3, in Virginia and North Carolina, a full -build of the Richmond to Raleigh Project
would increase passenger train ridership by over 1 million additional people than are anticipated under the
No -Build Scenario. (Note that the full -build scenario is a combination of the proposed service associated
with the implementation of the Richmond to Raleigh Project along with the baseline conventional service
that is anticipated regardless of the Richmond to Raleigh Project. This scenario supplements the baseline
Richmond to Raleigh Project
SEHSR Tier II Record of Decision, April 2016 16

North Carolina trains with new SEHSR Corridor trains.) Although the presence of SEHSR might
encourage some people to take the train that would not have otherwise traveled (induced travel), the
majority of riders are anticipated to divert to the train as opposed to other modes (air or automobile, for
example). This diverted traffic will lessen travel demands for those modes of transportation, potentially
mitigating projected increases in their use.
Table 3
Summary of Forecast Results
Base Line'
(No Build)
Year
2030
SEHSR
Corridor
(Full Build)
SEHSR
Corridor
(Full Build)
Year
2030
Year
2040
Ridership
North Carolina Service
Charlotte/Raleigh Trains
996,100
2,075,500
2,526,900
Virginia Service
Richmond/NorfolkNir inia Beach Trains
808,300
805,600
911,100
Lynchburg Trains
241,300
261,600
301,200
Amtrak Long Distance Trams
241,900
241,900
282,400
Total Ridership
2,287,600
3,384,600
4,021,600
Ticket Revenue 2013 dollars)
North Carolina Service
Charlotte/Raleigh Trains
$39,034,000
$138,667,000
$165,575,000
Virginia Service
Richmond/Norfolk/Virginia Beach Trains
$45,947,000
$57,799,000
$64,867,000
Lynchburg Trains
$15,070,000
$16,474,000
$18,825,000
Amtrak Long Distance Trains2
$30,474,000
$30,460,000
$35,277,000
Total Ticket Revenue
$130,525,000
$243,400,000
$284,544,000
Source: Southeast High Speed Rail Ridership, AECOM 2013
' Baseline (No Build): NC service includes 5 round trips Raleigh to Charlotte, withl round trip (the Carolinian) continuing to NY via the A -Line.
VA service includes 6 round trips that begin/end in Virginia including 5 round trips Richmond to NY/Boston, with 2 extending to/from Newport
News and 1 extending to/from Norfolk, and 1 round trip Lynchburg to NY/Boston; and 4 round trips provided by Amtrak Long Distance trains
that pass though NC and VA
z. Activity from NEC through NC only; includes connecting buses. Activity from NEC through NC only; includes connecting buses.
3 Full Build scenarios include SEHSR Corridor service for 8 round trips Raleigh to Charlotte, with 3 continuing to NY, and 1 starting in Raleigh
and continuing to NY; and 1 (the Carolinian) beginning in Charlotte continuing to NY via the CSX A -Line. Note that additional service associated
with the Richmond -Hampton Roads project was modeled separately.
4.2.2 SAFETY
The proposed improvements to existing at -grade crossings included in the Richmond to Raleigh Project
are in response to documented needs for increased safety. Safety improvements are currently underway
on active rail lines in North Carolina and Virginia to consolidate and close crossings, where possible, and
grade -separate (i.e., replace with bridges or underpasses) those that remain to separate vehicular and
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SEHSR Tier II Record of Decision, April 2016 17

pedestrian traffic from rail traffic. The effects of these at -grade crossing closures are enhanced rail, road
traveler, and community safety, as well as a more efficient overall transportation network.
One of the benefits of the Richmond to Raleigh Project is the opportunity to consolidate unsafe and
redundant at -grade rail crossings along the corridor into safer, grade -separated crossings that do not
adversely affect the surrounding communities. Increased train speeds and frequencies along the
Richmond to Raleigh Project corridor will require an increased degree of protection at crossings. The
safest such measure is the closure and consolidation of at -grade crossings in proximity to each other,
rerouting traffic to new or existing bridges or underpasses. In addition, crossing closures can save money
by eliminating installation and maintenance costs associated with warning devices, crossing surfaces, and
foliage removal to improve sight distance. Consolidating crossings also improve a community's quality of
life by eliminating noise from train horns sounded at crossings. An additional benefit is that grade
separations are an "always open" crossing of the rail line for the community. This is especially important
for emergency vehicle operations.
4.2.3 ECONOMIC BENEFITS
As stated in the Tier II FEIS, construction of the Richmond to Raleigh Project is estimated to create
23,952 temporary full-time jobs for individuals to upgrade the railroad road bed, install signal and safety
devices, build frontage/service roads, improve grade -separated crossings, and build bridges to replace at -
grade crossings (KPMG, 1995). Additional jobs, possibly within the Study Area, would be created within
the manufacturing sector to produce the equipment and materials needed to make these improvements.
The additional jobs would increase income, generate tax revenue, and benefit the regional economy.
During construction, the economic impact would depend on the location of the firms supplying labor and
materials. It is estimated that a high percentage of the new employment during the construction phase
would come from within the SEHSR Corridor. Communities along the SEHSR Corridor will also benefit
as construction crews spend money in local hotels, restaurants, and shops.
The impact from operation expenditures would likely be more concentrated; the majority of new jobs
would likely be created in communities served by the proposed service. Ticket agents and other railroad
personnel are likely to be located in these communities and the secondary impacts of their employment
would be spread throughout the areas in which stations are located. Once high speed rail service is in
place there would be additional needs such as maintaining the equipment and the track.
However, it is feasible that once the system is up and running, railroad personnel could live anywhere
along the corridor and use the system to get to their work location. In addition, the installation of high
speed -compatible track will enable even communities without stations to benefit from potential freight
enhancements, which would be an added industrial incentive for all communities in the Study Area.
Likewise, it is possible that towns not served by a high speed rail station could potentially be served by a
regional passenger train, thereby allowing access to high speed rail service at an adjacent high speed
served station.
4.2.3 CONCLUSIONS
In summary, the substantial long-term positive economic, environmental, and fiscal benefits of high speed
rail in the SEHSR Corridor will include:
Creation of jobs in the railroad, roadway, commercial, and residential construction industries, as
well as railroad operation and maintenance
Increased manufacturing jobs in the rail passenger transportation industry, including car,
equipment, and part manufacturers
Enhanced economic development and revitalization of urban areas around stations, creating jobs
in the office, commercial, hotel, and housing management industries
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SEHSR Tier H Record of Decision, April 2016 18

• Increased tourism
• Improved transportation safety, including enhanced safety at rail crossings
• Improved speed and reduced cost of service for freight -rail commerce
• Reduced dependence on highways and airports, leading to:
o Reduced use of carbon fuel, leading to:
■ Reduced greenhouse gas (GHG) emissions
■ Reduced dependence on foreign oil
o Reduced need to build new (or widen existing) highways
o Deferred need to invest in airport expansions
o Reduced transportation delays, including reduced truck congestion on interstates
• Increased productivity of business travel through consistently reliable and comfortable travel
combined with the potential for reduced business -travel expenses
• Increased generation of personal and business income and sales
• Additional generation of tax revenues for both Virginia and North Carolina
• Billions of dollars in sustainable economic development.
5. COMMENTS RECEIVED ON THE FEIS
FRA distributed the Tier II FEIS to various Federal and State agencies, organizations, and municipalities
along the Richmond to Raleigh Project corridor. For a complete list, see Chapter 6 of the Tier II FEIS.
Hard copies of the complete document were provided at 13 viewing locations (9 in Virginia and 4 in
North Carolina). Two written comments were received on the Tier II FEIS, as summarized below and
shown in Appendix B.
5.1 U.S. ENVIRONMENTAL PROTECTION AGENCY (USEPA)
(REGIONS 3 AND 4)
The USEPA recommended that the ROD reference the CEQ's 2014 Revised Draft Guidance for
Greenhouse Gas Emissions and Climate Change Impacts, which went into effect in March 2015. More
information about this guidance can be found at:
https://www.whitehouse. gov/administration/eop/ceq/initiatives/ngpa/ghti-tzuidance.
Section 4.17.1 of the Tier II FEIS examined the national effect of the proposed Richmond to Raleigh
Project. The assessment stated that the Richmond to Raleigh Project would promote energy efficiency and
environmental quality by reinforcing efforts to foster energy independence and renewable energy, and
reduce pollutants and GHG emissions. Rail is already among the cleanest and most energy efficient of the
passenger transportation modes. Findings from the National Surface Transportation Policy and Revenue
Study Commission (109'b Congress, 2007) indicate that the expansion of intercity passenger rail would
also address important national goals related to climate change and energy use. The Commission
summarized the benefits associated with an expanded intercity passenger rail service:
• Relieve highway and airway congestion
• Improve public safety and air quality
• Reduce fuel consumption per passenger mile, potentially reducing the nation's dependence on
imported oil
• Help mitigate the negative impacts of short or prolonged energy supply disruptions and energy
price increases
• Provide land use and travel pattern changes that could improve air and water quality, as well as
aesthetic appeal
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SEHSR Tier H Record of Decision, April 2016 19

• Provide mobility and economic development opportunities to smaller communities with little or
no other access to public transport
• Assure a redundant transportation mode for use in emergency situations
• Provide a mobility option for individuals who do not drive or fly (109t' Congress, 2007, p. 7-8).
For these reasons, FRA anticipates that the Richmond to Raleigh Project will have a beneficial impact on
GHG emissions in the Study Area.
USEPA agreed with the approach FRA took to address their comments on the Tier II DEIS. FRA has
committed to the development of a Compensatory Mitigation Plan during Clean Water Act Section
401/404 permitting. FRA has also committed to performing a detailed noise analysis during the final
design phase of the Richmond to Raleigh Project, per FRA's high speed rail noise procedures, to
determine if additional measures or mitigation are required for noise or vibration impacts. USEPA
proposed that a pedestrian bridge be located in the vicinity of Wake Forest Elementary School to allow
students to safely cross over railroad tracks. The Richmond to Raleigh Project designs currently include a
pedestrian bridge with stairs along Elm Avenue near the school. Additional design and analysis is needed
to coordinate the implementation of an Americans with Disabilities Act (ADA) compliant pedestrian
crossing of the railroad in this location. NCDOT and FRA have committed to coordinate the final design
and selected access alternatives (e.g., elevators, ramps, or tunnel) with the Town of Wake Forest and the
state historic preservation office (due to potential impacts to the Downtown Wake Forest Historic
District). USEPA also noted that the ROD would include commitments to address issues associated with
Section 106 compliance.
5.2 U.S. ARMY CORPS OF ENGINEERS, NORFOLK VIRGINIA
The USACE noted in their comments that FRA's responses to USACE comments on the Tier II DEIS
indicated an understanding of their concerns. USACE noted that they will consider all comments from the
public, including Federal Advisory Agencies, in determining the final Least Environmentally Damaging
Practicable Alternative (LEDPA). The USACE stated that the measures identified in the Tier II FEIS to
avoid and minimize the substantial impacts to streams and wetlands associated with the Richmond to
Raleigh Project should be implemented. USACE advised that potential future stations be located outside
of waters of the United States.
USACE also noted the discussion of mitigation in Section 4.1.6.3 of the Tier II FEIS, which is expanded
in Section 6 below. USACE recommended that the Richmond to Raleigh Project proponents remain
informed about mitigation credit availability if the Richmond to Raleigh Project goes forward for
permitting. The comments also note that FRA is the lead Federal agency to fulfill the collective Federal
responsibilities under Section 106 of the National Historic Preservation Act of 1966 and is the lead
Federal agency for consultation with the USFWS concerning the potential effects to Federally listed
threatened and endangered species.
6. MITIGATION MEASURES AND MONITORING PROGRAM
Mitigation is defined in NEPA regulations (40 CFR Section 1508.20 and 40 CFR Part 230) as efforts that
a) avoid, b) minimize, c) rectify, d) reduce or eliminate, or e) compensate for adverse impacts to the
environment. Mitigation of wetland impacts is recommended in accordance with Clean Water Act (CWA)
Section 404(b)(1) Guidelines (40 CFR Part 230), mitigation policy mandates articulated in the
USACE/USEPA MOA (Page and Wilcher, 1990), Executive Order 11990 (42 FR 26961 [1977]),
USFWS mitigation policy directives (46 FR 7644-7663 [ 1981 ]), and the USACE/USEPA New Mitigation
Rule (Compensatory Mitigation for Losses of Aquatic Resources; Final Rule; 33 CFR Parts 325 and 332
and 40 CFR Part 230, effective on June 6, 2008).
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 20

As stated in the Richmond to Raleigh Project Commitments, a compensatory mitigation plan will be
developed during the 401/404 permitting process. The plan will be compliant with the 2008 EPA/USACE
Final Mitigation Rule, as issued on April 10, 2008 (73 FR 19594).
CWA Section 404(b)(1) Guidelines, the USACE/USEPA MOA, and Executive Order 11990 stress
avoidance and minimization as primary considerations for protection of waters of the United States.
These efforts, and other measures that may be implemented later in the design process in consultation
with the USACE, are described below.
6.1 AVOIDANCE AND MINIMIZATION
The Richmond to Raleigh Project designs attempt to maximize use of the existing rail ROW in order to
avoid new impacts to aquatic resources. However, due to the need to straighten curves (to meet design
speed dictated by purpose and need) or to avoid impacts to other resources (such as historic properties),
there are occasions when it is necessary for Richmond to Raleigh Project impacts to extend outside the
existing ROW. During the development of the preliminary engineering designs, efforts were made to
avoid and minimize impacts to wetlands and streams wherever practicable. Where stream crossings were
unavoidable, they were located, within design constraints, as perpendicular as practicable, in order to
minimize the length of stream impacted. Bridges are generally preferred over culverts for road crossings
to minimize impacts to streams.
6.2 OTHER AVOIDANCE AND MINIMIZATION MEASURES
Jurisdictional impacts have been minimized by reducing, where applicable, fill slopes at stream and
wetland crossings. Conservative use of culverts and sensitive placement of drainage structures have been
applied to minimize degradation of water quality and reduce adverse impacts on aquatic habitat viability
in streams and tributaries. Sediment and erosion control measures will not be placed in wetlands or
streams, and outfalls will be designed to prevent adverse impacts to the receiving stream or wetland.
Elimination of construction staging areas in floodplains or adjacent to streams, wetlands, and tributaries
will help reduce the potential for petroleum contamination or discharges of other hazardous materials into
receiving waters. Impacts to riparian buffers and stream bottom habitat will be minimized to the extent
practicable. All relevant directives with regards to invasive species will be complied with during
construction. More detailed information concerning potential impacts to "other waters" and mitigation
may be developed during the final design and permitting phases of the Richmond to Raleigh Project.
6.3 COMPENSATORY MIGITATION
The purpose of compensatory mitigation is to replace the lost functions and values from the impact of a
project to waters of the United States. Mitigation activities include restoration, creation, enhancement, or
preservation of wetlands and streams. The amount of mitigation required is determined on a case -by -case
basis. Mitigation needs will be determined in consultation with USACE and the individual states will be
responsible for providing necessary mitigation. The discussion below summarizes the approaches
Virginia and North Carolina currently use for developing and securing mitigation credits for
environmental actions.
Typical mitigation ratios (amount of mitigation required compared to amount impacted) for wetland
mitigation are 2:1 for restoration (meaning 2 acres must be restored for every 1 acre impacted), 3:1 for
creation, from 3:1 to 9:1 for enhancement, and from 10:1 to 20:1 for preservation, depending on the type
and quality of the wetland being preserved and the extent of uplands included in the preserved area.
Typical ratios for stream mitigation are 2:1 (2 feet of mitigation for every 1 foot impacted) for restoration,
4:1 for enhancement, and 10:1 for preservation. In Virginia, the Unified Stream Methodology (USM)
(VDEQ, 2007), developed jointly by the Norfolk District and the VDEQ, provides a guide for
determining appropriate stream compensation requirements. Offsite stream mitigation guidelines were
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SEHSR Tier H Record of Decision, April 2016 21

developed in 2008 (VDEQ, 2008). Appropriate specific mitigation ratios for the Norfolk and Wilmington
District USACE will be applied during the Section 404 permitting process.
DRPT and NCDOT are responsible for developing compensatory mitigation separately for their
respective portions of the Richmond to Raleigh Project according to 33 CFR Parts 325 and 332. This rule
creates a flexible preference for the use of mitigation bank credits to satisfy requirements for mitigation,
since banks can help reduce many of the risks and uncertainties associated with compensatory mitigation.
The watershed approach to mitigation also provides for application of in -lieu fee programs and permittee-
responsible mitigation.
In Virginia, mitigation will be provided through the use of mitigation banks and/or the Virginia Aquatic
Resources Trust Fund (VARTF). The VARTF pursues stream and wetland mitigation projects throughout
Virginia as an in -lieu fee program. It is administered in partnership with the USACE Norfolk District and
The Nature Conservancy in Virginia. The use of the VARTF as a mitigation option is at the discretion of
the appropriate regulatory agencies. Currently, 12 USACE-pending and 22 USACE-approved mitigation
banks are listed for the seven Norfolk District hydrologic units (HU) intersected by the Richmond to
Raleigh Project (Regional Internet Banking Information System or "RIBITS"). However, no credits are
listed as "available" for the Roanoke River Basin or the Meherrin (03010204) HU of the Chowan River
basin. Bank credit availability may not be currently adequate for potential Richmond to Raleigh Project
wetland impacts in the Nottoway (03010201) HU or stream impacts in the Blackwater (03010202) HU of
the Chowan River basin. As stated in Section 5.2, Richmond to Raleigh Project proponents will remain
informed about mitigation credit availability when the Richmond to Raleigh Project advances for
permitting and will work with VARTF to ensure that adequate mitigation credits are available.
In North Carolina, mitigation will be provided through coordination with the North Carolina Division of
Mitigation Services (DMS) within the same HU as the potential impacts to jurisdictional waters occur.
The USACE, NCDOT, and NC Department of Environment and Natural Resources entered into a MOA
in July 2003 that established procedures for providing compensatory mitigation through the North
Carolina Ecosystem Enhancement Program (NCEEP, now called DMS) to offset impacts to streams and
wetlands from NCDOT projects. The three parties agreed that mitigation for transportation projects
should occur before impacts and use a watershed approach. The agreement was updated based on the June
2008 Federal Mitigation Rule in July 2010 with an agreement between the current DMS program,
USACE, USFWS, NC Wildlife Resources Commission (NCWRC), the North Carolina Division of Water
Quality (now called the Division of Water Resources [NCDWR]), the North Carolina Division of Coastal
Management (NCDCM), and the National Marine Fisheries Service (NMFS).
Appropriate compensatory mitigation requirements for wetland and stream impacts from the Preferred
Alternative will be determined in consultation with the appropriate Federal and State environmental
resources and regulatory agencies prior to project permitting.
6.4 MONITORING
In Virginia, the most recent guidance on monitoring for stream mitigation projects was finalized in 2004
(Norfolk District Corps and Virginia Department of Environmental Quality Recommendations for
Wetland Compensatory Mitigation: Including Site Design, Permit Conditions, Performance Criteria, and
Monitoring Criteria). At the beginning of a project to develop stream or wetland mitigation credits, the
State approves a Project Plan, which includes a Contingency Plan for dealing with issues during
construction and monitoring to ensure that success criteria for the Richmond to Raleigh Project have been
met.
The Project Plan guidance states that monitoring and long-term management responsibilities should be
identified in the contingency plan and that methods should be developed to measure success criteria for
the Richmond to Raleigh Project, which may include plant survival, the presence or absence of invasive
species, and verification of the planned stream or wetland hydrologic regime. The guidance also requires
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 22

the preparation of monitoring reports to show that minimum requirements of the Project plan have been
met. The final monitoring report is required to include an assessment of the condition of the site following
mitigation monitoring. The USACE or VDEQ may require an independent, post -construction assessment.
In North Carolina, requirements for stream restoration projects were most recently updated by DMS in
February 2014 (NCEEP, 2014). The requirements include development of a Mitigation Plan (the North
Carolina equivalent of the Project Plan) and a baseline monitoring report that details project success
criteria. Monitoring duration will depend on the type of mitigation provided and the ability of the
Richmond to Raleigh Project to meet success criteria. DMS requirements for project closeout were most
recently updated on March 5, 2015 (NCEEP, 2015). Closeout and acceptance of final mitigation credits
takes place after approval from the Interagency Review Team (IRT), which includes the NC Department
of Environmental Quality (NCDEQ), NCDOT, and the USACE.
7. FINAL SECTION 106 PROCESS PROGRAMMATIC AGREEMENT
(PROCESS PA) AND STATE -SPECIFIC MEMORANDA OF
AGREEMENT (MOA)
Section 106 of the National Historic Preservation Act of 1966 (Section 106), as amended (16 U.S.C.
306108), and implementing regulations (36 CFR Part 800) require Federal agencies to consider the effects
of their actions on historic properties and to afford the Advisory Council on Historic Preservation
(ACHP) an opportunity to comment if the action would result in an adverse effect on a property listed on
or eligible for the NRHP.
The potential effect of the Richmond to Raleigh Project on archaeological and historic architectural
resources was evaluated in accordance with Section 106. According to the criteria for Effect and Adverse
Effect developed by the ACHP (36 CFR Section 800.5), potential effect is determined based upon the
following:
No Effect - There would be no effect, neither adverse nor beneficial, on potential cultural
resources.
No Adverse Effect - There would be an effect, but it is determined that the effect would not
compromise those characteristics that qualify the property for listing on the NRHP. Archeological
sites may be "adversely affected" when they are threatened with unavoidable physical destruction
or damage.
Adverse Effect - There would be an effect that would compromise the physical and/or historic
integrity of the resource.
Where the Richmond to Raleigh Project has been determined to have an adverse effect on historic
resources, Section 106 requires that efforts be undertaken to avoid, minimize, or mitigate the adverse
effects. As part of this process, consultation has taken place and is ongoing with FRA, the Virginia
Department of Historic Resources (VDHR), North Carolina State Historic Preservation Office (NC-
HPO), and other "consulting parties," such as the National Park Service, local historical societies, and
property owners. Currently, no unresolved issues are associated with the proposed action.
FRA, the Virginia State Historic Preservation Officer, the North Carolina State Historic Preservation
Officer, DRPT, NCDOT, and the ACHP have developed a Programmatic Agreement (Process PA) for the
entire Tier I SEHSR corridor to provide a consistent process for considering the effects of each portion of
the SEHSR on historic properties and resolving adverse effects where appropriate. The draft agreement
was included in the Tier II FEIS and the final, signed agreement is included in Appendix C.
The Process PA specifies that when proposed improvements within the SEHSR result in a finding of
adverse effects to historic properties, FRA and the appropriate State Rail Transportation Agency shall
develop an MOA to identify measures to avoid, minimize, and mitigate the adverse effects prior to
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 23

beginning any work on that portion of the SEHSR Project. As described in the Tier II FEIS, 149 unique
historic resources within the Richmond to Raleigh Project corridor are protected under Section 106
(several properties are considered both historic architecture and archaeology resources). Of these, the
Preferred Alternative will have an adverse effect on 26 resources. In accordance with the Process PA,
MOAs were developed to describe specific efforts that will be undertaken to avoid, minimize, and
mitigate the adverse effects of the Richmond to Raleigh Project on these resources.
An MOA specific to each state was developed for Virginia and North Carolina for the Richmond to
Raleigh Project. The signed MOAs are included in Appendix D.
8. FINAL DETERMINATIONS UNDER SECTION 4(F) OF THE
Section 4(f) of the Department of Transportation Act of 1966, as set forth in Title 49 United States Code
(USC) Section 303, protects publicly owned parks, recreation areas, and wildlife/waterfowl refuges, as
well as historic sites listed or eligible for listing in the NRHP and archaeological sites that are listed or
eligible for inclusion in the NRHP and warrant preservation in place. These lands can only be used for a
federally funded transportation project if there is no other feasible and prudent alternative and the project
incorporates all possible planning to minimize harm.
The Tier II EIS was prepared in accordance with FRA Procedures for Considering Environmental Impacts
(64 FR 28545, May 26, 1999). In addition, the Tier H EIS also followed the procedures for implementing
Section 4(f) outlined in 23 CFR 774 (March 12, 2008), which apply to the FHWA and FTA. Although
FRA is not directly subject to this rule, FRA has determined these procedures are appropriate for use for
the Richmond to Raleigh Project Tier 11 EIS.
Section 4(f) use, as defined in 23 CFR 774.17, occurs in the following cases:
• Land is permanently incorporated into a transportation facility through partial or full acquisition
(i.e., "use").
• There is temporary occupancy of land that is adverse in terms of the preservationist purpose of
Section 4(f) (i.e., "temporary use").
• There is no permanent incorporation of land, but the proximity of a transportation facility results
in impacts so severe that the protected activities, features, or attributes that qualify a resource for
protection under Section 4(f) are substantially impaired (i.e., "constructive use"). Examples of
constructive use include substantial increases in noise levels at an outdoor amphitheater,
impairment to aesthetics, and restrictions on access to a resource.
If the use of a Section 4(f) resource will occur due to a proposed action, a Section 4(f) evaluation must be
prepared. The Section 4(f) evaluation determines whether there is a feasible and prudent alternative to the
use of land from a Section 4(f) resource and, if not, whether the proposed action includes all possible
planning to minimize harm to the resource resulting from its use.
According to 23 CFR 774.17, an alternative is not feasible if it cannot be built as a matter of sound
engineering judgment. Likewise, an alternative is not prudent if:
i. It compromises the project to a degree that it is unreasonable to proceed with the project in light
of its stated purpose and need;
ii. It results in unacceptable safety or operational problems;
iii. After reasonable mitigation, it still causes:
a. Severe social, economic, or environmental impacts;
b. Severe disruption to established communities;
c. Severe disproportionate impacts to minority or low income populations; or
d. Severe impacts to environmental resources protected under other Federal statutes;
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 24

iv. It results in additional construction, maintenance, or operational costs of an extraordinary
magnitude;
v. It causes other unique problems or unusual factors; or
vi. It involves multiple factors in paragraphs (3)(i) through (3)(v) of this definition, that while
individually minor, cumulatively cause unique problems or impacts of extraordinary magnitude.
Where analysis concludes there is no feasible and prudent avoidance alternative, the alternative that
causes the least overall harm to Section 4(f) resources must be selected. This determination is made by
balancing the factors listed in 23 CFR 774.3(c):
i. The ability to mitigate adverse impacts of each Section 4(f) property (including any measures that
result in benefits to the property);
ii. The relative severity of the remaining harm, after mitigation, to the protected activities, attributes,
or features that qualify each Section 4(f) property for protection;
iii. The relative significance of each Section 4(f) property;
iv. The views of the official(s) with jurisdiction over each Section 4(f) property;
v. The degree to which each alternative meets the purpose and need for the project;
vi. After reasonable mitigation, the magnitude of any adverse impacts to resources not protected by
Section 4(f); and
vii. Substantial differences in costs among the alternatives.
The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-
LU) of 2005 (23 USC 101), amended existing Section 4(f) legislation to simplify the processing and
approval of projects that have only de minimis impacts on resources protected by Section 4(f). For historic
resources, a de minimis impact means that the Federal transportation agency has determined that, in
accordance with 36 CFR 800, no historic property is affected by the project or the project will have no
adverse effect on the property in question. If after consideration of any impact avoidance, minimization,
and mitigation or enhancement measures, a transportation project results in a de minimis impact on a
Section 4(f) property, an analysis of avoidance alternatives is not required and the Section 4(f) evaluation
process is complete. For historic and cultural resources, the State Historic Preservation Officer (SHPO) or
Tribal Historic Preservation Officer (THPO), and the ACHP (if participating in the consultation process),
must concur in writing with this determination. For other 4(f) resources, such as parks and wildlife
refuges, the official with jurisdiction over the resource must concur with the de minimis determination.
FRA's coordination with the U.S. Department of the Interior (U.S. DOI) was ongoing throughout the
duration of the Richmond to Raleigh Project. U.S. DOI reviewed the Tier lI DEIS and provided
comments, concurring with FRA's determination that there are no feasible and prudent alternatives to the
uses of Section 4(f) resources, and recommending that FRA continue consultation with the North
Carolina and Virginia SHPOs and other Section 106 consulting parties to determine the appropriate
mitigation measures for the adverse effects the Raleigh to Richmond Project will have on historic and
cultural resources, and to develop MOAs detailing those mitigation measures. The signed MOAs are
included in Appendix D.
With regard to the determination of effects to the Petersburg National Battlefield, FRA coordinated
directly with the U.S. DOI. In September 2014, U.S. DOI was supplied a draft of the Final 4(f)
Evaluation for review, and additional coordination took place in February -April 2015. The following
commitment was agreed upon and is included in the Richmond to Raleigh Project commitments: The
Richmond to Raleigh Project team will coordinate with the National Park Service (NPS) regarding the
need for 30 to 50 feet of right-of-way along the western portion of the Fort Wadsworth Unit of the
Petersburg National Battlefield. In a letter dated March 4, 2009, the Petersburg National Battlefield
superintendent stated that the Richmond to Raleigh Project may mitigate potential adverse effects to the
Fort Wadsworth Unit from a land exchange that is subject to a NEPA and Section 106 process. This land
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 25

exchange will be negotiated during the final design stage of the Richmond to Raleigh Project and will be
subject to all NPS land acquisition policies, including those identified in the March 4, 2009 letter from the
Petersburg National Battlefield superintendent. The cost of these due diligence requirements are to be
borne by the project proponent(s) and not the NPS.
U.S. DOI reviewed the Tier II FEIS and had no additional comments on FRA's Section 4(f) Evaluation.
The Tier II FEIS included a Section 4(f) Evaluation (Chapter 5) that assessed whether there are feasible
and prudent alternatives to the Richmond to Raleigh Project using land from resources protected by
Section 4(f). Final Section 4(f) determinations are included below.
8.1 FINAL DETERMINATIONS UNDER SECTION 4(F)
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Seaboard Air Line Railroad Corridor resource, and the proposed action includes all possible planning
to minimize harm to the Seaboard Air Line Railroad Corridor resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Atlantic Coast Line Railroad Corridor resource, and the proposed action includes all possible planning
to minimize harm to the Atlantic Coast Line Railroad Corridor resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Williams Bridge Company resource, and the proposed action includes all possible planning to
minimize harm to the Williams Bridge Company resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Richmond & Petersburg Electric Railway resource, and the proposed action includes all possible
planning to minimize harm to the Richmond & Petersburg Electric Railway resource resulting from such
use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Chester Historic District resource, and the proposed action includes all possible planning to minimize
harm to the Chester Historic District resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Eichelberger House resource, and the proposed action includes all possible planning to minimize harm
to the Eichelberger House resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Defense Road resource, and the proposed action includes all possible planning to minimize harm to
the Defense Road resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Dimmock Line/Earthworks resource, and the proposed action includes all possible planning to
minimize harm to the Dimmock Line/Earthworks resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Bridge over Defense Road resource, and the proposed action includes all possible planning to
minimize harm to the Bridge over Defense Road resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Tourist Guest House resource, and the proposed action includes all possible planning to minimize
harm to the Tourist Guest House resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the La Crosse Commercial Historic District resource, and the proposed action includes all possible
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 26

planning to minimize harm to the La Crosse Commercial Historic District resource resulting from such
use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Henderson Historic District and Proposed Boundary Expansion resource, and the proposed action
includes all possible planning to minimize harm to the Henderson Historic District and Proposed
Boundary Expansion resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the South Henderson Industrial Historic District resource, and the proposed action includes all possible
planning to minimize harm to the South Henderson Industrial Historic District resource resulting from
such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Franklinton Historic District (Includes Sterling Mill Historic District) resource, and the proposed
action includes all possible planning to minimize harm to the Franklinton Historic District (Includes
Sterling Mill Historic District) resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Gulf Petroleum Products Warehouse resource, and the proposed action includes all possible planning
to minimize harm to the Gulf Petroleum Products Warehouse resource resulting from such use.
Based upon the above considerations, there is no feasible and prudent alternative to the use of land from
the Raleigh and Gaston Railroad Corridor resource, and the proposed action includes all possible planning
to minimize harm to the Raleigh and Gaston Railroad corridor resource resulting from such use.
9. RICHMOND TO RALEIGH PROJECT SCHEDULE & NEXT STEPS
Final Tier II Draft EIS Published
8 Public Hearings Held on Tier II DEIS
(4 in VA, 4 in NC)
Public Update Meetings
(2 in VA and 3 in NC)
Recommendation Report Published
Tier II FEIS Published
Tier II ROD
Property Acquisition
Construction (with 3-5 year Build Out)
Begin SEHSR Passenger Service
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016
May 2010
July 2010
July 2011 through February 2013
- April2012
- September 2015
- Spring 2016
- Schedule subject to funding
- Schedule subject to funding
(at least two years after ROD)
- Schedule subject to funding
27

IO.CONCLUSION
FRA has reached a decision that most closely aligns with FRA's statutory mission and responsibilities,
based on consideration of the information contained in the Tier H EIS documents. FRA approves the
Richmond to Raleigh Project based on the Selected Alternative identified in the Tier H FEIS and ROD.
FRA has selected this alternative because it:
1. Best satisfies the Purpose and Need for the proposed action
2. Minimizes impacts to the human and natural environment by using existing active and inactive
railroad corridors to the extent practicable and incorporating other mitigation measures.
Accordingly, this alternative has been selected based on processes in compliance with NEPA and other
applicable requirements and may be advanced.
PaurNissenbaum
Associate Administrator for
Railroad Policy and Development
Federal Railroad Administration
Date: ���c
Richmond to Raleigh Project
SEHSR Tier II Record of Decision, April 2016 28

11AEFERENCES
109th Congress — National Surface Transportation Policy and Revenue Study Commission. Vision for the
Future: U.S. Intercity Passenger Rail Network through 2050. December 6, 2007. Page 2.
http://www.goiam.org/uploadedfiles/tcunion/tcu_top stories/future vision 2007.pdf
KPMG. 1995. Economic Impact Analysis. Data for NC only, updated to 2008 dollars (based on the
consumer price index, South Urban Region). Bureau of Labor Statistics.
http://data.bls.g_ov/PDQ/servlet/SurveyOuiputServlet. Accessed 7/09/09.
NC Division of Mitigation Services (NCDMS). 2014. As -built Baseline Monitoring Report: Format, Data
Requirements, and Content Guidance. North Carolina Department of Environment and Natural
Resources. February 2014.
http://portal.ncdenr.org/c/document library/get file?p 1 id=60409&folderld=18877169&name=
DLFE-86605.pdf
NCDMS (North Carolina Ecosystem Enhancement Program). 2015. NCEEP Project Closeout Report
Template. North Carolina Department of Environment and Natural Resources. March 2015.
http://portal.ncdenr.org/c/document_librar/get file?p 1 id=60409&folderld=18877169&name=
DLFE- 11 1008.pdf
Page, R.W., and L.S. Wilcher. 1990. The Determination of Mitigation Under the Clean Water Act Section
404(b) (1) Guidelines. Memorandum of Agreement between the Department of the Army and the
Environmental Protection Agency. Assistant Secretary of the Army, Civil Works and Assistant
Administrator for Water, U.S. Environmental Protection Agency, respectively. February 6.
Available at: http://water.epa.gov/lawsregs/guidance/wetlands/mitigate.cfm
VDEQ (Virginia Department of Environmental Quality). 2004. Norfolk District Corps and Virginia
Department of Environmental Quality Recommendations for Wetland Compensatory Mitigation:
Including Site Design, Permit Conditions, Performance Criteria, and Monitoring Criteria.
Website viewed November 2, 2015:
http://www.deq.vir ig nia.gov/Portals/O/DEQ/Water/WetlandsStreams/mitigationrecommendabbre
yjuly2004.pdf
VDEQ (Virginia Department of Environmental Quality. 2007. Unified Stream Methodology (USM).
USACE and VDEQ, January 2007. Website viewed November 2, 2015:
http://www.deq.vir i_.ng ia.gov/Portals/O/DEQ/Water/WetlandsStreams/USMFinal_01-18-07.pdf
VDEQ (Virginia Department of Environmental Quality. 2008. Virginia Off -site Mitigation Location
Guidelines. Website viewed November 2, 2015:
http://www.deq.vir inia.gov/Portals/O/DEQ/\Vater/WetlandsStreamsNA Offsite Mit Guideline
s.pdf
Richmond to Raleigh Project
SEHSR Tier H Record of Decision, April 2016 29

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LOCATION: ROGERS ROAD (SR 2052) GRADE SEPARATION
OVER CSX RAILROAD (CROSSING 1110.633 905 Y)
AT MILE POSTS 142.53
TYPE OF WORD: GRADING, PA VING, WIDENING, DRAINAGE, CULVERT,
STRUCTURE, RETAINING WALLS, UTILITIES, AND SIGNAL
END CONSTRUCTION
-Y2- Sta. 11 + 00.00
W rt
Z U— ROGERS RD.
(SR 2052)
W
BEGIN CONSTRUCTION
-Y3- Sta. 12 + 00.00
BEGIN BRIDGE
—L— Sta. 28 87.50
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-D R1- Sta. 13 + 02.42
END BRIDGE
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END CONSTRUCTION
-D RY5- Sta. 13 + 00.00
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STATE
STATE PROJECT REFERENCE NO.
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NO.
TOTAL
SHEETS
N.C.
P-5707
I
STATE PROD. NO.
F. A. PROJ. NO.
DESCRIPTION
44643.1.1
PE
44643.2.1
ROW & UTILITIES
44643.3.1
CONSTRUCTION
END TIP PROJECT P-5707
-L- Sta. 52 + 65.05
BEGIN CO rRUCTION
-DRYS Sta. 10 + 25.00
S-030R1 - REVISED
90% ROADWAY PLANS
DATE: 10/04/2019
PROPOSED SIGNAL
INCOMPLETE PLANS
D® NOT USE FOR ROW ACQUISITION
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
el PLANS PREPARED BY: HYDRAULICS ENGINEER
GRAPHIC SCALES DESIGN DATA PROJECT LENGTH
50 25 0 50 100 ADT 2019 = 24,830 R;f �C
ADT 2040 = 35,600 LENGTH ROADWAY TIP PROJECT P-5707............ 0.690 miles P: [phone]
D _ 55 /o ° 900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
PLANS K = 8% LENGTH STRUCTURE TIP PROJECT P-5707........... 0.036 miles Engineers I Construction Managers I Planners I Scientists P.E. NC DEPARTMENT OF
50 25 0 50 100
T = 3% * www.rkk.com SIGNATURE: * a TRANSPOIB'I"ATION
V = 50 MPH TOTAL LENGTH OF PROJECT P-5707................... 0.726 miles Responsive People I Creative Solutions ROADWAY DESIGN RAIL DIVISION
FOR NORTH CAROLINA DEPARTMENT OF TRANSPORTATION ENGINEER )ENGIN]EERING COORDINATION
PROFILE (HORIZONTAL) *TTST 1.0% /DUAL 2.0°/O .AND SAFETY
OF WAY DATE: Brandon McInnis P.E. �
F U N C CLASS = URBAN PROJECT ENGINEER %
10 5 0 10 2 0 MAJOR COLLECTOR June 12, 2 01 8 2018 STANDARD SPECIFICATIONS
LETTING DATE: Matthew Lamy, P.E. NCDOT RAIL DIVISION
PROFILE (VERTICAL) SUBREGIONAL TIER November 17, 2020 PROJECT DESIGN ENGINEER P.E. SIGNATURE: CONTACT. Kumar Trivedi, P.E.

F $&1$ 0-3- M
of SHEETS, GENERA NOTES, and LIST of STANDARDS
INDEX OF SHEETS
LIST OF STANDARDS
GENERAL NOTES
SHEET NUMBER SHEET EFF. 01-16-18 2018 SPECIFICATIONS
REV. EFFECTIVE: 01-16-2018
REVISED:
1 _______________________ TITLE SHEET
lA _____________________ INDEX OF SHEETS, GENERAL NOTES, AND LIST OF STANDARDS
113 _____________________ CONVENTIONAL SYMBOLS
1C-1 THRU 1C-4 _______________ SURVEY CONTROL SHEETS
2A-1 THRU 2A-5 ............... PAVEMENT SCHEDULE AND TYPICAL SECTIONS
213-1 THRU 213-15 _______________ ROADWAY DETAILS
2D-1 THRU 2D-2 _______________ DRAINAGE DETAILS
313-1 THRU 313-3 _______________ ROADWAY SUMMARIES
3D-1 THRU 3D-6 _______________ DRAINAGE SUMMARIES
3G-1 _____________________ GEOTECHNICAL SUMMARIES
3P-1 ..................... PARCEL INDEX SHEET
4 THRU 6 __________________ PLAN SHEETS
7 THRU 10 .................. PROFILE SHEETS
TMP-1 THRU TMP-43 _ _ _ _ _ _ _ _ _ _ _ _ _ _ TRANSPORTATION MANAGEMENT PLANS
PMP-1 THRU PMP-5 _ _ _ _ _ _ _ _ _ _ _ _ _ _ PAVEMENT MARKINGS PLANS
EC-1 THRU EC-19 ______________ EROSION CONTROL PLANS
RF-1----------------------- REFORESTATION DETAIL SHEET
SIGN-1 THRU SIGN-5 _ _ _ _ _ _ _ _ _ _ _ _ _ SIGNING PLANS
SIG-1 THRU SIG-10 & _ _ _ _ SIGNAL PLANS
SIG-Ml THRU SIG-M8
UC-1 THRU UC-6 _ _ _ _ _ _ _ _ _ _ _ _ _ _ UTILITY CONSTRUCTION PLANS
UO-1 THRU UO-4 _ _ _ _ _ _ _ _ _ _ _ _ _ _ UTILITIES BY OTHERS PLANS
X-0 ______________________ CROSS-SECTION INDEX
X-lA _____________________ CROSS-SECTION SUMMARY SHEET
X-1 THRU X-40 ............... CROSS -SECTIONS
S-1 THRU S-39 ............... STRUCTURE PLANS
C-1 THRU C-13 _______________ CULVERT PLANS
W-1 THRU W-? ............... WALL PLANS
0
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2018 ROADWAY ENGLISH STANDARD DRAWINGS
The following Roadway Standards as appear in "Roadway Standard Drawings" Highway Design Branch -
N. C. Department of Transportation - Raleigh, N. C., Dated January, 2018 are applicable to this project
and by reference hereby are considered a part of these plans:
STD.NO. TITLE
DIVISION 2 - EARTHWORK
200.03 Method of Clearing - Method III
225.02 Guide for Grading Subgrade - Secondary and Local
225.04 Method of Obtaining Superelevation - Two Lane Pavement
225.06 Method of Grading Sight Distance at Intersections
DIVISION 3 - PIPE CULVERTS
300.01 Method of Pipe Installation
DIVISION 4 - MAJOR STRUCTURES
422.03 Reinforced Bridge Approach Fills - Type A Alternate Approach Fill for Integral Abutment
DIVISION 6 - ASPHALT BASES AND PAVEMENTS
654.01 Pavement Repairs
DIVISION 8 - INCIDENTALS
806.02 Granite Right -of -Way Marker
838.01 Concrete Endwall for Single and Double Pipe Culverts - 15" thru 48" Pipe 90 Skew
838.11 Brick Endwall for Single and Double Pipe Culverts - 15" thru 48" Pipe 90 Skew
840.00 Concrete Base Pad for Drainage Structures
840.01 Brick Catch Basin - 12" thru 54" Pipe
840.02 Concrete Catch Basin - 12" thru 54" Pipe
840.03 Frame, Grates and Hood - for Use on Standard Catch Basin
840.14 Concrete Drop Inlet - 12" thru 30" Pipe
840.15 Brick Drop Inlet- 12" thru 30" Pipe
840.16 Drop Inlet Frame and Grates - for use with Std. Dwg 840.14 and 840.15
840.17 Concrete Grated Drop Inlet Type 'A' - 12" thru 72" Pipe
840.18 Concrete Grated Drop Inlet Type 'B' - 12" thru 36" Pipe
840.19 Concrete Grated Drop Inlet Type 'D' - 12" thru 36" Pipe
840.22 Frames and Wide Slot Sag Grates
840.24 Frames and Narrow Slot Sag Grates
840.25 Anchorage for Frames - Brick or Concrete or Precast
840.26 Brick Grated Drop Inlet Type 'A' - 12" thru 72" Pipe
840.27 Brick Grated Drop Inlet Type 'B' - 12" thru 36" Pipe
840.31 Concrete Junction Box - 12" thru 66" Pipe
840.32 Brick Junction Box - 12" thru 66" Pipe
840.36 Traffic Bearing Grated Drop Inlet - for Steel (840.37) Double Frame and Grates
840.45 Precast Drainage Structure
840.46 Traffic Bearing Precast Drainage Structure
840.52 Precast Manhole - 4', 5' and 6' Diameter
840.54 Manhole Frame and Cover
840.66 Drainage Structure Steps
840.71 Concrete and Brick Pipe Plug
840.72 Pipe Collar
846.01 Concrete Curb, Gutter and Curb & Gutter
848.01 Concrete Sidewalk
848.04 Street Turnout
862.01 Guardrail Placement
862.02 Guardrail Installation
866.01 Chain Link Fence - 4, 5' and 6' High Fence
876.01 Rip Rap in Channels
876.02 Guide for Rip Rap at Pipe Outlets
876.04 Drainage Ditches with Class 'B' Rip Rap
GRADING AND SURFACING OR RESURFACING AND WIDENING:
THE GRADE LINES SHOWN DENOTE THE FINISHED ELEVATION OF THE PROPOSED
SURFACING AT GRADE POINTS SHOWN ON THE TYPICAL SECTIONS. WHERE NO GRADE LINES
ARE SHOWN, THE PROFILES SHOWN DENOTE THE TOP ELEVATION OF THE EXISTING PAVEMENT
ALONG THE CENTER LINE OF SURVEY ON WHICH THE PROPOSED RESURFACING WILL BE
PLACED. GRADE LINES MAY BE ADJUSTED BY THE ENGINEER IN ORDER TO SECURE A
PROPER TIE-IN.
CLEARING:
CLEARING ON THIS PROJECT SHALL BE PERFORMED TO THE LIMITS ESTABLISHED BY
METHOD III.
SUPERELEVATION:
ALL CURVES ON THIS PROJECT SHALL BE SUPERELEVATED IN ACCORDANCE WITH
STD. NO. 225.04 USING THE RATE OF SUPERELEVATION AND RUNOFF SHOWN ON THE PLANS.
SUPERELEVATION IS TO BE REVOLVED ABOUT THE GRADE POINTS SHOWN ON THE TYPICAL
SECTIONS.
SIDE ROADS:
THE CONTRACTOR WILL BE REQUIRED TO DO ALL NECESSARY WORK TO PROVIDE
SUITABLE CONNECTIONS WITH ALL ROADS, STREETS, AND DRIVES ENTERING THIS PROJECT.
THIS WORK WILL BE PAID FOR AT THE CONTRACT UNIT PRICE FOR THE PARTICULAR ITEMS
INVOLVED.
STREET TURNOUT:
STREET RETURNS SHALL BE CONSTRUCTED IN ACCORDANCE WITH STD. NO. 848.04 USING
THE RADII NOTED ON PLANS.
GUARDRAIL:
THE GUARDRAIL LOCATIONS SHOWN ON THE PLANS MAY BE ADJUSTED DURING
CONSTRUCTION AS DIRECTED BY THE ENGINEER. THE CONTRACTOR SHOULD CONSULT
WITH THE ENGINEER PRIOR TO ORDERING GUARDRAIL MATERIAL.
TEMPORARY SHORING:
SHORING REQUIRED FOR THE MAINTENANCE OF TRAFFIC NOT SHOWN ON THE PLANS
WILL BE PAID FOR AT THE CONTRACT PRICE FOR "TEMPORARY SHORING".
END BENTS:
THE ENGINEER SHALL CHECK THE STRUCTURE END BENT PLANS, DETAILS, AND CROSS-
SECTION PRIOR TO SETTING OF THE SLOPE STAKES FOR THE EMBANKMENT OR EXCAVATION
APPROACHING A BRIDGE.
UTILITIES:
UTILITY OWNERS ON THIS PROJECT ARE TOWN OF WAKE FOREST (POWER),
WAKE ELECTRIC (POWER), CENTURYLINK (TELECOMMUNICATIONS), VERIZON BUSINESS (TELECOMMUNICATIONS)
EARTHLINKWINDSTREAM (TELECOMMUNICATIONS), SPECTRUM (CABLEVISION), PSNC (GAS),
& CITY OF RALEIGH PUBLIC UTILITIES (WATER & SEWER)
ANY RELOCATION OF EXISTING UTILITIES WILL BE ACCOMPLISHED BY OTHERS, EXCEPT
AS SHOWN ON THE PLANS.
RIGHT-OF-WAY MARKERS:
ALL RIGHT-OF-WAY MARKERS ON THIS PROJECT SHALL BE PLACED BY CONTRACT.
CURB RAMPS
CURB RAMPS ARE SHOWN ON THE PLANS AT APPROXIMATE LOCATIONS.
CONSTRUCT ALL CURB RAMPS ACCORDANCE WITH STD 848.05 and/or 848.06.
OC ;_l I Responsive People I Creative Solutions I

BOUNDARIES AND PROPERTY.-
State Line -----
County Line
Township Line
City Line
Reservation Line
Property Line
Existing Iron Pin
Computed Property Corner
Property Monument
Parcel/Sequence Number
Existing Fence Line -X
Proposed Woven Wire Fence
Proposed Chain Link Fence
Proposed Barbed Wire Fence
O
EIP
X X—
Existing Wetland Boundary - - - -WEB- - - -
Proposed Wetland Boundary WLB
Existing Endangered Animal Boundary EAB
Existing Endangered Plant Boundary EPB
Existing Historic Property Boundary HPB
Known Contamination Area: Soil
-
Potential Contamination Area: Soil
-
s �t -
Known Contamination Area: Water
-X
W X-
Potential Contamination Area: Water
- �t
w O? -
Contaminated Site: Known or Potential
BUILDINGS AND OTHER
CULTURE:
Gas Pump Vent or U/G Tank Cap
Sign
Well
Small Mine
Foundation
Area Outline
O
Cemetery
Building
School
Church
Dam
HYDROLOGY.-
Stream or Body of Water
Hydro, Pool or Reservoir
IF—
Jurisdictional Stream
—is
Buffer Zone 1
Buffer Zone 2
Flow Arrow
<
Disappearing Stream
O
O
S
0
0
BZ 1
BZ 2
Spring
Wetland
Proposed Lateral, Tail, Head Ditch
FLOW
False Sump
O
STATE or NORTH c-_RoLdNA,DdVIsloN OF HIGHWAYS
CONVENTIONAL PLAN SHEET SYMBOLS
RAILROADS:
Standard Gauge
RR Signal Milepost
Switch
RR Abandoned
RR Dismantled —
Note: Not to Scale *S. U.E. =
CSX TRANSPORTATION
O
MILEPOST 35
O
SWITCH
RIGHT OF WAY & PROJECT CONTROL:
Secondary Horiz and Vert Control Point
Primary Horiz Control Point
Primary Horiz and Vert Control Point
Exist Permanent Easment Pin and Cap
New Permanent Easement Pin and Cap 0
Vertical Benchmark
Existing Right of Way Marker O
Existing Right of Way Line New Right of Way Line R
New Right of Way Line with Pin and Cap -
New Right of Way Line with
Concrete or Granite R1W Marker
New Control of Access Line with
Concrete C/A Marker
Existing Control of Access
New Control of Access
Existing Easement Line
New Temporary Construction Easement
New Temporary Drainage Easement
New Permanent Drainage Easement
New Permanent Drainage / Utility Easement
New Permanent Utility Easement
New Temporary Utility Easement
New Aerial Utility Easement
ROADS AND RELATED FEATURES:
Existing Edge of Pavement —
Existing Curb —
/c\
,W,
M
E
E
TDE
PDE
DUE
PUE
TUE
AUE
Proposed Slope Stakes Cut
- - - C - -
Proposed Slope Stakes Fill
- - - F - -
Proposed Curb Ramp
cR
Existing Metal Guardrail
T T
Proposed Guardrail
T T T
Existing Cable Guiderail
n n n
Proposed Cable Guiderail
n n n
Equality Symbol
Pavement Removal
VEGETATION.'
Single Tree
O
Single Shrub
Subsurface Utility Engineering
Hedge
Woods Line
Orchard
Vineyard
EXISTING STRUCTURES:
MAJOR:
Bridge, Tunnel or Box Culvert
Bridge Wing Wall, Head Wall and End Wall -
MINOR:
Head and End Wall
Pipe Culvert
Footbridge
Drainage Box: Catch Basin, DI or JB
Paved Ditch Gutter
Storm Sewer Manhole
Storm Sewer
UTILITIES:
POWER:
Existing Power Pole
Proposed Power Pole
Existing Joint Use Pole
Proposed Joint Use Pole
Power Manhole
Power Line Tower
Power Transformer
U/G Power Cable Hand
Hole
H-Frame Pole
U/G Power Line LOS B
(S.U.E.*)
U/G Power Line LOS C
(S.U.E.*)
U/G Power Line LOS D
(S.U.E.*)
TELEPHONE:
Existing Telephone Pole
Proposed Telephone Pole
Telephone Manhole
Telephone Pedestal
Telephone Cell Tower
U/G Telephone Cable Hand
Hole
U/G Telephone Cable LOS B
(S.U.E.*) -
U/G Telephone Cable LOS C
(S.U.E.*) -
U/G Telephone Cable LOS D (S.U.E.*) -
U/G Telephone Conduit LOS
B (S.U.E.*)
U/G Telephone Conduit LOS
C (S.U.E.*)
U/G Telephone Conduit LOS
D (S.U.E.*)
U/G Fiber Optics Cable LOS
B (S.U.E.*)
U/G Fiber Optics Cable LOS
C (S.U.E.*)
U/G Fiber Optics Cable LOS
D (S.U.E.*)
0 0 0 0
Vineyard
CONC
) CONC WW
/ CONC HW \
---------------
---------------
>----------<
O CB
O
—S
2
T
T
-TC- - - -
-TC- -
TC
-T FO- - -
-T FO- -
T FO
WATER:
Water Manhole
Water Meter
o
Water Valve
0
Water Hydrant
O
U/G Water Line LOS
B (S.U.E*)
- - - - W - - - -
U/G Water Line LOS
C (S.U.E*)
- -W- -
U/G Water Line LOS
D (S.U.E*)
W
Above Ground Water
Line
A/G Water
TV:
TV
Pedestal
O
TV Tower
U/G
TV Cable Hand Hole
"H
U/G
TV Cable LOS B
(S.U.E.*)
- - - -TV- - - -
U/G
TV Cable LOS C
(S.U.E.*)
- -TV- -
U/G
TV Cable LOS D
(S.U.E.*)
TV
U/G
Fiber Optic Cable
LOS B
(S.U.E.*)
- - - -TV FO- - -
U/G
Fiber Optic Cable
LOS C
(S.U.E.*)
- -TV FO-
U/G
Fiber Optic Cable
LOS D
(S.U.E.*)
TV FO-
GAS:
Gas
Valve
0
Gas
Meter
U/G
Gas Line LOS B
(S.U.E.*)
- - - -O- - - -
U/G
Gas Line LOS C
(S.U.E.*)
- -O- -
U/G
Gas Line LOS D
(S.U.E.*)
O
Above
Ground Gas Line
A/G Gas
SANITARY SEWER:
Sanitary Sewer Manhole
Sanitary Sewer Cleanout
U/G Sanitary Sewer Line
Above Ground Sanitary Sewer
SS Forced Main Line LOS B (S.U.E.*)
SS Forced Main Line LOS C (S.U.E.*)
SS Forced Main Line LOS D (S.U.E.*)
MISCELLANEOUS:
Utility Pole
Utility Pole with Base
Utility Located Object
Utility Traffic Signal Box
Utility Unknown U/G Line LOS B (S.U.E.*)
U/G Tank; Water, Gas, Oil
Underground Storage Tank, Approx. Loc.
A/G Tank; Water, Gas, Oil
Geoenvironmental Boring
U/G Test Hole LOS A (S.U.E.*)
Abandoned According to Utility Records
End of Information
0
O
A/G Sanitary Sewer
- - - -FSS- - - -
- FSS - -
FSS
AATUR
E.O.I.

s
s
b
SURVEY CONTROL SHEET
PROJECT REFERENCE NO
P —5707
SHEET NO.
/C —/
PROJECT SURVEYOR
NC GRID
NAD 83/NSRS 2007
im
-)i
m �
BM-2
WIEXISTING CENTERLINE ALIGNMENTS PRIOR TO CONSTRUCTION
"-4
YI-
B
BM-4
\�
L�
11L•AM
P/
N 9` 5'44"
NERTrra-c{,
a 4 4
SFAPT
� �I
Q4�p IV)
� O �
E H S R-41
\V,9�� F
NOTES:
I
4SFAPT
I
�—� AIM? ---
l\�\ 4SPW"
V-31
tsG
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
SEE SHEET RW2C-4
FOR FURTHER
ALIGNMENT DETAILS
I. PROJECT CONTROL WAS ESTABLISHED USING GNSS, THE GLOBAL NAVIGATION SATELLITE SYSTEM.
2. THE SURVEY CONTROL DATA FOR THIS PROJECT HAS BEEN COMPILED FROM VARIOUS SOURCES. IF
FURTHER INFORMATION REGARDING PROJECT CONTROL IS NEEDED, PLEASE CONTACT THE LOCATION
AND SURVEYS UNIT.

SURVEY CONTROL SHEET
PROJECT REFERENCE NO
P —5707
SHEET NO.
IC-2
PROJECT SURVEYOR
n 1
W/EXISTING CENTERLINE ALIGNMENTS PRIOR TO CONSTRUCTION
BY4-12
NC GRID •
NAD 83/NSRS 2007 BY4-16
BY4-17
♦
BY4-24
♦
BY4-23
BY4-I8 • ��
BY4-20
BY4-15
BY4-14
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
SEE SHEET RW2C-4
FOR FURTHER
ALIGNMENT DETAILS
.m
BM-12
NOTES-.
to PROJECT CONTROL WAS ESTABLISHED USING GNSS, THE GLOBAL NAVIGATION SATELLITE SYSTEM.
♦ m
BY4-21 BM-11
20 THE SURVEY CONTROL DATA FOR THIS PROJECT HAS BEEN COMPILED FROM VARIOUS SOURCES. IF
• FURTHER INFORMATION REGARDING PROJECT CONTROL IS NEEDED, PLEASE CONTACT THE LOCATION
BY4-22 AND SURVEYS UNIT.
• el
BY4-25

SURVEY CONTROL SHEET
PROJECT REFERENCE NO
P -5707
SHEET NO.
/C-3
PROJECT SURVEYOR
BASELINE
POINT
------------
DESCo
----------------
NORTH
----------------
WIEXISTING CENTERLINE ALIGNMENTS PRIOR TO CONSTRUCTION
EAST
----------------
ELEVATION
----------------
1
BL - 1
802354 0
198
21 399770
879
385.99
2
BL - 2
801925.
883
2140705.
313
351.87
413
SEHSR-413
801694.125
21413290296
354.24
3
BL - 3
801443.
136
214 1765.
968
347.40
412
SEHSR-412
801243.914
2142140.476
339.60
4
BL - 4
801015.683
2142473 e
598
327.
39
5
BL-5
801025.577
2143193.788
304017
26
BL-6
801178.938
2143895.603
304e40
BY1
POINT
------------
DESC .
----------------
NORTH
----------------
EAST
----------------
ELEVATION
----------------
6
BY 1 - 6
802677.301
2140258.
953
382.
85
A l
BL - 1
802354.
198
2139977.
879
385 0
99
7
BY 1 - 7
801943.
193
2139801.675
384.97
BY2
PCINT
DESC .
NORTH
EAST
ELEVATICN
8
BY2
- 8
302228.722
214 10240
56O
352.
16
A2
BL
- 2
801925.883
2140705.
313
351.
87
BY3
POINT
A413
9
POINT
12
14
15
16
17
18
A3
19
20
21
22
23
24
25
BY5
POINT
A4
10
]ESE.
SEHSR-413
BY3-9
DESC .
----------------
BY4-12
BY4-14
BY4-15
BY4-16
BY4-17
BY4-18
BL-3
BY4-19
BY4-20
BY4-21
BY4-22
BY4-23
BY4-24
BY4-25
DESC.
B L - 4
BY5-10
NORTH
801694. 125
801374. 595
NORTH
806473. 127
8053000257
804126.996
803396.556
802734.388
802227.993
801443. 136
800955e545
800414. 806
799577. 013
7988920851
797963.071
797452.395
796868.747
NORTH
801015. 683
800610. 216
EAST
2141329.296
21410330098
EAST
2143202.962
2143123. 047
2142993 0 868
2142731. 887
2142251. 700
2141977.416
2141765. 968
2141691e038
2141391. 531
21406140466
2140276. 363
2140026.180
2139709. 262
2138993. 616
EAST
2142473.598
2142279. 061
ELEVATION
354.24
3720 26
ELEVATION
BENCHMARKS
BM 1 ELEVATION = 388 a 91 '
N 802479 E 2139996
RRS IN 24" PINE
X X X x X X X x x x X X x * X X X X X* X X Z M W*::* x x X x X x x* X X X
BM2 ELEVATION = 384.95'
N 801931 E 2139634
RRS IN 17" PINE
BM3 ELEVATION = 352 0 10'
N 801899 E 2140704
RRS IN 12" PINE
BM4 ELEVATION = 354074'
N 802181 E 2140910
SCRIBE IN BONNET BOLT OF FH
BM5 ELEVATION = 354.36'
N 801737 E 2141291
RRS IN 10" PINE
BM6 ELEVATION = 373 0 33'
N 801346 E 2140823
SCRIBE IN BONNET BOLT OF FH
BM7 ELEVATION = 349.69'
N 801360 E 2141662
RRS IN 14" PINE
375.40
BM8
ELEVATION = 309.67'
374.35
N 800594
E 2142267
386.86
SCRIBE IN
BONNET BOLT OF FH
361.02
***xxx*x*xx*xx**x*x*x*xx*****x*x***xx*xx
354.17
xxxxx*xx*xx*xx*x*x*xx*x*x*xxx*x*xx*xx*xx
350.36
BM9 ELEVATION
= 326.46'
347.40
N 801113
E 2142507
343.07
RRS IN 13"
OAK
340.45
xxxxx*xx*xx*xxxxxx%xx*xx*xxxxxxxxxxxx*xx
332.11
xxxxxxxxxxxx*xxxxx*xxxxxx*xxxxx*xxxxxx**
328.23
BM10
ELEVATION = 300.95'
329.66
N 801008
E 2143240
325.
75
RRS IN 1211
PINE
315.93
**xxx*x*xxxxxx
*xxxxxxxxxxxwxxxxxxxxxxxx
ELEVATION
327.39
307000
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
BM11 ELEVATION = 328033'
N 800134 E 2142141
BENCH TIE IN 18 INCH OAK
BM 12 ELEVATION = 318. 80'
N 801067 E 2144071
BENCH TIE IN 12 INCH PINE
NOTES-.
to PROJECT CONTROL WAS ESTABLISHED USING CLASS, THE GLOBAL NAVIGATION SATELLITE SYSTEM.
20 THE SURVEY CONTROL DATA FOR THIS PROJECT HAS BEEN COMPILED FROM VARIOUS SOURCES. IF
FURTHER INFORMATION REGARDING PROJECT CONTROL IS NEEDED, PLEASE CONTACT THE LOCATION
AND SURVEYS UNIT.

s
s
b
SURVEY CONTROL SHEET
PROJECT REFERENCE NO
P -5707
SHEET NO.
IC -4
PROJECT SURVEYOR
WIEXISTING CENTERLINE ALIGNMENTS PRIOR TO CONSTRUCTION
EL
POINT
N
E
BEARING
DIST
DELTA
D
D
T
R
POT
802329.249
2140017.945
LINE
S 62°10'34.3" E
1225.63
PC
801757.183
2141101.873
CURVE
S 62008'55.5" E
95.73
00003'17.5"(RT)
00003'26.3"
95.73
47.87
100200.00
PT
801712.459
2141186.516
LINE
S 62007'16.8" E
194.73
PC
801621.401
2141358.650
CURVE
S 62008'20.3" E
61.56
00002'07.0"(LT)
00"03'26.3"
61.56
30.78
100000.00
PT
801592.632
2141413.073
LINE
S G2009'23.8" E
946.G1
PC
801150.510
2142250.095
CURVE
S 79000'11.7" E
637.58
33041'35.9"(LT)
05012'31.3"
646.86
333.09
1100.00
PT
801028.889
2142875.973
LINE
I N 84°09'00.3" E
1171.18
POT
801148.259
2144041.057
EYI
POINT
N
E
BEARING
DIST
DELTA
D
L
T
R
PC T
802771.443
2140294.213
LINE
S 33053'28.8" W
171.20
PC
802629.331
2140198.749
CURVE
S 32034'S8.8" W
45.67
02037'00.1"(LT)
05043'46.5"
45.67
22.84
1000.00
PT
802590.852
2140174.157
LINE
S 31016'28.7" W
132.78
PC
802477.364
2140105.224
CURVE
S 30046'53.9" W
51.63
00059'09.7"(LT)
0105435.5"
51.63
25.81
3000.00
PT
802433.009
2140078.802
LINE
S 30017'19.0" W
90.79
PC
802354.615
2140033.014
CURVE
S 32017'23.2" W
139.68
04000'08.4"(RT)
02051'53.2"
139.71
69.88
2000.00
PT
802236.537
2139958.397
LINE
S 34017'27.4" W
125.11
PC
802133.173
2139887.911
CURVE
S 35015'44.2" W
33.90
01056'33.6"(RT)
05'43'46.5"
33.91
16.95
1000.00
PT
802105.490
2139868.337
LINE
S 36014'21.0" W
34.34
PC
802077.792
2139848.040
CURVE
S 35°34'1S.9" W
34.67
01°D'28.2"(LT)
0T49'11.0"
34.68
17.34
1500.00
PT
802049.588
2139827.870
LINE
S 34°54'32.8W
169.84
POT
801910.307
EY2
POINT
N
E
BEARING
DIST
DELTA
D
L
T
R
POT
802215.124
2141354.155
LINE
N 89005'43.6" W
232.95
PC
802218.802
2141121.237
CURVE
S 61'06'32.2" W
2'93.18
59°35'28.5"(LT)
19'25'20.3"
306.82
168.92
295.00
PT
802077.155
2140864.550
LINE
S 31'18'47.9" W
172.53
POT
801929.758
2140774.884
EY3
POINT
N
E
BEARING
DIST
DELTO
D
L
T
R
POT
801677.980
2141251.693
LINE
S 27°46'40.3" W
160.14
PC
80153G.293
2141177.060
CURVE
S 48°37'11.4" W
217.03
41°41'02.2"(RT)
18'47'07.8"
221.89
116.11
305.00
PT
801392.823
2141014.212
LINE
S 69027'42.5" W
117.47
PC
801351.612
2140904.211
CURVE
S 62039'40.8" W
76.97
13036'03.4"(LT)
17°37'46.1"
77.15
38.76
325.00
PT
801316.264
2140835.840
EY5
POINT
N
E
BEARING
DIST
DELT",
D
L
T
R
PC
801080.652
2142412.892
CURVE
S 09019,16.1" W
770.54
19043'07.7"(LT)
0232'47.3"
774.36
391.05
2250.00
PT
800320.287
2142288.089
NOTES.
1. PROJECT CONTROL WAS ESTABLISHED USING GNSS, THE GLOBAL NAVIGATION SATELLITE SYSTEM.
2. THE SURVEY CONTROL DATA FOR THIS PROJECT HAS BEEN COMPILED FROM VARIOUS SOURCES. IF
FURTHER INFORMATION REGARDING PROJECT CONTROL IS NEEDED, PLEASE CONTACT THE LOCATION
AND SURVEYS UNIT.
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED

PAVEMENT SCHEDULE
FINAL PAVEMENT DESIGN
C 1 PROP. APPROX. 1 . 5 " ASPHALT CONCRETE SURFACE COURSE TYPE S9.5B P PRIME COAT AT THE RATE OF 0.35 GAL. PER SQ. YD.
AT AN AVERAGE RATE OF 165 LBS. PER SQ. YD.
PROP. APPROX. 3" ASPHALT CONCRETE SURFACE COURSE TYPE S9.5B
C2 AT AN AVERAGE RATE OF 165 LBS. PER SQ. YD. IN EACH OF TWO LAYERS . R 2' - 6" CONCRETE CURB AND GUTTER.
PROP. VAR. DEPTH ASPHALT CONCRETE SURFACE COURSE, TYPE S9.5B,
C3 AT AN AVERAGE RATE OF 110 LBS. PER SQ. YD. PER 1" DEPTH TO S 4" CONCRETE SIDEWALK.
BE PLACED IN LAYERS NOT LESS THAN 1" OR GREATER THAN 2" IN DEPTH.
D1 PROP. APPROX. 4" ASPHALT CONCRETE INTERMEDIATE COURSE, TYPE T EARTH MATERIAL.
I19.00, AT AN AVERAGE RATE OF 456 LBS. PER SQ. YD.
PROP. VAR. DEPTH ASPHALT CONCRETE INTERMEDIATE COURSE, TYPE
D2 I 1 9.00, AT AN AVERAGE RATE OF 1 1 4 LBS. PER SO. YD. PER 1" DEPTH U EXISTING PAVEMENT.
TO BE PLACED IN LAYERS NOT LESS THAN 2.5 OR GREATER THAN 4
IN DEPTH.
E1 PROP. APPROX. 4" ASPHALT CONCRETE BASE COURSE, TYPE B25.00, V 1.5" MILLING
AT AVERAGE RATE OF 456 LBS. PER SQ. YD.
PROP. VAR. DEPTH ASPHALT CONCRETE BASE COURSE, TYPE B25.00, AT AN
E2 AVERAGE RATE OF 1 1 4 LBS. PER SQ. YD. PER 1" DEPTH TO BE PLACED W WEDGING
IN LAYERS NOT LESS THAN 3" OR GREATER THAN 5.5" IN DEPTH.
J 1 6" AGGREGATE BASE COURSE
0 2' 2'
w PS
C2 .02
711
4'
ORIGINAL
GROUND
�" U -'' �_ _ORIGI_NAL
GROUND
WIDENING FOR GUARDRAIL
-DRI-DET-
C
E2
2.5
3.0" MIN.
MIN.
50'
*251 BEGIN OR END
CONSTRUCTION
C2
-------------------------------------
MILLED NOTCH FOR KEY -IN
DETAIL SHOWING
INCIDENTAL MILLING AT TIE-INS
USE WITH -L-, *-Y2-1 *-Y3-, *-Y5-, *-DRY5-, & *-DRY5A-
-L-, -Y3-1 -Y5-1
-DRY5-1 & -D RY5A-
mom
E2
U 2.5"
MIN. 3.0"
MIN.
Detail Showing Method of Wedging
WON
NOTE: PAVEMENT EDGE SLOPES ARE 1:1 UNLESS SHOWN OTHERWISE.
SEE PLANS FOR LOCATION OF CONCRETE ISLANDS, TURN LANES, AND TAPERS.
4'
24'
14' 2'
PROPOSED 5' VINYL
*14.5'
5' 41 6"
COATED CHAIN LINK
IDE- p
FENCE MOUNTED TO
Q
WALK .02" w
TOP OF WALL
3
ti'1
O
S 6„
T R
w
V
Q
PROPOSED
w
CONCRETE DITCH
02
ORIGINAL __ _
GROUND
RETAINING
WALL DETAIL #1
-L- STA. 33 + 50.00
TO STA. 36 + 75.00 LT
*-L- STA. 2 7 + 10.00
TO STA. 40 + 50.00 RT
1 2' , _ 14' V
0 6„ 4, 5'
w IDE-
.02 WALK
"J 6" UT
U
PROPOSED
CONCRETE DITCH
RETAINING WALL DETAIL #3
-Y5- STA. 21 + 60.00 TO 24 + 79.00 LT
PROJECT REFERENCE NO. SHEET NO.
P-5707 2A-1
ROADWAY DESIGN PAVEMENT DESIGN
ENGINEER I ENGINEER
PLAN
DO NOT USE FOR % W ACQUISITION
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
4' VAR. 11' TO 18.5' IN.,21
Q 5VAR. 0' 6"
3 1 D E- TO 4' p
U WALK .02, w
O
LU
S T*+\C
O02 PROPOSED 5' VINYL
R� GIN°`L -�_,_-
GROUND COATED CHAIN LINK
FENCE MOUNTED IN
FRONT OF WALL
RETAINING WALL DETAIL #2
-DRI- STA. 11 + 00.00 RT TO -L- STA. 42 + 75.00 LT
PROPOSED 5' VINYL
COATED CHAIN LINK
FENCE MOUNTED TO
J TOP OF WALL
3
U-
O 12' 2'
w V 5, 4, 6110
„0
� -SIDE- w
-
WALK 02, L
S) (T) 6„ ' (R
RAC ff
P: [phone]
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
Engineers I Construction Managers I Planners I Scientists
www.rkk.com
Responsive People I Creative Solutions

I,
CL
LL
z
c
C
0
0
-L- (ROGERS ROAD)
121 12 12 121
i I
12'
01
W
Z
J
U
'EXIST. EXIST.
_---------- --------------------- ------;- -----------------------------------
ORIGINAL _- 1.5"
i
GROUND _r U V
EXISTING SIDEWALK / I EXISTING SIDEWALK
EXISTING 2'-6" C&G EXISTING 2'-6" C&G
1
I
TYPICAL SECTION NO. 1
-L- STA. 14 + 30.00 TO STA. 18 + 00.00
-L- STA. 47 + 25.00 TO STA. 52 + 65.05
NOTE: MILL 1.5" AND REPLACE WITH Cl.
V I0 IVI 1 L L 1 IV l7i
-L- (ROGERS ROAD)
W WEDGING 64' FACE TO FACE
10, 2' 12' 12' 12' 12' 12' 2' 10'
NOTE: PAVEMENT EDGE SLOPES ARE 14' W/GR VARIES 2' MIN. VARIES 2' MIN. 14' W/GR
1 : 1 UNLESS SHOWN OTHERWISE. Q TO 12.1' TO 24.6' Q
6„ 51 41 6„ w w 6" 4, 5'
J IDE-
WALK R = C2 W GRADE 11 C2 v R WALK
u �
02 , Dl POINT D1 F-. 02 .02 , .02
4.�-----------------------------------------
------------ ----- -!--------------
-----
ORIGINAL` �•� S T 113" 13" T S
GROUND VARIABLE VARIES 35' TO 60'
SLOPE
ORIGINAL GRADE TO THIS LINE GRADE TO THIS LINE
GROUND
TYPICAL SECTION NO. 2
-L- STA. 18 + 00.00 TO STA. 21 + 55.00
-L- STA. 45 + 50.00 TO STA. 47 + 25.00
NOTE: E1 CAN BE SUBSTITUTED FOR J IN
AREAS OF NARROW WIDENING WHERE
COMPACTION OF ABC IS NOT FEASIBLE.
-L- (ROGERS ROAD)
64' FACE TO FACE
10, 2' 12' 12' 12' 12' 12' 2' 10'
14' W/G R 14' W/G R
i
Q Q
6„ 51 41 6„ Lu Lu 6" 4, 5'
IDE- J -i IDE-
WALK JR v C2 GRADE v R WALK
u D1 i POINT
02, ,.02 .02, �.02
ORIGINAL__ ,1.� S T 1' �� 1T S
GROUND VARIABLE 13
SLOPE
ORIGINAL
GROUND GRADE TO THIS LINE
TYPICAL SECTION NO. 3
-L- STA. 21 + 55.00 TO STA. 28 + 87.50
-L- STA. 30 + 77.00 TO STA. 45 + 50.00
* SEE PLANS FOR LOCATION OF CONCRETE ISLANDS, TURN LANES, AND TAPERS.
ORIGINAL
i� GROUND
Q
W VAR. 0' TO 12'
J
v C2 Dl
Q
.02 ,
210'
14' W/G R
6" 4' - - 5'
.02
Eu
13 "rI 1 �� 2-
� R T S
GRADE TO THIS LINE
USE INSET A IN CONJUNCTION WITH
TYPICAL SECTIONS
NO. 1, 2 & 3
-L-
STA. 15 + 32.99
TO
STA. 18 + 00.00
RT
-L-
STA. 19 + 30.33
TO
STA. 24 + 80.33
LT
-L-
STA. 19 + 32.24
TO
STA. 23 + 07.24
RT
-L-
STA. 39 + 53.53
TO
STA. 42 + 18.53
LT
-L-
STA. 43 + 29.07
TO
STA. 50 + 64.57
RT
NOTE: El CAN BE SUBSTITUTED FOR J IN
AREAS OF NARROW WIDENING WHERE
COMPACTION OF ABC IS NOT FEASIBLE.
ORIGINAL
61, t GROUND
�A VARIABLE
SLOPE ORIGINAL
~-.GROUND
ORIGINAL
GROUND
�N VARIABLE
SLOPE ORIGINAL
GROUND
INSET -A
ORIGINAL
GROUND

Lr
PROTECTIVE FENCE
CONCRETE PARAPET -/
WITH 2-BAR METAL RAIL
-L-
(ROGERS
ROAD)
SIDE- SIDE-
WALK I WALK
GRADE
POINT
02, ,202 .02 , .02
1
10,
NOTE: PAVEMENT EDGE SLOPES ARE 6„ D 4'
I D E-
1:1 UNLESS SHOWN OTHERWISE. WALK
ORIGINAL
GROUND VARIABLE
SLOPE
ORIGINAL
GROUND
•02•
4 :1
T 6„
75' (FACE OF RAIL TO FACE OF RAIL
TYPICAL SECTION NO. 4
BRIDGE TYPICAL
-L- STA. 28 + 87.50 TO 30 + 77.00
-Y3- (G RAN DMARK STREET)
*-Y5- (HERITAGE BRANCH ROAD)
I
40' FACE TO FACE
2' 18' 18' 2' 10'
2' MIN. I 2' MIN.
* VARIES 2' TO 8'
6" 6„ 4' 5' 6„
F �
IDE-
R C2 T
GRADE C2 R WALK
D1 � POINT Dl
�.02 .02, 1 '.02
-------------------
--------- -------------------------
11"
F
E1 U
3 6' +/-
GRADE -
TO THIS
LINE
TYPICAL SECTION NO. 5
-Y3- STA. 12 + 00.00 TO STA. 13 + 15.00
*-Y5- STA. 11 + 00.00 TO STA. 12 + 54.01
"( T
El
-GRADE
TO THIS
LINE
-Y3- (G RAN DMARK STREET)
-Y5- (HERITAGE BRANCH ROAD)
I
40' FACE TO FACE
102' 18' 18' 2' 10'
14' W/G R
6„ 5, 41' 6„
6„ 4' 5'
-SIDE-:- IDE-
WALK R Dl C2 GRADE R WALK
POINT
-.02, .02 02, ".02
ORIGINAL T 1' 1' T
GROUND VARIABLE I 13"
SLOPE
ORIGINAL
GROUND J _ GRADE TO THIS LINE
TYPICAL SECTION NO. 6
* SEE PLANS FOR LOCATION OF CONCRETE ISLANDS, TURN LANES, AND TAPERS.
-Y3- STA. 13 + 15.00 TO STA. 14 + 69.09
-Y5- STA. 12 + 5 4. 01 TO STA. 27 + 9 6.0 8
PROTECTIVE FENCE
"CONCRETE PARAPET
WITH 2-BAR METAL RAIL
ORIGINAL
GROUND
VARIABLE
SLOPE ORIGINAL
GROUND
ORIGINAL
.. GROUND
VARIABLE
SLOPE ORIGINAL
4:� GROUND

0
Lr
NOTE: PAVEMENT EDGE SLOPES ARE
1:1 UNLESS SHOWN OTHERWISE.
* SEE PLANS FOR LOCATION OF CONCRETE ISLANDS, TURN LANES, AND TAPERS.
EXIST. CURB
& GUTTER
-Y5- (HERITAGE BRANCH ROAD)
!
!
EXIST. _ _ EXIST. _
1
,EXIST.
I
EXIST.
--------------------------!------------- ---------�---
i
i
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1.5"
TYPICAL SECTION NO. 7
_EXIST. CURB
& GUTTER
RESURFACE EXISTING HERITAGE BRANCH DRIVE FROM SOUTHERN RADIUS
OF BOULDER POINTE DRIVE APPROXIMATELY 340' SOUTH OF BEGIN GRADE
TO BEGIN GRADE AT —Y5— STA. 11 + 00.00
6' 2'
' W/G R
DI
H'i
,02
-DRI-
34' FACE TO FACE
!
!
C2 GRADE
POINT
02,
ORIGINAL
GROUND
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ORIGINAL _
GROUND
GRADE TO THIS LINE
TYPICAL SECTION NO. 8
—DRI— STA. 10 + 30.00 TO STA. 13 + 02.42
'1 6'
8' W/G
5'
IDE—
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y .02
ORIGINAL
GROUND
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R C2 W GRADE C2 R 4:1 GROUND
DI POINT DI
ORIGINAL A T 6"
GROUND VARIABLE El U W El
SLOPE VARIES 19.6' TO 21.7'
ORIGINAL __
GROUND GRADE GRADE
TO THIS TO THIS
LINE LINE
TYPICAL SECTION NO. 9
—D RY5— STA. 10 + 27.41 TO STA. 10 + 87.54
—DRYS— STA. 12 + 2 0. 00 TO STA. 13 + 00.00
*—DRY5A— STA. 10 + 25.00 TO STA. 10 + 87.76
*NOTE: USE 5' SIDEWALK FOR—DRY5A— LT

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.02
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GRADE TO THIS LINE
TYPICAL SECTION NO. 10
—DRY5— STA. 11 + 2 3.5 9 TO STA. 12 + 2 0. 00
*—DRY5A— STA. 10 + 87.76 TO STA. 11 + 09.64
*NOTE: USE 5' SIDEWALK FOR—DRY5A— LT
V 1 .5" MILLING 8' 11'
10' W/G R
W WEDGING O J 2'
U- PS
LU NOTE: PAVEMENT EDGE SLOPES ARE (D O
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08_ .02
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ORIGIN --AL i�'
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GROUND i
11'
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i
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.02
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i
GRADE TO THIS LINE
TYPICAL SECTION NO. 11
—L—DET— STA. 20 + 27.89 TO STA. 31 + 94.42
-L-DET- (ROGERS ROAD DETOUR)
11' 8' 4'
VAR. Of
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v 2'
W PS
i Z
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EXIST.
------------------- --------------------------------i -
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ORIGINAL 9" 6" T
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VARIES 34.9' TO 60' i P j
GRADE TO THIS LINE
TYPICAL SECTION NO. 12
* SEE PLANS FOR LOCATION OF CONCRETE ISLANDS, TURN LANES, AND TAPERS.
—L—DET— STA. 10 + 00.00 TO STA. 20 + 2 7.89
—L—DET— STA. 31 + 94.42 TO STA. 44 + 93.38
NOTE: El CAN BE SUBSTITUTED FOR J IN
AREAS OF NARROW WIDENING WHERE
COMPACTION OF ABC IS NOT FEASIBLE.
_ORIGINAL
2:� ~ GROUND _
ORIGINAL
l� GROUND
OR-IGINAL
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:)RIGINAL
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NO. 12
—L DET— STA. 33 + 15.02
TO STA. 44 + 93.38 RT
* NOTE: PLACE GUARDRAIL AT BACK OF 8' PS
** NOTE: PAVED SHOULDER FOR PEDESTRIAN ACCESS;
SEE TRAFFIC MANAGEMENT PLANS.

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J � ��\ -- -- -- -- - -- - - TEMP. CAT-1
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j X BETWEEN BARRIER WALL To JB�� � \ ' FEM�WG
�A I TtYP -YP,�NCINGAND TEMPORARY SHORING
i
ui ENCE F ��� FROM -L-DET- STA. 28+8.5 ��4q, - - �\� 205'.SEIlFTING TAPER F�� LMD
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J AFFIC MANAGEMENT S I Ss F Fti ` sTIE TO PROPOSED
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PROJECT REFERENCE NO.
P -5707
W SHEET NO.
ROADWAY DESIGN
ENGINEER
SHEET NO.
2B -3
HYDRAULICS
ENGINEER
DO NOT USE FOR% W ACQUISITION
^ HERI
CHA
DB DOCUMENT NOT CONSIDERED FINAL
CANOPY UNLESS ALL SIGNATURES COMPLETED
CANOPY // _j �I u
J 'ANOP L T II
-L -DET - P to. 46+ - ,H 1 cB�
—L— POT Sto. +37.94 (24. c j / /� l ��J//''
SHIFTING TAPER li
L -DET - P to. 48 +51.49 L r
-. y % � 18" RCP
4" PVC C&G - -
TREE EASEMEN Y I
--- W — —— — —
,V ■ BII
L 0 P — — — —'— —' —T F0 — — — — — — — — — — — - �l Fu— — EXISTING R/
' WOODS
WOODS m
a
o * TEMPORARY SIGNAL
l NOT Ee 8' PS FOR PEDESTRIAN ACCESS. SEE
j TRAFFIC MANAGEMENT PLANS.
o
—L —DET —
PI Sto 37 +75.00
PI Sto 42 +41.59
PI Sto 46 +15.96
A
= 8° 56' 47.5" (LT)
0
= 6. 36- 42.7" (LT)
A
= 6° 35' 24.3" (RT )
D
= 2• I7' 14.I"
D
= 2° 23' I4.4"
D
= I.23' 50.8"
L =
391.15"
L =
276.96"
L =
471.58"
T
= 195.97"
T
= 138.631
T
= 236.05'
R
= 2,505.00'
R
= 2,400.00'
R
= 4,100.00'
e =
Exist,
e =
Exist,
e =
Exist.
Runout = N/A
Runout = N/A
Runout = N/A
L-DET

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25 0 25 50
PLANS
OBLITERATE
EXISTING
PAVEMENT
PAVEMENT
REMOVAL
BY OTHERS
NOT ESo
ROX/MA T� % / PROJECT REFERENCE NO. SHEET NO.
OF SITE 0 L OCA T ION P-5707 2B-4
OP
ME1 RNV SHEET NO.
ROADWAY DESIGN HYDRAULICS
ENGINEER ENGINEER
EIP
rr
TREE LAJEMENT
EXISTING R/w
EIP
WATER LINE IN CASING OF
UNKNOWN SIZE AND TYPE
l�APPROXIMATELY 60' ON
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II
II
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II
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�FES
C
EXISTING EASEMENT
M� r�
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
I. CONTACT THE NCDOT RESIDENT ENGINEER TO SCHEDULE THE CLOSURE OF ROGERS ROAD AT —GRADE CROSSING.
2° THE EXISTING PAVEMENT WITHIN THE CSX RAILROAD RIGHT—OF—WAY TO BE REMOVED BY OTHERS. THE EXISTING
CROSSBUCKS9 GATES, AND FLASHERS WILL BE REMOVED BY OTHERS.
3° CONTRACTOR SHALL STABILIZE THE DISTURBED AREA OUTSIDE THE RAILROAD BALLAST LINE.
4° CONTRACTOR SHALL CONTACT NORTH CAROLI NA 8// TO LOCATE ALL UNDERGROUND UTILITIES IN THE WORK AREA.
CONTRACTOR SHALL ALSO CONTACT CSX RAILROAD TO LOCATE ANY UNDERGROUND RAILROAD UTILITIES IN THE
WORK AREA PROI R TO COMMENCEMENT OF WORK WITHIN THE CSX RIGHT —OF —WAY°
5° CONTRACTOR SHALL REMOVE EXISTING HIGHWAY ROADBED AND GRADE AREA TO MATCH ADJACENT TOPOGRAPHY.
ANY EXISTING CULVERTS IN THE RAILROAD DITCHES SHALL BE REMOVED AND GRADE EXISTING DITCHES TO DRAIN.
CONTRACTOR SHALL COORDINATE WITH THE ENGINEER ON HAULING AWAY ANY ASPHALT LEFT BY THE REMOVAL BY
OTHERS. ALL PAVEMENT WITHIN THE CSX RAILROAD RIGHT —OF —WAY CORRIDOR IS TO BE REMOVED PRIOR TO THE
CONCLUSION OF THE PROJECT.
6° PROVIDE PERMANENT SIGNING AS SHOWN IN THE P —5707 SIGNING PLANS.
7° PROVIDE SIGNING AND DEVICES REGUI RED TO CLOSE THE ROAD ACCORDING TO THE ROADWAY STANDARD DRAWINGS
AND TRAFFIC MANAGEMENT PLANS.
B. ENSURE ALL NECESSARY SIGNING IS IN PLACE PRIOR TO ALTERNATING ANY TRAFFIC PATTERN.
CROSSING
CLOSURE DETAIL
ROGERS ROAD
RAC K
P: [phone]
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
Engineers I Construction Managers I Planners I Scientists
FOR-L-DET- DESIGN SEE SHT. 213-2. wm.rkk.com
FOR -L- PLAN VIEW SEE SHT. 5. Responsive People I Creative Solutions

DIVISION OF HIGHWAYS
STATE OF NORTIH CAROLINA
-Y5- &
INTERSECTION DETAIL SHEET
NOT TO SCALE
DRYS- INTERSECTION DETAIL 1 �777
o,00
PROPOS
G — _ RY C0� RT \
A CH FER
gR =
BST
PROPOSED SIDEWALK
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WATER
M NA EM YN.� � II 22, R/30'
RETAINING W A L
R-401 cR
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PROPOSED 2'-6" C&G
N 40 411 11.4" W
PROPOSED 2'-6" C&G
PROPOSED
s I DF,W ALK
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PROPOSED
SIDEWALK
POSED
2' -6" C&G
P k b� s p0
12 .5'
(TyPQ = 20/ 2
02 pl
.013
�2
Y5— & —DR YSA—
INTERSECTION DETAIL
oCEI I [-UK r LAN V 1 t W 5 t t 5 M t t I J 5& 6.1 Responsive People I Creative Solutions

O
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(7) 3
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N �
O
RETAINING WALL #1 DETAIL - LOCATION DETAIL
BEGIN RETAINING WALL
620 091 48,1" E
,-�15.471 (MEASURED
ALONG RETAINING WALL)
35 *OC
—L
oc�
CURVED WALL NOTE: THE WALL ENVELOPE DOES NOT ACTUALLY DEPICT THE ACTUAL FACE OF THE WALL

II
PROJECT REFERENCE NO.
P -5707
R/W SHEET NO.
SHEET NO.
2B -7
10+00
PROPOSED 5' VINYL
COATED CHAIN LINK
FENCE MOUNTED TO
TOP OF WALL
PROPOSED FINISHED GRADE
(TOP - BACK OF WALL)
PROPOSED RETAINING WALL
4'
(BENCH)
0.02
ORIGINAL -------------
GROUND r7
PROPOSED FINISHED GRADE
(BENCH - FACE OF WALL)
11 +00
RETAINING
12 + 00
241
14'
PROPOSED 2' BASE
CONCRETE PAVED DITCH
ELEVATION LOCATIONS
N.T.S.
13 + 00
2'
0
W
0
w
CL
WALL #1 PROFILE DETAIL
14+00
ROADWAY DESIGN
ENGINEER
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
-WALL01- 360
POINT NO.
-WALL01-
STATION
PROPOSED FINISHED
GRADE (TOP)
PROPOSED FINISHED
GRADE (BENCH)
1
10+00.00
361.72
361.72
2
10+50.00
359.37
336.72
3
11+00.00
356.73
329.72
4
11+50.00
353.77
329.53
5
11+98.46
350.19
328.36
6
12+45.27
346.48
326.64
7
12+92.07
342.98
329.06
8
13+15.47
341.23
341.23
R;C%fc
P: [phone]
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
Engineers I Construction Managers I Planners I Scientists
www.rkk.com
Responsive People I Creative Solutions
• oo

PROJECT REFERENCE NO. SHEET NO.
P -5707 2B -8
co R/W SHEET NO.
CT
L
Q
N
3
i
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N
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LD
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(7) 3
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RETAINING WALL #2 DETAIL - LOCATION DETAIL
0
0
0
BEGIN RETAINING WALL
—WALL02— FC STAJO+00,00
-D,Ri - STA. !; +00,00 (OFFSET 28,01 RT)
-WALL02- FRC St(i. 10+50.,-56
---b / ;-WALL02- FCC Stc. 10T74.66
—WA%L02— FCC Stan 10+85.47
-
-WALL02- PT Stow 1,,3+06.52
—6NAL! 02—
ROADWAY DESIGN
ENGINEER
JINCOMPLEF]E PLANSDO NOT U1E FOR W ACQUISITION
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
END RETAINING WALL I
—WALL02— POT STAB /,,-5 +g6e10
-L - STAO 42 *75000
(OFFSET 50,5/ LT)
N 8�6" E
,596.101(MEASURED ALONG RETAINING WALL)
40+OO
CURVED WALL NOTE: THE WALL ENVELOPE DOES NOT ACTUALLY DEPICT THE ACTUAL FACE OF THE WALL
-W ALL02 -
-L-
P1 St(i /0--�25075 P1 StG 10�64,26 P1 St(7 10�80007 Pl St(7 11 �96,41 FOR PLAN SEE SHTS. 5-6
0 = 290 261 26,4" (RT) 0 = 690,571 447' (LT) L = 00,-551 56,3' (LT) 0 = 120 05/ 49,5" (LT) GRAPHIC SCALE
20 10 0 20 40
°D = 58027154,3'D = 28602814400"D = 50,521 2802"D = 5 28121.2"
PLANS
L = 50,,561 L = 24,,511 L _ 10,811 L = 221,051 RK, %K
T 25,751 T 1,5,911 T 50401 T 1100941 900Ri,878dDri
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
� j NC License No. F-0112
R 980001
R 200001 R 1,0340001
R 190460961
Engineers Construction Managers Planners Scientists
www.rkk.com
Responsive People I Creative Solutions

c
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SHEET NO.
2B -9
35
32
O
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O-0
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10
RETAINING WALL #2
10+00 11+00 12+00 13+00 14+00
PROFILE DETAIL
15+00
PROJECT REFERENCE NO.
P -5707
R,W SHEET NO.
ROADWAY DESIGN
ENGINEER
INC®MIPIL]E` r E PLANS
DO NOT l 9 E FOR % W ACQUISITION
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
WALL02-
POINT NO.
-WALL02-
STATION
PROPOSED FINISHED
GRADE (TOP)
PROPOSED FINISHED
GRADE (BENCH)
1
10+00.00
333.01
333.01
2
10+50.36
334.10
314.58
3
10+74.66
332.43
313.73
4
10+82.14
331.85
311.23
5
11+29.44
328.45
310.07
6
11+76.86
325.24
308.39
7
12+24.37
322.30
308.26
8
12+71.99
319.92
303.52
9
13+21.10
317.84
302.40
10
13+71.10
315.61
301.76
11
13+96.10
314.61
314.61
340
R;fj%fc
P: [phone]
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
Engineers I Construction Managers I Planners I Scientists
www.rkk.com
Responsive People I Creative Solutions
• oo

RETAINING WALL #3 DETAIL -
45+00
BEGIN RETAINING WALE
LOCATION
L
END RETAINING WALL
DETAIL
—WAl L03— FOT STAJ3+,54,52
-YS- STA,24+79000 ;OFFSET
—WALL03— FC STA,10+00,00 =
-YS- STA,21+60000 (OFFSET 32,01LT)
WALLO3- PT Stc,12+04,65
,-�,54.521 (MEASURED
—w!LL03—
S g8° ll' lOeS° E
ALONG RETAINING
CURVED WALL NOTE: THE WALL ENVELOPE DOES NOT ACTUALLY DEPICT THE ACTUAL FACE OF THE WALL
ocE

3
C
0
Q
m
3
m
N
i
Q
LD
0
i
6) 3
O-0
c� ro
�0
2'
10+00 11 +00
VAR. 42.9' TO 64.0'
12 + 00
--------- PROPOSED 5' VINYL
COATED CHAIN LINK
FENCE MOUNTED TO
TOP OF WALL
PROPOSED FINISHED GRADE
(TOP - BACK OF WALL)
O
R
G
O '
PROPOSED 2' BASE
CONCRETE PAVED DITCH
PROPOSED RETAINING WALL
ELEVATION LOCATIONS
N.T.S.
13+00 14+00
12' _ I I _ 2'
0
W
0
0.02
---------
\
PROPOSED FINISHED GRADE
(BENCH - FACE OF WALL)
SHEET NO.
1110im
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
WALL03
POINT NO.
-WALL03-
STATION
PROPOSED FINISHED
GRADE (TOP)
PROPOSED FINISHED
GRADE (BENCH)
1
10+00. 00
271.89
271.89
2
10+35.96
281.43
270.34
3
10+87.06
286.01
269.22
4
11+37.28
287.34
268.76
5
11+87.33
285.96
269.07
6
12+37.74
282. 69
270.26
7
1 12+88.19
279.50
272.39
S
1 13+34.52
275.07
1 275.07
R;fj%fc
P: [phone]
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
Engineers I Construction Managers I Planners I Scientists .
www. rkk.com �
OC El I Responsive People I Creative Solutions

RETAINING WALL #4 DETAIL - LOCATION DETAIL
c+ i;lon of —WALL04 — PT STA, 1,5 +58,79
=
L— STA,40+50000 (OFFSET 6005"'RT)
CURVED WALL NOTE: THE WALL ENVELOPE DOES NOT ACTUALLY DEPICT THE ACTUAL FACE OF THE WALL
O
N
oc�

10+00 11+00 12+00 13+00 14+00
2'1 _ 14' _ I _ 14.5'
PROPOSED 2' BASE
CONCRETE PAVED DITCH
ELEVATION LOCATIONS
N.T.S.
PROPOSED 5' VINYL
COATED CHAIN LINK
FENCE MOUNTED TO
TOP OF WALL
PROPOSED FINISHED GRADE
(TOP - BACK OF WALL)
PROPOSED RETAINING WALL
4'
(BENCH)
0.02
--- ?'� ORIGINAL
GROUND
PROPOSED FINISHED GRADE
(BENCH - FACE OF WALL)
SHEET NO.
2B -15
DOCUMENT NOT CONSIDERED FINAL
UNLESS ALL SIGNATURES COMPLETED
-WALL04-
POINT NO.
-WALL04-
STATION
PROPOSED FINISHED
GRADE (TOP)
PROPOSED FINISHED
GRADE (BENCH)
1
10+00.00
345.54
345.54
2
10+42.21
342.74
328.56
3
10+94.97
339.24
325.66
4
11+47.74
335.74
324.60
5
12+00- 50
332.24
312.20
6
12+53.26
328.74
312.85
7
13+06.02
325.25
309.81
8
13+58.79
321.96
321.96
NOTE: DUE TO RECENT SITE DEVELOPMENT ON PARCELS
NO. 12 & 12A, CONTRACTOR SHALL FIELD VERIFY
EXISTING GROUND ELEVATIONS AND BOTTOM OF
WALL ELEVATIONS BEFORE DEVELOPING SHOP
DRAWINGS FOR THE WALL.
R#f"K
P: [phone]
900 Ridgefield Drive Suite 350 1 Raleigh, North Carolina 27609-3960
NC License No. F-0112
Engineers I Construction Managers I Planners I Scientists
www.rkk.com
Responsive People I Creative Solutions
•N

L
0
a�
z
I�
n
EL
i
U
Q
U
i
c�
c L
C\1 U
TE
oE� E
DETAIL A
SPECIAL LATERAL 'V' SWALE
( Not to Scale)
Natural _J_ N °� Fill
Ground u?. j D 0111 Slope
Min. D = 1.0 Ft.
-DRY5- STA. 11 +44 TO STA. 12 +00 LT (DDE = 101 CY)
-Y5- STA. 11 + 50 TO STA. 12 + 07 LT (DDE = 18 CY)
-Y5- STA. 12 + 50 TO STA. 12 + 79 RT (DDE = 5 CY)
DETAIL D
SPECIAL LATERAL 'V' DITCH
( Not to Scale)
Natural 1 °� Fill
Ground ?. j \e Slope
D
Min. D= 1.5 Ft.
-L- STA. 21 + 50 TO
STA. 23 + 00
RT
(DDE =
86
CY)
-L- STA. 24 + 50 TO
STA. 29 + 89
RT
(DDE =
190
CY)
-L- STA. 30 + 50 TO
STA. 35 + 00
RT
(DDE =
630
CY)
-Y5- STA. 16 + 35 to
STA. 17 + 22
LT
(DDE =
107
CY)
-Y5- STA. 17 + 69 TO
STA. 21 + 00
LT
(DDE =
394
CY)
-L-DET- STA. 22+15.38 TO STA. 23+15.66 LT
-L-DET- STA. 29 + 21.89 TO STA.
30 + 75.70
LT
DETAIL J
TOE PROTECTION
( Not to Scale)
O� FILL
NATURAL ����� SLOPE
GROUND d
GEOTEXTILE
d = 3.0 Ft.
Type of Liner= CL B Rip -Rap
-L- STA. 31+50 TO STA. 33+75 LT (CL B RIPRAP = 184 TONS; GEOTEXTILE = 470 SY)
-L- STA. 41 +96 TO STA. 43+15 LT (CL B RIPRAP = 95 TONS; GEOTEXTILE = 243 SY)
-L- STA. 43+42 TO STA. 44+00 LT (CL B RIPRAP = 46 TONS; GEOTEXTILE = 118 SY)
DETAIL O
STANDARD 'V' DITCH
( Not to Scale) Temporary
Temporary Barrier Wall
Shoring\
I J_ ?•J D ,LA
Min. D= 0.75 Ft.
-L-DET- STA. 28 + 85 TO STA. 40 + 58 LT
FOLLOW EXISTING GROUND PROFILE.
ACHIEVE POSITIVE DRAINAGE
DETAIL B
SPECIAL LATERAL BASE SWALE
( Not to Scale)
Natural o� Fill
Ground 3•j D !�`o,�,�et Slope
FBj � Min. D= 1.0 Ft.
B = 4.0 Ft.
-Y5- STA. 12 + 50 TO STA. 13 + 00 LT (DDE = 134 CY)
DETAIL E
SPECIAL LATERAL BASE DITCH
( Not to Scale)
Natural 1 0� Fill
Ground ? j r" e' Slope
d D Flo
Geotextile B
Min. D= 1.0 Ft.
Max. d = 1.0 Ft.
B = 2.0 Ft.
Type of Liner= Class I Rip -Rap
-Y5- STA. 13 + 50 TO STA. 14 + 55 RT (DDE = 201 CY;
CL 1 RIPRAP = 85 TONS; GEOTEXTILE = 163 SY)
DETAIL K
SPECIAL CUT DITCH
( Not to Scale)
Front
o� Ditch
Natural 0,'1 ,yet Slope
Ground 2. J D F�o�
A Min. D= 1.0 Ft.
-L-DET-
STA. 17 + 66.44
TO
STA. 19 + 16.47
RT
-L-DET-
STA. 20 + 64.75
TO
STA. 22 + 15.38
LT
-L-DET-
STA. 30 + 75.70
TO
STA. 31 + 14.23
LT
FILL-IN EXISTING
CHANNEL i
_ EXCAVATION
NATURAL
GROUND NAZ
1.01� CLASS I RIP RAP
W/GEOTEXTILE
FAB (TYP.)
VARIES
7.0'-9.0'
INLET CHANNEL IMPROVEMENTS
LOOKING UPSTREAM (NTS)
L=92'
CL I RIPRAP = 83 TON
GEOTEXTILE = 116 SY
FILL-IN EXISTING
CHANNEL
DETAIL C
SPECIAL BACK OF CURB CUT DITCH
(NOT TO SCALE)
NATURAL
GROUND
rLA ----
-L- STA. 19 + 00 TO STA. 21 + 50 RT
-Y5- STA. 21 + 00 TO STA. 21 + 50 LT
DETAIL F
CHANNEL CHANGE
( Not to Scale)
_ Natural___
Ground ?•j D
d
GEOTEXTILE B_
Type of Liner= CL I Rip -Rap
DETAIL G a
FALSE SUMP
( Not to Scale)
O�
Outside Ditch
Traffic Flow
GI
E- S - etc.
S = Ditch Slope Proposed Ditch
-L- STA. 2 8 + 14 RT
-Y5- 18 + 81 RT
Proposed Natural
E_ Fill Slope Ground
1"/Ft.
Min. D = 2.0 Ft. Exist. Channel
Max. d = 2.0 Ft.
B = 2.0 Ft.
b = 5.0 Ft.
-Y5- STA. 15+26 TO STA. 15+80 RT (DDE = 21 CY; CL 1 RIPRAP = 62 TONS; GEOTEXTILE = 110 SY)
-Y5- STA. 17 + 50 TO STA. 18 + 75 RT (DDE = 261 CY; CL 1 RIPRAP = 144 TONS; GEOTEXTILE = 255 SY)
-Y5- STA. 20+00 TO STA. 21 +24 RT (DDE = 298 CY; CL 1 RIPRAP = 143 TONS; GEOTEXTILE = 253 SY)
I
I
I
I
I
I
EXCAVATI OPV
_I
NATURAL
ry GROUND
1.0'�
CLASS I RIP RAP
VARIES W/GEOTEXTILE
7.0'-9.0' FAB (TYP.)
OUTLET CHANNEL IMPROVEMENTS
LOOKING UPSTREAM (NTS)
L = 78'
CL I RIPRAP = 89 TON
GEOTEXTILE = 125 SY
EXTEND CHANNEL BLOCK--"'W
MIN. OF 2ft BEYOND LIMITS
OF EXISTING CHANNEL PLAN VIEW
DETAIL L
STANDARD BASE DITCH
( Not to Scale)
Natural Natural
Ground 2. J rL� Ground
d D
Geotextile B Min. D= 2.0 Ft.
Max. d = 2.0 Ft.
*When B is < 6.0' B = 4.0 Ft.
Type of Liner= CL B Rip -Rap
-Y2- STA. 11 + 11 RT, L = 82, S = 9.40%,
BEG ELEV = 342.5, END ELEV = 334.8
CL B RIPRAP = 64 TON
GEOTEXTILE = 163 SY
(DDE = 55 CY)
DETAIL H
FALSE
SUMP
( Not to Scale)
Median Ditch
,J 9/1 " 12' -�
L (See Chart Below)
20' GI
E S -
etc.
S = Ditch Slope
CL Proposed Ditch
Ditch Grade
L
Ditch Grade
L
0.0% To 2.0%
20'
Over 4.0% To 6.0%
40'
Over 2.0% To 4.0%
30'
Over 6.0%
50'
-L DET- STA. 22 + 01 LT
-L DET- STA. 38 + 98 LT
-L_DET- STA. 40 + 74 LT
DETAIL I "
FALSE SUMP �o
(
Outside Ditch Not to Scale)
Traffic Flow
--dt- S - etc.
S = Ditch Slope Proposed Ditch
NEW STREAMBANK
SHALL BE TREATED
AS SPECIFIED IN PLANS
EXTEND CHANNEL BLOCK
MIN. OF 2ft BEYOND INVERT FLOW
OF EXISTING CHANNEL >
CHANNEL7-A,,
INVERT
TCOMPACTED
BACKFILL
MIN. MIN 1.0' DEPTH
1TH #57 STONE
UNCOMPACTED
BACKFILL
COMPACTED
BACKFILL
SECTION B-B
DETAIL P
CHANNEL BLOCK
NOT TO SCALE
-L- STA. 42 + 96 LT
-DRY5-
STA. 12+29 RT
-DRY5-
STA. 12 + 63 RT
-L-
STA. 19 + 54 RT
-L-
STA. 20 + 88 RT
-Y5-
STA. 19 + 16 LT
-Y5-
STA. 2 0 + 16 LT
UNCOMPACTED
BACKFILL 1.5'
5' Min. 1' 10' FINISH GRADE
RIP -RAP,
CLASS I
SECTION A -A
COMPACTED
BACKFILL
NOTES:
1) CHANNEL BLOCK SHALL BE INSTALLED IN ACCORDANCE WITH THE
PROJECT SPECIFICATIONS.
2) BLOCK SHOULD BE INSTALLED AT THE INTERFACE BETWEEN EXISTING
CHANNEL AND PROPOSED CHANNEL.
3) BOTTOM OF BLOCK SHOULD BE A MINIMUM OF 2ft BELOW THE INVERT
OF THE EXISTING CHANNEL.
4) BLOCK SHOULD EXTEND A MINIMUM OF 2ft BEYOND THE LIMITS OF THE
EXISTING STREAM CHANNEL.
5) INSTALL EROSION CONTROL MATTING AND SEED IN ACCORDANCE WITH
THE PROJECT SPECIFICATIONS IMMEDIATELY AFTER GRADING.
6) COMPACT BACKFILL TO EXTENT POSSIBLE OR AT THE DIRECTION OF
THE ENGINEER.
DETAIL M
SPECIAL LATERAL BASE DITCH
( Not to Scale)
Natural N 01 Fill
Ground ? j Slope
d 4Dr,
If
Geotextile
Min. D = 1.0 Ft.
Max. d = 1.0 Ft.
B = 4.0 Ft.
Type of Liner= Class B Rip -Rap
-D RY5- STA. 11 + 44 TO STA. 12 + 72 RT
(DDE = 125 CY; CL B RIPRAP = 71 TONS; GEOTEXTILE = 205 SY)

NOT TO SCALE
-Y5-� -DR Y5- DRAINAGE LAYOUT DETAIL
y DUMP P
aW� GATE
2 SP LATERA 0 3 PROXY �E�E� �2
BASE DITCH of
G E DETAIL
L�� �� P 00
2 - �`1 2 G A-� ER 5„ RC /
\ R M V � �FS�
RE� I N EX S 053 oRE AC���� Ally
YST E
INING
C RCP II F
°
6
CSP
\ — 2 ELBOWS
v _ C �O2 JB ROa & LUG
41= 2_ - 15P-III __RCw/MH,-'
- ,o Q ����
— m ---� \\� , �G 48 RCP -III
REMOVE o G 519 �i A$ �� �3 0535,,
0518 HW _ CB �� 524 ,St
, F� RE 18" G -
o �, Y TEM RCP I 0516 26 TONS CL I RIPRA
515 W/50 SY GEO FAB
SP LATERAL/ SW L GRADE 517 CB ON BANKS ONLY
� ,�
SEE DETAIL A O DRAIN /
cc
SP LATERAL BASE DITCH
0513 15 RCP -I I I SEE DETAIL E
`
-_--------- - JCB
C
0526
SP LATERAL BASE SWALE � ---''F '% B F '
SEE DETAIL B �, REMOVE � ,mow C� ,\
--------- ----
P RETAI 050
-G -- FERRY COuR � CB, �
BRANCH F 052 7 ,A .�o �
'9
ST — C 12 '-- , 40514 O ��
B I O cn SP LATERAL V SWALE
24" RCP -III 051-11 �' SEE DETAIL A
C�� � 3 "RCP -III
CP `1A 0511
SP LATERAL V SWALE
s SEE DETAIL A
�
RETAIN EXISTI N
SYSTEM
CO
\
O� 1-UK U I I L, H U t I AI LJ J t t J H t t 1 L U-1. I Responsive People I Creative Solutions

DIVISION or HIGHWAYS
STATE OF NORTH CAROLINA
SUMMARY OF EARTHWORK
STATION I STATION
-Lr 15+32.99 -Lr 28+87.50 (Begin Bridge)
-Y3- 12+00.00 -Y3- 14+69.09
IN CUBIC YARDS
EXCAVATION
TOTAL
UNCLAS S.
941
grol
UNDERCUT
EMBANK.
+20%
76,310
39378
i .. fyAl
75,369
3,342
WASTE
SUBTOTAL
977
7908
78,711
-L- 30+77.00 (End. Bridge)
-Lr 50+64.57
11991
33150
202,816
2001)825
39150
-Y5- 11+00.00
-Y5- 21 +00.00
11193
171221
16M28
-Y5- 26+00.00
-Y5- 27+96.08
304
21)713
2,409
-DRY5- 10+27.41
-DRY5- 10+87.54
5
79
74
-DRY5- 11+23.59
-DRY5- 13+00.00
118
554
436
-DRY5A- 10+25.00
-DRY5A- 11+09.64
55
629
574
-DR1- 10+30.00
-DR1- 11+21.25
1
5,598
5,597
--DRI - 12+ 12.23
-DR 1- 13+02.42
45
497
452
SUBTOTAL
31712
35150
230,107
226,395
39150
... ......_........
-L DET- 14+48.68
-L DET- 45+02.04
19959
1V85
89326
SUBTOTAL
19959
101285
M26
NNEW7 ............ ............................
TOTAL
6,648
31150
32000
3135432
39150
LOSS DUE TO CLEA RING & GRUBBING
-332
332
WASTE IN LIEU OF BORROW
-3J50
-39150
FILL BACK IN -L- DETOUR EXCAVATION
21351
21351
-L- DETOUR FILL TO REMAIN IN PLACE
-109285
-81326
DRAINAGE DITH EXCAVATION IN PLACE OF BORROW
-39336
-31336
UNDERCUT CONTINGENCY
400
480
480
PROJECT TOTAL
69315
39550
3099289
3019783
EST. 5% TO REPLACE TOP SOIL ON BORROW PIT
1509
GRAND TOTAL
6,3 15
3,550
309,289
316,872
SAY
69400 1 3,550
3169900
OCE. I I Responsive People I Creative Solutions '

'IN" = DISTANCE FROM EDGE OF LANE TO FACE OF GUARDRAIL.
TOTAL BERM WIDTH = DISTANCE FROM FACE OF CURB TO SHOULDER BREAK POINT.
D_
N
m
m
CD
c-
co
Q
7
CD
LC�
CL
O
L
O_0
CV
\ O
"Tn-
TOTAL SHOULDER WIDTH = DISTANCE FROM EDGE OF TRAVEL LANE TO SHOULDER BREAK POINT.
FLARE LENGTH = DISTANCE FROM LAST SECTION OF PARALLEL GUARDRAIL TO END OF GUARDRAIL.
W = TOTAL WIDTH OF FLARE FROM BEGINNING OF TAPER TO END OF GUARDRAIL.
G = GATING IMPACT ATTENUATOR TYPE 350
NG = NON -GATING IMPACT ATTENUATOR TYPE 350
DIVISION OF 1JIG14WAYS
STATE OTrr_` NORTH i'AIhOLllN-_
GUARDRAIL SUMMARY
SURVEY
LINE
BEG. STA.
END STA.
LOCATION
LENGTH
WARRANT POINT
"N"
DIST.
FROM
E.O.L•
TOTAL
BERM
1JV(ft)
FLARE LENGTH (ft)
W (ft)
ANCHORS
IMPACT
ATTENUATOR
TYPE 350
DOUBLE
FACED
CONCRETE
BARRIER
SINGLE
FACED
CONCRETE
BARRIER
REMOVE
EXISTING
GUARDRAIL
REMARKS
STRAIGHT
SHOP
CURVED
DOUBLE
FACED
APPROACH
END
TRAILING
END
APPROACH
END
TRAILING
END
APPROACH
END
TRAILING
END
XI
MOD
XI
GREU
TL-3
TYPE III
CAT-1
GREU
TL-2
AT-1
G
NG
L
24+27.00
28+88.54
RT
415.35
92.55
24+70.00
BEGIN BR.
14.0
14.0
325.0
6.5
1
1
L
30+78. 04
48+79.10
RT
1,801.10
E N ❑ BRIDGE
48+80. 00
14.0
14. ❑
325.0
6,5
1
L
18+95.00
28+86.46
LT
956.20
62.40
BEGIN BR.
19+30.00
14.0
14.0
325.0
6.5
1
1
L
30+75.96
38+52.67
LT
756.13
18.75
44+50.00
END BRIDGE
14.0
14.0
325.0
6.5
1
1
L
39+42.08
47+25.00
LT
782.92
47+25.00
39+42.08
14.0
14.0
❑ R 1
10+49.25
12+80.00
RT
52.75
215.70
10+50.00
12+75.00
8.0
8.0
1
Y5
14+00.00
23+83.00
RT
971.10
25.85
15+00.00
23+80.00
14.0
14.0
50.0
1.0
1
1
Y5
24+79.00
27+72.00
LT
107.70
118.75
24+79.00
14.0
14.0
1
L
39+27.00
49+10.00
RT
983.00
L
40+71.00
48+03.00
LT
732.00
SUBTOTAL
5,843.25
534.00
1
5
5
1,715.00
LESS ANCHOR DEDUCTIONS
GREU TL-3
@ 50' =
-50.00'
AT-1
@ 6.25' _
-31.25'
TYPE III
@ 18.75' _
-93.75'
TOTAL GUARDRAIL =
5,699.50
502.75
SAY
5,825A0'
1 525.00'
1
1
1
1
1
1
1
1
1
1
1
1 1
1 5
5
1
1
1
1 11,715
TEMPORARY GUARDRAIL SUMMARY
SURVEY
LINE
BEG. STA.
END STA.
LOCATION
LENGTH
WARRANT POINT
"N"
DIST.
FROM
E•O.L.
TOTAL
BERM
WIDTH
(�i
FLARE LENGTH (ft)
W (ft)
ANCHORS
IMPACT
ATTENUATOR
TYPE350
DOUBLE
FACED
CONCRETE
BARRIER
SINGLE
FACED
CONCRETE
BARRIER
REMOVE
EXISTING
GUARDRAIL
REMARKS
STRAIGHT
SHOP
CURVED
DOUBLE
FACED
APPROACH
END
TRAILING
END
APPROACH
END
TRAILING
END
APPROACH
END
TRAILING
END
XI
MOD
XI
GREU
TL-3
B-77
TYPE III
CAT-1
TES
AT-1
CRASH
CUSHION
G
NG
- L D ET-
34+50.00
44+62.25
RT
1,012.25
1
1
SUBTOTAL
1,012.25
1
1
LESS ANCHOR DEDUCTIONS
CAT-1
@ 6.25' _
GREU TL- 3
1
@ 50.00' _
- 50.00'
TOTAL G U ARDRAI L =
962.25
SAYI
987.50'
1
oCE. I I Responsive People I Creative Solutions I

m
m
ED
c-
Q
1DIVI510N OP IIIIGIIWAI'S
STATE OF NORTH CAROLINA
PAVEMENT REMOVAL SUMMARY
IN SQUARE YARDS
LINE
STATION
STATION
LOCATION
LENGTH OR
AREA
WIDTH
SQUARE
YARDS
L
29+35
30+31
CL
31519.03
391.00
L
36+70
37+15
LT
13176.01
130.67
L
36+87
37+21
RT
9)901.54
1,100.17
Y5
11 +00
12+21
LT
1,108.00
123.11
Y5
12+38
13+ 11
LT
5, 940.86
660.10
Y5
24+ 15
27+93
RT
11,660.64
13295.63
DR5
10+50
10+75
LT
184.24
20.47
L_DET
14+45
19+45
RT
73189.38
798.82
L_DET
19+84
32+ 18
CL
317 706.42
3)522.94
L_DET
32+ 16
45+22
RT
171881. 32
13986.81
TOTAL
10,029.72
SAY
109030
PAVEMENT BREAKING
IN SQUARE YARDS
SUMMARY
LINE
STATION
STATION
LOCATION
LENGTH OR
AREA
WIDTH
SQUARE
YARDS
L
21 +55
29+35
CL
271736. 76
33081.86
L
30+31
45+50
CL
86, 289. 34
9, 587.70
Y 3
13+ 15
14+ 82
C L
8,263.73
918.19
TOTAL
135 587.76
SAY
135590
C)CE I Responsive People I Creative Solutions I

co
CT
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COMPUTED BY: MJB DATE: 09 /27 /19 PROJECT REFERENCE NO. SHEET NO.
CHECKED BY: RBH DATE: 10 /01 /19 STATE OF NORTH CROLIN P-5707 3D-1
DOCUMENT NOT CONSIDERED FINAL
DIVISION OF HIGHWAYS
UNLESS ALL SIGNATURES COMPLETED
NOTE: Invert Elevations are for Bid Purposes only and shall not be used for project construction stakeout.
See "Standard Specifications For Roads and Structures, Section 300-5". SUB REGIONAL & REGIONAL
LIST OF PIPES, END WALLS, ETC. (FOR PIPES 48" & UNDER)
ENDWALLS
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SIZE
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1514
1814
2411
3011
36"
4211
48"
12"
15"
18"
24"
30"
36"
42"
48"
12"
15"
18"
24"
30"
36"
42"
48"
24"
36"
GU.YARDS
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SHEET 4
-L- 17+50.00
RT
427
352.0
1
1
1
-L- 17+50.00
RT
427
414
349.0
346.4
44
-L- 17+95.00
RT
414
351.2
1
1
11
-L- 17+95.00
RT
414
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346.4
344.1
24
-L- 16+63.00
RT
413
353.8
1
1
1
0.399
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RT
413
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351.7
351.5
8
-L- 19+00.00
RT
425
350.5
1
1
1
-L- 19+00.00
RT
425
401
347.5
346.3
68
-L- 19+66.00
RT
410
350.2
1
1
1
-L- 19+66.00
RT
410
401
347.5
346.3
12
13
-L- 19+66.00
RT
401
350.5
1
0.5
1
1
-L- 19+66.00
RT
401
404
345.0
344.8
80
-L- 21+00.00
RT
409
351.6
1
1
1
-L- 21+00.00
RT
409
402
347.7
346.2
124
-L- 21+00.00
RT
421
350.6
1
1
1
-L- 21+00.00
RT
421
409
348.4
347.7
12
1
18
-L- 22+00.00
RT
428
353.7
1
1
1
-L- 22+00.00
RT
428
409
350.7
348.0
100
-L- 23+00.00
RT
408
356.9
1
1
1
1
1
-L- 23+00.00
RT
408
428
1
353.9
350.7
100
-L- 24+75.00
RT
420
364.9
1
1
1
-L- 24+75.00
RT
420
408
360.2
353.9
176
108
-Y3- 13+85.00
LT
407
361.4
1
1
1
-Y3- 13+85.00
LT
407
408
358.4
353.9
104
-Y3- 13+07.50
LT
418
363.6
1
1
1
-Y3- 13+07.50
LT
418
407
358.9
358.4
76
-Y3- 13+07.50
RT
417
363.7
11
1
1
-Y3- 13+07.50
RT
417
418
359.0
358.9
40
-L- 19+77.00
RT
402
350.5
1
1
1
1
-L- 19+77.00
RT
402
401
346.2
346.0
12
-L- 22+50.00
LT
406
355.1
1
1
1
-L- 22+50.00
LT
406
426
352.1
348.6
148
-L- 21+00.00
LT
426
351.6
1
1
1
-L- 21+00.00
LT
426
405
348.6
347.5
100
-L- 20+00.00
LT
405
350.5
1
1
1
-L- 20+00.00
LT
405
404
347.5
346.0
32
8
-L- 19+66.00
LT
404
350.3
1
0.5
1
11
-L- 19+66.00
LT
404
403
344.8
344.7
24
209
-L- 19+42.99
LT
403
350.3
1
1
1
0.6
1
1
1
-L- 19+42.99
LT
403
416
344.7
344.0
72
-Y2- 10+83.38
RT
416
350.0
1
2.0
1
1
0.764
-Y2- 10+83.38
RT
416
419
343.0
342.5
44
-L- 19+72.85
LT
429
343.9
1
1
1
1
1
1
1
11
3.2
11
1
-L- 19+72.85
LT
429
430
335.8
334.8
1
20
5 HEET TOTALS
0
0
0
0
0
0
0
0
0
1,032
148
0
116
0
44
0
0
0
0
0
80
0
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0
0.0
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22
6.7
0.0
19
3
8
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1
1
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0
1
0
0
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COMPUTED BY: MJB DATE: 09 /27 /19 PROJECT REFERENCE NO. SHEET NO.
P-5707 3D-2
CHECKED BY: RBH DATE: 10 /01 /19 STATE OF NORTH CROLIN DOCUMENT NOT CONSIDERED FINAL
DIVISION OF HIGHWAYS UNLESS ALL SIGNATURES COMPLETED
NOTE: Invert Elevations are for Bid Purposes only and shall not be used for project construction stakeout.
See "Standard Specifications For Roads and Structures, Section 300-5". SUB REGIONAL & REGIONAL
LIST OF PIPES, END WALLS, ETC. (FOR PIPES 48" & UNDER)
STATION
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ABBREVIATIONS
C.B. CATCH BASIN
N.D.I. NARROW DROP
INLET
D.I. DROP INLET
G.Q.I. GRATED DROP INLE
G.Q.I.�N.S.} {NARROW SLOT}
J.B. JUNCTION BOX
MANHOLE
T.B D.I. TRAFFIC BEARING
DROP INLET
T.B.J.6. TRAFFIC BEARING
JUNCTION BOX
STD. 838.01
ORCY
STD. 838.11
(UNLESS
NOTED
OTHERWISE}
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a
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a
FM.H.
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SIZE
12"
1514
1814
2411
3011
36"
4211
48"
12"
15"
18"
24"
30"
36"
42"
48"
12"
15"
18"
24"
30"
36"
42"
48"
24"
36"
GU.YARDS
A
B
THICKNESS
OR GAUGE
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SHEET 4 (Cont.)
-L- 26+25.00
RT
412
372.0
1
1
1
-L- 26+25.00
RT
412
411
367.5
367.3
64
-L- 26+25.00
LT
411
372.0
1
1
1
-L- 26+25.00
LT
411
501
367.3
367.0
100
-Y2- 10+80.76
LT
415
350.7
1
-Y2- 10+80.76
LT
415
416
344.9
343.6
4
0.764
SHEET 5
-L- 27+25.00
LT
501
375.5
1
3.6
1
1
472
-L- 27+25.00
LT
501
503
367.0
326.3
132
12
@ 15"
-L- 28+35.19
LT
503
346.5
1
5.0
12.2
1
1
-L- 28+35.19
LT
503
1 504
324.3
1 323.9
36
-L- 28+03.49
RT
536
347.9
1
3.5
1
1
-L- 28+03.49
RT
536
502
339.5
339.2
32
33
-L- 28+04.20
RT
502
343.1
1
1
1
1
1
11
- ---
1
-L- 32+25.00
RT
507
335.0
-L- 32+25.00
RT
507
1 528
331.0
1 328.3
92
-L- 32+92.16
RT
528
332.1
1
1
-L- 33+27.00
RT
541
372.1
1
1
1
-L- 33+27.00
RT
541
505
367.3
366.6
20
-L- 33+48.96
RT
505
371.3
1
1
1
-L- 33+48.96
RT
505
1 506
366.E
1 366.4
64
-L- 33+48.96
LT
506
371.2
1
1
1
5.5
0.18
-L- 33+48.96
LT
506
529
366.4
318.0
80
1
1
12
@ 15"
-L- 32+80.92
LT
531
321.3
1
1
1
11
1
11
1
-L- 32+80.92
LT
531
530
317.E
1 316.5
20
-L- 33+03.84
LT
530
325.5
1
5.0
0.3
1
1
-L- 32+93.90
LT
529
530
317.2
315.7
28
20
-L- 32+93.90
LT
529
321.6
1
1
1
-L- 38+18.00
LT
508
340.6
1
5.0
5.1
1
1
-L- 38+18.00
LT
508
537
325.4
324.9
1
291
-Y5- 12+20.03
LT
509
306.7
1
1
1
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LT
509
510
302.2
302.2
28
1
1
1
1435
-Y5- 12+07.00
LT
510
305.7
1
1
1
1
1
11
1
1
-Y5- 12+07.00
LT
510
512
302.2
302.0
52
-Y5- 11+68.00
RT
511
306.9
1
1
1
-Y5- 11+68.00
RT
511
512
302.7
301.5
1
32
-Y5- 12+07.00
RT
512
306.8
1
1
1
1
11
0.3
1
1
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RT
512
513
301.5
301.0
56
-Y5- 12+73.00
RT
513
305,7
1
1
11
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RT
513
522
301.0
296.0
84
-DRY5- 10+41.27
LT
514
515
1
300.0
297.4
40
1
1
130
5 HEET TOTALS
0
212
0
0
0
0
0
0
0
280
40
112
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0
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11
0
8
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COMPUTED BY: MJB DATE: 09 /27 /19 PROJECT REFERENCE NO. SHEET NO.
P-5707 3D-3
CHECKED BY: RBH DATE: 10 /01 /19 STATE OF NORTH CROLIN DOCUMENT NOT CONSIDERED FINAL
DIVISION OF HIGHWAYS UNLESS ALL SIGNATURES COMPLETED
NOTE: Invert Elevations are for Bid Purposes only and shall not be used for project construction stakeout.
See "Standard Specifications For Roads and Structures, Section 300-5". SUB REGIONAL & REGIONAL
LIST OF PIPES, END WALLS, ETC. (FOR PIPES 48" & UNDER)
STATION
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ABBREVIATIONS
C.B. CATCH BASIN
N.D.I. NARROW DROP
INLET
D.I. DROP INLET
G.Q.I. GRATED DROP INLE
G.Q.I.(N.S.) {NARROW SLOT}
J.B. JUNCTION BOX
M.H. MANHOLE
TRAFFIC BEARING
DROP INLET
T.B.J.6. TRAFFIC BEARING
JUNCTION BOX
STD. 838.01
ORCY
STD. 838.11
(UNLESS
NOTED
OTHERWISE}
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a
H
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0
w
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a
LIN.
FT.
SIZE
12"
1514
1814
2411
3011
36"
4211
48"
12"
15"
18"
24"
30"
36"
42"
48"
12"
15"
18"
24"
30"
36"
42"
48"
24"
36"
GU.YARDS
A
B
THICKNESS
OR GAUGE
0
0
H
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REMARKS
SHEET 5 (Cont.)
-DRY5- 10+63.00
RT
515
302.9
1
0.5
1
1
-DRY5- 10+63.00
RT
515
516
297.4
296.6
12
-DRY5- 10+22.73
RT
526
302.9
1
11
1
-DRY5- 10+22.73
RT
526
527
299.9
299.6
24
-DRY5- 10+41.26
RT
527
302.7
1
1
1
-DRY5- 10+41.26
RT
527
1 515
299.6
297.7
20
-DRY5- 12+64.09
RT
532
312.7
1
5.0
1.0
1
1
-DRY5- 12+31.92
RT
533
312.3
1
5.0
2.2
1
1
1180
-DR1- 11+91.00
RT
540
328.3
1
1
1
1
-DR1- 11+91.00
RT
540
539
325.3
325.1
44
-DR1- 11+45.00
RT
539
330.4
1
0.3
1
1
-DR1- 11+45.00
RT
539
538
325.1
325.0
32
-DR1- 11+45.00
LT
538
331.1
1
1.1
1
1
-DR1- 11+45.00
LT
538
537
325.0
1 324.9
56
-L- 38+30.00
LT
537
339.7
1
5.0
4.9
1
1
-DRY5- 12+60.96
LT
525
309.9
1
1
1
58
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LT
525
518
305.4
303.4
64
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LT
518
307.9
1
1
1
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LT
518
519
303.4
300.6
52
-DRY5- 11+51.54
LT
517
519
302.5
298.9
40
3.4
-DRY5- 11+43.00
RT
519
305.4
1
1.6
1
1
-DRY5- 11+43.00
RT
519
520
298.9
295.9
36
-Y5- 13+59.00
LT
521
520
296.4
296.4
8
-Y5- 13+60.00
LT
520
302.2
1
1
1
1
1
1.4
1
1
1
1 1
-Y5- 13+60.00
LT
520
522
295.9
295.5
56
-Y5- 13+71.00
RT
522
302.4
1
2.9
1
1
-Y5- 13+71.00
RT
522
523
294.5
293.3
80
-Y5- 14+55.00
RT
523
299.0
1
11
0.8
1
1
-Y5- 14+55.00
RT
523
535
293.3
287.2
24
2 @ 48"
-Y5- 14+55.00
RT
535
296.0
1
3.8
1
1
-Y5- 14+55.00
RT
535
524
287.2
287.1
12
SHEET 6
-L- 38+30.00
LT
537
601
324.9
3131
336
287
-L- 41+80.00
LT
601
311.6
1
1
1
-L- 41+80.00
LT
601
645
312.9
306.1
168
158
-L- 43+50.00
LT
645
310.9
1
1
1
-L- 43+50.00
LT
645
603
306.1
303.4
100
353
-L- 44+50.00
LT
603
308.2
1
1
1
3.9
0.13
86
-L- 44+50.00
LT
603
606
303.4
301.3
148
-L- 46+00.00
LT
1 606
1 306.0
1
1
1
1
1
1
11
0.3
1
11
L- 46+00.00
LT
606
604
300.8
300.6
60
S HEET TOTALS
0
0
0
0
0
0
0
24
0
628
428
1 60
8
1 92
1 0
1 92
0
0
0
0
1 0
0
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1 0
0
40
0
3.4
0.0
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1 27.4
1 8.1
16
3
5
8
0
0
0
2
0
0
2
2
0
1 0
2
0
0
1 3.9
1 2@ 48"
0.13
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COMPUTED BY: MJB DATE: 09 /27 /19 PROJECT REFERENCE NO. SHEET NO.
CHECKED BY: RBH DATE: 10 /01 /19 STATE OF NORTH CROLIN P-5707 3D-4
DOCUMENT NOT CONSIDERED FINAL
DIVISION OF HIGHWAYS
UNLESS ALL SIGNATURES COMPLETED
NOTE: Invert Elevations are for Bid Purposes only and shall not be used for project construction stakeout.
See "Standard Specifications For Roads and Structures, Section 300-5". SUB REGIONAL & REGIONAL
LIST OF PIPES, END WALLS, ETC. (FOR PIPES 48" & UNDER)
ENDWALLS
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SIZE
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1814
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48"
12"
15"
18"
24"
30"
36"
42"
48"
12"
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36"
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48"
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SHEET 6 (Cont.)
-L- 48+00.00
LT
642
306.7
1
1
1
-L- 48+00.00
LT
642
607
302.2
301.5
100
-L- 47+00.00
LT
607
306.0
1
1
1
-L- 47+00.00
LT
607
604
301.5
301.3
40
-L- 46+60.98
LT
604
305.9
1
0.3
1
1
2.8
0.09
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LT
604
605
300.6
300.3
72
-L- 45+05.00
RT
644
306.9
1
11
1
-L- 45+05.00
RT
644
608
302.4
301.5
68
195
-L- 45+75.00
RT
608
1
306.0
1
1
1
1
1
118
-L- 45+75.00
RT
608
605
301.5
301.1
84
-L- 48+00.00
RT
643
306.5
1
1
1
-L- 48+00.00
RT
643
614
302.0
301.3
100
-L- 47+00.00
RT
614
305.8
11
1
1
-L- 47+00.00
RT
614
605
301.3
301.1
40
-L- 46+60.98
RT
605
305.6
1
0.3
1
1
-L- 46+60.98
RT
605
615
300.3
261.1
80
1
1
12
@ 24"
-Y5- 24+75.00
LT
638
276.2
1
1
11
4.2
1
1
-Y5- 24+75.00
LT
638
617
267.0
266.3
12
159
-Y5- 24+75.00
LT
617
274.0
1
2.7
1
1 1
-Y5- 24+75.00
LT
617
615
266.3
261.9
88
-Y5- 23+86.00
LT
615
269.5
1
3.4
1
1
-Y5- 23+86.00
LT
615
640
261.1
260.7
44
-Y5- 26+35.98
RT
632
291.5
1
-Y5- 26+36.50
RT
633
289.6
1
5.0
0.1
1
1
1
52
-Y5- 26+36.50
RT
633
634
279.5
268.0
204
-Y5- 24+42.00
RT
634
272.0
1
1
1
92
-Y5- 24+42.00
RT
634
640
268.0
261.2
76
-Y5- 23+67.00
RT
640
268.9
1
3.6
1
1
-Y5- 23+67.00
RT
640
658
260.2
257.7
28
-Y5- 23+50.00
RT
658
266.7
1
4.1
1
1
-Y5- 23+50.00
RT
658
OUT
257.7
256.7
12
-L- 43+99.90
LT
650
282.5
1
1
1
11
5.0
1.0
1
1
-L- 43+99.90
LT
650
651
271.5
268.4
32
15
-L- 43+65.62
LT
651
1
274.7
1
1.3
1
1
1
-L- 43+65.62
LT
651
OUT
268.4
267.2
12
-L- 42+29.00
LT
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1
4.5
1
1
7
-L- 42+29.00
LT
652
653
275.9
1267.8
40
1
1
1
1
1
12
@ 15"
-L- 42+65.00
LT
653
273.0
1
0.2
1
1
-L- 42+65.00
LT
653
654
267.8
267.3
1
1
1
52
-Y5- 19+00.00
LT
655
274.5
1
1
1
-Y5- 19+00.00
LT
655
656
271.7
269.6
92
-Y5- 20+00.00
LT
656
272.4
1
1
1
-Y5- 20+00.00
LT
656
618
269.4
267.7
164
-Y5- 21+51.00
LT
618
270.7
1
1
1
-Y5- 21+51.00
LT
618
619
267.7
267.5
16
S HEET TOTALS
0
40
0
80
0
0
0
0
0
676
460
116
40
0
44
0
0
0
0
0
0
0
0
0
0
0
0
0.0
0.0
22
34.4
1.2
13
2
6
5
0
0
1
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0
0
5
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0
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0
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0.09
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COMPUTED BY: MJB DATE: 09 /27 /19 PROJECT REFERENCE NO. SHEET NO.
P-5707 3D-5
CHECKED BY: RBH DATE: 10 /01 /19 STATE OF NORTH CROLIN DOCUMENT NOT CONSIDERED FINAL
DIVISION OF HIGHWAYS UNLESS ALL SIGNATURES COMPLETED
NOTE: Invert Elevations are for Bid Purposes only and shall not be used for project construction stakeout.
See "Standard Specifications For Roads and Structures, Section 300-5". SUB REGIONAL & REGIONAL
LIST OF PIPES, END WALLS, ETC. (FOR PIPES 48" & UNDER)
STATION
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ABBREVIATIONS
C.B. CATCH BASIN
N.D.I. NARROW DROP
INLET
D.I. DROP INLET
G.D.I. GRATED DROP INLET
G.D.I.(N.S.) (NARROW SLOT)
J.B. JUNCTION BOX
MH. MANHOLE
T.B.D.I. TRAFFIC BEARING
DROP INLET
T.S.J.B. TRAFFIC BEARING
JUNCTION BOX
STD. 838.01
4R
STD. 838.11
{UNLESS
NOTED
OTHERWISE)
C:1
o
M
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o
=
U
LU
a-
LIN
FT.d
SIZE
12"
15"
18'
24"
30"
36"
42"
48"
12"
15"
181,
24"
30"
36"
42"
48"
12"
15"
18"
24"
30"
36"
42"
48'
��
24
36'
CU. YARDS
A
B
THICKNESS
OR GAUGE
0
H
v
a
o
v
0
0
v�
0
c�
0
m
0
m
>
a
U
>
aa
Ca
fe
f
a
cx
o
r
w
=
~
n
m
Q
a
r
TYPE OF
HGRATE�
Ea
REMARKS
SHEET 6 (Cont.)
-Y5- 21 +50.00
LT
619
271.4
1
1
1
-Y5- 21+50.00
LT
619
641
267.0
262.5
104
-Y5- 22+92.75
LT
616
267.9
1
1
1
-Y5- 22+92.75
LT
616
1 641
264.9
1 263.2
1
1
1
1
1
44
-Y5- 22+50.00
LT
641
268.2
1
0.7
1
1
-Y5- 22+50.00
LT
641
624
262.5
262.3
40
-Y5- 22+50.00
RT
624
268.2
1
0.9
1
11
-Y5- 22+50.00
RT
624
625
262.3
262.1
40
-Y5- 22+92.75
RT
625
261.9
1
0.8
1
1
-Y5- 22+92.75
RT
625
657
262.1
259.0
32
-Y5- 23+06.00
RT
657
263.4
1
1
1
-Y5- 23+06.00
RT
657
OUT
259.0
257.4
20
-Y5- 16+98.00
LT
639
285.2
1
1
1
-Y5- 16+98.00
LT
639
620
282.5
282.4
20
-Y5- 16+98.00
LT
620
289.4
1
2.0
1
1
-Y5- 16+98.00
LT
620
621
282.4
282.2
1
1
1
1
140
-Y5- 16+98.00
RT
621
289.4
1
2.2
1
1
-Y5- 16+98.00
RT
621
622
282.2
281.0
108
-Y5- 18+00.00
RT
622
285.3
1
1
1
1
1
1
-Y5- 18+00.00
RT
622
623
281.0
273.2
152
2 @ 15"
SHEET TOTALS
0
52
0
0
0
0
0
0
0
212
0
236
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0
0.0
10
6.5
0.0
8
2
3
3
0
0
0
1
0
0
1
1
0
0
1
0
0
0.0
2@ 15"
0.00
0.000
0
SHEET 3D-1 TOTALS
0
0
0
0
0
0
1 0
0
1 0
1,032
1148
0
116
0
44
0
0
0
1 0
0
80
0
1 0
0 1
0
0
10
0.0
0.0
22
6.7
0.0
19
3
8
8
0
0
0
1
1
0
2
1
0
0
1
0
0
0.0
0
0.00
1.163
346
SHEET 3D-2 TOTALS
0
212
0
0
0
0
0
0
0
280
40
112
172
4
0
0
0
0
0
64
0
0
0
0
92
0
0
0.0
0.0
19
22.3
117.6
11
0
8
3
1
1
0
3
0
1
2
2
2
0
2
1
0
5.5
4@ 15"
0.18
10.764
1,381
SHEET 3D-3 TOTALS
0
0
0
0
0
0
0
24
0
628
428
60
8
92
0
92
0
0
0
0
0
0
0
0
0
40
0
3.4
0.0
20
27.4
8.1
16
3
5
8
0
0
0
2
0
0
2
2
0
0
2
0
0
3.9
2@ 48"
0.13
0.000
1,122
SHEET 3D-4 TOTALS
0
40
0
80
0
0
0
0
0
676
460
116
40
0
44
0
0
0
0
0
0
0
0
0
0
0
0
0.0
0.0
22
34.4
1.2
13
2
6
5
0
0
1
4
0
0
5
4
0
0
4
0
1
2.8
2@ 15
2@24"
0.09
0.000
528
PROJECT TOTALS
0
304
0
80
0
0
0
24
0
2,828
1,076
524
336
96
88
92
0
0
0
64
80
0
0
0
92
40
0
3.4
0.0
93
97.4
26.8
67
10
30
27
1
1
1
11
1
1
12
10
2
0
10
1
1
12.2
8 @ 15"
2 @ 24"
2@48"
0.40
1.927
3,377
SAY
0
312
0
84
0
0
0
28
0
2,872
1,096
532
344
100
92
96
0
0
0
68
84
0
0
0
96
44
0
3.5
0.0
93
98.9
27.3
67
10
30
27
1
1
1
11
1
1
12
10
2
0
10
1
1
12.4
8@15"
2 @ 24"
2 @ 48"
0.45
2.00
3,430

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BY: MJB DATE: 09 /27 /19 PROJECT REFERENCE NO. SHEET NO.
ICOMPUTED
CHECKED BY: RBH DATE: 10 /01 /19 STATE OF NORTH C ROLIN 1-5707 5D-6
DOCUMENT NOT CONSIDERED FINAL
DIVISION OF HIGHWAYS
UNLESS ALL SIGNATURES COMPLETED
NOTE: Invert Elevations are for Bid Purposes only and shall not be used for project construction stakeout.
See "Standard Specifications For Roads and Structures, Section 300-5". S UB REGIONAL & REGIONAL
LIST OF PIPES, END WALLS, ETC. (FOR PIPES 48" & UNDER) -DETOUR DRAINAGE
ENDWALLS
J
a 0 -
ABBREVIATIONS
LU a w Cam -
w Q a
O
z J Q
C.B. CATCH BASIN
STATION
a
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v
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N.D.i. NARROW DROP
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❑
r=
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Q
C.S.P.
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R.C. PIPE
PIPE AS NOTED
STD. 833.01
X a
❑
FRAME,
INLET
J
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CLASS III
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{ UNLESS
❑
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36"
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349.5
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176
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PROJECT TOTALS
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0
0
0
0
0
0
0
0
176
0
12
0
0
0
0
0
0
0
0
80
0
0
0
0
0
0
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0.0
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0.0
0
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0
0
0
0
0
3
1
0
4
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1
3
0
0
0
0.0
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0.000
212
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0
0
0
0
0
0
0
0
180
0
16
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0
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0
0
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0
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0
0
3
1
0
4
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1
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0
0
0
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260.8
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PROJECT TOTALS
0
144
0
0
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0
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0
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REINFORCED
SOIL SLOPES
IN SQUARE YARDS
SUMMARY
LINE
STATION
STATION
LOCATION
AREA (SF)
SQUARE
YARDS
-L-
30+50
34+50
LT
23,062.75
2,562.53
-L-
32+50
36+00
RT
23,814.62
2,646.07
TOTAL
51208.60
SAY
59315
SELECT GRANUAL
MATERIAL SUMMARY
IN CUBIC YARDS
LINE
STATION
STATION
LOCATION
CUBIC
YARDS
CONTINGENCY
400.00
TOTAL
400.00
SAY
400
GEOTEXTILE FOR SOIL
STABILIZATION SUMMARY
IN SQUARE YARDS
LINE
STATION
STATION
LOCATION
SQUARE
YARDS
CONTINGENCY
400.00
TOTAL
400.00
SAY
400
C)CE I Responsive People I Creative Solutions I

PARCEL NO. I PROPERTY OWNERS NAME
1 1 HERITAGE OUTPARCELS LLC
DIVISION CAI EIGHWAYS
STATE OF NORTH -,1; OIL11'; A
PARCEL INDEX SHEET
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NUMBERS
PARCEL NO. I PROPERTY OWNERS NAME
14 1 MILLER WHITMAN INVESTMENTS LLC
PLAN SHEET
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61
2 1 GLADWELL PROPERTIES LLC 1 4 1 1 15 1 HERITAGE VETS, PLLC 1 6
3 1 JOSEPHINE T STONE 1 4 1 1 16 1 CAPITAL CREEK APARTMENTS LLC 1 6
4A I SXCW PROPERTIES LLC 1 4 1 1 17 1 WAKE COUNTY BOARD OF EDUCATION 1 5
4B I SXCW PROPERTIES LLC 1 4 1 1 18 1 FRANKLIN VILLAGE LLC 1 5& 5
5 1 HERITAGE GARDENS LLC 1 4& 5 1 1 19 1 BABY PROJECT LLC 1 6
5 1 FRANKLIN VILLAGE LLC 1 4& 5 1 1 20 1 HERITAGE WAKE FOREST PARTNER LLC 1 5
7 1 H&C HOLDINGS LLC 1 5 1 1 21 1 FRANKLIN VILLAGE LLC 1 5
8 1 HERITAGE INVESTMENTS LLC 1 5 1 1 22 1 GAHC3 WAKE FOREST NC ALF LLC 1 5
9 SCHOFIELD HEALTH SERVICES LLC 5
10 HERITAGE PROFESSIONAL PARK 5 & 6
OWNERS ASSOCIATION INC
11 TJW INVESTMENTS INC 5
12 ANDREW L AMMONS 5& 8
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24 1 HERITAGE REALTY OF CHAPEL HILL LLC 1 5
25 1 FRANKLIN VILLAGE LLC 1 5
28 1 HERITAGE WAKE FOREST PARTNER II LLC 1 5
27 1 UNKNOWN
0
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FORESTVILLE --__
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L- Sta. 14+30.00
STATE OF NORTH CAROLINA
NCDOT RAIL DIVISION
WAKE COUNTY
PERMIT DRAWING
SHEET 1 OF 13
GLI
LOCATION: ROGERS ROAD (SR 2052) GRADE SEPARATION
OVER CSX RAILROAD (CROSSING NO. 633 905 Y)
AT MILE POST S 142.53
TYPE OF WORK: GRADING, PAVING, WIDENING, DRAINAGE, CULVERT,
STRUCTURE, RETAINING WALLS, UTILITIES, AND SIGNAL
WETLAND AND STREAM IMPACTS ,
—Y2— Sta. 11 + 00.00
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-Y5- Sta. 11 + 00.00
PROPOSED SIGNAL DOCUMENTNOTCONSIDEREDFINAL
UNLESS ALL SIGNATURES COMPLETED
GRAPHIC SCALES DESIGN DATA PROJECT LENGTH PLANS PREPARED BY: HYDRAULICS ENGINEER
so 25 o so 100 ADT 2019 = 24,830 RK K
ADT 2040 = 35,600 P:[phone]
LENGTH ROADWAY TIP PROJECT P-5707............ 0.690 miles 900RidgefieldDnveSuiIs 50�Raleigh,N0 arolina27609-3960 ®+.
D = 55% NC License No. F-0112 " R"Mfpe
PLANS K = 8% LENGTH STRUCTURE TIP PROJECT P-5707........... 0.036 miles Engineers I Construction Managers I Planners I Scientis P.E. NC DEPARTMENT OF
50 25 0 50 100 T = 3% * w .rkk.conn SIGNATURE: T� TRANSPORTATION
V = 50 MPH TOTAL LENGTH OF PROJECT P-5707................... 0.726 miles Responsive People ICreative Solutions ROADWAY DESIGN RMLDIVISION
FOR NORTH CAROLINA DEPARTMENT OF TRANSPORTATION ENGINEER ENGINEERING COORDINATION
PROFILE (HORIZONTAL) *TTST 1.0% /DUAL 2.0%
AND SAFETY
FUNC CLASS = URBAN RIGHT OF WAY DATE: Brandon McInnis, P.E.
10 5 0 10 2 0 June 12 , 2 018 PROJECT ENGINEER
MAJOR COLLECTOR 2018 STANDARD SPECIFICATIONS
SUBREGIONAL TIER LETTING DATE: Matthew Lamy, P.E. PE NCDOT RAIL DIVISION
PROFILE (VERTICAL) November 17, 2020 PROJECT DESIGN ENGINEER SIGNATURE: CONTACT. Kumar Trivedi, P.E.

DETAIL A
SPECIAL LATERAL 'V' SWALE
I Not to Scale)
Natural h•;\ Ogt Fill
Ground 3.7 D\off Slope
Min. D= 1.0 Ft.
-DRYS- STA. 11+44 TO STA. 12+00 LT (DDE = 101 CY)
-Y5- STA. 11+50 TO STA. 12+07 LT (DDE = 18 CY)
-Y5- STA. 12+50 TO STA. 12+79 RT (DDE = 5 CY)
DETAIL D
SPECIAL LATERAL 'V' DITCH
I Not to Scale)
Natural ,L.1 °g1 Fill
Ground ?.7 D F\O Slope
Min. D= 1.5 Ft.
-L- STA. 21+50 TO STA. 23+00 RT (DDE =
86 CY)
-L- STA. 24+50 TO STA. 29+89 RT (DDE =
190 Cl�
-L- STA. 30+50 TO STA. 35+00 RT (DDE =
630 CY)
-Y5- STA. 16+35 to STA. 17+22 LT (DDE =
107 CY)
-Y5- STA. 17+69 TO STA. 21+00 LT (DDE =
394 CY)
-L-DET- STA. 22+15.38 TO STA. 23+15.66
LT
-L-DET- STA. 29+21.89 TO STA. 30+75.70 LT
DETAIL J
TOE PROTECTION
(Not to Scale)
\ OVA FILL
NATURAL F��� SLOPE
GROUND d
GEOTE.'LE
d= 3.0 Ft.
Type of Liner= CL B Rip -Rap
DETAIL B
SPECIAL LATERAL BASE SWALE
( Not to Scale)
Natural 01 Fill
Ground -1
D A•\o�e1 Slope
F
Min. D= 1.0 Ft.
B= 4.0 Ft.
-Y5- STA. 12+50 TO STA. 13+00 LT (DDE = 134 CY)
DETAIL E
SPECIAL LATERAL BASE DITCH
( Not to Scale)
Natural of Fill
Ground ? i D 1(�O"el
Slope
d
Geotextile B
Min. D= 1.0 FT.
Max. d= 1.0 Ft.
B= 2.0 FT.
Type of Liner= Class I Rip -Rap
Y5- STA. 13+50 TO STA. 14+55 RT (DDE = 201 CY
C'L 1 RIPRAP = R5 TONS` GFOTFXTILF = 163 SY)
L- STA. 31+50 TO STA. 33+75 LT (CL B RIPRAP = 184 TONS; GEOTEXTILE = 470 SY)
-L- STA. 41+96 TO STA. 43+15 LT (CL B RIPRAP 95 TONS; GEOTEXTILE = 243 SY)
-L- STA. 43+42 TO STA. 44+00 LT (CL B RIPRAP = 46 TONS; GEOTEXTILE = 118 SY)
DETAIL H
FALSE SUMP
( Not To Scale)
Median Ditch
I. -
(See Chan Below) 20' ►I GI
�- S - etc.
S=Ditch Slope 4 Proposed Ditch
Over 6.0%
-L DET- STA. 22+01 LT
-L DET- STA. 38+98 LT
-L DET- STA. 40+74 LT
DETAIL O
STANDARD 'V' DITCH
Temporary (Not to Scale) Temporary
Shoring 6,r Wall
1.7 D
Min. D= 0.75 Ft.
L-DET- STA. 28+85 TO STA. 40+58 LT
FOLLOW EXISTING GROUND PROFILE.
ACHIEVE POSITIVE DRAINAGE
DETAIL C
SPECIAL BACK OF CURB CUT DITCH
(NOT TO SCALE)
NATURAL
GROUND
-L- STA. 19+00 TO STA. 21+50 RT
-Y5- STA. 21+00 TO STA. 21+50 LT
DETAIL G
FALSE SUMP
(Not to Scale)
DitchOua o�,�0.� '2,0•
Tffie 20:1 I_
I`
GI
S - etc.
S=Ditch Slope Proposed Ditch
DETAIL F
CHANNEL CHANGE
(Not
to Scale)
Prop Natural
Natural _ _ Fill Sloposee Ground
d
GEOTEXTILE B Min. D= 2.0 FT. Exist. Channel
Max. d = 2.0 FT.
B= 2.0 FT.
Type of Liner= CL I Rip -Rap b= 5.0 Ft.
-L- STA. 28+14 RT
-Y5- 18+81 RT
-Y5- STA. 17+500
TO STA. 18+75WRT DDE = 261 CY; CL 1 RIPRAP = 144 tTONS; GEOTEXTILE = 255�SY)
-Y5- STA. 20+00 TO STA. 21+24 RT (DDE = 298 CY; CL 1 RIPRAP = 143 TONS; GEOTEXTILE = 253 SY)
DETAIL K
SPECIAL CUT DITCH
(Not to Scale)
Front
a1 Ditch
Natural �,1 gc Slope
Ground ?•7 D s;\a�
Min. D= 1.0 Ft.
-L-DET- STA. 17+66.44 TO STA. 19+16.47 RT
-L-DET- STA. 20+64.75 TO STA. 22+15.38 LT
-L-DET- STA. 30+75.70 TO STA. 31+14.23 LT
DETAIL I
FALSE SUMP
( Not To Scale)
Outside Ditch
Traffic Flow
I
S - etc.
S=Ditch Slope 4 Proposed Ditch
-DRYS- STA. 12+29 RT
-DRYS- STA. 12+63 RT
-L- STA. 19+54 RT
-L- STA. 20+88 RT
-Y5- STA. 19+16 LT
-Y5- STA. 20+16 LT
DETAIL R
/
NATURA
VVARIES
GROUNSS
I RIP RAP
EOTEXTILE
(TYP.)
7.0'-9.0'
INLET CHANNEL IMPROVEMENTS
LOOKING UPSTREAM (NTS)
L=92'
CL I RIPRAP = 83 TON
GEOTEXTILE = 116 SY
DETAIL S
FILL-IN EXISTING
CHANNEL
EXCAVATIOII!
_ J
NATURAL
GROUND
- ` CLASS I RIP RAP
VARIES W/GEOTEXTILE
7.0'-9.0' FAB (TYP.)
OUTLET CHANNEL IMPROVEMENTS
LOOKING UPSTREAM (NTS)
L = 78'
CL I RIPRAP = 89 TON
GEOTEXTILE = 125 SY
EXTEND CHANNEL BLOCKS
MIN. OF 2ft BEYOND LIMITS
OF EXISTING CHANNEL PLAN VIEW
DETAIL L
STANDARD BASE DITCH
(Not to Scale)
Natural Natural
Ground ?,.� �,� Ground
d D
Geotextile B Min. D= 2.0 Ft.
Max. d= 2.0 Ft.
'When B is < 6.0' B= 4.0 Ft.
-Y2- STA. 11+11 RT, L=82', S=9.40%,
BEG ELEV=342.5, END ELEV-334.8
CL B RIPRAP = 64 TON
GEOTEXTILE = 163 SY
(DDE = 55 CY)
PERMIT DRAWING
SHEET 2 OF 13
NEW STREAMBANK BACKFILL \ 1.5'
SHALL BE TREATED 5' Min. V 10' FINISH GRADE
AS SPECIFIED IN PLANS
EXTEND CHANNEL BLOCK
MIN. OF 2ft BEYOND INVERT FLOW
OF EXISTING CHANNEL
CHANNEL
INVERT �T
T CONIPACTEO� RIP -RAP,
BACKFILL CLASS I
MIN. MIN 1.0' DEPTH SECTION A -A
ITN #57 STONE
BACKFILL
UNCOMPACTED�
BACKFILL
COMPACTED
NOTES:
BACKFILL
1) CHANNEL BLOCK SHALL BE INSTALLED IN ACCORDANCE WITH THE
PROJECT SPECIFICATIONS.
SECTION B -
B
2) BLOCK SHOULD BE INSTALLED AT THE INTERFACE BETWEEN EXISTING
CHANNEL AND PROPOSED CHANNEL.
3) BOTTOM OF BLOCK SHOULD BE A MINIMUM OF 2ft BELOW THE INVERT
OF
4) BLOCKESHOULDING EXTEND NAEL. MINIMUM OF 2ft BEYOND THE LIMITS OF THE
EXISTING STREAM CHANNEL.
DETAIL P
CHANNEL BLOCK
TO SCALE
5) THETPROJECTSION CONTROL SPECIFICATIONSTTING AND IMMEDIATELYED IN AFTERAGRADING. WITH
G) COMPACTENGINEER.FILL TO EXTENT POSSIBLE OR AT THE DIRECTION OF
THENOT
-L- STA. 42+96 LT
DETAIL M
SPECIAL LATERAL BASE DITCH
( Not to Scale)
Natural o1 Fill
Ground ?.2 D E�o'S' Slope
Geoteztile B
Min. D= 1.0 Ft.
Max. d = 1.0 Ft.
B= 4.0 FT.
Type of Liner= Class B Rip -Rap
-DRYS- STA. 11 + 44 TO STA. 12 + 72 RT
(DDE = 125 CY; CL B RIPRAP = 71 TONS; GEOTEXTILE = 205 SY)

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WETLAND AND SURACE WATER IMPACTS SUMMARY
WETLAND IMPACTS URFA E WATER IMPACTS
Site
No.
Station
(From/To)
Structure
Size / Type
Permanent
Fill In
Wetlands
(ac)
Temp.
Fill In
Wetlands
(ac)
Excavation
in
Wetlands
(ac)
Mechanized
Clearing
in Wetlands
(ac)
Hand
Clearing
in
Wetlands
(ac)
Permanent
SW
impacts
(ac)
Temp.
SW
impacts
(ac)
Existing
Channel
Impacts
Permanent
(ft)
Existing
Channel
Impacts
Temp.
(ft)
Natural
Stream
Design
(ft)
1A
-L- 19+85 LT
Ex. 30" Pipe, SA
< 0.01
13
-L- 20+00 LT
Bank Stabilization, SA
< 0.01
< 0.01
15
10
1 B
-L- 42+80 to 46+16 LT & RT
Prop. 9'X9' Box Culvert, SA
0.04
255
-L- 42+60 to 43+12 LT
Bank Stabilization, SA
< 0.01
< 0.01
39
15
-Y5- 23+40 RT
Bank Stabilization, SA
< 0.01
75
2A
-Y5- 13+39 to 14+76 RT
Bank Stabilization, SB, WA
0.01
< 0.01
< 0.01
2
12
2B
-Y5- 15+08 to 16+00 RT
Roadway Fill & Channel Change, SB
< 0.01
< 0.01
86
22
2C
-Y5- 17+40 to 21 +40
Roadway Fill, SB
0.02
< 0.01
470
29
3
-Y5- 23+56 to 23+80 RT
Roadway Fill, SC
< 0.01
32
TOTALS*:
0.01
0.08
< 0.01
987
88
0
*Rounded totals are sum of actual impacts
NOTES:
2018 Feb

C
71
_
T
0
EL
Ul
.3
0
C
C
E
0
L
C
Lu
Lu
co
/
0
-o
See Sheet 1-A For Index of Sheets
FORESTVILLE --__
T T j
BEGIN
PROJECT y A
END
i A PROJ TJJ'y
Rogers
<. ers R
(SR 2052)
a .• OWN L MIITST
U 9
VICINITY MAP (NTS)
Q§
90% ROADWAY PLANS
SITE lA
Go
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II z
0
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1 y Ili
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---- "' O
BEGIN TIP PROJECT
L- Sta. 14+30.00
STATE OF NORTH CAROLINA
NCDOT RAIL DIVISION
WAKE COUNTY
BUFFER DRAWING
SHEET 1 OF 6
�NGLI
LOCATION: ROGERS ROAD (SR 2052) GRADE SEPARATION
OVER CSX RAILROAD (CROSSING NO. 633 905 Y)
AT MILE POST S 142.53
TYPE OF WORK: GRADING, PAVING, WIDENING, DRAINAGE, CULVERT,
STRUCTURE, RETAINING WALLS, UTILITIES, AND SIGNAL
B UFFER IMPACTS
—Y2— Sta. 11 + 00.00
I-
' -E
W
�Lu
Qw
> w w ERS RD. BEGIN BRI
=U (SR 20521 —L— Sta. 28
BEGIN CONSTRUCTION
-Y3- Sta. 12 + 00.00
SITE 1 B
, '
DRl- Sta. 13+02.42 1-1 #1
END BRIDGE
-L- Sta. 30+77.00 ?,A
RETAINING
WALL #1
FEZ PAN# A
-L-DET-
n I
I a
} END CONSTRUCTION
DRY5- Sta. 13 + 00.00
N.�.
P-5707
STATE PROl.N0.
.w.PROl. NO.
E9CRIP]TON
44643.1.1
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44643.2.1
ROW & UTILITIES
44643.3.1
CONSTRUCTION
SITE 3
BEGIN CON TRUCTION
-DRY5 Sta.10+25.00
SITE 2
EGIN CONSTRUCTION
-DRY5- Sta. 10+27.41
BEGIN GRADE
-Y5- Sta. 11 + 00.00
PROPOSED SIGNAL DOCUMENT NOT CONSIDEREDFINAL
UNLESS ALL SIGNATURES COMPLETED
GRAPHIC SCALES DESIGN DATA PROJECT LENGTH PLANS PREPARED BY: HYDRAULICS ENGINEER
so 25 o so 100 ADT 2019 = 24,830 RK K
ADT 2040 = 35,600 P:[phone]
LENGTH ROADWAY TIP PROJECT P-5707............0.690 miles 900Ridgefis nveSuite350�Raleigh,N0 arolina27609-3960 ®+.
D = 55% NC License No. F-0112 " a"Mfpe
PLANS K = 8% LENGTH STRUCTURE TIP PROJECT P-5707........... 0.036 miles Engineers I Construction Managers I Planners I Scientis P.E. NC DEPARTMENT OF
50 25 0 50 100 T = 3% * w .rkk.conn SIGNATURE: T� TRANSPORTATION
V = 50 MPH TOTAL LENGTH OF PROJECT P-5707................... 0.726 miles Responsive People ICreative Solutions ROADWAY DESIGN RMLDIVISION
FOR NORTH CAROLINA DEPARTMENT OF TRANSPORTATION ENGINEER ENGINEERING COORDINATION
PROFILE (HORIZONTAL) *TTST 1.0% /DUAL 2.0%
AND SAFETY
FUNC CLASS = URBAN RIGHT OF WAY DATE: Brandon McInnis, P.E.
10 5 0 10 2 0 June 12 , 2 018 PROJECT ENGINEER
MAJOR COLLECTOR 2018 STANDARD SPECIFICATIONS
SUBREGIONAL TIER LETTING DATE: Matthew Lamy, P.E. PE NCDOT RAIL DIVISION
PROFILE (VERTICAL) November 17, 2020 PROJECT DESIGN ENGINEER SIGNATURE: CONTACT. Kumar Trivedi, P.E.

DETAIL A
SPECIAL LATERAL 'V' SWALE
I Not to Scale)
Natural h•;\ Ogt Fill
Ground 3.7 D\off Slope
Min. D= 1.0 Ft.
-DRYS- STA. 11+44 TO STA. 12+00 LT (DDE = 101 CY)
-Y5- STA. 11+50 TO STA. 12+07 LT (DDE = 18 CY)
-Y5- STA. 12+50 TO STA. 12+79 RT (DDE = 5 CY)
DETAIL D
SPECIAL LATERAL 'V' DITCH
I Not to Scale)
Natural ,L.1 °g1 Fill
Ground ?.7 D F\O Slope
Min. D= 1.5 Ft.
-L- STA. 21+50 TO STA. 23+00 RT (DDE =
86 CY)
-L- STA. 24+50 TO STA. 29+89 RT (DDE =
190 CY)
-L- STA. 30+50 TO STA. 35+00 RT (DDE =
630 CY)
-Y5- STA. 16+35 to STA. 17+22 LT (DDE =
107 CY)
-Y5- STA. 17+69 TO STA. 21+00 LT (DDE =
394 CY)
-L-DET- STA. 22+15.38 TO STA. 23+15.66
LT
-L-DET- STA. 29+21.89 TO STA. 30+75.70 LT
DETAIL J
TOE PROTECTION
(Not to Scale)
\ ��A FILL
NATURAL F��� SLOPE
GROUND d
GEOTE.'LE
d= 3.0 Ft.
Type of Liner= CL B Rip -Rap
DETAIL B
SPECIAL LATERAL BASE SWALE
( Not to Scale)
Natural 01 Fill
Ground _1
D A'\o�et Slope
F
Min. D= 1.0 Ft.
B= 4.0 Ft.
-Y5- STA. 12+50 TO STA. 13+00 LT (DDE = 134 CY)
DETAIL E
SPECIAL LATERAL BASE DITCH
( Not to Scale)
Natural of Fill
Ground ? i D 1(�O"el Slope
d
Geotextile B
Min. D= 1.0 FT.
Max. d= 1.0 Ft.
B= 2.0 FT.
Type of Liner= Class I Rip -Rap
Y5- STA. 13+50 TO STA. 14+55 RT (DDE = 201 CY
C'L 1 RIPRAP = R5 TONS` (,FOTFXTILF = 163 SY)
L- STA. 31+50 TO STA. 33+75 LT (CL B RIPRAP = 184 TONS; GEOTEXTILE = 470 SY)
-L- STA. 41+96 TO STA. 43+15 LT (CL B RIPRAP 95 TONS; GEOTEXTILE = 243 SY)
-L- STA. 43+42 TO STA. 44+00 LT (CL B RIPRAP = 46 TONS; GEOTEXTILE = 118 SY)
DETAIL H
FALSE SUMP
( Not To Scale)
Median Ditch _I
I. -
(See Chan Below) 20' ►I GI
_ S - etc.
S=Ditch Slope 4 Proposed Ditch
Over 6.0%
-L DET- STA. 22+01 LT
-L DET- STA. 38+98 LT
-L DET- STA. 40+74 LT
DETAIL O
STANDARD 'V' DITCH
Temporary (Not to Scale) Temporary
Shoring 6,r Wall
1.7 D
Min. D= 0.75 Ft.
L-DET- STA. 28+85 TO STA. 40+58 LT
FOLLOW EXISTING GROUND PROFILE.
ACHIEVE POSITIVE DRAINAGE
DETAIL C
SPECIAL BACK OF CURB CUT DITCH
(NOT TO SCALE)
NATURAL
GROUND
-L- STA. 19+00 TO STA. 21+50 RT
-Y5- STA. 21+00 TO STA. 21+50 LT
DETAIL G
FALSE SUMP
(Not to Scale)
DitchOua o�,�0.� '2,0•
Tffie 20:1 I_
I`
GI
S - etc.
S=Ditch Slope Proposed Ditch
DETAIL F
CHANNEL CHANGE
(Not
to Scale)
Prop Natural
Natural _ _ Fill Sloposee Ground
d
GEOTEXTILE B Min. D= 2.0 FT. Exist. Channel
Max. d = 2.0 FT.
B= 2.0 FT.
Type of Liner= CL I Rip -Rap b= 5.0 Ft.
-L-+14 RT
-Y5.9-- 18+ 81 RT
BUFFER DRAWING
BUFFER FILTRATION SHEET 2 OF 6
GRASS SWALE DATA GRASS SWALE DATA
DA= 0.16ac DA= 8.20ac
SLOPE= 2.89% SLOPE= 0.38%
Q2 = 0.49cfs Q2 = 25.77cfs GLI V2 = 1.60fVs V2 = 1.98ft/s
D2 = 0.32' D2 = 1.52'
Q10= 0.63ds Q10= 33.01cfs
V10= 1.71ft/s V10= 2.11M
D10= 0.35' D10= 1.71'
PROVIDING FILTRATION PROVIDING FILTRATION
-Y5- STA. 11 + 50 TO -Y5- STA. 12 + 50 TO
12+07 LT 13+00 LT
PSH 5 DETAIL A PSH 5 DETAIL B
-Y5- STA. 17+50aTO STA. 18+75WRT DDE = 261 CY; CL 1 RIPRAP = 144 tTONS; GEOTEXTILE = 255sSY)
-Y5- STA. 20+00 TO STA. 21+24 RT (DDE = 298 CY; CL 1 RIPRAP = 143 TONS; GEOTEXTILE = 253 SY)
DETAIL K
SPECIAL CUT DITCH
(Not to Scale)
Front
a1 Ditch
Natural �,1 gc Slope
Ground ?•7 D s;\a�
Min. D= 1.0 Ft.
-L-DET- STA. 17+66.44 TO STA. 19+16.47 RT
-L-DET- STA. 20+64.75 TO STA. 22+15.38 LT
-L-DET- STA. 30+75.70 TO STA. 31+14.23 LT
DETAIL I
FALSE SUMP
Outside Ditch ( Not To Scale)
Traffic Flow
20'• '7 -►� 2'
I
S - etc.
S=Ditch Slope 4 Proposed Ditch
-DRYS- STA. 12+29 RT
-DRYS- STA. 12+63 RT
-L- STA. 19+54 RT
-L- STA. 20+88 RT
-Y5- STA. 19+16 LT
-Y5- STA. 20+16 LT
DETAIL R
/
NATURA
VVARIES
GROUNSS
I RIP RAP
EOTEXTILE
(TYP.)
7.0'-9.0'
INLET CHANNEL IMPROVEMENTS
LOOKING UPSTREAM (NTS)
L=92'
CL I RIPRAP = 83 TON
GEOTEXTILE = 116 SY
DETAIL S
FILL-IN EXISTING
CHANNEL
EXCAVATIOII!
_ J
NATURAL
GROUND
- ` CLASS I RIP RAP
VARIES W/GEOTEXTILE
7.0'-9.0' FAB (TYP.)
OUTLET CHANNEL IMPROVEMENTS
LOOKING UPSTREAM (NTS)
L = 78'
CL I RIPRAP = 89 TON
GEOTEXTILE = 125 SY
GRASS SWALE DATA
GRASS SWALE DATA
DA= 0.06ac
DA= 0.26ac
SLOPE= 3.93%
SLOPE= 1.07%
Q2 = 0.19cfs
Q2 = 0.82cfs
V2 = 1.41ft/s
V2 = 1.25fbs
D2 = 0.21'
D2 = 0.47'
Q10= 0.24cfs
Q10= 1.05cfs
V10= 1.50ft/s
V10= 1.33ft/s
D10= 0.23'
D10= 0.51'
PROVIDING FILTRATION
PROVIDING FILTRATION
-DRYS- STA. 11 +44 TO
-Y5- STA. 12 + 50 TO
12+00 LT
12+79 RT
PSH 5 DETAIL A
PSH 5 DETAIL A
EXTEND CHANNEL BLOCKS
MIN. OF 2ft BEYOND LIMITS
OF EXISTING CHANNEL PLAN VIEW
DETAIL L
STANDARD BASE DITCH
(Not to Scale)
Natural Natural
Ground ?,.� �,� Ground
d D
Geotextile B Min. D= 2.0 Ft.
Max. d= 2.0 Ft.
'When B is < 6.0' B= 4.0 Ft.
-Y2- STA. 11+11 RT, L=82', S=9.40%,
BEG ELEV=342.5, END ELEV-334.8
CL B RIPRAP = 64 TON
GEOTEXTILE = 163 SY
(DDE = 55 CY)
NEW STREAMBANK BACKFILL \ 1.5'
SHALL BE TREATED 5' Min. 1' 10' FINISH GRADE
AS SPECIFIED IN PLANS
EXTEND CHANNEL BLOCK
MIN. OF 2ft BEYOND INVERT FLOW
OF EXISTING CHANNEL m
CHANNEL
INVERT �T
T COMPACTED RIP RAP, -COMPACTED
BACKFILL CLASS I BACKFILL
MIN. MIN 1.0' DEPTH SECTION A -A
ITN #57 STONE
UNCOMPACTED�
BACKFILL
COMPACTED
NOTES:
BACKFILL
1) CHANNEL BLOCK SHALL BE INSTALLED IN ACCORDANCE WITH THE
PROJECT SPECIFICATIONS.
SECTION B -
B
2) BLOCK SHOULD BE INSTALLED AT THE INTERFACE BETWEEN EXISTING
CHANNEL AND PROPOSED CHANNEL.
3) BOTTOM OF BLOCK SHOULD BE A MINIMUM OF 2ft BELOW THE INVERT
OF L.
4) BL.CKESH.ULDIEXTENB ANG EMINIMUM OF 21t BEYOND THE LIMITS OF THE
EXISTING STREAM CHANNEL.
DETAIL P
CHANNEL BLOCK
TO SCALE
5) THETPROJECTSION CONTROL SPECIFICATIONSTTING AND IMMEDIATELYED IN AFTERAGRADING. WITH
G) COMPACT NEERFILL TO EXTENT POSSIBLE OR AT THE DIRECTION OF
THENOT
-L- STA. 42+96 LT
DETAIL M
SPECIAL LATERAL BASE DITCH
( Not to Scale)
Natural o1 Fill
Ground ?.2 D E�o'S' Slope
Geoteztile B
Min. D= 1.0 Ft.
Max. d = 1.0 Ft.
B= 4.0 FT.
Type of Liner= Class B Rip -Rap
-DRYS- STA. 11 + 44 TO STA. 12 + 72 RT
(DDE = 125 CY; CL B RIPRAP = 71 TONS; GEOTEXTILE = 205 SY)

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RIPARIAN BUFFER IMPACTS SUMMARY
IMPACTS
BUFFER
TYPE ALLOWABLE MITIGABLE REPLACEMENT
Site Station Structure ROAD PARALLEL
No. (From/To) Size / Type CROSSING IMPACT BRIDGE ZONE 1 ZONE 2 TOTAL ZONE 1 ZONE 2 TOTAL ZONE 1 ZONE 2
(ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
1A
-L- 16+65 to 22+70
Ex. 30" Pipe, SA
X
4820
4808
9628
1 B
-L- 42+50 to 46+00
Prop. 9'X9' Box Culvert, SA
X
10241
3433
13674
2
-L- 40+70 to 46+00
Roadway Fill, SB
X
X
35068
23648
58716
3
-L- 23+67 RT
Roadway Fill, SC
X
X
2878
667
3545
TOTALS*:
17939
8908
26847
35068 1
23648
58716
0
0
NOTES
Revised 2018 Feb

North Carolina Department of Transportation t
Highway Stormwater Program
STORMWATER MANAGEMENT PLAN
(Version 2.07; Released October 2016) FOR NCDOT PROJECTS
WBS Element: 44643.1.1 TIP No.: P-5707 County(ies): Wake Page 1 of 2
General Project Information
WBS Element:
44643.1.1 ITIP Number: P-5707 Project Type: Roadwa Widenin Date: 2/6/2019
NCDOT Contact:
Paul Atkinson, PE
Contractor / Desi ner:
RK&K: Brent Huske , PE
Address:
NC Department of Transportation
1020 Birch Ridge Dr
Raleigh, NC 27610
I
Address:
900 Ridgefield Drive
Suite 350
Raleigh, NC 27609
Phone:
919-707-6707
Phone:
919-878-9560
Email:
atkinson ncdot. ov
Email:
bhuskey(@.rkk.com
City/Town:
Wake Forest
Coun ies :
Wake
River Basins :
Neuse I
ICAMACounty?
I No
Wetlands within Project Limits?
No
Project Descri tion
Project Length lin. miles or feet):
0.73 Surrounding Land Use: Commercial / Residential
Proposed Project
Existing Site
Project Built -Upon Area ac.
16.4 ac.
13.8 ac.
Typical Cross Section Description:
4 lane road with 2-12' lanes running in both directions as well as a 12' turning lane that
runs down the middle of the project. The entire length of the project will be curb and
gutter. There is a proposed bridge on the project that will span over the CSX railroad
approximately 30' above the railroad at 108' long and 75' wide.
2 lane road with 12' lanes that has a 12' tuming lane that runs down the middle. The
majority of the roadway facility has curb and gutter with small breaks of open shoulder
with ditches. The existing road crosses a CSX Railroad at grade.
Annual Avg Daily Traffic (veh/hr/day):
Design/Future: 18,400 Year: 2040
Existing: 9,840 Year: 2019
General Project Narrative:
(Description of Minimization of Water
Quality Impacts)
This project is the widening of Rogers Road from 2 lanes to 4 lanes with curb and gutter including pavement rehabilitation, safety improvements and adding a grade separation
over the CSX Railroad. The project is a small piece of the Southeast High Speed Rail line project that will run from Richmond, VA to Raleigh, NC. The bridge is one span at
108' long and there are no deck drains required on the bridge. At the hydraulics pre -design meeting held on November 28, 2017 with RK&K, NC Rail Division, NCDOT
Hydraulics & Engineering Coordination and NCDOT PDEA, it was brought to everyone's attention that the required buffer filtration on the project is not going to be achieved.
NCDOT and PDEA agreed with all of the current and future development on Rogers Road there is not adequate right of way or length to build grass lined swales at the east end
of the project where the only buffered stream is located. There are 10 sites where there are proposed swales to provide some filtration and dissipation before water enters storm
drainage systems that flow to jurisdictional streams. This was done as a good faith effort to provide filtration in other areas of the job since it could not be achieved where it is
required.
Waterbody Information
Surface Water Body (1): UT to Smith Creek
NCDWR Stream Index No.:
27-23-(2)
NCDWR Surface Water Classification for Water Body
Primary Classification:
Class C
Supplemental Classification:
Nutrient Sensitive Waters NSW
Other Stream Classification:
None
Impairments:
None
Aquatic T&E Species?
No Comments:
NRTR Stream ID:
None Provided
Buffer Rules in Effect: Neuse
Project Includes Bridge Spanning Water Body?
INo
IDeck Drains Discharge Over Buffer? INo
Dissipator Pads Provided in Buffer? INo
Deck Drains Discharge Over Water Body?
INo

I Iltl 1 �' n North Carolina Department of Transportation r=
�Ir Y11114�'t.1ft I' Highway Stormwater Program
STORMWATER MANAGEMENT PLAN
(Version 2.07; Released October 2016) FOR NCDOT PROJECTS
WBS Element: 44643.1.1 TIP No.: P-5707 County(ies): Wake Page 2 of 2
Swales
Sheet
No.
Station & Coordinates
(Road and Non Road
Projects)
Surface
Water
Body
Base
Width
(ft)
Front
Slope
(H:1)
Back
Slope
H:1)
Drainage
Area
(ac)
Recommended
Treatm't Length
(ft)
Actual
Length
(ft)
Longitudinal
Slope
%)
Q2
(cfs)
V2
(fps)
Q10
(cfs)
V10
(fps)
Rock
Checks
Used
BMP
Associated wl
Buffer Rules?
5
-Y5- STA. 11+50 TO
0.0
4.0
3.0
0.2
16
57
2.89%
0.5
1.6
0.6
1.7
No
No
-Y5- STA. 12+07 LT
5
-Y5- STA. 12+50 TO
4.0
4.0
3.0
8.2
820
50
0.38 %
25.8
2.0
33.0
2.1
No
No
-Y5- STA. 13+00 LT
5
-DRYS- STA. 11+44 TO
0.0
4.0
3.0
0.1
6
56
3.93 %
0.2
1.4
0.2
1.5
No
No
-DRYS- STA. 12+00 LT
5
-Y5- STA. 12+50 TO
0.0
4.0
3.0
0.3
26
29
1.07 %
0.8
1.3
1.1
1.3
No
No
-Y5- STA. 12+79 RT
Additional Comments

PROPOSED CONTRUCTION OF GRADE SEPARATION PROJECTS ALONG THE
CSX S-LINE RAILROAD IN WAKE FOREST AND RALEIGH, WAKE COUNTY
STIP Project Nos. P-5707, P-5720, P-5715
SPOT Project Nos. R150048, R150051, R150279, R150715
The N.C. Department of Transportation will hold two informal public meetings regarding the
proposed construction of seven grade separation projects over the CSX S-line railroad track in
Wake Forest and Raleigh, Wake County. The grade separations will use a road or railroad bridge
to separate an existing at -grade intersection of a road and railroad.
Grade separations are proposed at Durant Road (S.R. 2006), Gresham Lake Road (S.R. 2013),
Millbrook Road (S.R. 2108), New Hope Church Road (S.R. 2034), and Wolfpack Lane in Raleigh,
which will be discussed at the public meeting to be held on Monday, March 27, 2017 from 4 p.m.
to 6 p.m. at the Abbotts Creek Community Center located at 9950 Durant Road in Raleigh. Grade
separations are also proposed at Rogers Road (S.R. 2052) and Ligon Mill Road (S.R. 2044) in Wake
Forest, which will be discussed at the public meeting to be held on Thursday, March 30, 2017 from
4 p.m. to 6 p.m. at the Wake Forest Town Hall ground floor meeting room located at 301 South
Brookes Street.
The projects are intended to improve the safety and efficiency of the overall transportation
network.
The purpose of the meetings is for NCDOT representatives to provide information, answer
questions and collect comments regarding these projects. The opportunity to submit written
comments will be provided at the meetings or by mail no later than May 1, 2017. The public may
attend at any time during the above mentioned hours. Please note that there will not be a formal
presentation at either meeting.
Project maps are available online at http://www.ncdot.gov/projects/publicmeetings/. For
additional information, contact James Bridges, Rail Project Development Manager, by mail: 1553
Mail Service Center, Raleigh, NC 27699, phone: [phone], or email at [e-mail].
NCDOT will provide auxiliary aids and services under the Americans with Disabilities Act for
disabled persons who want to participate in this meeting. Anyone requiring special services should
contact Jamille Robbins at 919-707-6085 or [e-mail] as early as possible so that
arrangements can be made.
NCDOT will provide interpretive services upon request for persons who do not speak English, or
have a limited ability to read, speak or understand English. Kindly request it prior to the meeting
by calling 1-800-481-6494.
Aquellas personas que hablan espanol y no hablan ingles, o tienen limitaciones para leer, hablar o
entender ingles, podrian recibir servicios de interpretacion si los solicitan antes de la reunion
Ilamando al 1-800-481-6494.

A
Comment Form
Name; r1yf1�' Date: r
Address:
City, State, Zip Code:
Phone/ E-mail address:
Would you like to be added to a project, maiil:inrg, list? i_J YES Q O
The purpose of tonight's Public Meeting is for citizens to come together collectively to share thoughts and
information regarding the proposed grade separation projects along the CSX S-line railroad in Wake Forest
and in north Raleigh. NCDOT staff and project team members are here to answer questions and hear your
thoughts and/or concerns about these projects. Please complete this comment sheet, and either return it
today to the comment table, return by email, or mail, by May 1, 2017.
1. Was the information presented clear (meeting format, etc.)? If not, what information was confusing? Do
you have any suggestions on how we can make improvements to make it clearer?
2. Do you have comments related to a specific location? Please provide detailed information. Check the
boxes next to the proposed grade separations that you are commenting on.
00 Rogers Road Millbrook Road
Ligon Mill Road New Hope Church Road
Durant Road Wolfpack Lane
Gr+egham-Lake Road
9

3. Any additional comments? _
F -/-- ":r' %y%5 T i _.`ram 'C % -'t;
Please return this sheet to the comment table
or
mail comments by May 1, 2017 to:
James Bridges, P.E.
NCDOT Rail Division
Rail Project Development Manager
1553 Mail Service Center
Raleigh, NC 27699-1553
[e-mail]
THANK YOU FOR ATTENDING THIS PUBLIC MEETING.
YOUR COMMENTS ARE VERY IMPORTANT IN THE PROJECT DEVELOPMENT PROCESS.

Comment
Name: /' I� ��' !� �� Date: - 5 -IS —. 7
Address: _��S 5'L� G��L✓`-- u.�-r
City, State, Zip Code: i . s72 - 2— cJ
Phone[,Frmail:address: � �✓ ,- -/= ' 6 --c . � - cv
,74
Would you like to be added to a project mailing list? YES NO
The purpose of tonight's Public Meeting is for citizens to come together collectively to share thoughts and
information regarding the proposed grade separation projects along the CSX S-line railroad in Wake Forest
and in north Raleigh. NCDQT staff and project team members are here to answer questions and hear your
thoughts and/or concerns about these projects. Please complete this comment sheet, and either return it
today to the comment table, return by email, or mail, by May 1, 2017.
1. Was the information presented clear (meeting format, etc.)? If not, what information was confusing? Do
you have any suggestions on how we can make improvements to make it clearer?
;1 T—,
X C 'e-%r e G-'r- Z-f—e- C-
2. Do you have comments related to a specific location? Please provide detailed information. Check the
boxes next to the proposed grade separations that you are commenting on.
Rogers Road
Ligon Mill Road
Durant Road
Gresham Lake Road
Millbrook Road
New Hope Church Road
Woifpack Lane
E ,P/ (� ylr _ / --
`` ,! '� J, '"- C � f ontinued on otherside

3. Any additional, comments?
�'�'�--
7
Please return this sheet to the comment table
or
mail comments by May 1, 2017 to:
James Bridges, P.E.
NCDOT Rail Division
Rail Project Development Manager
1553 Mail Service Center
Raleigh, NC 27699-1553
[e-mail]
THANK YOU FOR ATTENDING THIS PUBLIC MEETING.
YOUR COMMENTS ARE VERY IMPORTANT IN THE PROJECT DEVELOPMENT PROCESS.

ROY COOPER
Governor
MIC14AEL S. REGAN
Secretary
11M BAUMGARTNER
Director
Mr. James Bridges, P.E.
Rail Division — Planning & Development Branch
North Carolina Department of Transportation
1553 Mail Service Center
Raleigh, North Carolina 27699-1553
Dear Mr. Bridges:
NORTH CAROLINA
Environmental Quality
October 21, 2019
Subject: Mitigation Acceptance Letter:
NCDOT TIP Number P-5707, Rogers Road (SR 2052) Grade Separation over
CSX Railroad (Crossing No. 633 905 Y) at Mile Post S 142.53 in Wake Forest,
Wake County
The purpose of this letter is to notify you that the Division of Mitigation Services (DMS) will provide the
compensatory stream and buffer mitigation for the subject project. Based on the information supplied by you on
October 21, 2019, the impacts are located in CU 03020201 of the Neuse River basin in the Central Piedmont (CP)
Eco-Region, and are as follows:
Neuse
Stream
Wetlands
Buffer (Sq. Ft.)
03020201
Cp
Cold
Cool
TWarm
Riparian
Non-
Coastal
Zone 1
Zone 2
Riparian
Marsh
Impacts (feet/acres)
0
0
987.0
0
0
0
0
0
*Some of the stream and/or wetland impacts may be proposed to be mitigated at a 1:1 mitigation ratio. See permit application
for details.
All buffer mitigation request and approvals are administrated through the Riparian Restoration Buffer
Fund. The NCDOT will be responsible to ensure that appropriate compensation for the buffer mitigation will be
provided in the agreed upon method of fund transfer. Upon receipt of the NCDWR's Buffer Authorization
Certification, DMS will transfer funds from the NCDOT 2984 Fund into the Riparian Restoration Buffer Fund.
Upon completion of transfer payment, NCDOT will have completed its riparian buffer mitigation responsibility for
TIP P-5707. Subsequently, DMS will conduct a review of current NCDOT ILF Program mitigation projects in the
river basin to determine if available buffer mitigation credits exist. If there are available buffer mitigation credits
then the Riparian Restoration Buffer Fund will purchase the appropriate amount of buffer mitigation credits from
the NCDOT ILF Program. Also concurrently, DMS will review all active private buffer mitigation banks that
submitted a proposal to IFB 16-031819 (issued March 18, 2019).
D
p.f -�
North Carolina Department of Environmental Quality I Division of Mitigation Services
217 W. Jones Street 11652 Mail Service Center I Raleigh, North Carolina 27699-1652
919.707.8976

Mr. Bridges
October 21, 2019
Page Two
NCDOT TIP P-5707
Buffer
River Basin
CU
Eco-Region
Buffer Impacts
Zone 1
Zone 2
TOTAL
Impacts
Neuse
03020101
CP
35,068.0
23,648.0
58,716.0
This mitigation acceptance letter replaces the mitigation acceptance letter issued on June 27, 2019.
The impacts and associated mitigation needs were under projected by the NCDOT in the 2019 impact data. DMS
will commit to implement sufficient compensatory stream mitigation credits to offset the impacts associated with
this project as determined by the regulatory agencies using the delivery timeline listed in Section F.3.c.iii of the In -
Lieu Fee Instrument dated July 28, 2010. If the above referenced impact amounts are revised, then this mitigation
acceptance letter will no longer be valid and a new mitigation acceptance letter will be required from DMS.
If you have any questions or need additional information, please contact Beth Harmon at 919-707-8420.
Sincerely,
Ja _ es B. Stanfill
DMS Asset Management Supervisor
cc: Mr. James Lastinger, USACE — Raleigh Regulatory Field Office
Mr. Rob Ridings, NCDWR
Mr. Sandy Smith, Axiom Environmental
File: P-5707 Revised
North Carolina Department of Environmental Quality I Division of Mitigation Services
217 W. Jones Street 11652 Mail Service Center I Raleigh, North Carolina 27699-1652
919.707.8976

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Grade Separation
Wake County

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