20080737 All Versions_Complete File_20001115

STATE OF NORTH CAROLINA
DEPARTNIENT OF TRANSPORTATION
JAMES B. HUNT JR. DA41R!IIiCOY
GOVERNOR SECRETARY
November 15, 2000
MEMORANDUM TO: David L. Timpy, USACE
Ted Bisterfeld, EPA
Tom McCartney, USFWS
Jake Riggsbee, FHWA
April Montgomery, NCDCR-SHPO
David Cox, NCWRC
John Hennessy, NCDENR-DWQ
Roger Thomas, PE, NCDOT - Roadway Design
Terry R. Gibson, PE, NCDOT Division 6
Rick Heicksen, Fayetteville MPO
Roy Bruce, PE, H.W. Lochner, Inc. (Project Consultant)
FROM: Michael Penney O
NCDOT Project Development and Environmental Analysis
SUBJECT: Fayetteville Outer Loop, TIP Number: U-2519, Project Number
8.2441301
Attached for your files are the following:
¦ Signed copies of Concurrence Points 1, 2 and 3 (one each);
¦ An 11" x 17" Preferred Alternate map, and;
¦ October 5, 2000, Merger Team Meeting Minutes
If you have any questions or need additional information, please contact me at [phone]
extension 260.
Attachments (5)
cc: File
MAILING ADDRESS:
NC DEPARTMENT OF TRANSPORTATION
PROJECT DEVELOPMENT AND ENVIRONMENTAL ANALYSIS
1548 MAIL SERVICE CENTER
RALEIGH NC 27699-1548
TELEPHONE: [phone]
FAX: [phone]
WEBSITE: WWW.DOH.DOT.STATE. NC.US
LOCATION:
TRANSPORTATION BUILDING
1 SOUTH WILMINGTON STREET
RALEIGH NC

Section 404/NEPA Merger Project Team Meeting Agreement
Concurrence Pont No. 1- Purpose and Need
Project No./TIP No./Name/Description:
NCDOT Project No.: 8.2441301, T.I.P. No.: U-2519, FAYETTEVILLE OUTER LOOP, I-95
South of Fayetteville to NC 24-87
Purpose and Need of the Proposed Project: The purpose of the project is to provide an
additional transportation corridor on the south, west, and north sides of Fayetteville. The
Fayetteville Outer Loop along with the X-2 project and I-95 would form a circumferential
transportation facility around the Fayetteville area. See the attached purpose and need document.
The Section 404/NEPA Merger Project Team concurred on the 13th day of July 2000 with
the purpose and need for the Fayetteville Outer Loop as stated above and more fully
described in the Draft Environmental Impact Statement for the project and Project Team
Meeting minutes.
U.S. Army Corps of Engineers
U.S. Environmental Protection Agency
U.S. Fish and Wildlife Services
N.C. Wildlife Resources Commission
N.C. Department of Cultural Resources
N.C. Department of Environment
and Natural Resources -
Division of Water Quality
Federal Highway Administration
N.C. Department of Transportation

CONCURRENCE POINT NO. 1
FAYETTEVILLE OUTER LOOP
I-95 South of Fayetteville to NC 24-87,
Cumberland, Hoke and Robeson Counties
State Project Number: 8.2441301
T.I.P. Number: U-2519
Project Description: The Fayetteville Outer Loop project is located in the Fayetteville
metropolitan area through portions of Cumberland, Hoke, and Robeson Counties, North
Carolina. The project is included in the Fayetteville Urban Area Thoroughfare Plan that was
adopted in late 1991 and early 1992. The Fayetteville Outer Loop is also an essential part of the
Cumberland County adopted Land Use Plan. The study area for this project begins along I-95 in
southern Cumberland and northern Robeson Counties, continues west through Cumberland and
Robeson Counties, turns north through Cumberland and Hoke Counties, turns east along the
southern boundary of the Fort Bragg Military Reservation, and ends just west of Ramsey Street
(US 401) north of Fayetteville. The proposed transportation facility is approximately 27 miles
(43 kilometers) in length.
Purpose and Need of the Fayetteville Outer Loop: The purpose of the project is to provide an
additional transportation corridor on the south, west, and north sides of Fayetteville. The
Fayetteville Outer Loop along with the X-2 project and I-95 would form a circumferential
transportation facility around the Fayetteville area. The southern portion of the loop from I-95 to
South Raeford Road (US 401) is a Congressionally approved National Highway System (NHS)-
Other Principal Arterial route. The northern portion of the loop, from South Raeford Road
(US 401) to I-95 is a Congressionally approved NHS-Strategic Highway Corridor Network
(STRANET) route.
The need for a circumferential facility officially known as the Fayetteville Outer Loop is based
on a combination of factors including transportation demands, social demands, and economic
considerations. The proposed facility would reduce the volume of traffic on portions of the local
street network and connect the major radial routes in the south, west, and north portions of
Fayetteville. The proposed facility would also provide direct access to I-95 south of Fayetteville.
The Fort Bragg Military Reservation is located in the north and northwest portions of the project
area. Fort Bragg is one of the largest employment centers or "cities" in North Carolina.
i . k
Approximately 40,000 soldiers are stationed at the base. Fort Bragg officials have indicated a
need to link the military reservation with I-95 south and north of Fayetteville. The proposed
facility would provide an additional transportation route for approximately 25,000 soldiers and
civilian workers who commute to and from Fort Bragg daily and would provide the military with
direct access to 1-95 south of Fayetteville in the event of an emergency military deployment.
The proposed outer loop would also provide improved access to the $250 million medical center,
located on the military reservation. When connected with the X-2 project, the Fayetteville Outer
Loop would also provide direct military and civilian access to I-95 north of Fayetteville and
another much needed crossing of the Cape Fear River.
Concurrence Process: The Section 404/NEPA Merger Agreement was signed in May 1997. At
that time, progress on this project was well underway since the project began in November 1992.
Coordination with the Corps of Engineers and other environmental agencies was an on-going
part of the study. As part of this coordination, pre-publication copies of the Draft Environmental
Impact Statement were made available for review. The purpose and need for the project was
refined and expanded through this process. On January 19, 1999, the Corps of Engineers
concurred with the purpose and need for the project. The Draft Environmental Impacts
Statement was signed and published in March 1999. A Corridor Public Hearing was held on the
project on July 13, 1999. There was no public opposition to the purpose and need for this
transportation facility. Further coordination with the Section 404/NEPA Project Merger Team
was undertaken following the Public Hearing. This coordination was through a series of Project
Team Meetings at which representatives of the North Carolina Department of Transportation, the
Fayetteville Area Metropolitan Planning Organization, and the Fort Bragg Military Reservation
presented supportive information for the purpose and need for the transportation facility.
Section 404/NEPA Merger Project Team Meeting Agreement
Concurrence Pont No. 2
Alternatives to be Studied in Detail in the NEPA Document
Project No./TIP No./Name/Description:
NCDOT Project No.: 8.244130 1, T.I.P. No.: U-2519, FAYETTEVILLE OUTER LOOP, I-95
South of Fayetteville to NC 24-87
Alternatives to be studied in detail in the NEPA document:
In addition to the No-Build Alternative, the Section 404/NEPA Merger Project Team has concluded
that the following thirteen Build Alternates are the alternates to be studied in detail in the NEPA
document (Draft Environmental Impact Statement), see the attached narrative and figure:
¦ Alternate B
¦ Alternate C
¦ Alternate D
¦ Alternate E
¦ Alternate F
¦ Alternate G
¦ Alternate H
¦ Alternate I
¦ Alternate J
¦ Alternate K
¦ Alternate L
¦ Alternate M
¦ Alternate N
The Section 404/NEPA Merger Project Team concurred on the 315 day of July 2000 with
the additional analysis report on the Improve Existing Facilities Alternative and the
"alternatives to be studied in detail" in the Draft Environmental Impact Statement for the
Fayetteville Outer Loop as named above and described in the Draft Environmental Impact
Statement.
U.S. Army Corps of Engineers
U.S. Environmental Protection Agency
U.S. Fish and Wildlife Services
N.C. Wildlife Resources Commission
N.C. Department of Cultural Resources
N.C. Department of Environment
and Natural Resources - DWQ
Federal Highway Administration
N.C. Department of Transportation

4
CONCURRENCE POINT NO.2
FAYETTEVILLE OUTER LOOP
I-95 South of Fayetteville to NC 24-87,
Cumberland, Hoke and Robeson Counties
State Project Number: 8.2441301
T.I.P. Number: U-2519
Project Description: The Fayetteville Outer Loop project is located in the Fayetteville
metropolitan area through portions of Cumberland, Hoke, and Robeson Counties, North
Carolina. The project is included in the Fayetteville Urban Area Thoroughfare Plan that was
adopted in late 1991 and early 1992. The Fayetteville Outer Loop is also an essential part of the
Cumberland County adopted Land Use Plan. The study area for this project begins along I-95 in
southern Cumberland and northern Robeson Counties, continues west through Cumberland and
Robeson Counties, turns north through Cumberland and Hoke Counties, turns east along the
southern boundary of the Fort Bragg Military Reservation, and ends just west of Ramsey Street
(US 401) north of Fayetteville. The proposed transportation facility is approximately 27 miles
(43 kilometers) in length.
Alternatives to be studied in detail in the NEPA document: In addition to the No-Build
Alternative, the Section 404/NEPA Merger Project Team has concluded that the following
thirteen Build Alternates are the alternates to be studied in detail in the NEPA document (Draft
Environmental Impact Statement):
• Alternate B
• Alternate C
• Alternate D
• Alternate E
• Alternate F
• Alternate G
• Alternate H
• Alternate I
• Alternate J
• Alternate K
• Alternate L
• Alternate M
• Alternate N
Other transportation alternatives that were considered but were eliminated included the Mass
Transit Alternative, the Transportation Systems Management Alternative, and the Improve
Existing Facilities Alternative. The Mass Transit Alternative would not reduce travel demand on
area roadways sufficiently to eliminate the need for the Fayetteville Outer Loop and this
alternative would not improve access to and from Fort Bragg. Therefore, the Mass Transit
Alternative was determined not to be a practical alternative for the project. The implementation
of Transportation Systems Management measures would not adequately address the needs of the
project. Therefore, this alternative was eliminated from further consideration. Improvement of
the existing transportation facilities in the area was examined. This alternative was determined
not to be a practicable alternative for the project and was eliminated.
Within the Build Alternative, there were construction alignments that were examined and
eliminated. These included Alternate A and a section of alignment that avoided the National
Register Eligible Shaw-Gillis Historic District to the east. Alternate A was dismissed because of
the high residential and business relocations, high natural systems impacts, and high construction
ti • '1%
costs. The east avoidance corridor at the Shaw-Gillis Historic District was eliminated because of
severe impacts to residences, neighborhoods, wetlands, and floodplains. Therefore, the thirteen
build alternatives listed above include the construction of a multi-lane freeway on new location.
These alternates for detail study have a common corridor location north of Cliffdale Road (SR
1400) and separate into thirteen possible corridor segment combinations south of Cliffdale Road
(SR 1400).
The one corridor north of Cliffdale Road (SR 1400) was determined to be the only reasonable
and feasible location for the project following the evaluation of two locations located south of
the Fort Bragg Military Reservation. These two alternative locations included a freeway option
on new location and an arterial highway utilizing mostly existing roads in the area. These
alternatives avoided the military base and sensitive habitat for the federally endangered Red-
cockaded Woodpecker. These two alternatives were determined not to be practicable
alternatives because of their extensive community impacts.
Concurrence Process: The Section 404/NEPA Merger Agreement was signed in May 1997. At
that time, progress on this project was well underway since the project began in November 1992.
Coordination with the Corps of Engineers and other environmental agencies was an on-going
part of the study. As part of this coordination, pre-publication copies of the Draft Environmental
Impact Statement were made available for review. The Alternatives Section of the Draft
Environmental Impact Statement was refined and expanded through this process. On January
19, 1999, the Corps of Engineers concurred with the alternatives for the project provided that the
Improve Existing Facilities Alternative was more fully evaluated. The Draft Environmental
Impacts Statement was signed and published in March 1999. A Corridor Public Hearing was
held on the project on July 13, 1999. There was no public opposition to the concept of a multi-
lane freeway on new location for this transportation facility. Further coordination with the
Section 404/NEPA Project Merger Team was undertaken following the Public Hearing relative
to the Improve Existing Facilities Alternative. This coordination was through a series of Project
Team Meetings at which representatives of the North Carolina Department of Transportation
presented supportive information for the detailed study alternatives in the Draft Environmental
Impact Statement and additional information relative to the Improve Existing Facilities
Alternative. The North Carolina Department of Transportation compiled their analysis
concerning the Improve Existing Facilities Alternative into a report that was submitted to the
Project Team in March 2000. Following publication of this analysis report, the Corps of
Engineers advertised the Public Notice for the project on April 6, 2000.

Section 404/NEPA Merger Project Team Meeting Agreement
Concurrence Point No. 3
Least Environmentally Damaging Practicable Alternative
FAYETTEVILLE OUTER LOOP
T.I.P. No.: U-2519
NCDOT Project No.: 8.2441301
Project Description: The Fayetteville Outer Loop consists of constructing a new multi-lane freeway
around the southern and western portions of the Fayetteville metropolitan area in Cumberland, Hoke, and
Robeson Counties, North Carolina. The project begins in northern Robeson County at an interchange
with I-95, continues west through Robeson and Cumberland Counties, turns north through Cumberland
and Hoke Counties, turns east along the southern boundary of the Fort Bragg Military Reservation, and
ends just west of Ramsey Street (US 401) north of Fayetteville.
The proposed facility is approximately 27 miles (43 kilometers) in length and would be a four-lane
divided freeway with full access control. Grade separations or interchanges would be constructed at
selected public crossroads. Design elements include a minimum right of way width of 350 feet (110
meters), a depressed median width of either 70 feet (21 meters) or 46 feet (14 meters), and a
collector/distributor roadway system between the All American Freeway (SR 1007) and Bragg Boulevard
(NC 24).
Least Environmentally Damaging Practicable Alternative: Following review of the detailed studies
for the No-Build Alternative and the thirteen reasonable and feasible build alternates presented in the
Draft Environmental Impact Statement for the project, the Section 404/NEPA Merger Project Team has
concluded that Alternate D is the Least Environmentally Damaging Practicable Alternative. Alternate D
includes the construction of a four-lane divided freeway on new location along the route described below.
Alternate D:
• Starts at I-95 in Robeson County just south of the Cumberland/Robeson County line and Green
Springs Road (SR 1718).
• Runs northwest to an interchange with Leeper Road (SR 1717) then crosses the
Cumberland/Robeson County line and the CSX Railroad continuing to an interchange at Lake
Upchurch Road (SR 1116).
• Extends north until 0.25 miles (0.40 kilometers) east of Upchurches Pond.
• Heads northwest to an interchange with Camden Road (SR 1003) and turns north crossing King
Road (SR 1112) and Stoney Point Road (SR 1100).
Ow _ *
• Turns northeast to just south of the Strickland Bridge Road (SR 1140) interchange.
• Extends north to interchange with South Raeford Road (US 401) and continues north between
Lake Rim and Reilly Road (SR 1403) to interchanges at Cliffdale Road (SR 1400) and at
Morganton Road (SR 1404).
• Travels along the southern boundary of the Fort Bragg Military Reservation to an interchange at
Canopy Lane, then crosses Reilly Road (SR 1403) and Yadkin Road (SR 1415) prior to the All-
American Freeway (SR 1007) interchange.
• Continues to the east through interchanges at Bragg Boulevard (NC 24) and Murchison Road
(NC 87/210) then passes south of Smith Lake to an interchange at McArthur Road (SR 1600).
• Turns northeast and parallels Andrews Road (SR 1611) to an interchange at Ramsey Street
(US 401).
The other twelve alternates, including Alternates E, F, G, H, I, J, K, L, M, and N, were eliminated due to
their substantial impacts to the human and/or natural environment. In order to systematically review the
impacts associated with each alternate, the alternates where compared by grouping the alternates which
had the same corridor locations and comparing them to the other corridor locations with common termini.
A summary of the evaluation process and the reasons for the elimination of the No-Build Alternative and
the twelve build alternates is listed below.
Elimination of the No-Build Alternative:
The No-Build Alternative does not meet the purpose and need for the project. This alternative was
retained for evaluation in the Draft Environmental Impact Statement for comparative evaluation purposes.
While this alternative would have less disruption to the human and natural environment, a decision for
no-action on the project would result in increased congestion on the existing transportation system and
inefficient servicing of travel demand in the Fayetteville urban area. Throughout this study there has little
to no public opposition to the proposed improvement. Public sentiment has been directed to a particular
alternate for the improvement instead of in support of the No-Build Alternative. Therefore, the No-Build
Alternative was eliminated from consideration.
Elimination of Alternates B, F, G, H, and K:
Alternates B, F, G, H, and K directly impact the US Fish & Wildlife Service wildlife refuge and
conservation easement area on the former Furmage Farm. The other eight build alternates avoid
impacting this wildlife refuge. Comparing the impacts of the alternates and given consideration for
Section 4(f) of the US Transportation Act, the Merger Project Team concluded that there are prudent and
feasible alternates to avoid the direct. impacts of Alternates B, F, G, H, and K on the conservation
easement area. Therefore these five alternates where eliminated from further consideration. The
remaining eight build alternates included Alternates C, D, E, I, J, L, M, and N.

Elimination of Alternates L, M, and N:
The Shaw-Gillis Historic District is directly impacted by Alternates C, D, E, I, and J. The remaining
Alternates L, M, and N avoid this historic resource. In comparing the impacts of these alternates, it was
noted that the remaining Section 4(f) impact avoidance Alternates L, M, and N have impacts to both the
natural and human environment that are almost always greater than the comparable alternates that impact
the historic resource. While these added impacts are not of an extraordinary magnitude, the cumulative
effect of these impacts yields these avoidance alternates as imprudent. In addition, following a field visit
to the impacted wetland and stream sites, the Project Team concluded that the upstream crossing locations
of Alternates L, M, and N would have more substantial impacts to wetlands and streams than comparable
wetland and stream crossings associated with Alternates C, D, E, I, and J which impact Shaw-Gillis
Historic District. Therefore Alternates L, M, and N were eliminated from further consideration. The
remaining five build alternates included Alternates C, D, E, I, and J.
Elimination of Alternates C, I, and J:
During a field review, the Project Team determined that crossing Rockfish Creek and associated wetlands
to the east below the dam for Upchurches Pond was a substantially better location than crossing to the
west upstream of Upchurches Pond. Based on this factor and other impact factors that were higher for
these alternates, the decision was made to eliminate Alternates C and J from further consideration.
Alternate I was also eliminated during this field review since it included two crossings of Stewarts Creek
and associated wetlands just north of Rockfish Creek. Alternate I also had other impact factors that were
higher than the remaining build alternates.
Alternates D and E were retained for additional consideration since they do not cross Stewarts Creek.
Alternate D is located parallel to Stewarts Creek and parallel to Rockfish Creek as it passes through
Upchurches Pond. Alternate E is removed from Stewarts Creek and Upchurches Pond but does impact a
tributary to Little Rockfish Creek that Alternate D avoids.
Elimination of Alternate E:
Alternate E was eliminated from further consideration since it has more impacts to the natural
environment than Alternate D. Alternate E will impact 12.8 acres more wetlands and 1,320 feet more
streams. Alternate E also cost $944,000 more in wetland and stream mitigation than Alternate D and will
have 36 more noise impacts. Therefore Alternate E was eliminated from further consideration and
Alternate D remains as the Least Environmentally Damaging Practicable Alternative for the project.
Concurrence Process: The Section 404/NEPA Merger Agreement was signed in May 1997. At that
time, progress on this project was well underway since the project began in November 1992.
Coordination with the Corps of Engineers and other environmental agencies was an on-going part of the
W, _V*
study. The Draft Environmental Impacts Statement was signed and published in March 1999. A Corridor
Public Hearing was held on the project on July 13, 1999. There was no public opposition to the concept
of a multi-lane freeway on new location for this transportation facility and there was no clear public
preference for a particular build alternate. Further coordination with the Section 404/NEPA Merger
Project Team was undertaken following the Public Hearing relative to the Least Environmentally
Damaging Practicable Alternative. This coordination was through a series of Project Team Meetings at
which representatives of the North Carolina Department of Transportation presented comparative
evaluations of the detailed study alternatives. A field review meeting was held with the Merger Project
Team on September 13, 2000 to review the wetland and stream crossing locations for the build alternates.
During this meeting concurrence was reached to eliminate all of the build alternates with the exception of
Alternates D and E. A subsequent Project Team meeting was held on October 5, 2000. At this meeting
the differences between Alternate D and E were examined in closer detail. The maps and comparative
impact tables that were used at these two Team Meetings are included in the project files with the minutes
of these meetings.
The Section 404/NEPA Merger Project Team concurred on the 51h day of October 2000 that
"Alternate D" is the Least Environmentally Damaging and Practicable Alternative for the
Fayetteville Outer Loop.
U.S. Army Corps of Engineers
U.S. Environmental Protection Agency
U.S. Fish and Wildlife Services
N.C. Wildlife Resources Commission
N.C. Department of Cultural Resources
N.C. Department of Environment
and Natural Resources -
Division of Water Quality
Federal Highway Administration
N.C. Department of Transportation

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PREFERRED ALTERNATE
• PROPOSED INTERCHANGE
O PROPOSED GRADE SEPARATION
Fayetteville OffterLaop
Or-r don tudy
STATE PROJECT NO.8.2441301
T.I.P. NO. U-2519
F, -I
Preferred Alternate
DOCUMENTATION FORM
FAYETTEVILLE OUTER LOOP CORRIDOR STUDY
TIP ID NO.: U-2519
NCDOT Project NO.: 8.2441301
A NEPA/Section 404 Meeting was held on October 5, 2000 in the NCDOT Board of
Transportation Room at the Transportation Building. The purpose of the meeting was to select
either Alternate D or Alternate E as the "least environmentally damaging practicable
alternative" (LEDPA) and receive concurrence on Point 3 of the Section 404/NEPA Merger
Agreement. The following persons attended the meeting:
Gail Grimes, NCDOT Project Development & Environmental Analysis Branch
Tom Kendig, NCDOT Project Development & Environmental Analysis Branch
Mike Penney, NCDOT Project Development & Environmental Analysis Branch
Dewayne Sykes, NCDOT Roadway Design
Bill Bunting, NCDOT Roadway Design
Cathy Houser, NCDOT Design Services
Mike Lindgren, NCDOT Design Services
Darrell Hensdale, NCDOT - Statewide Planning Branch
Dave Timpy, U.S. Army Corps of Engineers
David Cox, Wildlife Resources Commission
John Hennessy, NCDENR - Division of Water Quality
Ted Bisterfield (By Phone), U.S. Environmental Protection Agency
April Montgomery, State Historic Preservation Office
Roy Bruce, H. W. Lochner, Inc.
Karl Kratzer, H. W. Lochner, Inc.
Michelle Fishburne, H. W. Lochner, Inc.
Michael Penney initiated the meeting by requesting introductions around the room. Ted
Bisterfield attended the meeting by phone. It was noted that Tom McCartney and a FHWA
representative were not in attendance at this meeting.
Roy Bruce started the discussions for the comparison of Alternates D and E by handing out
information that showed the impacts for each alternate. The handout for the meeting is
attached. The three tables in the handout, showing the cumulative impacts, the wetland
impacts and the wetland quality impacts, were reviewed and then the floor was open for
discussions and comments. Review of the tables indicated that Alternate D had more impacts
to wetlands and Alternate E had more impacts to the human environment. The following
information was discussed:
1. Ted Bisterfield acknowledged that both alternates avoided Stewarts Creek but questioned
the impacts to the wetland Z55 at Stewarts Creek along Corridor D. Roy Bruce explained
that there were a total of 8.9 acres in the corridor and that the conceptual right of way
included 0.3 acres. Mr. Bruce noted that there is the possibility of further minimization
and possible avoidance during final design.
1
2. Mr. Bisterfield noted his concern with the impacts to Wetland Area Z10 from Alternate E
and asked if it was possible to avoid this wetland. Mr. Bruce clarified that the actual
design within the corridor had some latitude for adjustment. However, there is
development located along both sides of this wetland that would mean a choice between
additional relocations or wetland impacts. Mr. Bisterfield added that this appears to be the
largest wetland impact along Alternate E and sees a problem with this alternate.
3. Wetland Z10 was preliminarily classified for comparison purposes at this meeting as a
Medium Quality Wetland. John Hennessy stated that the write-up about the wetland was
comparable to the wetlands along Stewarts Creek. Karl Kratzer stated that the area around
the wetland was highly developed with little remaining buffer, thereby reducing its quality.
4. Michael Penney clarified that these determinations were preliminary and were intended to
be used as a tool for this meeting. The final determinations would be made later.
5. Mr. Bisterfield asked about the impacts to Wetland Z8. Mr. Bruce explained that the
corridor had been shifted to avoid and minimize impacts to this system. Mr. Bruce added
that to shift and completely avoid this area could be reviewed but cause more relocations.
6. Dave Timpy suggested bridging for Wetland Z56.
7. Mr. Timpy opened discussions concerning the public comments received on the Public
Notice. Specifically, Mr. Timpy wanted to discuss a letter from Ms. Sandra Larrimore.
Mr. Bruce stated that Ms. Larrimore would be impacted by Alternate E but not Alternate
D. Mr. Bruce explained the difference in the "Roadway Official Corridor Map" and the
"Study Corridor" for the NEPA study and how Ms. Larrimore may have confused the two
boundaries when see located the new development in the area. Mr. Bruce provided a
written response for each written comment to the Corps of Engineers.
8. Mr. Timpy added that in all the telephone calls and comments on the Public Notice he had
not heard from anyone on Corridor D. Tom Kendig and Mr. Bruce stated that all the
corridors had been shown at the Corridor Public Hearing. Mr. Bruce added that at the
hearing there was no clear favor for one alternate over another.
9. John Hennessy requested to know how many relocations would be associated with avoiding
the Wetland Z10. He has great concern with filling the entire length of this wetland as
shown with Alternate E. Mr. Bruce and Mr. Kendig stated that there is some room within
the corridor to make adjustments to the alignments to minimize both the relocations and the
wetlands. There is new development at this location that would be impacted by shifting
out of the wetlands but the actual number is not available.
10. David Cox stated that based on the information available he preferred Alternate D to
Alternate E because there appeared to be more opportunity to minimize impacts to wetland
areas along Alternate D and because of the magnitude of the impact to Wetland Z10 from
Alternate E.
2
11. Mr. Kendig added that Alternate D may impact less acres of wetland but does impact 22
more relocations and cost almost ten million dollars more than Alternate E. The extra cost
is mainly associated with the extra 1.2 miles for Alternate D.
12. Mr. Kendig requested that each agency state their preference for either Alternate D or
Alternate E, the preferences are as follows:
• Ted Bisterfield stated that he preferred Alternate D since it would not impact the
Wetland Z10 and appeared to have the best opportunity for avoidance and
mitigation.
• John Hennessy stated that he did not know what type of development had taken
place along Alternate D, but preferred Alternate D since it did appear to have
opportunities to avoid some impacts to the wetlands.
• April Montgomery stated that the SHPO had no preference between Alternate D or
E based on cultural resources. However, she did support the other agencies for
Alternate D based the discussions at this meeting.
• David Cox restated his support for Alternate D.
• Dave Timpy preferred Alternate D. Mr. Timpy stated that he had numerous calls
and comments concerning the impacts to the Stoney Creek Area opposed to
Alternate E. Mr. Timpy also stated that he had spoken to Tom McCartney and had
his permission to approve Alternate D for him.
• Tom Kendig added that NCDOT and FHWA had selected Alternate E at the Post
Hearing Meeting; however, NCDOT and FHWA would agree to either of the two
alternates. Also, the Cumberland County - Metropolitan Planning Organization
previously stated that they preferred Alternate E but would also agree with
Alternate D if it were selected.
13. With the majority of preferences for Alternate D, Alternate D was selected as the LEDPA.
Mike Penney distributed the NEPA/404 Merger Agreement Forms for Concurrence Point
3 to all the agencies present for signatures.
14. The forms for Concurrence Points 1 and 2 were also passed around for signatures.
Concurrence for the Purpose and Need, Point 1, and for the Alternatives, Point 2, was
previously received verbally on July 13, 2000 and July 31, 2000, respectfully.
15. Mr. Penney stated that after he received signatures from Ted Bisterfield, Tom McCartney,
and Roy Shelton for all three concurrence points that he would send a package to each
agency for their records.
16. Mr. Kendig added that the selection of Alternate D as the LEDPA does not complete the
corridor selection process.
The NCDOT Corridor Selection Committee selects a corridor for recommendation based
on the LEDPA concurrence, the Post Hearing Meeting, the Corridor Public Hearing, and
comments on the Draft Environmental Impact Statement. The Corridor Selection
Committee recommendation is sent for concurrence to the State Highway Administrator,
3
the Deputy Secretary for Planning and Environment, the Deputy Secretary for
Transportation, and the Secretary of Transportation. If all parties agree on Alternate D for
implementation then the selection is final with the concurrence of the Secretary of
Transportation.
4
?• s
COMPARISON OF FINAL ALTERNATES D and E
Fayetteville Outer Loop Corridor Study
TIP No.: U-2519
NCDOT Project No.: 8.2441301
The impacts for the final Alternates D and E for the project are summarized in Table 1 on
the following page. This table list the total impacts associated with each alternate. A direct
comparison of Alternate D to Alternate E is also listed in the table. This column in the table
represents the differences in impacts. When these numbers are positive, Alternate D has greater
impacts than Alternate E. When these numbers are negative, Alternate E has more impacts than
Alternate D.
Based on the comparison, Alternate D has greater impacts in ten of the 24 impact
categories and Alternate E has greater impacts in six of the 24 impact categories. In reviewing
the impacts associated with Alternate E, these impacts are less than or nearly equal to Alternate
D in all impact categories except wetlands, streams, noise impacts without sound barriers, and
wetland/stream mitigation costs. Alternate D is longer than Alternate E and has greater
impacts on relocations, right of way acquisition, right of way costs, construction costs, and total
project costs.
The area located from just south of the crossing of Rockfish Creek east of Upchurches Pond
to just north of Stoney Point Road (SR 1100) is the location where the differences in impacts occur
for these two alternates. An aerial photograph showing this "comparative area" for Alternates D
and E is attached.
Table 2 lists the impacted areas for each wetland system located along Alternates D and E
where the two corridors have different locations. Table 2 list each wetland site and the wetland
area impacted within the corridors and the conceptual rights of way. Alternate D impacts 3.9 more
acres of wetlands in the corridor and 12.8 fewer acres of wetlands in the conceptual right of way
compared with Alternate E.
1
Table 1- Impact Summary and Comparison of Final Alternates

CATEGORY
UNITS ALTERNATE

D E Comparing

D to E
Corridor Length miles 27.8 26.6 1.2
total 255 234 21
Residential Relocations
minority
49
43
6

B
R
l total 5 5 0
usiness
e
ocations
minority
1
1
0
Non-Profit Relocations total 4 3 1
Right of Way parcels 612 532 80
Right of Way acres 1,665 1,606 59
Potential Hazardous Mat. Sites each 19 20 -1
Wetlands acres 146.7 159.5 -12.8
Stream Impacts linear feet 26,455 27,775 -1,320
Farmland acres 219.8 219.8 0.0
Noise (Without Sound Barriers) impacted properties 354 390 -36
Sound Barriers feasible barriers 6 6 0
Noise (With Sound Barriers) impacted properties 112 107 5
Air Quality 1-Hour carbon monoxide
(Ppm) 2.8 2.8 0
Air Quality 8-Hour carbon monoxide
(ppm) 1.7 1.7 0
Utilities number of crossings 32 33 -1
Historic Sites (Section 4f) number 1 1 0
Wildlife Refuges (Section 4f) number 0 0 0
Wetland/ Stream Mitigation Cost dollars 13,656,000 14,600,000 -944,000
Right of Way Cost dollars 54,300,000 53,075,000 1,225,000
Construction Cost dollars 293,082,000 283,670,000 9,412,000
Total Cost dollars 361,038,000 351,345,000 9,693,000
h
Table 2 - Wetlands Impacted by Alternates D and E

Wetland Site

.
No.

Wetland Quality Area within Corridor

Alternate D Alternate E Area within Conceptual Right
of wa

Alternate D Alternate E
acres acres acres acres
Z8 Medium 20.1 8.0 2.8 0.4
Z10 Medium 0.0 52.8 0.0 26.6
Z11 Low 0.0 12.4 0.0 5.9
Z12 Low 0.0 0.1 0.0 0.0
Z13 Low 0.0 0.1 0.0 0.0
Z14 High 21.0 22.2 7.8 7.5
Z53 Medium 0.2 0.0 0.0 0.0
Z55 High 8.9 0.0 0.3 0.0
Z56 High 16.5 0.0 4.8 0.0
Z57 Medium 5.3 0.0 0.7 0.0
Z58 Low 0.1 0.0 0.1 0.0
Z59 Medium 15.5 0.0 6.9 0.0
Z60 Low 4.7 0.0 1.4 0.0
Z70 Low 7.3 0.0 3.0 0.0
Total Wetlands Impacted 1 1 99.5 95.6 27.7 40.4
Alternate D impacts nine wetland sites and Alternate E impacts four sites. For Alternate
D, three of the nine sites are considered high quality wetlands. For Alternate E, one of the four
sites impacted is considered a high quality wetland. Table 3 lists the acres of wetland impacts
by quality of wetlands within the corridors and the conceptual rights of way. Alternate D will
impact more high quality wetlands than Alternate E. Alternate E will impact more medium
quality wetlands than Alternate D. Impacts to the low quality wetlands are comparable for the
two alternates. When compared with Alternate E, Alternate D has 24.2 more acres of high
quality wetlands within the corridor and 5.3 more acres of high quality wetlands within the
conceptual right of way.
3
Table 3 - Quality of Wetlands Impacted by Alternates D and E
Area within Conceptual Right
Area within Corridor
of Wa
Quality of Wetlands
Alternate D Alternate E Alternate D Alternate E
acres acres acres acres
High Quality 46.4 22.2 12.8 7.5
Medium Quality 41.1 60.8 10.4 27.0
Low Quality 12.0 12.6 4.5 5.9
Total Wetlands Impacted 99.5 95.6 27.7 40.4
The location of the wetland systems listed in table are shown on the attached aerial
photograph and are described as follows:
Wetland System Z8 is located approximately 700 feet (210 meters) south of
Strickland Bridge Road (SR 1140). It is classified as a palustrine, forested, needle-
leaved evergreen and broad-leaved deciduous wetland with inclusions of
scrub/shrub and emergent wetland vegetation (PFO4/1B, PSS1B, PEM1F). This
system is classified as a Streamhead Pocosin. Hydrology for this wetland is
supplied by an unnamed tributary to Little Rockfish Creek. Indicators of wetland
hydrology include saturated soils, oxidized rhizospheres, and drainage patterns
within the wetland. Loblolly Pine (Pinus taeda), Red Maple (Acer rubrum),
Sweetgum (Liquidambar styraciflua), and Water Oak (Quercus nigra) dominates the
canopy layer of this wetland system. The scrub/shrub layer is dominated by
Swamp Magnolia (Magnolia virginiana), Speckled Alder (Alnus serrulata), and
Swamp Cyrilla (Cyrilla racemiflora). The herbaceous layer is dominated by Netted
Chain Fern (Woodzvardia areolata) and Cinnamon Fern (Osmunda cinnamomea).
This wetland system is located in the corridors and conceptual rights of way of
both Alternates D and E.
Wetland system Z8 is considered a medium quality wetland. The area has been
diminished by agricultural drainage improvements but has a lot of buffer area
around it. This area would make a good mitigation site for wetland
enhancement.
• Wetland System Z10 is located approximately 700 feet (210 meters) north of
Stoney Point Road (SR 1100). This wetland is classified as a palustrine, forested,
broad-leaved deciduous wetland with seasonally flooded, temporarily flooded,
and saturated soil conditions (PFO1C, PFO1A, PF01B). This system is a Coastal
Plain Small Stream Swamp and a Coastal Plain Semipermanent Impoundment.
The hydrology for this wetland system is supplied by Little Rockfish and
overland flow. Indicators of hydrology include saturated soil conditions and
drainage patterns within the wetland. The vegetation within this system is
4
A
dominated by trees, with Red Maple (Acer rubrum), Sweetgum (Liquidambar
styraciflua), and Water Oak (Quercus nigra), being the dominate species. This
wetland system is located in the corridor and conceptual right of way of
Alternate E.
Wetland system Z10 is considered a medium quality wetland. This site is a
relatively mature system. It is, however, greatly diminished by residential
development that continues to encroach into the wetland limits. Little to no
upland buffer area remains.
• Wetland system Z11 is located adjacent to King/Rockfish Road (SR 1112). It is
classified as a palustrine, forested, broad-leaved deciduous wetland with
temporarily flooded soil and saturated soil conditions (PF01A, PF01B). This
system also contains inclusions of palustrine emergent wetland vegetation
(PEM1A). Wetland system Z11 is a Streamhead Pocosin. The hydrology of this
system is supplied by a agricultural drainage ditch as well as overland flow. The
vegetation of this wetland system is dominated by Loblolly Pine (Pinus taeda) and
Yellow Poplar (Liriodendron tulipifera). The herbaceous vegetation is dominated
by Netted Chain Fern (Woodzaaria areolata) and Cinnamon Fern (Osmunda
cinnamomea). This wetland system is located in the corridor and conceptual right
of way of Alternate E.
Wetland system Z11 is considered a low quality wetland. This wetland site is
adjacent to drainage improvements and the area has been logged in the past.
• Wetland system Z12 is located approximately 1,100 feet (340 meters) north of
Camden Road (SR 1003) and is classified as a palustrine, unconsolidated muddy
bottom, permanently flooded wetland (PUBHx) that was formed by excavation.
This system is a Coastal Plain Semipermanent Impoundment. The hydrology for
this wetland system is supplied by overland flow and a small unnamed tributary
which flows into the ponded area. Soils within this system are saturated and
inundated. The vegetation is dominated by Yellow Poplar (Liriodendron tulipifera)
and Red Maple (Acer rubmm), with a herbaceous layer located around the fringe
of the pond. This wetland system is located in the corridor of Alternate E but not
located in the conceptual right of way of Alternate E.
Wetland system Z12 is a pond and is considered a low quality wetland.
• Wetland system Z13 is located adjacent to the northern edge of Camden Road
(SR 1003). This system is classified as a palustrine, forested, broad-leaved
deciduous wetland with saturated soil conditions (PF01B). This system is a
Streamhead Pocosin. The hydrology of this system is supplied by overland flow
from the adjacent agriculture fields. The vegetation within this system is
dominated by Red Maple (Acer rubrum), Sweetgum (Liquidambar styraciflua), and
Water Oak (Quercus nigra). This wetland system is located in the corridor of
Alternate E but not located in the conceptual right of way of Alternate E.
5
Wetland system Z13 is considered a low quality wetland. This site consists of a
tiny area located at the head of a stream. It is cut off from a larger wetland body
by Camden Road.
Wetland system Z14 is located east of Upchurches Pond, approximately
4,800 feet (1,460 meters) south of Camden Road (SR 1003). This area has been
classified as a palustrine, forested, broad-leaved deciduous, seasonally flooded
and palustrine, forested, deciduous, semipermanently flooded wetland (PF01C,
P1706F). This system is a Coastal Plain Small Stream Swamp. The hydrology of
this system is supplied by overground flow. Indications of hydrology include
water stained leaves, drainage patterns within the wetland and saturated soil
conditions. The vegetation within this svstem is dominated by Red Mavle (Ater

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