R-2719B

V ,
Project Development and Environmental Analysis Branch
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
Division of Highways
Concurrence Meeting Update
CRESCENT ROAD
KINSTON
LENOIR COUNTY
TRANSPORTATION IMPROVEMENT PROGRAM PROJECT R -2719B
June 8, 2000

TIP Project R- 2719BA
Crescent Road From US 258 to Rouse Road
Table of Contents
NEPA / Section 404 Process Status and Goals ............................. ............................... 1
ProjectLocation Map .............................................................. ..............................3
Purposeand Need ................................................................ ............................... 4
Identification of Alternatives to Study ........................................ ............................... 5
LEDPA Comments from WRC and DWQ ................................... ............................... 6
Comments on EA from CORPS ............................................... ............................... 8
Avoidance and Minimization .................................................. ............................... 13
Permit Application for R -2719B ............................................ ............................... 20

NEPA / Section 404 Merger Process
1. PURPOSE AND NEED
2. IDENTIFY ALTERNATIVES TO STUDY
3. SELECT PREFERRED ALTERNATIVE
4. AVOIDANCE AND MINIMIZATION OF IMPACTS
During the development of this project, the Merger Agreement was ratified. It was
determined by the NCDOT and the Agencies to informally follow this new process.
However, at each stage of the process there was no formal written concurrence obtained.
It is significant to note though that through the development of the Crescent Road Project
there was a healthy, open, and effective dialogue among all the parties involved in this
project.
There are several goals for today's meeting.
• With this information packet and meeting, I have attempted to present enough
background information to get everyone on the same page as to the project history
and status.
• Complete Avoidance and Minimization of impacts by reviewing final design of Part
BA.
• Coordinate with the Corps regarding the resubmittal of the permit application for Part BA.

Date
Proposed Crescent Road
From US 258
To NC 58
Lenoir County
Federal Aid Project Number STP- 0224(3)
State Project Number 8.2200101
TIP Project R -2719B
Administrative Action
Environmental Assessment
U. S. Department of Transportation
Federal Highway Administration
and
N. C. Department of Transportation
Submitted pursuant to 42 U. S. C. 4332(2)(C)
Lubin V. Prevatt, P.E., Assistant Manager
Planning and Environmental Branch, NCDOT
Date 4Nic as L. raf /iv ion Administrator, FHWA

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(Recommended) TIP PROJECT R - 27198
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3

Proposed Crescent Road
From US 258
To NC 58
Lenoir County
Federal Aid Project Number STP- 0224(3)
State Project Number 8.2200101
TIP Project R -2719B
I. NEED FOR THE PROPOSED PROJECT
A. General Description of Project
The North Carolina Department of Transportation proposes to construct
a four -lane, median - divided road (mostly on new location) from US 258 just north
of Poole Road (SR 1575) to the existing intersection of Benjamin Franklin Road
(SR 1579) and NC 58 north of Kinston. This route will cross Poole Road
(SR 1575), Robinson Road (SR 1574), Shackleford Road (SR 1607), Rouse Road
(SR 1572), Airport Road (SR 1578), and John Mewborn Road (SR 1581).
Preferred Alternative 4 is 7.3 km (4.5 miles) in length. The project vicinity is
shown in Figure 1, and the proposed improvements are shown in Figure 2.
B. Purpose and Need
The purpose of this project is to provide motorists a more direct east-
west route on the north side of Kinston, improve operating conditions along
existing routes by reducing the volume of traffic along those routes, provide
improved access to houses, schools, businesses, and industries north of
Kinston, and improve access to the North Carolina Global TransPark.
C. Historical Resume
Prior to Kinston's selection as the site of the North Carolina Global
TransPark (TransPark), the 1992 Kinston Thoroughfare Plan (adopted in part by
the city - see section I.F. below) recommended that Crescent Road be a four -
lane divided boulevard with control of access to limit the number of driveway
entrances. Starting at US 70 west of Kinston, Crescent Road was to run in a
northeastern direction on new location, crossing over the Norfolk- Southern
Railroad and Banks School Road (SR 1546). It would then follow Daly Waldrop
Road (SR 1554) across US 258 to Hull Road (SR 1557). From Hull Road,
Crescent Road continued to the northeast on new location and merged with
Dobbs Farm Road (SR 1573) just west of Shackleford Road. It continued along
DobbsTarm Road to the Rouse Road (SR 1572) intersection, then veered on new
location to the southeast, crossing Airport Road (SR 1578) and intersecting
NC 58 at Cunningham Road (SR 1745). From NC 58, Crescent Road would have
followed Cunningham Farm Road to NC 11. This concept (see Figure 1A,
Concept A) was presented to resource agencies for their comment on April 4,
1994 and was presented at the first Citizens Informational Workshop held on
May 31, 1994 (see Section V of this report and pages A- 90 through A -97 in
Appendix A). This concept would have impacted 24.4 hectares (61 acres) of
wetlands between US 258 and NC 58 and would have crossed Briery Run twice.
4

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the alignments of Alternatives 1 and 4 are very similar, as are the alignments of
Alternatives 2 and 3. These alternatives are shown in Figures 1, 2, and 10 and
are compared in Table 2A.
Table 2A - Comparison of Alternatives
Alternatives
Length
km/mi
Wetlands
acres
1
2.814.5
44.0
2
3.1/5.0
51.4
3
3.1/5.0
34.9
4 Preferred
2.8/4.5
36.8
Stream
Crossings Relocations
8 3
6 28
6 61
8 5
Note: Wetland estimates based on 67 m (220 feet) corridor.
Noise Construction
mnacts I Cost
25
49
3
RJW I Total
Cost Cost
1,000 1 $31
As shown in Table 2A, the costs of Alternatives 1 and 4 are similar, as are
the costs of Alternatives 2 and 3. The difference in costs between Alternatives 1
and 4 and Alternatives 2 and 3 are due to the extra pavement and borrow
material associated with the greater distance (an additional 0.5 mile) along the
northernmost alternatives (Alternatives 2 and 3) between US 258 and
Shackleford Road (SR 1607). In addition, the additional five -lane widening of
US 258 to the proposed Crescent Road crossing for Alternatives 2 and 3 adds to
the cost. Alternative 3 is the only alternative with recommended noise walls,
and these also contribute to higher costs.
The concurrent section of the alternatives between Shackleford Road
and NC 58 generally follows the proposed alignment of the southern part of the
Internal Loop Corridor as shown in the North Carolina Global TransPark's
Masterplan (see Figure 5). The typical sections proposed by the TransPark for
the Internal Loop Corridor in the TransPark Masterplan and by NCDOT for
Crescent Road are four -lane median - divided facilities.
Alternative 1 is the originally proposed study line for the current scope of
Crescent Road and was presented at a Citizens Informational Workshop held in
September 1996 (see pages A -98 through A -107 in Appendix A). After the
workshop, the COE requested NCDOT investigate additional alternatives which
would avoid or minimize wetland impacts, while at the same time more closely
follow the Internal Loop Corridor (ILC) proposed in the TransPark Masterplan
(see Figure 5). Alternatives 2, 3, and 4 were developed in an attempt to minimize
and/or avoid wetland impacts and stream crossings. Alternatives 2 and 3 follow
the ILC for a farther distance than Alternatives 1 and 4. The expanded study
area for these alternatives were shown and explained in a project newsletter
mailed in March 1998 (see pages A -105 through A -111 in Appendix A). These
alternatives are discussed below.
2. Alternative 1
Alternative 1 involves constructing a four -lane divided road (mostly on
new location) from US 258 approximately 300 m (1000 feet) north of Poole Road
to NC 58 at its intersection with Benjamin Franklin Road, a distance of
approximately Sheading, northeast 58,
crosses P ool R 7.3 km oad ( SR 1575)takes a alternative
outheastward and crosses
5

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_ it North Carolina WAdlife Resources Commission""
ommission i
512 N. Salisbury Street, Raleigh, North Carolina 27604 -1188, 919 - 733.3391
Charles R. Fullwood, Executive Director
Ivil-:MORANDUM
1.0: 11clba McGee
Office of Legislative and intergovernmental Affairs, DE NR
FROM: David Cox, Highway Project or din r
Habitat Conservation Progr
DATE: Jule 20, 1998
SUBJF.CT: Environmental Assessment (EA) for Crescent Road, from US 258 to
NC 58, Lenoir County, North Carolina. TIP No. R- 271913, SCH Project
Nu. 98 -F. -0832.
Stale biologists with the N. C. Wildlife Resources Commission ('. ICWTtQ have
rev,em;ed the subject EA, and are familiar with habitat values in the project area. The
purpose of this review was to assess project impacts to fish and wildlife re:,ources. tour
comments are provided in accordance with certain provisions of the Natioiial
Filvironmental Policy Act (42 U.S.C. 4332(2)(c)) and the Fish and 1Vildlil: Coordination
Act (48 Stat. 401, as amended; 16 U.S.C. 661- 667d).
'\,-C. DOT proposes to construct a four -lane median divided freeway mostly on new
location from US 258 just north of SR 1575 to the NC 581 SR 1580 intersection north of
Kinston. The project length is approximately 4.5 miles. Wetland impacts aiticipated
from the preferred alternative total approximately 36.8 acres.
We have: reviewed the information regarding the, preferred alternative and concur
with the selection of Alternative 4. The document generally does a good job of
describing the anticipated impacts of the project on wildlife, fish and their habitats.
We are pleased that NCDOT has acknowledged the importance of mainmining
wildh ie habitat connectivity along the GTP designated Stonyton Creek South Wildlife
Corridor. However, we believe that the wildlife crossing structure proposed is
undersized. Literature reviews have yielded several papers on the reduction of highway
related wildlife mortality. There is very specific information on the structure type rind
sire used by elifferent animals. If the goal is to move big game such as black bear and
white- tailed deer, a spanning structure will be required. If small game, fur bearers,
amphibians and reptiles are the goal, then box culverts may be acceptable. Box culverts
for wildlife passage should remain dry during normal stream flows. A box should be
.provided on each bath: of the stream. No riprap or other stones should be placed at the
A -10 %
l.O

NC DWQ W ENVSCI Fax :�19 -7:.3 -9959 Jul 14 '98 10:51
State of North Carolina
_ Department of Environment
and Natural Resources
Division of Water Quality
James S. Hunt, Jr.. Governor
Wayne McDevitt, Secretary
A. Preston Howard, Jr., P.E., Director
MEMORANDUM
To: Mary Klesau MY"'
Through: John Dorn*
From: Cyndi Bell Z Lo
P. 02/11
LED PA
± 19; lk
4 • •
D E N R
July 13, 1998
Subject: Environmental Assessment for Proposed Crescent Road from US 258 to NC 58
Lenoir County
State Project No. 8.2200101, T.I.P. Nos. R- 2719B,
DENR # 98 -0832, DWQ # 12125
The referenced document has been reviewed by this office. The Division of Water
Quality (DWQ) is responsible for the issuance of the Section 401 Water Quality Certificarion for
activities which impact waters of the state including wetlands. Construction of the Pref=e d
Alternative 4 will involve fill in up to 36.8 acres of jurisdictional wetlands and eight stremn
crossings. DWQ offers the following comments based upon review of the EA:
A) DWQ appreciates the efforts made by DOT to reduce wetland impact: associated with
Alternative 1, resulting in a new Preferred Alternative 4. Although this is not the least
damaging alternative, the number of relocations associated with the least damaging
alternative (Alternative 3) includes 56 more residences than Alternate 4. Based
efforts to develop Alternative 4 in cooperation with the review agencies, and
upon an cipated social impacts of Alternative 3, DWQ endorses this as the Pre erred
ternative.
B) As this project corridor is located in the Neuse River Basin, it is crucial that DOT
demonstrate avoidance and minimization of wetland and stream impacts (i.e., bridging of
riparian wetlands) during design of this project. Section 15A NCAC 02B .0200(f) of
T15A: 02B .0233, Neese River Basin: Nutrient Sensitive Waters Management Strategy:
Protection and Maintenance of Existing Riparian Areas states:
Roads, bridges. stormwater management facilities, ponds. and utilities may be
allowed where no practical alternative exists. These structcues shall be located,
designed, constructed, and maintained to have minimal disturbance, to provide
maximum nutrient removal and erosion protection, to have tie least adverse effects
on aquatic life and habitat, and to protect water quality to the maximum extent
practical through the use of best management practices.
P.O. Box 29535, Raleigh, North Carolina 27828 -0535
An Equal opportunity Affirmative Action Employer
A -12
Telephone 919 - 733 -5083 FAX 919 - 733 -9919
50% recycled/ 10% post - consumer paper

- ovY7 WENTS
FRoW
DEPARTMENT OF THE ARMY
WILMINGTON DISTRICT, CORPS OF ENGINEERS
P.O. BOX 1890
WILMINGTON, NORTH CAROLINA 28402 -1890
REPLY TO October 1, 1998
ATTENTION OF
Planning Services Section
Mr. William D. Gilmore, P.E., Manager
Planning and Environmental Branch
North Carolina Division of Highways
Post Office Box 25201
Raleigh, North Carolina 27611 -5201
Dear Mr. Gilmore:
oN c
60gPS
-� OCi C 6 1998 z
ors .
01VI'S',011,1 OF f
This is in response to your letter of June 11, 1998, requesting our comments on
the "Federal Environmental Assessment for Proposed Crescent Road, From US 258 to
NC 58, Lenoir County, Federal Aid Project Number STP- 0224(3), State Project Number
8.2200101, TIP Project R- 27196" (Regulatory Division Action I.D. 199402641).
Our comments involve impacts to flood plains and jurisdictional resources, which
include waters, wetlands, and U.S. Army Corps of Engineers projects. There are no
Corps projects which would be impacted by the proposed improvements. Enclosed are
our comments on the other issues.
We appreciate the opportunity to comment on this project. If we can be of further
assistance, please contact us.
Enclosure
Sincerely,
1
C. Alex Morrison, Jr., P.E.
Chief, Technical Services Division

October 1, 1998
Page 1 of 4
U.S. ARMY CORPS OF ENGINEERS, WILMINGTON DISTRICT, COMMENTS ON:
"Federal Environmental Assessment for Proposed Crescent Road, From US 258 to NC 58,
Lenoir County, Federal Aid Project Number STP- 0224(3), State Project Number 8.2200101,
TIP Project
R- 2719B" (Regulatory Division Action I.D. 199402641)
1. FLOOD PLAINS: POC - Bobby L. Willis, Planning Services Section, at (910) 251 -4728
The proposed project is located in Lenoir County and partially within the jurisdiction of the
city of Kinston, both of which are participants in the National Flood Insurance Program. Based
on a review of Panels 45 and 50 of the January 1983 Lenoir County Flood Insurance Rate
Map (FIRM), the portion of the preferred alternative in the county's jurisdiction is not located in
an identified flood hazard area. This is confirmed by a review of the pertinent United States
Geological Survey topographic maps of the area ( "Falling Creek, NC" and "Kinston, N.C. ").
From a review of Panel 5 of the June 1982 Kinston FIRM, the proposed roadway crosses
the approximately mapped portion of Briery Run. In addition, a tributary to Briery Run which
drains the Regional Jet Port is also crossed by the road. Although not identified as a flood
Y hazard area on the FIRM, it appears that this stream has sufficient drainage area to produce
flooding. Both of these crossings are shown on Figure 7 in the Environmental Assessment
(EA). in the flood hazard evaluation on page 42 of the EA, the statement is made, in reference
to the Briery Creek crossing, that "construction of this project will not adversely affect the
existing floodplain." It is likely that the crossing would increase upstream flood elevations. We
suggest coordination with the city to ensure that the crossing(s) will comply with their flood
plain ordinance.
``001
d
1-r Recent meetings and discussions on this project have taken place. At the most recent
�� interagency meeting, several issues were discussed which were not included in the EA. These
vt issues include the Spine Road connections and the bridging of riverine wetlands associated
with the proposed project. These outstanding issues will need to be addressed before a
Department of the Army (DA) permit decision can be made.
2. WATERS AND WETLANDS: POC - Mr. Michael Bell, NCDOT Coordinator /Regulatory
Project Manager Washington Field Office, Regulatory Division, at (919) 975 -1616,
Extension 26
9

October 1, 1998
Page 2 of 4
U.S. ARMY CORPS OF ENGINEERS, WILMINGTON DISTRICT, COMMENTS ON:
"Federal Environmental Assessment for Proposed Crescent Road, From US 258 to NC 58,
Lenoir County, Federal Aid Project Number STP- 0224(3), State Project Number 8.2200101,
TIP Project
R- 2719B" (Regulatory Division Action I.D. 199402641)
2. WATERS AND WETLANDS: (Continued)
a. SUMMARY. "Summary of Environmental Commitments." The second paragraph in this
[accepted ction states, "that mitigation for the wetland impacts associated with Crescent Road where it
llows the proposed TransPark internal loop corridor from just west of Shackleford Road (SR
0V' 607) t? NC 58 will be mitigated by the TransPark. The `Net! =.nd impacts associated with
rescent Road where it diverges from the TransPark internal loop corridor (from US 258 to
est of Shackleford Road) will be addressed by the NCDOT." NCDOT has requested and
b �� responsibility for the Crescent Road project and associated social and environmental
ja pacts. The Global TransPark (GTP) is not an agent or contractor for the NCDOT and can
ot be responsible for the impacts from this separate project. Linking mitigation to another
unpermitted project with no mitigation established is not acceptable.
Gtio'( The second paragraph also discusses the feasibility of providing a bridge over Briery Run to
. minimize or avoid impacts to riverine wetlands. As discussed in previous meetings, the EA
t 5, should address alternative bridge lengths that would further reduce wetland losses. Increased
bridge lengths may increase construction cost, but this cost could be offset by a reduction in
the cost of mitigation to offset unavoidable wetland losses. This information is necessary for
us to determine the least environmentally damaging practicable alternative.
The "Summary of Environmental Commitments" also discusses the importance of
A, maintaining wildlife habitat connectivity along the GTP designated Stonyton Creek South
Wildlife Corridor. However, the North Carolina Wildlife Resources Commission believes the
/.` VVQ- wildlife crossing structure is undersized. We concur with the suggestions and
`�, recommendations made by the Commission in correspondence to Ms. Melba McGee, Office of
Legislative and Intergovernmental Affairs, dated July 20, 1998. Specifically, a spanning
structure will be required to move large mammals, such as black bear and white - tailed deer.
b. Page 1. "Historical Resume." This section of the document discusses three "concepts"
for the proposed project. These "concepts" were and are alternatives. NCDOT did not adopt
the "concepts" due to the conception of the GTP. As discussed in paragraph (a.) above,
NCDOT requested ttot thMaga roposed project be separated_fj�p�iLtli� G�P_pr ect. Without
GTP, the improved existi ternative would be a reasonable and feasible alternative which
meets the purpose and need for the project. A matrix comparing the social and environmental
impacts of the four alternatives presented in the document with the improved existing
alternative (Figure 1A, Concept B) will be necessary before an alternative is selected or a
permit decision made. The matrix should include all the comparisons listed in Table 2A on
page 15.
,see Response tt 2. ) P• to � PONS I
See Response tl: &) i>• >>
In

October 1, 1998
Page 3 of 4
U.S. ARMY CORPS OF ENGINEERS, WILMINGTON DISTRICT. COMMENTS ON:
"Federal Environmental Assessment for Proposed Crescent Road, From US 258 to NC 58,
Lenoir County, Federal Aid Project Number STP- 0224(3), State Project Number 8.2200101,
TIP Project
R- 2719B" (Regulatory Division Action I.D. 199402641)
2. WATERS AND WETLANDS: (Coritinusd)
Ga
J��-� c. Page 5. "5.0 Capacity Analysis and Level of Service." Based on the Level of Service
4aX J91 analysis, the proposed Crescent Road will operate at a level of service (LOS) ranging from B
to F depending upon location for the design year 2020. As a transportation agency, you are
. fit aware that LOS A represents the best traffic operating conditions and LOS F the worst. We
� question the justification of NCDOT/FHWA expending between 28 and •32 million dollars in TIP
funds and impacting natural resources if the LOS is unacceptable. As part of our permit
,gyp �`�� process we must determine if a proposed project is in the public interest. According to the EA,
�v this project appears to not be in the public interest. Please provide justification for building this
�rj proposed road with a LOS of F at some areas or provide a new design which provides for an
V, acceptable LOS.
d. Page 12. "L. Mitigation." Reference "a." above concerning NCDOT's responsibility for
mitigation. It is Corps policy that prior to issuance of a DA Permit, NCDOT will provide this
�1 office with an approved, final mitigation plan for this project. Development of these plans can
require a significant amount of time and could lead to delays in the issuance of permits if not
`l addressed in a timely manner. Accordingly, NCDOT should pursue development of this plan
C as early as possible. Bridging riverine systems is an appropriate wetland avoidance measure
for this project. This avoidance method would alleviate the need for a riverine wetland
mitigation plan.
Based upon the information provided, mitigation will likely be required for all eight stream
crossings. NCDOT has not addressed stream mitigation in the EA. A stream mitigation plan
suitable to replace the functions and values of the existing streams will also be required prior to
issuance of a DA Permit.
e. Page 48. "e. Neuse River Basin: Nutrient Sensitive Waters and Management Strategy."
0. , The cumulative impact on water quality of this project, in conjunction with other highway
1� projects in the area, and the development of the GTP is not addressed. The National
Environmental Policy Act requires that all secondary and cumulative impacts associated with a
proposal must be addressed. The EA should be revised to address the issues of cumulative
wetland losses and the associated cumulative impact on the nutrient sensitive waters of the
Neuse River.
Resp
onses ��.3
ff
PP 8 -Q o' PONS

October 1, 1998
Page 4 of 4
U.S. ARMY CORPS OF ENGINEERS, WILMINGTON DISTRICT, COMMENTS ON:
"Federal Environmental Assessment for Proposed Crescent Road, From US 258 to NC 58,
Lenoir County, Federal Aid Project Number STP- 0224(3), State Project Number 8.2200101,
TIP Project
R- 271913" (Regulatory Division Action I.D. 199402641)
2. WATERS AND WETLANDS: (Continued)
f. Page 58. "12. Construction Impacts." This section states that waste and debris will be
disposed of in areas outside of the right of way and provided by the contractor. This statement
V is incorrect. The contractors are not responsible for borrow and waste activities; NCDOT is the
applicant and has sole responsibility. Borrow and waste activities associated with this project
are covered under the same individual permit as the "construction" project. The following
statement is our policy concerning responsibility for borrow and waste activities and should be
reflected in the document.
" NCDOT and its contractors and /or agents shall not excavate, fill, or perform land clearing
at any time in the construction or maintenance of this project within waters and /or wetlands,
except as authorized by the Department of the Army (DA) permit or any modification to the
/permit. There shall be no excavation from or waste disposal into jurisdictional wetlands or
waters associated with this project without appropriate modification of the individual permit. To
ensure that all borrow and waste activities occur on high ground, except as authorized by
individual DA permit, the permittee shall require its contractors and /or agents to identify all
areas to be used to borrow material or to dispose of dredged, fill, or waste material.
Documentation of the location and characteristics of all borrow and disposal sites associated
with this project will be available to the Corps on request."
We encourage NCDOT to investigate whether or not temporary fill will be required during
V construction to build haul roads and place culverts. NCDOT should include this information
with the permit application, rather than applying for a permit modification after the project has
been let to contract.
As a major permitting agency, we appreciate the opportunity to coordinate with your staff
prior to the finalization of the EA. As stated above, our main concern with this project is the
severity of the impacts in relation to the benefits and the mitigation responsibility.
If you have any questions regarding our comments, please do not hesitate to contact Mr.
Bell.
I�

AVOIDANCE AND MINIMIZATION OF WETLAND IMPACTS
FOR PART BA
1. Alternatives 2, 3, and 4 were A/M alternatives to Alternative 1
2. NCDOT is bridging the riverine wetlands associated with Briery Run
3. At A/M meeting for Part BB where NCDOT had final design, wetland impacts were
minimized through design modifications. NCDOT made a commitment to
incorporate these modifications into final design for Part BA. At today's meeting,
NCDOT welcomes A/M comments on the final design.
4. Attached is the literature from the A/M meeting for Part BB
X2

ttry
STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
JAMES B. HUNT JR. P.O. BOX 25201. RALEIGH. N.C. 27611 -5201 E. NORRIS TOLSON
GOVERNOR SECRETARY
MEMO TO: Attendees
FROM: Greg Brew I3 e (�
Project Engin
DATE: January 25, 1999
SUBJECT: Project R- 2719B, Lenoir County
Crescent Road from NC 258 to NC 58
Agenda for Meeting
• Overview
• Related Issues Discussed at November 18, 1998 Meeting
• The Corps was concerned with the Spine Road connection and
bridging of riverine wetlands not being addressed in the EA.
• Response - These issues were addressed in the FONSI.
• The Corps was concerned with linking the mitigation of
Crescent Road with the mitication for the GTP.
• Response - GTP now has a conditional permit that allows for
the mitgation for the R- 271933 (Rouse Road to NC 58) segment
of Crescent Road. Conditions are that we minimize wetland
impacts.
• NCDOT has committed to bridging Briery Run.
• The R- 2719BA segment can be permited separately due to the
R- 2719BB segment already having a conditional permit through
the GTP permit.
• Avoidance /Minimization Alternatives Studied
(See Comparison of Alternatives)
• Minimization of Alternative 4
• Alternative 4 was an avoidance \minimization for Alternative
1 which was our original recommended alternative.
• Interchanges at NC 58, Rouse Rd., and Mewbourne Rd. have
been eliminated which has resulted in a reduction of wetland
impacts.
• Alignment was shifted to miss water tower which resulted in
reduction of wetland impacts.
• Committed to bridging riverine wetlands.
• Design changes (see chart)
• Discussion
14

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�5

STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
JAMES B. HUNT JP, P.O. BOX 25201. RALEIGH. N.C. 27011 -5201 E. NoRm TOLSON
SECRETARY
GOVERNOR
MEMO TO: File
FROM: Greg Brew, PE I JU1_
Project Engineer
DATE: February 11, 1999
SUBJECT: Project R- 2719B, Lenoir County
Crescent Road from NC 258 to NC 58
Summary of Wetland Minimization Meeting
A wetland minimization meeting was.held on January 25, 1999 in
the Project Development and Environmental Analysis Conference
Room (Room 470) in the Highway Building for the subject project.
A list of the attendees is attached.
The purpose of the meeting was to discuss wetland minimization
efforts with the resource agencies and to get their preliminary
concurrence.
Summarizing, I opened by giving a brief overview of the project
issues that were resolved at a meeting held November 18, 1999.
The issues and resolutions were as follows:
• The Corps was concerned with the Spine Road connection and
bridging of riverine wetlands not being addressed in the EA.
• Response - These issues.were addressed in -the FONSI.
• The Corps was concerned with linking the mitigation of
Crescent Road with the mitigation for the GTP.
• Response - GTP now has a conditional permit that allows for
the mitigation for the R- 2719BE (Rouse Road to NC 58)
segment of Crescent Road. The Corps permit conditions
stated that wetland impacts had to be minimized.
I (0 E)

File
February 11, 1999
Page 2
• NCDOT has committed to bridging Briery Run.
• The R- 2719BA segment can be permitted separately due to the
R- 2719BB segment already having a conditional permit through
the GTP permit.
Mike Bell also mentioned his concerns regarding the EA which
showed a poor level of service for the design year at several of
the intersections along Crescent Road. Ed Lewis stated that the
level of service shown in the EA was for non - signalized
intersections. By adding traffic signals, the intersections will
improve to an acceptable level of service.
The meeting continued by reviewing a comparison of the avoidance
and minimization alternatives. There were four alternatives
considered west of Rouse Road. Alternative 4 was the recommended
alternative based on the reduced residential and wetland impacts,
cost, and public input. It was noted that Alternative 4 was
developed from revising the alignment for Alternative 1 to
provide further minimization.
There was only one alternative studied for the segment of
Crescent*Road east of Rouse Road. This segment of Crescent Road
(R- 2719BB) was set up to follow the internal loop corridor for
the Global Transpark and was conditionally permitted as a part of
the overall permit for the GTP.
The minimization shown for the R- 2719BA segment of Crescent Road
consists of bridging the riverine wetlands at Briery Run and
steepening the roadway slopes to 3:1 through the wetland areas.
In order to minimize wetland impacts through the R- 2719BB segment
of Crescent Road, the roadway slopes have also been steepened to
3:1 through the wetland areas. Alignment shifts were not
investigated along the R- 2719BB segment of the project based on
the need to stay within the GTP internal loop corridor.
11

File
February 11, 1999
Page 3
On the R- 2719BA segment of Crescent Road, non - riverine wetland
impacts have been reduced from 9 acres to 8 acres. The o.9 acres
or riverine impacts have been eliminated. On the R- 2719BB segment
of Crescent Road, there were no riverine wetland impacts and the
non - riverine wetland impacts have been reduced from 6.3 acres to
5.5 acres. (Note: the wetland area impacts were computed from the
preliminary design for project R- 2719BA. As the design
progresses, these numbers could change slightly.)
After reviewing the minimization plans, they were found to be
acceptable with the following comments noted:
It was recommended that there be no lateral ditching through
wetlands.
• It appeared that revising the alignment on the R- 2719BB
segment of Crescent Road could further reduce wetland impacts.
However, alignment shifts would move Crescent Road out of the
roadway corridor that has previously been approved by the
Corps. Therefore, these shifts will not be made.
In conclusion it was decided that the minimization efforts were
acceptable with the following course of action:
• On R- 2719BB, the department will submit a formal request to
utilize the GTP permit; also, permit drawings will be
attached.
• On R- 2719BA, a permit application will be sent in the near
future. This permit application will be based from the
preliminary design.
This memo will serve as documentation of the minimization meeting
for R- 2719B. If there are any revisions or corrections that need
to be made to this memo, please let me know.
GEB/

File
February 11, 1999
Page 4
cc: Attendees
Len Hill, PE
Tom Shearin, PE
David Cox (NC Wildlife Resources Commission)
Attendees:
Mike Bell.
Cindy Bell
Tom McCartney
John Wadsworth
Debbie Barbour
Greg Brew
David Williams
Cindy Sharer
Dave Schiller
Ed Lewis
Alice Gordon
Danny Wiegand
Omar Azizi
Tim Coggins
US Army Corps of Engineers
NC Division of Water Quality
US Fish and Wildlife Service
FHWA
Roadway Design
Roadway Design
Roadway Design
Project Development
Project Development
Project Development
Project Development
Project Development
Structure Design
Structure Design
9

STATE OF NORTH CAROLINA
A L� ; v
DEPARTMENT OF TRANSPORTATION
JAMES B. HUNT JR. P.O. BOX 25201, RALEIGH, N.C. 27611 -5201 E. NORRIS TOLSON
GOVERNOR SECRETARY
May 28, 1999
Mr. Michael F. Bell
Washington Regulatory Field Office
U. S. Army Corps of Engineers
Post Office Box 1000
Washington, North Carolina 27889 -1000
Dear Mr. Bell:
SUBJECT: Lenoir County, Crescent Road from US 258 to NC 58, Federal Aid Project
STP- 0224(3), State Project No. 8.2200101, TIP No. R -2719 B.
The North Carolina Department of Transportation (NCDOT) is proposing to
construct a 7.03 - kilometer (4.37 -mile) four -lane, median- divided facility (mostly on new
location) in association with the Global TransPark (GTP). The project will extend from
US 258 approximately 197 meters (650 feet) north of SR 1575 (Poole Road) to the NC
58 /SR 1580 (Benjamin Franklin Road) intersection north of Kinston. The proposed
facility will have control of access with access at intersections only.
The proposed project is in two separate sections. Section BA will be a 2.12 mile
segment of Crescent Road in Kinston from US 258 to SR 1572 (Rouse Road) and Section
R -2719 BB a 2.25 mile segment from SR 1572 to NC 58 and will be located entirely
within the Global TransPark.
This letter is organized in two sections. The first section, Section R -2719 BB,
provides the information to comply with Condition 2 of the existing Section 404 permit for
the Global TransPark. The second section, Section R -2719 BA, provides the information
required for Section 404 and Section 401 individual permit applications.
SECTION R -2719 BB
A Section 404 permit, which included Section BB of the proposed road, was issued
to the Global TransPark Authority (GTPA) for the Global TransPark by the USACE
(Action ID 19920285 1) on October 21, 1998. The GTP permit application provided only
preliminary plans for a portion of the Park known as "Area B." Section BB is located
within "Area B." Special Condition 2 of the permit states that no work may begin in Area
B until final plans for the work are submitted to the USACE. Further, Special Condition 2
requests a written finding from the USACE stating that the proposed plans avoid and

minimize impacts to water and wetlands on -site to the maximum extent practicable. The
following paragraphs list the Avoidance and Minimization actions taken in the design of
R -2719 BB. This list documents that the proposed project has fulfilled the requirements
for Avoidance and Minimization as stated in the Section 404(b)(1) guidelines and in
Special Condition 2 of the Global TransPark permit. In addition, you have requested
1. Documentation that Section BB has independent utility, and
2. Documentation from the GTP that they are in agreement with the proposed road
design.
INDEPENDENT UTILITY: R -2719 BB is in compliance with 23 CFR Part 771.111(f)
that lists the FHWA characteristics of independent utility of a project. FHWA and
NCDOT determined that R- 2719B, Crescent Road, which extends from US 258 to NC
58, would have independent utility and logical termini. R -2719 was divided into two
sections, A and B. Section B extends from US 258 to NC 58. Its western terminus will tie
into a multi -lane section of US 258 and the eastern terminus will tie into NC 58. Section
A of Crescent Road under study and extends from US 70 to US 258. Section A is not
part of this application and will be evaluated in a separate NEPA process. R -2719 will
provide improved access with and west of Kinston between US 70 and NC 58, even if the
future extensions of Crescent Road westward to US 70 and eastward to NC 11 are not
constructed. An Environmental Assessment and a FONSI were completed for R- 2719B.
Section B of R -2719 has been partitioned into two parts as well. Part BA will start at US
258 and terminate at Rouse Road (SR 1). Part BB will start at Rouse Road and terminate
at NC 58.
(1) R- 2719BB connects logical termini and is of sufficient length to address
environmental matters on a broad scope: The western terminus is Rouse Road (SR
1572), a two -lane shoulder facility. It connects directly to Dobbs Farm Road, a
two -lane shoulder facility. Dobbs Farm Road connects to US 258 west of
Kinston. US 258 from Dobbs Farm Road south to US 70 is being constructed as a
five -lane curb and gutter facility. The eastern terminus is NC 58, which is a two -
lane shoulder facility.
(2) R- 2719BB is usable and a reasonable expenditure even if no additional
transportation improvements are made in this area. The project is 2.25 miles in
length and thus is a usable length of road even if no further improvements are
made to the road.
(3) R- 2719BB does not restrict consideration of alternatives for other
reasonably foreseeable transportation improvements; R- 2719BA, mentioned
above is located immediately west of R- 2719BB. This project was studied
together with R- 2719BB, and it is scheduled for construction approximately one
and one -half years after R- 27191313. There are no other projects scheduled in the
vicinity of R- 27191313.
GTPA AGREEMENT: A letter from Mr. Van Noah, P.E., the Engineering Programs
Manager of the GTPA is attached to this application. This letter states their agreement
with the proposed design
it

AVOIDANCE AND MINIMIZATION:
AVOIDANCE: NCDOT will avoid impacting the TransPark's Southern
Interstream Mitigation Area located between John Mewboume Road and NC 58 south of
Benjamin Franklin Road. The TransPark defined a corridor for their Internal Loop
Corridor along the northern fringe of this mitigation site.
1. Station 129 +62 Location Shift: At this site we avoided impacts to approximately 0. 19
acres of jurisdictional wetlands. These wetlands are known as NCDOT Sites 1 and 2
and are located near the intersection of Rouse Road and the Mainline. The Mainline
and adjoining Y -line were shifted to avoid the water tower. The impacts were
originally 0.24 acres and have now been reduced to 0.05 acres.
2. Station 142 + 20 to 144 +00 Location Shift: The mainline was shifted to the south,
which avoided impacts to all of the wetlands identified in the GTP permit as Site F30
3. Station 145 +20 to 157 +60 Location Shift: At this site we avoided impacts to
approximately 6.2 acres of jurisdictional wetlands. The Crescent Road corridor along
the northern fringe of the TransPark's Southern Interstream Mitigation Area was
shifted farther to the north to reduce impacts to wetlands. These wetlands were
located in the GTP Site F31 that showed an impact of 13.8 acres. The shift resulted in
avoidance of approximately 6.2 acres of jurisdictional wetlands so the impacts at this
site are 7.6 acres ( NCDOT Site 4).
4. Station 158 +80 to 159 +50 Location Shift: At this site we avoided impacts to
approximately 0.55 acres of jurisdictional wetlands. The mainline was shifted away
from the wetlands. GTP Site F32 impacted 0.9 acres whereas NCDOT Site 5 will
impact 0.35 acres. This figure includes the impacts from mechanized clearing and
excavation, which were not activities included in the plans submitted by the GTP in
their permit application.
5. Median Width: The standard median width for this type of highway is 60 feet. Early
in the planning stage we decided on a width to 46 feet, which resulted in avoiding
wetlands and stream impacts. The savings of wetlands and streams from this action
were not quantified.
6. Interchange Elimination: The early plans from the GTP called for at -grade
intersections at Mewbourne Road and NC 58. During the development of the design
these intersections were changed to interchanges. The NCDOT and the GPT agreed
to return to the original design. If the interchange scenario had been used, the
wetland impacts at Mewbourne Road would have increased by approximately 23.6
acres and at NC 58 by 0.79 acres.
MINIMIZATION:
1. Slopes: The NCDOT is committed to reducing impacts in wetlands to the greatest
extent possible and to mitigating unavoidable losses. Whenever possible, 2:1 fill

slopes will be used in wetlands. When slopes of 2:1 or 3:1 are used, guardrails must
be installed and the shoulder width of the highway increased by one meter to meet the
AASHTO safety standards. When the road bed elevation is low and the terrain flat,
the footprint of the project can be greater using the steeper slopes than with 4:1
slopes. This project is a case in point. Therefore, most of the side slopes are 4:1
resulting in a footprint equal to or less than either a 3:1 or a 2:1 scenario.
On this project the use of the steepest possible slopes coupled with the flat terrain
resulted in minimizing the wetland impacts by 0.8 acres.
2. Best Management Practices: There will be strict enforcement of High Quality Storm
Sedimentation and Erosion Control Best Management Practices (BMP) for the
protection of surface waters and wetlands.
3. Ditching: We have eliminated lateral ditching in wetlands. All roadside ditches in
wetlands will be of the same design (i.e. width, depth and slope) as the existing
roadside ditches. Therefore, these ditches will not drain adjacent wetlands.
SECTION R -2719 BA
This segment of Crescent road will require individual Section 404 and 401 permits.
This package of information includes an application for these permits, which consists of a
permit application form and cover letter. In addition, in compliance with Section
143- 215.3D(e) of the NCAA we have enclosed a. check for $475.00 to act as
payment for processing the Section 401 permit application. The following sections
provide information pertaining to R -2719 BA.
NEPA DOCUMENT STATUS
A Federal Environmental Assessment for the proposed Crescent Road project was
approved by the Federal Highways Administration (FHWA) on June 4, 1998. The
document describes the need for a new facility that will provide a more direct east -west
route between US 258 and NC 58 north of Kinston. In addition, existing and projected
conditions in the study area were described including natural systems and wetlands.
Alignments were evaluated with respect to costs, social and economic impacts, and
environmental consequences. The FONSI was approved on August 31, 1998. Copies of
the EA and the FONSI have been provided to regulatory review agencies involved in the
approval process. Additional copies will be provided upon request.
RESOURCE STATUS
Wetland delineations: The total wetland impact for the project is 34.3 acres, with
26.4 acres to be mitigated by the TransPark and the remaining 7.9 acres of wetland
impacts to be mitigated by the NCDOT. Wetland delineations using the criteria specified
in the 1987 Corps of Engineers Wetland Delineation Manual were conducted for the
portion of the project in the Global TransPark. Mr. David Franklin and Henry Wicker of
the DOA WASHINGTON Regulatory Field Office verified the delineations in the field.
The wetland impacts of the segment of proposed Crescent Road which follows the
0

TransPark's Internal Loop Corridor (Section R -2719 BB) will be mitigated by the
TransPark as described in the permit issued to them by the USACE.
A wetland determination using the criteria specified in the 1987 Corps of
Engineers Wetland Delineation Manual was conducted by NCDOT biologists on May 27,
1997. The NCDOT will be responsible for mitigation for impacts to the 7.9 acres of
wetlands located on Crescent Road between US 258 and Shackleford Road. The total
wetland impact for the project is 34.3 acres, with 26.4 acres to be mitigated by the
TransPark and the remaining 7.9 acres of wetland impacts to be mitigated by the
NCDOT.
There are eight stream crossings, five of which are located on section R -2719 BB
section and will be mitigated by the Global TransPark. Of the remaining three, one will
be bridged [Briery Run tributary (UT7)] and two stream crossings (UT8 and UT9) will be
addressed by NCDOT.
PROJECT DESCRIPTION
The proposed Crescent road project was first included in the Kinston Thoroughfare
Plan in 1992. At that time the Crescent Road corridor would provide motorist a more
direct east -west route on the north side of Kinston, improve operating conditions along
existing routes by reducing the volume of traffic, and to provide improved access to
facilities north of Kinston. In April 1994, the project was presented to the resource
agencies and to the citizens at the first Informational Workshop on May 31, 1994. With
the advent of the Global TransPark in 1996 the plan was again retooled, presented to the
resource agencies in its present scope and location, and presented to the public at the
second Citizen's Informational Workshop on September 24, 1996.
The proposed four -lane, median- divided facility will have partial control of access
with 46 -foot wide medians and a 250 right -of -way width. The proposed termini (US 258
and NC 58) will be "T- type" intersections. In the design year 2020, Crescent Road will
pull 23,000 vehicles per day (vpd) off of US 258, 6,000 to 13,000 vpd off of Dobbs Faun
road, 9,000 vpd off of Vernon Avenue, and 5,000 vpd off of Mitchell Street in downtown
Kinston. Crescent Road will provide an alternative route to the heavily traveled roads in
Kinston, thus reducing traffic volumes and improving the level of service on those roads.
The project is included in the NCDOT's 1998 -2004 Transportation Improvement
Program (TIP) and is scheduled for construction in the fiscal year 2000. The BB section is
scheduled to be let to construction in January 2000 and the BA section in August 2001.
Four build alternatives were evaluated in detail. Based on the data presented in the
Environmental Assessment and on comments received at the July 14, 1998 public hearing,
Alternative 4 is the recommended alternative. In addition, three other alternatives were
evaluated in the Environmental Assessment and rejected: a No -Build Alternative, A
Postponement of Proposed Action Alternative and an Alternate Modes of Transportation
Alternative. Each of the four Build Alternatives called for constructing a four -lane,
median- divided, partially controlled access facility north of Kinston from US 258 to NC
58. Alternative 1 resulted in the fewest relocations, had the lowest cost, but had the second
highest impact on wetlands. Alternative 2 had the greatest impact on wetlands, more
relocations an d more noise impacts than Alternative 1 and 4 and the second highest cost.
Alternative 3 had the highest cost and greatest number of relocations. Alternative 4

(Recommended) would have the second lowest impact on wetlands, number of relocations
and noise impacts. In addition it will have the second lowest cost.
Alternative 1 involves constructing a four -lane divided road (mostly on new
location) from US 258 approximately 300 in (1000 feet) north of Poole Road to NC 58 at
its intersection with Benjamin Franklin Road, a distance of approximately 7.3 -km (4.5
miles). This alternative heads northeast from US 258, crosses Poole Road (SR 1575),
takes a southeastward heading, and crosses Robinson Road (SR 1574). From that point it
roughly parallels Dobbs Farm Road (SR 157' :)) on the north side, crossing Shackleford
Road (SR 1507) and Rouse Road (SR 1572). It then heads northeastward, crossing
Airport Road (SR 1578) and John Mewborn Road (SR 1581) and generally follows
Benjamin Franklin Road (SR 1580) to NC 58.
Alternatives 2 and 3 - Alternatives 2 and 3 were developed to evaluate the
possibility of avoiding or minimizing the wetland impacts of Alternative 1. Alternatives
2 and 3 follow the TransPark's Internal Loop Corridor for a longer distance compared to
Alternatives 1 and 4. Generally, Alternatives 2 and 3 follow the same alignment, and
both are approximately 8.0 km (5.0 miles) in length. Both alternatives start at US 258
approximately 1.1 km (0.7 mile) north of the US 258 / Poole Road (SR 15 75) intersection
and head northeastward. Alternative 2 takes a more northern route with a maximum
separation of approximately 330 m (1000 feet) from Alternative 3. Alternative 3 crosses
Poole Road 365 m (1200 feet) east of the Poole Road / Robinson Road intersection, while
Alternative 2 crosses 635 m (2100 feet) east of this intersection. All four alternatives
merge approximately 330 m (1000 feet) west of Shackleford Road, and follow the same
route from west of Shackleford Road to NC 58.
Alternative 4 (Preferred) begins at US 258 approximately 197 m (650 feet) north
of Poole Road (SR 1575) just south of Alternative 1. This alternative was developed to
minimize impacts to a wetland located north of Poole Road near the western project
terminus. From US 258, this alternative heads northeastward, joining Alternative 1 just
north of Poole Road. It follows Alternative 1 to just west of Shackleford Road, then
follows Alternatives 1, 2, and 3 to NC 58. This Alternative is 7.3 km (4.5 miles) in
length.
MITIGATION
The Corps of Engineers had adopted, through the Council on Environmental
Quality (CEQ), a wetland mitigation policy that embraces the concept of "no net loss of
wetlands" and sequencing. The purpose of this policy is to restore and maintain the
chemical, biological, and physical integrity of the Waters of the United States.
Mitigation of wetland and surface water impacts has been defined by the CEQ to include:
avoiding impacts, minimizing impacts, rectifying impacts, reducing impacts over time
and compensating for impacts (40 CFR 1508.20). Executive Order 11990 (Protection of
Wetlands) and Department of Transportation Order 5660.1A (Preservation of the Nations
Wetlands), emphasize protection of the functions and values provided by wetlands.
These directives require that new construction in wetlands be avoided as much as
possible and that all practicable measures were taken to minimize or mitigate impacts to
wetlands.
The NCDOT is committed to incorporating all reasonable and practicable design
features to avoid and minimize wetland impacts, and to provide full compensatory
mitigation of all remaining wetland impacts. Avoidance measures were taken during the
.2S

planning and EA/FONSI phases; minimization measures were incorporated as part of the
project design.
AVOIDANCE:
The NCDOT proposes to bridge the high - quality, bottomland hardwood wetland systems
associated with the Briery Run tributary (UT7).
MINIMIZATION:
1. Alternative 4 was developed to minimize impacts to the wetland located north
of Poole Road near the western project terminus.
2. Slopes: In wetlands the side - slopes will be steepened to at least 3:1 and, if the soil is
sufficiently stable, the slopes will beat a 2:1 slope which is the maximum allowed by
federal highway design standards.
3. Best Management Practices: Strict enforcement of High Quality Storm Sedimentation
and Erosion Control Best Management Practices (BMP) for the protection of surface
waters and wetlands.
4. Ditching: We have eliminated lateral ditching in wetlands. All roadside ditches in
wetlands will be of the same design (i.e. width, depth and slope) as the existing
roadside ditches. Therefore, these ditches will not drain adjacent wetlands.
COMPENSATION: The primary emphasis of the mitigation is to reestablish a
condition similar to that, which existed if the project were not built. As previously stated,
mitigation is limited to reasonable expenditures and practicable considerations related to
highway operation. Mitigation is generally accomplished through a combination of
methods designed to replace wetland functions and values lost as a result of construction
of the project. These methods consist of creation of new wetlands from uplands, borrow
pits, and other non - wetland areas; restoration of existing degraded wetlands; and
enhancement of existing wetlands.
All Compensatory Mitigation must be in compliance with 2' ) CFR Part 777.9,
"Mitigation of Impacts" that describes the actions to be followed to qualify for Federal -
aid highway funding. This process is known as the FHWA "Step Down" procedures:
1. Consideration must be given to mitigation within the right -of -way and should
include the enhancement of existing wetlands and the creation of new wetlands in the
highway median, borrow pit areas, interchange areas and along the roadside.
2. Where mitigation within the right -of -way does not fully offset wetland losses,
compensatory mitigation may be conducted outside the right -of -way including
enhancement, creation, and preservation.
A6

The NCDOT has purchased a tract known as the Gurley Mitigation Site for use as a
wetland mitigation site. A Final Mitigation Plan for the Gurley Mitigation Site has been
completed and approved by the resource agencies. We propose to use this site to mitigate
for the wetland impacts associated with this project. The mitigation plan identifies that
there are 30.56 acres of riverine restoration Coastal Plain bottomland hardwood (SPH)
available and 20.54 acres of Coastal Plain BLH enhancement available for use at Gurley.
Both the project and the mitigation sites are located within the Neuse River Basin in the
Coastal Plain Physiographic Province. The 179 -acre Gurley Mitigation Site tract is
adjacent to Nahunta Swamp, immediately west of the confluence of Nahunta Swamp and
Beaver Branch in Greene County, North Carolina. It is located approximately eight miles
northwest of Snow Hill, 12 miles northeast of Goldsboro and 16 miles southeast of Wilson
and transected on the north and east by SR 1058 and SR 1253. Specifically, we have set
aside 7.9 acres of BLH restoration and 7.9 acres of enhancement to act as compensatory
mitigation for project R- 291713A. As you know, we are currently finalizing the design for
Section R- 2917BA with the intention of further minimizing impacts. Therefore, the final
compensatory mitigation needed may be less. We have prepared a Status Report updating
the use of the Gurley Mitigation Site for compensatory mitigation. A copy is enclosed
with this application.
The NCDOT hereby submits a permit application for TIP Project No. R -2719 BA.
Enclosed you will find a completed ENG form 4345. This letter, along with the previously
distributed EA, should provide sufficient information for the issuance of a Public Notice
for the project.
If you have any questions, or need additional information, please contact Mr. Ed
Lewis at (919) 733 -7844 extension 293 or Ms. Alice Gordon at (919) 733 -7844 extension
307.
Sincerely,
illiam D. Gilmore, P.E., Manager
Project Development & Environmental Analysis Branch
cc: w /encl.
Mr. David Franklin, USACE, Wilmington Field Office
Mr. John Dorney, DWQ, DENR
Mr. John Hefner, USFWS
Mr. David Cox, NCWRC
Mr. Ron Sechler, NMFS
Mr. N. L. Graf, P.E., FHWA
w /out encl.
Mr. A. L. Hankins, P.E., Hydraulics
Mr. Len Hill, P.E., Highway Design Branch
Mr. Whitmel Webb, P.E., Program Development Branch
Mr. Tom Shearin, P.E., Roadway Design Unit
Mr. C. E. Lassiter, P.E., Division 2 Engineer
Mr. Ed Lewis, P.E., PD &EA
,27