U-3315 (4)

APPROVED
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STANTONSBURG ROAD / TENTH STREET CONNECTOR
From Memorial Drive to SR 1702 (Evans Street)
Greenville Pitt County North Carolina
WBS No 3578111
Federal Aid No STP 0220(26)
TIP PROJECT NO U 3315
( ENVIRONMENTAL ASSESSMENT
US Department of Transportation
Federal Highway Administration
and
North Carolina Department of Transportation
Division of Highways
Gregory J Thorpe Ph D Branch Manager
Project Development and Environmental Analysis Branch
North Carolina Department of Transportation
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Date John F Sullivan III P E Division Administrator
Federal Highway Administration

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Date
STANTONSBURG ROAD / TENTH STREET CONNECTOR
From Memorial Drive to SR 1702 (Evans Street)
Greenville, Pitt County North Carolina
WBS No 3578111
Federal Aid No STP 0220(26)
TIP PROJECT NO U 3315
ENVIRONMENTAL ASSESSMENT
Document Prepared by
Kimley Horn and Associates, Inc
for
The City of Greenville
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Jeffrey W Moore P E Project Manager
Kimley Horn and Associates Inc
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Mer th H Van Duyn P E Project Engineer
Kimley Horn and Asso^tes, Inc
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Date Wesley/6 Afiderson, P E , Public Works Director
City o Gre nville, North Carolina
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Date Thomas E Devens P E Project Planning Engineer
Project Development and Environmental Analysis Branch
North Carolina Department of Transportation
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Brian F Yamamoto P E Ject Engineer
Project Development and Environmental Analysis Branch
North Carolina Department of Transportation

PROJECT COMMITMENTS
STANTONSBURG ROAD / TENTH STREET CONNECTOR
From Memorial Drive to SR 1702 (Evans Street)
Greenville Pitt County North Carolina
WBS No 3578111 Federal Aid No STP 0220(26)
TIP PROJECT NO U 3315
Roadway Design Unit/ Utility Coordination Unit
• The North Carolina Department of Transportation ( NCDOT) will coordinate with the North
Carolina Department of Environment and Natural Resources (DENR) Public Water Supply Plan
Review Section to obtain approval of plans and specifications prior to construction if
modifications to the water distribution systems are proposed
Roadway Design Unit
• During final design NCDOT will coordinate with the City of Greenville to determine sidewalk or
multi use path width Sidewalks will be at least 5 feet wide In accordance with AASHTO
standards
Roadway Design Unit/ Rail Division
• Subsequent to FONSI approval NCDOT will contact CSX Transportation during final design to
verify and /or negotiate future railroad needs along the AA line Bridge design will be based on
railroad requirements Roadway profiles will allow UNX Corporation to retain their spur track
along Pitt Street All information relating to the railroad such as track alignment horizontal and
vertical clearances related to proposed bridges additional and future track layout requirements
location of maintenance roads and flagging protection requirements will be submitted to CSXT
for verification prior to construction
Project Development and Environmental Analysis (PDEA) Branch
• NCDOT will develop a Memorandum of Agreement with the City of Greenville to address cost
share on non standard design elements such as bridge and cross section design multi use path
sidewalk additional landscaping and street lighting
• During final design NCDOT will coordinate with the State Historic Preservation Office (HPO) on
contract specifications for a brick facade treatment on the bridge approach retaining walls the
type of bridge guardrail landscape treatment through the Tobacco Warehouse Historic District
and the Dickinson Avenue Historic District (see p 70) design of a pedestrian or multi use path
on either side of the bridge and the location of the bridge approach near the CSX rail spur (so
that the design returns to existing grade) NCDOT also will coordinate final signage through the
Tobacco Warehouse Historic District with HPO
TIP PROJECT U 3315 SEPTEMBER 2010
ENVIRONMENTAL ASSESSMENT Page 1 of 2

Project Development and Environmental Analysis (PDEA) Branch /Roadway Design Unit
• HPO Issued the following determination for Alternative J Modified
o No Adverse Effect on the Tobacco Warehouse Historic District and Boundary Increase if
the right of way Is restricted to 120 feet wide and the design returns to existing grade
before the Historic District Boundary
o No Effect on the Pure Oil Station (located on the northwest corner of Tenth and Evans
Streets) given that the roadway taper ends before the property boundary and ties into
the existing curb Final roadway design must require no permanent easement or
property taken from this parcel
Project Development and Environmental Analysis (PDEA) Branch /Right of Way Branch
• During the right of way acquisition phase NCDOT will coordinate with the City of Greenville on
the implementation of the City s Tenth Street Supplemental Relocation Program which will be
conducted as a supplement to the relocation assistance administered by NCDOT through the
Uniform Relocation Act
TIP PROJECT U 3315 SEPTEMBER 2010
ENVIRONMENTAL ASSESSMENT Page 2 of 2

TIP PROJECT U 3315
Table of Contents
Executive Summary
1 Type of Action
2 Description of Action
3 Summary of Purpose and Need
4 Alternatives Considered
5 Preferred Alternative
6 Summary of Environmental Effects
7 Permits Required
8 Other Highway and Non Highway Actions
9 Public Involvement and Coordination
10 Cost Estimate
11 Impact Matrix
12 Recommendations
13 Contact Information
I Introduction
A General Description
B Historical Resume and Project Status
II Purpose and Need for Project
A Need for Project
B Purpose of Project
C Description of Existing Conditions
1 Functional Classification
2 Physical Description of Existing Facility
3 School Bus Usage
4 Traffic Carrying Capacity
5 Accident Data
6 Airports
7 Other Highway )Projects in the Area
D Transportation and Land Use Plans
1 NC Transportation Improvement Program (STIP)
STANTONSBURG ROAD / TENTH STREET CONNECTOR
N
S1
S1
S1
S1
S3
S5
S5
S8
S8
S8
S9
S9
S10
S10
1
1
1
3
3
4
5
5
5
7
7
9
10
10
10
10
ENVIRONMENTAL ASSESSMENT I SEPTEMBER 2010

TIP PROJECT U 3315
2 Local Thoroughfare Plans
3 Land Use Plans
E System Linkage / Travel Time / Access Need
1 Existing Road Network
2 Commuting Patterns
3 Modal Interrelationships
F Safety
G Demographics / Economic Development
H Benefits of Proposed Project
III Alternatives
A Preliminary Study Alternatives
1 Alternative Modes of Transportation
2 Transportation Systems Management (TSM)
3 No Build Alternative
4 Initial Alignment Options
B Detailed Study Alternatives
1 Consideration of Detailed Study Alternatives
2 Traffic Capacity Analysis (Future Build)
C Preferred Alternative
IV Proposed Improvements
A Roadway Cross Section and Alignment
B Right of Way and Access Control
C Speed Limit
D Design Speed
E Anticipated Design Exceptions
F Intersections / Interchanges
G Service Roads
H Bus Turn Outs
I Railroad Crossings
J Structures
K Bicycle Accommodations
L Pedestrian Facilities
STANTONSBURG ROAD / TENTH STREET CONNECTOR
11
11
12
12
12
13
15
15
16
17
17
17
17
17
18
24
24
28
30
31
31
33
33
33
33
34
35
35
36
36
37
37
ENVIRONMENTAL ASSESSMENT 11 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD TENTH STREET CONNECTOR
M
Utilities
37
N
Landscaping
37
O
Noise Barriers
37
P
Work Zone Traffic Control and Construction Phasing
38
V
Environmental Effects of Proposed Action
39
A
Natural Resources
39
1 Biotic Resources
39
2 Waters of the United States
40
3 Rare and Protected Species
40
4 Soils
41
B
Cultural Resources
42
1 Historic Architectural Resources
42
2 Archaeological Resources
43
C
Section 4(f) / 6(f) Resources
44
D
Farmland
44
E
Social Effects
45
1 Neighborhoods / Communities
45
2 Relocation of Residences and Businesses
46
3 Environmental Justice
47
4 Bicycle and Pedestrian Facilities
i
51
5 Recreational Facilities
52
6 Other Public Facilities and Services
52
F
Economic Effects
53
G
Land Use
54
1 Existing Land Use and Zoning
54
2 Future Land Use
54
3 Project Compatibility with Local Plans
54
H
Indirect and Cumulative Effects
55
1
Flood Hazard Evaluation
56
J
Traffic Noise Analysis
56
1 Noise Analysis
56
2 Construction Noise
59
ENVIRONMENTAL ASSESSMENT III
SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD TENTH STREET CONNECTOR
K
Air Quality Analysis
59
1
Air Quality Analysis
59
2
Mobile Source Air Toxic (MSAT) Analysis
59
3
Construction Air Quality Effects
60
L
Hazardous Material
60
VI
Comments and Coordination
61
A
Community Informational Workshops
62
B
Walk In Sessions
62
C
Citizens Advisory Committee Meetings
63
D
Community Concerns
63
E
Small Group Meetings
64
F
Community Leader Interviews
65
G
Public Officials Meetings
65
H
Steering Committee Meetings
65
1
Public Hearing
66
J
Other Community Coordination
66
K
NEPA / 404 Merger Process
67
L
Other Agency Coordination
67
VII
Conclusions and Recommendations
69
A
Human Environment Impact
69
B
Natural Environment Impact
70
C
Indirect and Cumulative Effects
70
D
Recommendations
71
Appendix A — Comments Received from Federal and State Agencies
Appendix B — Historic Concurrence Form and Section 4(f) de m►nimis Documentation
Appendix C — NCDOT Relocation Report
Appendix D — NCDOT Relocation Programs
Appendix E — Farmvllle Boulevard Residents Petition
Appendix F— Typical Sections
Appendix G — MSAT Analysis
Appendix H —Glossary
ENVIRONMENTAL ASSESSMENT
IV
\
SEPTEMBER 2010

TIP PROJECT U 3315
List of Tables
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Table S 1— Cost Estimate for Alternative J Modified S 9
Table S 2 — Impact Matrix for Alternative J Modified S 9
Table 1— LOS Criteria for Signalized Intersections 7
Table 2 — Existing (2005) Intersection Level of Service 8
Table 3 — Projected Year (2030) Intersection Level of Service 9
Table 4 — Crash Summary Frequency by Type at Intersections 2004 2007 (3 years) 10
Table 5 — STIP Projects within One Mlle of the Study Area (NCDOT 2009 2015 STIP) 11
Table 6 — Summary — Qualitative Analysis of Initial Alignment Options 20
Table 7 — Option C Impacts 21
Table 8 —Option G Impacts 22
Table 9 — Option H Impacts 22
Table 10— Option J Impacts 22
Table 11— Option G Modified Impacts 23
Table 12 —Option J Modified Impacts 24
Table 13 —Alternatives G Modified H and J Modified Impacts (as of October 2008) 25
Table 14 — Relocation Impacts and Cost Estimates Alternatives G Modified H and J Modified 28
Table 15 — Build Scenario Projected (2030) Intersection Level of Service 29
Table 16 — Federally Protected Species for Pitt County North Carolina 41
Table 17 — Demographics of Demographic Study Area 47
Table 18 — FHWA Noise Abatement Criteria — Hourly A Weighted Sound Level Decibels (dBA) 57
ENVIRONMENTAL ASSESSMENT V SEPTEMBER 2010

TIP PROJECT U 3315
List of Figures
Figure 1— Project Vicinity Map
Figure 2 — Project Study Area
Figure 3 — Photographs Along the Study Corridor
Figure 4 — 2005 Average Daily Traffic Volumes
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Figure 5 — 2030 Average Dally Traffic Volumes — No Build Alternative (Projected)
Figure 6 — Greenville Urban Area Thoroughfare Plan (2005)
Figure 7 — Options A B and E
Figure 8 — Options C D and F
Figure 9 — Option G
Figure 10 — Option H
Figure 11— Option J
Figure 12— Alternative G Modified
Figure 13 — Alternative H
Figure 14 —Alternative J Modified
Figure 15 — 2030 Average Dally Traffic Volumes — Alternative J Modified (Projected)
Figure 16(A C) — Preliminary Roadway Design (Alternative J Modified)
Figure 17 — Historic Resources and Community Facilities
Figure 18 — West Greenville Neighborhoods
Figure 19 — Hazardous Material Sites
ENVIRONMENTAL ASSESSMENT VI SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Executive Summary
1 Type of Action
This Environmental Assessment (EA) has been prepared for the Federal Highway Administration (FHWA)
in accordance with 23 CFR Part 771 for the purpose of evaluating the potential impacts of a proposed
transportation Improvement project
2 Description of Action
The City of Greenville and the North Carolina Department of Transportation ( NCDOT) propose to directly
connect Stantonsburg Road with Tenth Street Including a grade separation at the CSX Transportation
(CSX) Rail Line The new road will be a multi lane facility on new and existing location The proposed
project connects Stantonsburg Road with Tenth Street to provide a critical east west connection across
Greenville and also is intended to provide a gateway entrance into downtown Greenville Project
vicinity and study area maps are shown in Figures 1 and 2 Photographs along the study corridor are
included on Figure 3
Specifically this project proposes to widen Farmville Boulevard beginning at Memorial Drive (150 foot
typical section) connect Farmville Boulevard on new location to Tenth Street cross Dickinson Avenue
and the CSX Rail Line with a grade separation and widen Tenth Street (120 foot typical section) to Evans
Street
This project is included in the NCDOT 2011 2020 Draft State Transportation Improvement Program
(STIP) as Project U 3315 The 2011 2020 STIP indicates that right of way acquisition is scheduled to
begin in Federal Fiscal Year (FFY) 2012 and construction is scheduled to begin in FFY 2014 Project
U 3315 is included in the 2005 Greenville Urban Area Thoroughfare Plan as a proposed major
thoroughfare
3 Summary of Purpose and Need
The purpose of the proposed action consists of the following
• Provide a grade separated connection at the CSX Rail Line from the eastern part of Greenville to
Pitt County Memorial Hospital (PCMH) / Health Science campus to improve emergency access
• Increase direct connectivity between PCMH / Health Science campus downtown Greenville
East Carolina University (ECU) s main campus and areas to the east and west of these locations
and create a direct connection between Stantonsburg Road and Tenth Street to improve
vehicular pedestrian and bicycle access and to maintain acceptable traffic level of service in
the future
• Provide a gateway Into the City of Greenville that conforms with currently approved
transportation enhancement and comprehensive plans
ENVIRONMENTAL ASSESSMENT S 1 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
The need to directly connect Stantonsburg Road to Tenth Street provide a grade separation at the CSX
Rail Line and provide a gateway corridor is demonstrated by the following summary of existing and
projected conditions and plans
• Connectivity -A need for greater connectivity exists between
- PCMH and areas to the east
- Downtown Greenville / ECU main campus with areas to the west and
- The main ECU campus and the Health Science campus
As ECU PCMH and Greenville continue to grow the demand to move east west and from one
side of Greenville to the other side also will Increase In addition to motorized vehicular access
this need Includes Improved pedestrian and bicycle facilities Currently the most direct travel
path from Stantonsburg Road / Memorial Drive to Tenth Street / Evans Street Is along Farmvllle
Boulevard Fourteenth Street Dickinson Avenue and Tenth Street which Includes three (3) 90
degree turns at signalized Intersections This path carries between 12 200 vehicles per day (vpd)
and 15 400 vpd Future traffic volumes are anticipated to Increase between 22 800 and 28 300
vpd by 2030 Existing levels of service (LOS) range from LOS B to LOS D Future conditions are
projected to deteriorate to unacceptable levels of service (LOS E or F) at four (4) Intersections
• Grade Separation / Emergency Access - No direct route exists from east Greenville to PCMH /
Health Science campus without at grade crossings of the north south CSX railroad track The
proximity of the railroad switching yard (see Figure 1) frequently causes trains to block all of the
mayor east west corridors providing access to the hospital This critically impacts travel time and
access for emergency vehicles and citizens with medical emergencies approaching or departing
the hospital campus from central and east Greenville as well as many parts of eastern North
Carolina since PCMH is the primary mayor medical center serving the northeastern part of the
state Additionally there is no predictability concerning the train movements consequently
public safety officials have no advance notice regarding when these roads will be blocked A
grade separation meets a critical need to improve safety and provide unimpeded access to the
PCMH service area from east of Greenville
• Gateway - The need for a gateway corridor was identified by community members at public
meetings and during interviews conducted with stakeholders Currently the City of Greenville
does not have a gateway entrance Into the City from the west or a shared sense that roads
entering the City from the west offer any sense of arrival or welcome The existing road
network does not provide visitors a clear direction to the locations of key facilities The
Stantonsburg Road / Tenth Street Connector Project Is shown In the City s comprehensive plan
Horizons as both a gateway corridor and a connector corridor The proposed project would
function as an Important entranceway to the City (gateway corridor) and would carry high
volumes of traffic traveling at moderate speeds Into and through the City (connector corridor)
ENVIRONMENTAL ASSESSMENT S 2 SEPTEMBER 2010

TIP PROJECT U 3315
4 Alternatives Considered
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Before developing any Initial alignment options the project team began public Involvement activities to
solicit Input from local residents and stakeholders The first Community Informational Workshop (CIW)
for this project was held at Sheppard Memorial Library In Greenville on January 30 31 2006 Attendees
were asked to express their Ideas for the project by sketching corridors on aerial mapping Six (6)
alignment options (Options A B C D E and F included on Figures 7 and 8) were suggested at this time
and are described below
The No Build Alternative would not directly connect Stantonsburg Road with Tenth Street or alleviate
traffic delays caused by the intersection with the CSX Rail Line In addition the No Build option would
not fulfill local plans to create a gateway into Greenville The No Build Alternative would not incur any
right of way or construction impacts but it does not address the issues identified in the purpose and
need for the project It is not compatible with NCDOT s or the City s transportation goals and would not
meet regional transportation needs or project objectives The No Build Alternative has been retained in
this document to serve as a basis for comparing impacts and benefits of the Build alternatives but was
eliminated as a viable alternative by the Steering Committee in November 2007
Option A — Widens existing roads along Farmvllle Boulevard Fourteenth Street and Dickinson Avenue
Creates a railroad grade separation with the Intersection of Tenth Street and Dickinson Avenue
Option e — Proposes the entire project be built on a bridge beginning west of Bancroft Avenue and
continuing to Tenth Street east of the railroad
Option C — Widens Farmvllle Boulevard and then uses new location curving north to Spruce Street
Widens Spruce Street to Columbia Avenue Uses new location from Columbia Avenue to Tenth Street
Including grade separation with the railroad and Dickinson Avenue
Option D — Widens Farmvllle Boulevard and then uses new location curving south to Tenth Street
Includes a grade separation with the railroad and Dickinson Avenue
Option E— Uses / widens Memorial Drive from Stantonsburg Road to West Fifth Street (formerly Martin
Luther King Jr Drive) Widens West Fifth Street from Memorial Drive to McKinley / Ward Street On
new location connects West Fifth Street from McKinley / Ward Street to Tenth Street using a grade
separation with the railroad
Option F— Beginning at Moye Boulevard and Stantonsburg Road follows Moye Boulevard southeast to
Chestnut Street Beginning approximately at Chestnut Street uses new location to the east / northeast
to connect to Dickinson Avenue Follows Dickinson Avenue to Tenth Street Including a grade separation
with the railroad with Dickinson Avenue to Tenth Street as the major movement
ENVIRONMENTAL ASSESSMENT S 3 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Following the workshop three (3) additional options (Options G H and J Included on Figures 9 10 and
11) were developed by the project team Options G H and J (described below) are variations of the
citizens Option C with modifications to avoid Impacts to specific community features while still meeting
the project purpose Due to similarity of appearance to the number 1 there were no options named
Option I
Ootion G— Widens Farmvllle Boulevard to the south and then uses new location curving north (parallel
to Spruce Street) from Fourteenth Street to Tenth Street Including a grade separation with the railroad
and Dickinson Avenue Widens Tenth Street predominantly to the north to Evans Street
Option H Widens Farmvllle Boulevard to the north and then uses new location from Fourteenth Street
to Tenth Street Including a grade separation with the railroad and Dickinson Avenue Widens Tenth
Street predominantly to the north to Evans Street
Option J Widens Farmvllle Boulevard symmetrically and then uses new location curving south from
Fourteenth Street to Tenth Street Including a grade separation with the railroad and Dickinson Avenue
Widens Tenth Street symmetrically to Evans Street
On September 27 2006 NCDOT and FHWA reviewed the nine (9) Initial alignment options and noted
that Options A B D E and F did not appear reasonable and /or feasible (for reasons explained In
Section III A 4 ) NCDOT and FHWA suggested showing Options C and G In a combined corridor and
Options H and J In a combined corridor (due to similarity of alignment) to allow flexibility in design The
Steering Committee (consisting of representatives from the City of Greenville NCDOT Pitt County
Memorial Hospital and East Carolina University) agreed on October 17 2006 that Options C G H and J
should be studied In further detail The committee also agreed that Options C G H and J should be
shown in two corridors with one corridor Including Options C and G and the other corridor Including
Options H and J On October 30 2006 NCDOT suggested that the corridors should be combined Into
one large corridor with the Options shown In different colors These nine (9) Initial alignment options
were presented to the community at the January 2007 workshop Options C G H and J were shown on
maps Individually and in a combined study corridor (shaded in yellow as shown on Figures 9 14) with
the recommendation to study Options C G H and J in more detail The yellow study corridor was
designed to be sufficiently wide enough to accommodate several widening and new location alignments
that were variations of Option C
After reviewing Options G and J further the project team recognized that slight changes to the
alignment would potentially result in fewer relocation Impacts The corridors of Options G and J were
slightly modified (referred to as Option G Modified and Option J Modified ) based on environmental
constraints local issues and citizens concerns to reduce potential Impacts Options G Modified and
J Modified are described below and are also shown In Figures 12 and 14 Proposed roadway
Improvements for Options G Modified and J Modified begin on the south side of the Intersection of
Farmvllle Boulevard and Memorial Drive to avoid Impacts to Mt Philippi Church of Christ (now
Sycamore Chapel Baptist Church)
ENVIRONMENTAL ASSESSMENT S 4 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Option G Modified Option G Modified widens Farmville Boulevard to the south curves slightly north
onto new location and widens Tenth Street to the north as shown in Figure 12
Option J Mod►f►ed Widens Farmville Boulevard to the south for approximately 0 1 mile transitions to
symmetrical widening curves slightly north onto new location between Fourteenth Street and Dickinson
Avenue and widens Tenth Street to the north to Evans Street as shown in Figure 14
Based on public input about local issues and concerns and estimated impacts the Steering Committee
eliminated the No Build option and Options A B C D E and F from further consideration on
November 29 2007 In a meeting with the City and NCDOT on February 19 2008 Options G Modified
H and J Modified were re named Alternative G Modified Alternative H and Alternative J Modified
Throughout 2008 and 2009 various small group meetings workshops Steering Committee meetings
local officials meetings and Citizens Advisory Committee (CAC) meetings were held to discuss
Alternatives G Modified H and J Modified The project team analyzed public input recommendations
from the CAC approved technical reports information and studies completed for this project over the
past four years On November 17 2009 the Steering Committee voted to move forward with
Alternative J Modified as the Preferred Alternative into the Environmental Assessment and Public
Hearing process
5 Preferred Alternative
FHWA NCDOT and the City of Greenville prefer Alternative J Modified Preliminary roadway designs
for Alternative J Modified are shown in Figure 16A C and typical sections are included In Appendix F
Alternative J Modified proposes to widen Farmville Boulevard asymmetrically to the south for a total
typical section width of 150 feet beginning at Memorial Drive to approximately 0 1 mile east
Alternative J Modified then transitions to symmetrical widening on Farmville Boulevard (same 150 foot
typical section) and uses new location between Fourteenth Street and Dickinson Avenue The typical
section width narrows to 83 feet on the bridge crossing the CSX Rail Line and Dickinson Avenue From
the easternmost bridge approach to Evans Street Alternative J Modified widens Tenth Street to the
north with a 120 foot typical section
6 Summary of Environmental Effects
The Preferred Alternative is anticipated to have the following impacts on the natural and human
environment as summarized below and included in Table S 2
Natural Resources
There are no streams wetlands High Quality Waters or Outstanding Water Resources In the project
study area and therefore no impacts to these resources There are no specific biotic communities in the
project study area The Preferred Alternative is not anticipated to affect any federally protected species
or federal species of concern Although hydric soils are present in the project study area they are
drained due to the developed urban environment
ENVIRONMENTAL ASSESSMENT 5 5 SEPTEMBER 2010

TIP PROJECT U 3315
Cultural Resources
STANTONSBURG ROAD / TENTH STREET CONNECTOR
FHWA in consultation with the North Carolina State Historic Preservation Office (HPO) determined on
June 30 2009 that the Preferred Alternative will have No Effect on the Great Swamp Primitive Baptist
Church Jacob Higgs House Perkins Town — Cherry View Historic District or the Pure Oil Station (given
commitments listed in Section V B 1 ) Historic resources and community facilities are shown on
Figure 17
It was determined that the proposed project would have No Adverse Effect on the Tobacco Warehouse
Historic District and Boundary Increase given the conditions that the roadway returns to existing grade
before the Historic District boundary and is restricted to a 120 foot total right of way width from the
eastern bridge approach to Evans Street It was also determined that the proposed project would have
No Adverse Effect on the Dickinson Avenue Historic District with the commitment that coordination
occurs between the NCDOT Historic Architecture Group and HPO during final design on the following
details landscape treatment brick fagade retaining walls decorative guardrail on the bridge and the
pedestrian path (sidewalks on the bridge and connecting to Dickinson Avenue) There will be no impact
to structures in the historic districts
Section 4(f) / 6(f) Resources
The Preferred Alternative will have only de m►nimis impacts on Section 4(f) resources as determined by
FHWA Therefore no Section 4(f) Evaluation is required FHWA issued a de mrn►mis finding for the
Tobacco Warehouse Historic District noting that FHWA intends to use HPO s concurrence as a basis for
the finding Further coordination with the NCDOT Historic Architecture Group and the HPO will be
necessary during final design The Preferred Alternative will not impact any Section 6(f) resources
Social Effects
Alternative J Modified would require the relocation of 30 residences 24 businesses and seven (7)
institutions The seven (7) institutional organizations include one (1) medium sized church three (3)
non profit organizations and three (3) other institutions that offer counseling food services and /or
worship services No schools or other community facilities would be impacted
Although the proposed project would directly impact the Farmville Boulevard neighborhood through
relocations it would result in the least fragmentation compared with the other detailed study
alternatives (see Figure 18 for location of neighborhoods in West Greenville) Residents on Farmville
Boulevard between Line Avenue / Bancroft Avenue and Fourteenth Street have expressed the desire
during public meetings and through a petition to the City of Greenville to be relocated rather than
having the project only impact a portion of the properties (by widening to only one side of the road)
Alternative J Modified would affect the Higgs Brothers neighborhood through relocations and changes
to access Minor impacts to cohesion are anticipated within the Higgs Brothers neighborhood and
between the Higgs Brothers and Higgs Town neighborhoods
Farmville Boulevard currently acts as a physical barrier within central West Greenville With the
construction of the connector in conjunction with other redevelopment in the area overall connectivity
ENVIRONMENTAL ASSESSMENT S 6 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
is anticipated to improve through West Greenville The median sidewalks bike lanes and landscaping
elements are expected to enhance the traveling experience for residents and visitors and may
encourage additional movement north and south across Farmville Boulevard and along the new
connector
The demographic study area population is 97 5% minority and 317% below poverty An environmental
justice analysis was performed to determine the potential Impacts of this project on these residents
The analysis concluded that with the avoidance minimization and mitigation actions proposed as part
of this project there are no disproportionately high and adverse effects on minority and low Income
populations A benefits / burdens analysis determined that the construction of this project would result
In Improvements to vehicular pedestrian and bicycle access for minority and low Income populations
as well as for other residents in Greenville and surrounding communities With the City s Tenth Street
Connector Supplemental Relocation Program residents on Farmville Boulevard have stated that they
would prefer to live in a residential neighborhood rather than live on a four lane road with heavy traffic
the potential benefit to residents as part of this program would only be provided to the community as
part of this project
Economic Effects
The proposed project would affect businesses through relocations changes in access and potential
changes in pass by travel patterns Alternative J Modified would require the relocation of 24
businesses many of which are rentals NCDCIT will offer relocation assistance to businesses that will be
directly impacted by this project as part of the Uniform Relocation Assistance and Real Property
Acquisition Policies Act (1970 as amended in 1987)
Land Use
This project is consistent with local land use and transportation plans Although the existing land use
along Farmville Boulevard (from Line Avenue / Bancroft Avenue to Fourteenth Street and through the
Higgs Brothers neighborhood) is primarily residential the proposed land uses In the 2004 Horizons Plan
indicate that the parcels along Farmville Boulevard will be converted to commercial and office /
institutional / multi family and the land uses along the new location portion of the corridor will become
mixed use / office / Institutional Current zoning is residential along Farmville Boulevard and
commercial along the new location section of the Higgs Brothers neighborhood The proposed land use
changes are not a result of this project (since they were approved in 2004 before this project began)
The project Is in compliance with the approved local plan
Indirect and Cumulative Effects
This project is anticipated to have no short term and minimal long term adverse indirect effects The
new road will provide a direct connection between West and East Greenville and is expected to reduce
travel time by half The new connector is anticipated to help facilitate a change in land use in West
Greenville from residential to office / institutional / multi family and mixed use / office / Institutional
which was identified as part of the City s approved comprehensive plan No short term or long term
cumulative effects are expected
ENVIRONMENTAL ASSESSMENT S 7 SEPTEMBER 2010

TIP PROJECT U 3315
Flood Hazard Evaluation
STANTONSBURG ROAD / TENTH STREET CONNECTOR
No change to a FEMA floodplain or floodway Is anticipated as a result of this project
Traffic Noise Analysis
The 2030 Alternative J Modified condition predicted that 33 sensitive noise receivers (representing 104
dwelling units one (1) church and one (1) historic site) will exceed the Noise Abatement Criteria (NAC)
Three (3) substantial impacts are predicted for this alternative at locations that also exceed the NAC
Temporary noise impacts during construction are expected Noise barriers are not recommended as
part of this project Noise walls would require minimization or termination of driveways (which is not
reasonable along the project corridor) and would limit sight distance to vehicles entering from side
streets and adjacent neighborhoods
Air Quality Analysis
Pitt County conforms with air attainment standards for all air pollutants regulated under the National
Ambient Air Quality Standards Neither a detailed microscale hotspot analysis nor a detailed PM2 5
microscale analysis is required This project was determined to have low potential for Mobile Source Air
Toxic (MSAT) effects
Hazardous Materials
According to a geotechnical report by NCDOT (October 9 2009) 21 possible petroleum underground
storage tank (UST) facilities four (4) dry cleaners two (2) body shops and one (1) garage were Identified
within the proposed project corridor (Figure 19) It Is anticipated that low monetary and scheduling
Impacts will result from these sites No hazardous waste sites or apparent landfills were Identified
within the project limits
7 Permits Required
Since no surface waters Including streams and wetlands were Identified In the project study area
neither US Army Corps of Engineers ( USACE) permits nor NC Division of Water Quality (NCDWQ) water
quality certifications are anticipated for the project
Final determination of permit applicability lies with the USACE and NCDWQ NCDOT will coordinate
with the regulatory agencies after completion of the final design to obtain the necessary permits
8 Other Highway and Non Highway Actions
Only one NCDOT transportation project Is proposed within this projects study area STIP Project
U 3839 a railroad crossing grade separation on Fourteenth Street south of the project Is currently
unfunded
9 Public Involvement and Coordination
As part of the public Involvement process three (3) Community Informational Workshops (CIW) two (2)
sets of walk in sessions 20 community leader Interviews three (3) public officials meetings and four (4)
ENVIRONMENTAL ASSESSMENT S 8 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
small group meetings were held Seven (7) Citizens Advisory Committee (CAC) meetings and 11
Steering Committee meetings were held throughout the project development process Public meetings
were announced via newsletter or postcard and local newspaper radio and /or Greenville s local
television station (GTV9) In addition a website and toll free hotline were established
A start of study letter was mailed to agencies on December 28 2005 Responses were received from the
United States Fish and Wildlife Service (USFWS) USACE several Divisions within the North Carolina
Department of Environment and Natural Resources (DENR) the North Carolina Department of Cultural
Resources Pitt County Schools and the City of Greenville This project was not required to follow the
NEPA / 404 Merger process The City and NCDOT have coordinated throughout the planning and design
phases of the project
10 Cost Estimate
Table S 1 summarizes the cost estimate for Alternative J Modified (the Preferred Alternative)
Table S 1— Cost Estimate for Alternative J Modified
Item
Cost Estimate for Alternative J Modified
Construction
$19 600 000
Right of Way
$26 818 200
Utilities
$1466670
Total Project Cost
$47 900 000
11 Impact Matrix
Table S 2 — Impact Matrix for Alternative J Modified
Relocations
Alternative J Modified Impact
Residential
30
Business
24
Institutional (Church / Non Profit)
1/61
Total Relocations
61
Low Income Relocatees
27
Minority Population Impacts
39
Vacant /Abandoned Properties
(Not included in Relocation Total)
7
Wetlands (acres)
0
Stream Impacts (linear feet)
0
Schools Affected
0
Recreation Areas and Parks
1
Cemeteries Affected
0
Archaeological Sites Affected
0
Historic Property Impacts°
No structures taken — see note below
Federal Species Present in Corridor
0
100 Year Floodplain and Floodway Crossings
0
Hazardous Materials Sites5
Low Impacts Anticipated —see note below
Impacted Noise Receptors
33
ENVIRONMENTAL ASSESSMENT S 9 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Table S 2 Footnotes
1- Includes one (1) medium sized church three (3) non profits and three (3) other institutions that offer counseling food
services and /or worship services
z— Sadie Saulter Elementary School will no longer operate as a regular K 5 school after the 2009 2010 school year Instead it
will be converted to a Pre Kindergarten center and office building
3 — FHWA has determined that a Section 4(f) evaluation for minor impacts to the Beatrice Maye Garden Park is not required
4 — NCDOT FHWA and HPO concurred on June 30 2009 that Alternative J Modified would have No Effect on the Great Swamp
Primitive Baptist Church Jacob Higgs House Perkins Town /Cherry View Historic District and the Pure Oil Station (with
commitments) Alternative J Modified will have No Adverse Effect (with commitments) on the Dickinson Avenue Historic
District and the Tobacco Warehouse Historic District and Boundary Increase FHWA intends to use HPO s concurrence as a
basis of a de mimmis finding pursuant to Section 4(f)
5 — Twenty one 21 p ossible UST facilities four 4 d ry cleaners two 2 body shops and one 1
garage were identified within
the project corridor Low monetary and scheduling impacts resulting from these sites are anticipated
6_ Twenty two (22) receivers (representing 68 dwelling units and one (1) church) would exceed the NAC in the 2030 No Build
condition
12 Recommendations
Based on the project technical studies and coordination with the public and regulatory agencies there is
no Indication that Implementing the proposed Improvements would have an overall significant adverse
Impact on the environment The Preferred Alternative (J Modified) Includes widening Farmville
Boulevard asymmetrically to the south beginning at Memorial Drive transitioning to symmetrical
widening and then to new location before widening Tenth Street on the north side See Chapter IV for
a detailed physical description of the Preferred Alternative Measures to avoid and minimize impacts to
the human and natural environment have been Incorporated throughout the planning stages and the
development of preliminary design for the Preferred Alternative The preparation of an Environmental
Impact Statement Is not recommended at this time The determination on the format for future
National Environmental Policy Act documentation for this project will be based on comments received
at the Public Hearing and the comments received on this document
13 Contact Information
The following Individuals may be contacted for additional Information concerning this document
Mr John F Sullivan III P E
Division Administrator
Federal Highway Administration
310 New Bern Avenue Suite 410
Raleigh NC 27601
[phone]
Mr Gregory J Thorpe PhD
Branch Manager
Project Development and Environmental Analysis
North Carolina Department of Transportation
1548 Mail Service Center Raleigh NC 27699 1548
[phone]
ENVIRONMENTAL ASSESSMENT S 10 SEPTEMBER 2010

TIP PROJECT U 3315
I Introduction
A General Description
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
The City of Greenville the North Carolina Department of Transportation ( NCDOT) and the Federal
Highway Administration (FHWA) propose to directly connect Stantonsburg Road with Tenth Street
including a grade separation at the CSX Rail Line The proposed project will provide a critical direct
east west connection across Greenville and also facilitate a gateway entrance into downtown Greenville
in accordance with local plans Project vicinity and study area maps are shown in Figures 1 and 2
Photographs taken along the project corridor are included as Figure 3
This project is included in the NCDOT 2011 2020 Draft State Transportation Improvement Program
(STIP) as Project U 3315 The 2011 2020 Draft STIP indicates that right of way acquisition Is scheduled
to begin in Federal Fiscal Year (FFY) 2012 and construction Is scheduled to begin in FFY 2014 Project
U 3315 Is included In the 2005 Greenville Urban Area Thoroughfare Plan as a proposed major
thoroughfare The NCDOT Board of Transportation approved the Comprehensive Transportation Plan
Highway Map for the Greenville Urban Area Municipal Planning Organization (MPO) on July 9 2009
This Environmental Assessment (EA) was prepared for a transportation action in accordance with the
National Environmental Policy Act of 1969 as amended and the North Carolina Environmental Policy
Act of 1971 as amended This action is proposed by the City of Greenville the North Carolina
Department of Transportation and the Federal Highway Administration and is included in the 2011
2020 Draft STIP as project number U 3315
Copies of all technical reports referenced in this document are available for public review by contacting
the City of Greenville Public Works Department or the North Carolina Department of Transportation
B Historical Resume and Project Status
A partnership between the City of Greenville East Carolina University (ECU) and Pitt County Memorial
Hospital (PCMH) was formed in 2003 to address the need for a direct connector between downtown
Greenville / ECU main campus and PCMH / Health Science campus This partnership funded planning
studies to expedite its construction
The Stantonsburg Road / Tenth Street Connector was first proposed in the 1994 Greenville Urban Area
Thoroughfare Plan (adopted September 1994) It is currently Included in the 2005 Greenville Urban Area
Thoroughfare Plan the 2004 Horizons plan and the 200512006 Center City West Greenville
Revitalization Plan Additionally this project was first identified as funded in the NCDOT 2004 2010
STIP and remains on the current 2011 2020 Draft STIP
ENVIRONMENTAL ASSESSMENT 1 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
[This page is intentionally left blank
ENVIRONMENTAL ASSESSMENT 2 SEPTEMBER 2010

TIP PROJECT U 3315
II Purpose and Need for Project
A Need for Project
STANTONSBURG ROAD / TENTH STREET CONNECTOR
The need to directly connect Stantonsburg Road to Tenth Street provide a grade separation at the CSX
Rail Line and facilitate a gateway corridor Is demonstrated by the following summary of existing and
projected conditions and plans
• Connectivity - A need for greater connectivity exists between
- PCMH and areas to the east
- Downtown Greenville / ECU main campus with areas to the west and
- The main ECU campus and the Health Science campus
As ECU PCMH and Greenville continue to grow the demand to move east west and from one
side of Greenville to the other side has also Increased and will continue to Increase In addition
to vehicular access this need Includes Improving pedestrian and bicycle access
The Health Science Campus houses ECU s Brody School of Medicine the Leo W Jenkins Cancer
Center East Carolina Heart Institute other medical facilities and numerous physicians offices
PCMH serves as a teaching hospital for the Brody School of Medicine In addition to the 27 000+
students enrolled at ECU In the 2009 10 academic year (an Increase of 19 4% since 2005) ECU
employed over 5 400 faculty and staff
Currently the most direct travel path from Stantonsburg Road / Memorial Drive to Tenth Street
/ Evans Street Is along Farmvllle Boulevard Fourteenth Street Dickinson Avenue and Tenth
Street which Includes three (3) 90 degree turns at signalized intersections This path carries
between 12 200 vehicles per day (vpd) and 15 400 vpd Future traffic volumes are anticipated
to increase to between 22 800 and 28 300 vpd by 2030 Existing levels of service (LOS) range
from LOS B to LOS D Future conditions are projected to deteriorate to unacceptable levels of
service (LOS E or F) at four intersections (see Tables 1 and 2) which will in turn compromise the
entire traffic movement between Stantonsburg Road / Memorial Drive and Tenth Street
• Grade Separation / Emergency Access - No direct route exists from east Greenville to PCMH /
Health Science campus without at grade crossings of the north south CSX railroad track The
proximity of the railroad switching yard (see Figure 1) frequently causes trains to block all of the
mayor east west corridors that provide access to the hospital This critically Impacts travel time
for emergency vehicles and citizens with medical emergencies approaching or departing the
hospital campus from central and east Greenville as well as many parts of eastern North
Carolina PCMH is the primary mayor medical center serving the northeastern part of the state
and is critically Important to this region Additionally there Is no predictability concerning the
train movements consequently public safety officials have no advance notice regarding when
ENVIRONMENTAL ASSESSMENT 3 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
C Description of Existing Conditions
1 Functional Classification
The existing network of secondary roadways consists mostly of urban undivided roadways with varying
cross sections Primary routes as Identified in Figure 1 consist of both undivided and median divided
facilities in the surrounding area US 264 west of Greenville Is a four lane divided freeway US 264 turns
northward approximately 2%: miles west of Memorial Drive creating a northern loop around downtown
Greenville before continuing to the east Stantonsburg Road is classified as an urban principal arterial
and Tenth Street Is classified as an urban minor arterial Farmville Boulevard is a four lane undivided
arterial Existing cross sections are described In the next section
2 Physical Description of Existing Facility
Roadway Cross Section
The most commonly traveled corridor between Stantonsburg Road and Tenth Street consists of several
linked roads including Farmville Boulevard Fourteenth Street and Dickinson Avenue (see Figure 2)
Stantonsburg Road is a five lane roadway (including a two way left turn lane) until it reaches Memorial
Drive East of Memorial Drive the road becomes Farmville Boulevard and Is a four lane undivided
facility Farmville Boulevard ends at Fourteenth Street at a T Intersection Fourteenth Street Is a four
lane undivided facility between Farmville Boulevard and Dickinson Avenue Dickinson Avenue Is a three
lane roadway between Fourteenth Street and Tenth Street The Intersection of Dickinson Avenue and
Tenth Street is a complex Intersection with a railroad running diagonally through the center of the
Intersection Tenth Street Is a four lane road with left turn lanes at mayor Intersections
Horizontal and Vertical Alignment
Stantonsburg Road Farmville Boulevard and Tenth Street run east west through the City of Greenville
Memorial Drive Fourteenth Street Dickinson Avenue and Evans Street generally run north south
through the City As the project is located in the north central coastal plain region of North Carolina all
roads are relatively level in the City and outward to Pitt County
Right of Way and Access Control
The current right of way width is approximately 50 feet along Farmville Boulevard and 70 feet along
Tenth Street There Is no control of access on the roadways In the project study area Numerous
driveways to urban residential and commercial properties line both sides of the streets In the Immediate
project corridor
Speed Limit
The posted speed limit on Farmville Boulevard and Tenth Street Is 35 miles per hour (mph)
Intersections /Interchanges
No interchanges exist along the proposed project Existing signalized Intersections along the project
corridor include
ENVIRONMENTAL ASSESSMENT 5 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
• Stantonsburg Road / Farmville Boulevard at Memorial Drive
• Farmville Boulevard at Line Avenue / Bancroft Avenue
• Farmville Boulevard at Fourteenth Street
• Dickinson Avenue at Fourteenth Street
• Dickinson Avenue at Tenth Street
• Tenth Street at Evans Street
Railroad Crossings
CSX Transportation owns railroad tracks running north south through the study area Norfolk Southern
Transportation Company owns tracks running east west through the study area The CSX and Norfolk
Southern rail lines cross in the vicinity of Beatty and Fourteenth Streets at the southern edge of the
study area The CSX Transportation rail line runs through the intersection of Dickinson Avenue and
Tenth Street The Preferred Alternative includes a grade separation between the roadway and rail line
at this location Tenth Street also crosses a rail spur near Pitt Street The operating rail spur is in use
and exclusively serves UNX Incorporated a chemical products supplier
Ctrl irti iror
There are no bridges along Farmville Boulevard or Tenth Street in the project study area
Bicycle and Pedestrian Facilities / Greenways
Sidewalks are located along most of Dickinson Avenue Stantonsburg Road Tenth Street and
Fourteenth Street within the study area Greenville has received funds from NCDOT through the
Enhancement and Moving Ahead programs for pedestrian facilities There Is a sidewalk on the north
side of Farmville Boulevard from Tyson Street to Fourteenth Street Sidewalks are located on the south
side of Tenth Street from Dickinson Avenue to Evans Street and along the north side from Dickson
Avenue to Clark Street from the Pitt Street railroad spur to the Trade /Wilco Station (approximately
Greene Street) and from Washington Street to Evans Street
Currently there are no bicycle lanes designated bicycle routes or greenways within the study area
Accordingly the 2004 Greenway Master Plan proposes greenways along Dickinson Avenue Farmville
Boulevard Tenth Street Line Avenue Moye Boulevard Fifth Street and Fourteenth Street The 2002
Greenville Urban Area Bicycle Master Plan identifies Tenth Street as a planned numbered bicycle route
Utilities
A preliminary survey of utilities was conducted In May and July 2008 and documented in the Utilities
Technical Memorandum (January 2009) Water sewer electricity and natural gas services are provided
throughout the study area by the Greenville Utilities Commission Telephone and cable services are
provided throughout the study area by Embarq and Suddenllnk Utilities are buried underground and
carried along power poles along the project corridor For specific details the Utilities Technical
Memorandum Is available at NCDOT or the City of Greenville Public Works Department
ENVIRONMENTAL ASSESSMENT 6 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
3 School Bus Usage
The Pitt County Schools (PCS) Transportation Department operates 216 buses transporting 12 406
students daily In addition to the regular fleet the Pitt Area Transit System (PATS) Is used on a contract
basis for students with special needs For the 2009 2010 school year approximately ten (10) buses
operated by PCS pick up students in the immediate project vicinity each day
4 Traffic Carrying Capacity
Existing Traffic Volumes
Traffic data was collected in 2004 and 2005 for the study area as discussed in the U 3315 Traffic
Forecast Technical Memorandum (December 2006) Counts Included 2005 AM and PM peak hour traffic
at six (6) study intersections 2005 dally traffic counts on Fourteenth Street and Dickinson Avenue and
2004 dally traffic counts on Stantonsburg Road Memorial Drive Farmvllle Boulevard Fourteenth Street
Tenth Street Dickinson Avenue Evans Street and Charles Boulevard
Figure 4 shows the existing average dally traffic volumes (ADTs) for the current primary travel path As
shown in the figure volumes range from 12 200 vpd to 15 400 vpd along the current primary travel path
between Memorial Drive and Evans Street
Existing Levels of Service
Level of service calculations are described in the U 3315 Capacity Analysis Report (April 2008) and the
U 3315 Supplemental Capacity Analysis Memorandum (June 2009)
Level of service (LOS) Is defined in the Highway Capacity Manual 2000 (Transportation Research Board)
as a qualitative measure describing operational conditions within a traffic stream based on service
measures such as speed and travel time freedom to maneuver traffic interruptions comfort and
convenience Table 1 provides the LOS Criteria for signalized Intersections A roadways level of
service Is often limited by the capacity of Intersections along the route The average control delay per
vehicle Is estimated for each lane group and aggregated for each approach and for the intersection as a
whole LOS is directly related to the control delay value Some Individual approaches may experience
worse LOS than the overall intersection LOS
Table 1— LOS Criteria for Signalized Intersections
Level of Service (LOS)
Control Delay per Vehicle
(seconds per vehicle)
A
5 10
B
> 10 20
C
> 20 35
D
> 35 55
E
> 55 80
F
> 80
Source Highway Capacity Manual 2000
ENVIRONMENTAL ASSESSMENT 7 SEPTEMBER 2010

TIP PROJECT U 3315
4
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Table 2 lists the existing (2005) levels of service and Intersection delays for the mayor Intersections
along the current primary travel path
Table 2 — Existing (2005) Intersection Level of Service
Intersection
AM Peak Hour
LOS (Delay)
PM Peak Hour
LOS (Delay)
(Delay in Seconds Per Vehicle)
Stantonsburg Road / Farmville Boulevard at Memorial Drive
E (65 7)
E (64 1)
Farmville Boulevard at Bancroft Avenue / Line Avenue
B (11 8)
B (11 3)
Fourteenth Street at Farmville Boulevard
B (12 7)
B (16 1)
Fourteenth Street at Dickinson Avenue
D (51 2)
D (46 2)
Tenth Street / Grande Avenue at Dickinson Avenue
C (22 1)
C (23 6)
Tenth Street at Evans Street
C (29 0)
C (26 6)
Note Analysis performed in Synchro 7 0 using HCM methodology Bold designates unacceptable level of service (E or F)
At the signalized Intersections along the current primary travel path LOS ranged from B to E In 2005
LOS D Is generally considered acceptable In urban areas during the peak hour Although the overall
Intersection LOS appears acceptable for most signalized Intersections an unacceptable LOS E occurs at
several Intersection approach movements during the peak hour A LOS E or worse occurred at one or
more intersection approach movements during the AM and PM peak hours at the intersections of
Stantonsburg Road / Farmville Boulevard at Memorial Drive and Fourteenth Street at Dickinson Avenue
Future Traffic Volumes
Existing (2004 and 2005) traffic counts were used with data from the Greenville Travel Demand Model
to develop daily traffic projections Figure 5 shows the projected (2030) ADTs for the current primary
travel path and turning movements for mayor roadways crossing the corridor As shown In the figure
the 2030 traffic volumes range from 22 800 vpd to 28 300 vpd along the current primary travel path
between Memorial Drive to Evans Street
Future Levels of Service
Table 3 contains the projected (2030) levels of service and intersection delays for the primary
Intersections identified along the current primary travel path
ENVIRONMENTAL ASSESSMENT 8 SEPTEMBER 2010

TIP PROJECT U 3315
Table 3 — Projected Year (2030) Intersection Level of Service
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Intersection
AM Peak Hour
LOS (Delay)
PM Peak Hour
LOS (Delay)
(Delay in Seconds Per Vehicle)
Stantonsburg Road / Farmville Boulevard at Memorial Drive
F (166 8)
F (155 6)
Farmville Boulevard at Bancroft Avenue / Line Avenue
B (18 7)
B (20 0)
Fourteenth Street at Farmville Boulevard
B (16 7)
B (18 0)
Fourteenth Street at Dickinson Avenue
F (199 4)
F (203 1)
Tenth Street / Grande Avenue at Dickinson Avenue
F (91 4)
F (93 4)
Tenth Street at Evans Street
F (171 3)
F (158 5)
Note Analysis performed in Synchro 7 0 using HCM methodology Bold designates unacceptable level of service (E or F)
At the signalized intersections along the current primary travel path the LOS ranges from B to F in 2030
In 2030 the intersection of Stantonsburg Road / Farmville Boulevard at Memorial Drive is projected to
continue to operate at unacceptable levels of service during both the AM and PM peak hours A LOS E
or worse is projected to occur in 2030 at one or more intersection approach movements during the AM
and PM peak hours at the intersections of
• Stantonsburg Road / Farmville Boulevard at Memorial Drive
• Fourteenth Street at Dickinson Avenue
< • Tenth Street / Grande Avenue at Dickinson Avenue
• Tenth Street at Evans Street
5 Accident Data
Several criteria are used to measure the relative safety of a roadway segment Accident data was
reviewed for key signalized intersections along the current primary travel path for the period of
October 1 2004 to September 30 2007 Table 4 summarizes the data which is represented in terms of
crashes per 100 million entering vehicles (100MEV) over a given period of time
As shown in Table 4 a total of 162 accidents occurred at the studied Intersections from 2004 to 2007
The Intersection of Farmville Boulevard and Line Avenue / Bancroft Avenue experienced the highest
crash rate of 265 13 crashes per 100MEV The Intersections of Fourteenth Street / Farmville Boulevard
and Tenth Street / Evans Street have the lowest accident rates among the studied Intersections
The most common type of crashes at Intersections along the corridor were rear end and angle The high
rate of left turn and angle crashes at Farmville Boulevard and Line Avenue / Bancroft Avenue Indicates a
potential problem with the Intersection geometry which currently does not Include left turn lanes or a
protected left turn movement The majority of crashes at the next two highest rate crash Intersections
(Memorial Drive and Stantonsburg Road / Farmville Boulevard and Fourteenth Street and Dickinson
Avenue) are rear end crashes This may Indicate a capacity or signal timing Issue at those locations
ENVIRONMENTAL ASSESSMENT 9 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
One (1) crash Involving a pedestrian (Farmville Boulevard and Line Avenue / Bancroft Avenue) and one
(1) crash Involving a bicyclist (Memorial Drive and Stantonsburg Road / Farmville Boulevard) were
reported
Table 4 — Crash Summary Frequency by Type at Intersections 2004 2007 (3 years)
Rate = Crashes per 100 Million Vehicles Entered (MEV) 2004 2007 (3 years)
6 Airports
The Pitt Greenville Airport (PGV) is the nearest airport to the study area located approximately one (1)
mile north of the study area along Memorial Drive
7 Other Highway Projects in the Area
Several other NCDOT transportation projects are proposed within a mile of STIP Project U 3315
although only one lies within this projects study area (STIP Project U 3839) Section II D 1 describes
these projects in more detail
D Transportation and Land Use Plans
1 NC Transportation Improvement Program (STIP)
The proposed Stantonsburg Road / Tenth Street Connector is Included as Project U 3315 in the NCDOT
2011 2020 Draft STIP Right of way acquisition is scheduled to begin in Federal Fiscal Year (IFFY) 2012
and construction is scheduled to begin in IFFY 2014 Several other projects in the STIP are located in
Greenville although only one (1) other project is in the study area (U 3839 which proposes a railroad
ENVIRONMENTAL ASSESSMENT 10 SEPTEMBER 2010
Type of Crash
Run
Total
Intersection
Left
Right
Rear
Side
Off
Angle
Other
Total
Crash
Turn
Turn
End
Road
swipe
Rate
Stantonsburg Road /
6
5
19
0
13
6
3
52
10793
Farmville Boulevard at
Memorial Drive
Farmville Boulevard at
Line Avenue / Bancroft
20
1
5
0
16
1
2
45
26513
Avenue
Fourteenth Street at
1
2
2
0
1
4
0
10
4936
Farmville Boulevard
Fourteenth Street at
1
1
9
2
5
0
2
20
8302
Dickinson Avenue
Tenth Street at
4
0
5
0
5
4
1
19
7544
Dickinson Avenue
Tenth Street at Evans
1
0
5
0
7
1
2
16
3359
Street
Total at Studied
33
9
45
2
47
16
10
162
Intersections
Rate = Crashes per 100 Million Vehicles Entered (MEV) 2004 2007 (3 years)
6 Airports
The Pitt Greenville Airport (PGV) is the nearest airport to the study area located approximately one (1)
mile north of the study area along Memorial Drive
7 Other Highway Projects in the Area
Several other NCDOT transportation projects are proposed within a mile of STIP Project U 3315
although only one lies within this projects study area (STIP Project U 3839) Section II D 1 describes
these projects in more detail
D Transportation and Land Use Plans
1 NC Transportation Improvement Program (STIP)
The proposed Stantonsburg Road / Tenth Street Connector is Included as Project U 3315 in the NCDOT
2011 2020 Draft STIP Right of way acquisition is scheduled to begin in Federal Fiscal Year (IFFY) 2012
and construction is scheduled to begin in IFFY 2014 Several other projects in the STIP are located in
Greenville although only one (1) other project is in the study area (U 3839 which proposes a railroad
ENVIRONMENTAL ASSESSMENT 10 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
crossing grade separation on Fourteenth Street and is currently unfunded) Table 5 lists the STIP
projects within one (1) mile of the study area
Table 5 — STIP Projects within One Mile of the Study Area (NCDOT 2009 2015 STIP)
STIP Project
Description
Status
Rural Projects
R 4749
Add paved shoulders and turn lanes and reconstruct
Under construction
shoulders on NC 43 from Edgecombe County to US 13 NC 11
Urban Projects
U 3839
Railroad grade separation on Fourteenth Street at CSX
Unfunded project
Transportation Crossing 641 614E
U 5018
Widen NC 43 from US 264 to US 13 NC11 (Memorial Drive) to
Under Construction
a four lane divided facility
Federal Bridge Projects
Right of way and
B 4786
Replace Bridge No 38 on US 13 over Tar River
construction unfunded
2 Local Thoroughfare Plans
The Stantonsburg Road / Tenth Street Connector was first proposed in the 1994 Greenville Urban Area
Thoroughfare Plan (adopted September 1994) It is included in the most recent thoroughfare plan the
2005 Greenville Urban Area Thoroughfare Plan as a proposed major thoroughfare The primary
purpose of the Thoroughfare Plan is to ensure that individual transportation projects form a
comprehensive continuous and coordinated system The Greenville Urban Area Thoroughfare Plan
includes the areas of the City of Greenville Town of Winterville Town of Ayden Village of Simpson and
portions of Pitt County
The Greenville Urban Area Metropolitan Planning Organization (MPO) adopted the 2005 Greenville
Urban Area Thoroughfare Plan in December 2004 In February 2005 the Thoroughfare Plan was adopted
by the North Carolina Board of Transportation The planning horizon for the 2005 Thoroughfare Plan is
2025 and Figure 6 shows the Thoroughfare Plan within the study area for this project Farmville
Boulevard and Tenth Street are both shown as major thoroughfares within the study area and the
connector is shown as a proposed major thoroughfare
3 Land Use Plans
The Stantonsburg Road / Tenth Street Connector is included In local land use plans These references
are described briefly below and are explained in more detail in the U 3315 Community Characteristics
Report (January 2007)
Horizons Comprehensive Plan (February 2004)
Objectives in the Horizons plan include creating gateway corridors into Greenville and coordinating
transportation plans of the City ECU and ECU s Medical Campus Implementation strategies identified
in the plan include revitalizing West Greenville linking Farmville Boulevard to Tenth Street and adding
sidewalks and streetscaping throughout the city
ENVIRONMENTAL ASSESSMENT 11 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
The existing land use along Farmville Boulevard from Line Avenue / Bancroft Avenue to Fourteenth
Street and through the Higgs Brothers neighborhood is primarily residential (Figure 41 Community
Characteristics Report) and current zoning is residential along Farmville Boulevard and commercial
through the Higgs Brothers neighborhood (Figure 4 4 U 3315 Community Characteristics Report) The
proposed land uses in the 2004 Horizons plan indicate that the parcels along Farmville Boulevard will be
converted to commercial and office / institutional/ multi family and the land uses along the new
location portion of the corridor will become mixed use / office / institutional (Figure 4 3 U 3315
Community Characteristics Report)
City of Greenville and Pitt County Home Consortium 2003 2007 Consolidated Plan (June 2003)
The City of Greenville and Pitt County Home Consortium 2003 2007 Consolidated Plan includes
revitalization of the Lincoln Park neighborhood This plan established the 45 block Community
Development Block Grant (CDBG) revitalization effort and initiated the bond funding that supports the
Center City West Greenville Revitalization Plan
Center City West Greenville Revitalization Plan (December 2005, March 2006)
The proposed Stantonsburg Road / Tenth Street Connector is addressed in several sections of this plan
Specifically the connector is considered to become an important transportation link to Greenville s
center city Elements include a separated grade crossing at the railroad maintenance of Dickinson
Avenue as a through street to downtown a design that would minimize conflicts between pedestrians
and vehicles and additional landscaping and signage to enhance pedestrian safety
E System Linkage / Travel Time / Access Need
1 Existing Road Network
The existing network of secondary roadways consists mostly of urban undivided roadways with varying
cross sections Primary routes as identified in Figure 1 consist of both undivided and median divided
facilities in the surrounding area Existing functional classifications and cross sections of major
roadways in the project study area are described in Sections II C 1 and 2
Other major roads entering Greenville include Alternate US 264 / US 13 which approaches Greenville
from the southwest and continues as US 13 north toward Bethel NC 43 which approaches Rock Spring
to the northwest and continues to the southeast toward Chicod NC 33 which approaches Belvoir
Crossroad to the north northwest and continues to the southeast toward Grimesland and NC 11 which
enters Greenville from Ayden / Winterville to the south
2 Commuting Patterns
Traffic traveling west to east through Greenville follows several different routes The most commonly
traveled route follows Farmville Boulevard Fourteenth Street Dickinson Avenue and Tenth Street
Since much of West Greenville is on a grid network there are many alternate paths possible but most
streets are residential with low speeds no street lighting and no sidewalks All east west routes require
ENVIRONMENTAL ASSESSMENT 12 SEPTEMBER 2010

TIP PROJECT U 3315 1 STANTONSBURG ROAD / TENTH STREET CONNECTOR
at least three (3) 90 degree turns and there are no mayor arterials from West to East Greenville that
have a grade separated crossing at the railroad line
This project Is anticipated to affect travel patterns In the area The Stantonsburg Road / Tenth Street
Connector will provide an uninterrupted straight line path from PCMH (Stantonsburg Road / Memorial
Drive) to ECU and the downtown area (Tenth Street / Evans Street) By 2030 the build scenario is
anticipated to carry approximately 15% to 20% more traffic than the No Build scenario (2006 U 3315
Traffic Forecast Technical Memorandum) This indicates that the new connector would accommodate
vehicles currently traveling along the Farmville Boulevard Fourteenth Street Dickinson Avenue Tenth
Street route and would also attract new trips Since this growth is compared with the No Build
scenario these new trips are likely to be a combination of trips diverted from other parallel routes and
trips that are a result of an Increased attraction to the area
The chart below represents the methods used by commuters In the study area and Pitt County to travel
to work based on the 2000 Census The percentage of residents In the study area using public
transportation and other means to travel to work is higher than that of residents in the rest of the
county
Commuting Patterns Means of Transportation to Work
Residents in the Direct Community Impact Area Pitt County
8 yi3
P W 0.995
Tra P rte
G d75
Worked h m
N Ikcd 04%
36% O I
33%
Source US Census 2000 Summary File 3
T D
U8^
1
The proposed project would decrease travel times for commuters through West Greenville by half The
direct connection would reduce the number of turns and stops The grade separated crossing over the
railroad would eliminate delays caused by the railroad operation at the crossing
3 Modal Interrelationships
Public Transportation
There are three (3) Public Transportation Systems operating within the City of Greenville All of these
systems currently provide service in the area of the Stantonsburg Road / Tenth Street Connector
Greenville Area Transit System (GREAT) Is a City owned fixed route system East Carolina Student
Transit Authority (ECUSTA) is a fixed route system serving East Carolina University students faculty and
staff Pitt Area Transit System (PATS) serves Pitt County and the municipalities within the county as a
rural general public system and an on demand paratransit service n
ENVIRONMENTAL ASSESSMENT 13 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Greenville Area Transit System (GREAT)
GREAT the City of Greenville system operates five (5) routes Annual ridership for the GREAT system is
approximately 412 000 passenger trips Currently two of the system s five routes operate in and
around the area to be served by the Stantonsburg Road / Tenth Street Connector These two routes are
used to transport passengers to and from the downtown area to PCMH /Health Science Campus and
surrounding areas
The Intermodal Transportation Center / GREAT Passenger Center slated for downtown Greenville is
currently in the planning and design phase The proposed site for the Center is located between Eighth
and Ninth Streets and Evans and Cotanche Streets The Center will provide easy access to the future
Tenth Street Connector PCMH and all points of Greenville and Pitt County The Center will act as a
transfer hub for multiple transit services in the area and will potentially provide services for Trailways /
Greyhound Taxi services PATS ECUSTA and the Greenville Area Transit riders Design is scheduled to
begin in 2011
East Carolina Student Transit Authority (ECUSTA)
ECUSTA is a system operated by the Student Transit Authority of East Carolina University It operates
seventeen (17) routes throughout the City of Greenville including service from the University s main
campus to the Health Science Campus for students faculty and staff of the University Annually it
makes approximately 2 1 million passenger trips
Pitt Area Transit System (PATS)
PATS is operated by Pitt County and provides rural general public and paratransit service to all of Pitt
County and to parts of the surrounding counties PATS performs a critical service by transporting
citizens from rural areas to points within the City of Greenville to provide access to medical
institutional and shopping destinations This system is also the main provider of on demand paratransit
service used by most social service agencies and GREAT PATS is expected to use Greenville s future
Intermodal Transportation Center (ITC) as a hub to allow their rural general public and paratransit
passengers to transfer to other modes of transportation such as the fixed route public service provided
by GREAT With the ITC as a central transfer point it is expected that PATS passengers will benefit from
future shuttles between downtown Greenville and the PCMH / Health Science Campus
Rail Service
There is no passenger rail service to the City of Greenville
Motor Freight Service
At least five (5) trains move throughout Greenville each day frequently during the morning and evening
peak hours CSX Transportation owns tracks running north south through the study area and Norfolk
Southern Transportation Company owns tracks running east west through the study area Carolina
Coastal Railway (CLNA) currently operates the Norfolk Southern line through Greenville The CSX and
Norfolk Southern rail lines cross in the vicinity of Beatty and Fourteenth Streets at the southern edge of
the study area A mutual operating agreement has not been established between the rail lines
ENVIRONMENTAL ASSESSMENT 14 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
therefore all trains must come to a complete stop at this rail crossing This practice frequently causes
trains to block roads and intersections Trains move slowly through Greenville because of the number of
grade crossings and since all trains must come to a complete stop at the above mentioned rail crossing
The location of the railroad switching yard (in the northwest quadrant of Arlington Boulevard and Evans
Street) frequently causes trains to block Tenth Street Fourteenth Street Howell Street and Arlington
Boulevard among other locations When at the switching station the trains typically move forward and
backward along the lines while switching tracks which results in an increased frequency as well as
duration for the roads to be blocked Although time limits are set for how long the trains are allowed to
block a crossing they are not applicable as long as the trains are still moving even if the movement is
slow During the switching process the trains may move enough to allow some vehicles to pass and
then move back to block the crossing again
Air Service
The Pitt Greenville Airport (PGV) is located approximately one (1) mile north of the study area along
Memorial Drive The airport has three (3) runways and is used for general aviation and daily
commercial air service US Airways offers direct flights each day to and from Charlotte North Carolina
F Safety
The City of Greenville Police Department headquarters and Fire / Rescue Department headquarters are
located within the study area at 500 South Greene Street Emergency medical service (EMS) is provided
by the City of Greenville Fire / Rescue Department and by other county and regional emergency
responders PCMH / Health Science campus is located on Stantonsburg Road within the study area
The study area includes two fire / EMS districts that are the primary responders to fire and emergency
calls in the study area Station 1 generally covers the area that lies east of Memorial Boulevard while
Station 2 provides services to the area west of Memorial Boulevard Depending upon the nature of the
emergency more than one station may respond to a call
G Demographics / Economic Development
Demographics
According to the 2000 Census 3 666 residents lived in the study area Approximately 94% of the study
area population constituents identified themselves as being a minority primarily Black or African
American
The study area has a high percentage of people under the age of 20 (32 7 %) and over the age of 65
(12 5 %) This high proportion of residents under 20 would be typical for neighborhoods located near a
mayor university college students however do not typically live in the study area
ENVIRONMENTAL ASSESSMENT 15 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
As of 2000 1 580 housing units were located within the study area Of these 88 3% were occupied and
117% were vacant and 72% of the study area households rent rather than own their homes Less than
8% of the structures in the study area have been built since 1990
Economic and Infrastructure Data
Income and unemployment data is reportedby Census block groups which are the smallest geographic
units used by the United States Census to report various characteristics
The study area s median household income Is $17 250 and 29 0% of the residents are below the
poverty level Unemployment rates have been cyclical for Pitt County North Carolina and the nation
over the past 16 years The civilian unemployment rate reported in the 2000 Census for the study area
block groups was 10 3% The US Department of Labor reports a 9 9% unemployment rate for the City of
Greenville as of November 2009
PCMH and ECU are the mayor catalysts of growth In Pitt County The largest sectors of the workforce in
Pitt County are health care and social assistance (19 %) educational services (14 4 %) retail trade
(12 7 %) and manufacturing (111%) Collectively these four sectors account for 57 2% of the total
workforce
The study area is situated between the two largest employers In the Greenville area — PCMH with more
than 5 600 employees and ECU with nearly 4 200 employees Government and educational services
associated with the City of Greenville and Pitt County are the mayor employers within the study area
Also a number of medical and health care services and hotels are located near PCMH Several
manufacturing operations are located along the railroad tracks Most of the study area businesses
employ fewer than ten (10) employees and provide a range of services These businesses Include
beauty and barber shops funeral homes child care centers automotive repair shops retail stores and
restaurants
H Benefits of Proposed Project
As described in Section II A and B the project will increase direct connectivity between PCMH / Health
Science campus downtown Greenville ECU s main campus and areas to the east and west of these
locations create a direct connection between Stantonsburg Road and Tenth Street to Improve vehicular
pedestrian and bicycle access and will maintain acceptable traffic level of service In the future The
proposed project will provide a grade separated connection at the CSX Rail Line from the eastern part of
Greenville to PCMH / Health Science campus to decrease delays Improve reliability and decrease travel
time for emergency responders and patients The proposed project will provide a gateway Into the
City of Greenville Other benefits are described in Section V E 3
ENVIRONMENTAL ASSESSMENT 16 SEPTEMBER 2010

TIP PROJECT U 3315
III Alternatives
A Preliminary Study Alternatives
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
The alternatives development process Is described In detail In the U 3315 Preliminary Alternatives
Report (November 2009) and Is summarized below The Steering Committee consists of representatives
from the City NCDOT Pitt County Memorial Hospital (PCMH) and East Carolina University (ECU) and Is
responsible for directing the project study and selecting the alternatives to be carried forward for
further study Input was gathered from citizens at workshops and during interviews and from the
Citizens Advisory Committee (CAC) a committee appointed by the City Council to represent the citizens
of West Greenville during the development of this project
1 Alternative Modes of Transportation
The purposes of this project are to increase direct connectivity provide a grade separation with the CSX
Railway and provide a gateway corridor into Greenville from the west Therefore alternative modes
of transportation would not fulfill the purposes of the project
2 Transportation Systems Management (TSM)
FHWA defines Transportation Systems Management (TSM) as an Integrated program to optimize the
performance of existing Infrastructure through the Implementation of systems services and projects
designed to preserve capacity and Improve security safety and reliability The term Includes
Improvements to the transportation system such as traffic detection and surveillance arterial
management freeway management demand management work zone management emergency
management electronic toll collection automated enforcement traffic Incident management roadway
weather management traveler Information services commercial vehicle operations traffic control
freight management and coordination of highway rail transit bicycle and pedestrian operations
TSM Improvements are generally not recommended for an urban area with a population of less than
200 000 The City of Greenville website reports a current population of 79 629 While TSM
Improvements may provide short term Improvements In traffic service to the network of urban streets
near Farmvllle Boulevard and Tenth Street It does not meet the purpose of this project Therefore TSM
was not considered as a viable alternative for this project
3 No Build Alternative
The No Build Alternative would not directly connect Stantonsburg Road with Tenth Street or alleviate
traffic delays caused by the intersection with the CSX Rail Line In addition the No Build option would
not fulfill local plans to create a gateway into Greenville The No Build Alternative would not incur any
right of way or construction impacts but it does not address the issues identified in the purpose and
need for the project It is not compatible with NCDOT s or the City s transportation goals and would not
meet regional transportation needs or project objectives The No Build Alternative has been retained in
this document to serve as a basis for comparing impacts and benefits of the Build alternatives but was
eliminated as a viable alternative by the Steering Committee in November 2007
ENVIRONMENTAL ASSESSMENT 17 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
4 Initial Alignment Options
Before developing any Initial alignment options the project team began public Involvement activities
(described in Section VI in more detail) to solicit Input from local residents and stakeholders on area
transportation challenges potential solutions and community vision During the first Community
Informational Workshop (CIW) for this project In January 2006 attendees were asked to express their
ideas for the project by sketching corridors on aerial mapping Six (6) alignment options (Options A B C
D E and F included on Figures 7 and 8) were suggested at this time and are described below
Option A — Widens existing roads along Farmville Boulevard Fourteenth Street and Dickinson Avenue
Creates a railroad grade separation with the intersection of Tenth Street and Dickinson Avenue
Pros Option A would not impact Sadie Saulter Elementary School and would provide a reduced
potential impact to the historic district
Cons Option A would not provide the shortest path does not meet the goal of directly connecting the
project termini and is not consistent with the Thoroughfare and Revitalization Plans Option A also
would cause longer travel time via more signalized Intersections
Ootion B — Proposes the entire project be built on a bridge beginning west of Bancroft Avenue and
continuing to Tenth Street east of the railroad
Pros Option B would provide the shortest path connectivity of the project termini is consistent with
the Thoroughfare Plan and would not impact Sadie Saulter Elementary School
Cons Option B proposes to put the Stantonsburg Road / Tenth Street Connector on a bridge structure
spanning the entire length of the project It Is anticipated that construction of Option B would be much
more expensive than other options and is not cost effective for project goals Option B is not consistent
with the Revitalization Plan goals Option B could cause a separation within an existing neighborhood
and a negative aesthetic effect on nearby homes (Access to the bridge would be limited to the project
end points )
Option C — Widens Farmville Boulevard and then uses new location curving north to Spruce Street
Widens Spruce Street to Columbia Avenue Uses new location from Columbia Avenue to Tenth Street
including grade separation with the railroad and Dickinson Avenue
Pros Option C would maintain connectivity of)Dickinson Avenue with downtown Greenville and would
not require turning movements between project termini It Is consistent with the Thoroughfare and
Revitalization Plans and would provide a reduced potential impact to the historic district
Cons Option C does not follow the shortest path It would also impact Sadie Saulter Elementary School
ENVIRONMENTAL ASSESSMENT 18 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Option D — Widens Farmville Boulevard and then uses new location curving south to Tenth Street
Includes a grade separation with the railroad and Dickinson Avenue
Pros Option D would provide the shortest path connectivity of project termini and is consistent with
the Thoroughfare and Revitalization Plans It would not impact Sadie Saulter Elementary School
Cons Option D would require property from the Jacob W Higgs House which is eligible for the National
Register of Historic Places Option D would require a skewed crossing with the railroad possibly causing
geometric design issues
Option E— Uses /widens Memorial Drive from Stantonsburg Road to West Fifth Street (formerly Martin
Luther King Jr Drive) Widens West Fifth Street from Memorial Drive to McKinley / Ward Street On
new location connects West Fifth Street from McKinley / Ward Street to Tenth Street using a grade
separation with the railroad
Pros Option E would not impact Sadie Saulter Elementary School
Cons Option E would require a directional shift in the corridor via W Fifth Street which is currently
planned to be de emphasized from traffic In the Revitalization Plan and also would cut through the
Perkins Town — Cherry View Historic District Option E is not consistent with the Thoroughfare and
Revitalization Plans
Option F— Beginning at Moye Boulevard and Stantonsburg Road follows Moye Boulevard southeast to
Chestnut Street Beginning approximately at Chestnut Street uses new location to the east / northeast
to connect to Dickinson Avenue Follows Dickinson Avenue to Tenth Street including a grade separation
with the railroad with Dickinson Avenue to Tenth Street as the major movement
Pros Option F would not impact Sadie Saulter Elementary School
Cons Option F would not meet the goal of direct connectivity between ECU downtown Greenville and
the PCMH / Health Science Campus It would not provide the shortest path and is not consistent with
the Thoroughfare and Revitalization Plans It would impact the Community Center
Following the workshop three (3) additional options (Options G H and J included on Figures 9 10 and
11) were developed Options G H and J are variations of the citizens Option C with modifications to
avoid impacts to specific features such as historic structures and Sadie Saulter Elementary School while
still meeting the project purposes The following are descriptions of Options G through J and all initial
alignment options are summarized in Table 6 Due to similarity of appearance to the number 1 there
were no options named Option I
ENVIRONMENTAL ASSESSMENT 19 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Option G— Widens Farmvllle Boulevard to the south and then uses new location curving north (parallel
to Spruce Street) from Fourteenth Street to Tenth Street Including a grade separation with the railroad
and Dickinson Avenue Widens Tenth Street predominantly to the north to Evans Street
Pros Option G Is a variation of Option C providing the shortest path connectivity of the project termini
and is consistent with the Thoroughfare and Revitalization Plans Option G would avoid impacts to
Beatrice Maye Garden Park and Sadie Saulter Elementary School Option G would provide a reduced
potential Impact to the historic district
Cons (None were Identified at this point in the alternatives development process )
Option H Widens Farmvllle Boulevard to the north and then uses new location from Fourteenth Street
to Tenth Street Including a grade separation with the railroad and Dickinson Avenue Widens Tenth
Street predominantly to the north to Evans Street
Pros Option H Is also a variation of Option C providing the shortest path connectivity of the project
termini and Is consistent with the Thoroughfare and Revitalization Plans Option H would avoid Sadie
Saulter Elementary School and provide a reduced potential Impact to the historic district
Cons Option H would Impact Beatrice Maye Garden Park
Option J Widens Farmvllle Boulevard symmetrically and then uses new location curving south from
Fourteenth Street to Tenth Street including a grade separation with the railroad and Dickinson Avenue
Widens Tenth Street symmetrically to Evans Street
Pros Option J is also a variation of Option C providing the shortest path connectivity of the project
termini and Is consistent with the Thoroughfare and Revitalization Plans Option J would avoid Sadie
Saulter Elementary School and provide a reduced potential impact to the historic district
Cons Option J would impact Beatrice Maye Garden Park
Table 6 — Summary — Qualitative Analysis of Initial Alignment Options
Indicator
✓= benefit X= disadvantage
Option
A
B
C
D
I E
I F
G
H
J
Direct (along the shortest path)
X
X
✓
X
X
✓
✓
✓
Straight (does not include any turning movements)
X
✓
✓
✓
X
X
✓
✓
✓
Maintains connectivity of Dickinson Avenue with downtown
X
✓
✓
✓
✓
X
✓
Consistent with Thoroughfare Plan
X
✓
✓
✓
X
X
✓
✓
✓
Consistent with Redevelopment Plan
X
X
✓
✓
X
X
✓
✓
✓
Relatively low cost (compared with other options)
✓
X
✓
X
✓
✓
No impact to school property
✓
✓
X
✓
✓
✓
✓
✓
✓
Relatively high access (compared with other options)
✓
X
✓
✓
✓
✓
✓
✓
✓
Relatively short rail crossing (approximately at a 90 degree angle)
X
✓
X
X
✓
X
✓
✓
X
Reduced potential impact to historic district(s)
✓
X
✓
✓
X
✓
✓
✓
✓
ENVIRONMENTAL ASSESSMENT 20 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
On September 27 2006 NCDOT and FHWA reviewed the nine (9) Initial alignment options and noted
that Options A B D E and F did not appear reasonable and feasible NCDOT and FHWA suggested
showing Options C and G in a combined corridor and Options H and J in a combined corridor (due to
similarity of alignment) to allow flexibility In design The Steering Committee agreed on October 17
2006 that Options C G H and J should be studied In further detail The committee also agreed that
Options C G H and J should be shown In two corridors with one corridor Including Options C and G
and the other corridor Including Options H and J On October 30 2006 NCDOT suggested that the
corridors should be combined into one large corridor with the Options shown in different colors These
nine (9) Initial alignment options were presented to the community at the January 2007 CIW Options C
G H and J were shown on maps Individually and In a combined study corridor (shaded yellow as shown
on Figures 9 14) with the Steering Committees recommendation to study Options C G H and J in
more detail The yellow study corridor was designed to be sufficiently wide enough to accommodate
several widening and new location alignments that were variations of Option C
Following the January 2007 CIW the project team (consisting of staff from the City NCDOT CAC
Steering Committee and Klmley Horn and Associates Inc ) held several meetings to discuss
environmental features stakeholders and citizens concerns and advantages and disadvantages of the
Initial nine (9) alignment options Options C G H and J offered the greatest potential to meet the
purpose and need of the project with fewer major impacts than the other options
Based on preliminary analyses and public Involvement the Steering Committee selected Options C G H
and J to present to the public for additional Input The project team prepared a more detailed
quantitative analysis of property impacts of Options C G H and J as shown below In Tables 7 10
(Impacts shown were based on a 145 foot typical section plus a 15 foot buffer which was under
consideration at that time It should be noted that later In 2007 continued design analysis of project
needs resulted In a proposed right of way width of 150 feet A detailed explanation of the differences
between the 145 foot and 150 foot typical section is Included In Section III B 1 )
Table 7 — Option C Impacts
Historic property take includes structure and land (on south side) and only land (on north side)
The asterisk indicates that two of the properties listed in the rows above are historic not two additional properties For
example 22 businesses + 7 residences + 2 churches = a total of 31 properties
ENVIRONMENTAL ASSESSMENT 21 SEPTEMBER 2010
Option C
(Widens Farmville Boulevard to the south curves north on new location to Spruce
Street widens Tenth Street symmetrically to Evans Street )
Memorial Drive to Fourteenth
Street
Fourteenth Street to Evans Street
Total
Total Taken
17
31
48
Business
5
22
27
Residential
12
7
19
Church
0
2
2
FHistoric
0
2*
2*
Historic property take includes structure and land (on south side) and only land (on north side)
The asterisk indicates that two of the properties listed in the rows above are historic not two additional properties For
example 22 businesses + 7 residences + 2 churches = a total of 31 properties
ENVIRONMENTAL ASSESSMENT 21 SEPTEMBER 2010

TIP PROJECT U 3315
Table 8 — Option G Impacts
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
21 businesses + 12 residences + 3 churches = a total of 36 properties
Table 9 — Option H Impacts
Option G
(Widens Farmville Boulevard to the south curves north on new location parallel to
Spruce Street widens Tenth Street to the north to Evans Street)
Memorial Drive to Fourteenth Street
Fourteenth Street to Evans Street
Total
Total Taken
18
36
54
Business
5
21
26
Residential
13
12
25
Church
0
3
3
Historic
0
1 **
1 **
Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
21 businesses + 12 residences + 3 churches = a total of 36 properties
Table 9 — Option H Impacts
** Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
22 businesses + 11 residences + 3 churches = a total of 36 properties
Table 10 — Option J Impacts
Option H
(Widens Farmvdle Boulevard to the north curves slightly north on new location widens
Tenth Street to the north to Evans Street )
Memorial Drive to Fourteenth Street
Fourteenth Street to Evans Street
Total
Total Taken
19
36
55
Business
4
22
26
Residential
13
11
24
Church
2
3
5
Historic
0
1 **
1 **
** Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
22 businesses + 11 residences + 3 churches = a total of 36 properties
Table 10 — Option J Impacts
* Historic property take includes structure and land (on south side) and only land (on north side)
The asterisk indicates that two of the properties listed in the rows above are historic not two additional properties For
example 19 businesses + 17 residences + 1 church = a total of 37 properties
ENVIRONMENTAL ASSESSMENT 22 SEPTEMBER 2010
Option J
(Widens Farmvdle Boulevard symmetrically curves south on new location widens Tenth
Street symmetrically to Evans Street )
Memorial Drive to Fourteenth Street
Fourteenth Street to Evans Street
Total
Total Taken
27
37
64
Business
5
19
24
Residential
22
17
39
Church
0
1
1
Historic
0
2*
2*
* Historic property take includes structure and land (on south side) and only land (on north side)
The asterisk indicates that two of the properties listed in the rows above are historic not two additional properties For
example 19 businesses + 17 residences + 1 church = a total of 37 properties
ENVIRONMENTAL ASSESSMENT 22 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
After reviewing Options G and J further the project team recognized that slight changes to the
alignment would potentially result in fewer relocation impacts The alignments of Options G and J were
slightly modified (referred to as Option G Modified and Option J Modified ) based on the previously
mentioned environmental constraints local issues and citizens concerns to reduce potential impacts
Options G Modified and J Modified are described below and are also shown in Figures 12 and 14
Proposed roadway improvements for Options G Modified and J Modified begin on the south side of the
intersection of Farmville Boulevard and Memorial Drive to avoid impacts to Mt Philippi Church of Christ
(now Sycamore Chapel Baptist Church)
Option G Modified Option G Modified widens Farmville Boulevard to the south curves slightly north
onto new location and widens Tenth Street predominantly to the north as shown in Figure 12
Table 11 provides an estimate of Impacts based on a 145 foot typical section plus a 15 foot buffer for
possible proximity Impacts
Pros Avoids Sadie Saulter Elementary School avoids Beatrice Maye Garden Park avoids Sycamore
Chapel Baptist Church refines the corridor between Fourteenth Street and Dickinson Avenue to reduce
Impacts to potential relocatees and achieves a shorter bridge design for the grade separation with the
railroad
Cons Involves a land taking In the Tobacco Warehouse Historic District
Table 11— Option G Modified Impacts
Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
19 businesses + 11 residences + 0 churches = a total of 30 properties
Option J Modified Widens Farmville Boulevard to the south for approximately 0 1 mile transitions to
symmetrical widening curves slightly north onto new location between Fourteenth Street and Dickinson
Avenue and widens Tenth Street predominantly to the north to Evans Street as shown in Figure 14
Table 12 provides an estimate of Impacts based on a 145 foot typical section plus a 15 foot buffer for
possible proximity Impacts
Pros Avoids Sadie Saulter Elementary School avoids Sycamore Chapel Baptist Church refines the
corridor between Fourteenth Street and Dickinson Avenue to reduce impacts to potential relocatees
and achieves a shorter bridge design for the grade separation with the railroad
ENVIRONMENTAL ASSESSMENT 23 SEPTEMBER 2010
Option G Modified
Memorial Drive to Fourteenth Street
Fourteenth Street to Evans Street
Total
Total Taken
19
30
49
Business
6
19
25
Residential
13
11
24
Church
0
0
0
Historic
0
1 **
1 **
Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
19 businesses + 11 residences + 0 churches = a total of 30 properties
Option J Modified Widens Farmville Boulevard to the south for approximately 0 1 mile transitions to
symmetrical widening curves slightly north onto new location between Fourteenth Street and Dickinson
Avenue and widens Tenth Street predominantly to the north to Evans Street as shown in Figure 14
Table 12 provides an estimate of Impacts based on a 145 foot typical section plus a 15 foot buffer for
possible proximity Impacts
Pros Avoids Sadie Saulter Elementary School avoids Sycamore Chapel Baptist Church refines the
corridor between Fourteenth Street and Dickinson Avenue to reduce impacts to potential relocatees
and achieves a shorter bridge design for the grade separation with the railroad
ENVIRONMENTAL ASSESSMENT 23 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Cons Impacts Beatrice Maye Garden Park Involves a land taking in the Tobacco Warehouse Historic
District
Table 12 — Option J Modified Impacts
** Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
19 businesses + 11 residences + 0 churches = a total of 30 properties
The Steering Committee met on November 29 2007 to review available information on the alignment
options Based on public input about local issues / concerns and estimated qualitative and quantitative
impacts the Steering Committee eliminated the No Build option and Options A B C D E and F from
further consideration The Committee determined that Options G Modified H and J Modified should
be investigated further
B Detailed Study Alternatives
1 Consideration of Detailed Study Alternatives
In a meeting with the City and NCDOT on February 19 2008 NCDOT concurred with the City s
recommendation to conduct detailed study of alternatives in an established study corridor Specifically
Options G Modified H and J Modified were re named Alternative G Modified Alternative H and
Alternative J Modified and Identified for further study Each of these three alternatives Is described as
follows
Alternative G Modified — Widens Farmville Boulevard asymmetrically to the south curves north on new
location and widens Tenth Street predominantly to the north to Evans Street (as shown in Figure 12)
Alternative G Modified avoids Sadie Saulter Elementary School avoids Beatrice Maye Garden Park and
involves a land taking in a historic district
Alternative H — Widens Farmville Boulevard asymmetrically to the north curves slightly north on new
location and widens Tenth Street predominantly to the north to Evans Street (as shown in Figure 13)
Alternative H avoids Sadie Saulter Elementary School impacts Beatrice Maye Garden Park and involves
a land taking In a historic district
Alternative 1 Modified — Widens Farmville Boulevard asymmetrically to the south for approximately
0 1 mile transitions to symmetrical widening curves slightly north onto new location between
Fourteenth Street and Dickinson Avenue and widens Tenth Street predominantly to the north to Evans
ENVIRONMENTAL ASSESSMENT 24 SEPTEMBER 2010
Option
J Modified
Memorial Drive to Fourteenth Street
Fourteenth Street to Evans Street
Total
Total Taken
27
30
57
Business
5
19
24
Residential
22
11
33
Church
0
0
0
Historic
0
1 **
1 **
** Historic property take does not include any structures (land only)
The asterisks indicate that one of the properties listed in the rows above is historic not one additional property For example
19 businesses + 11 residences + 0 churches = a total of 30 properties
The Steering Committee met on November 29 2007 to review available information on the alignment
options Based on public input about local issues / concerns and estimated qualitative and quantitative
impacts the Steering Committee eliminated the No Build option and Options A B C D E and F from
further consideration The Committee determined that Options G Modified H and J Modified should
be investigated further
B Detailed Study Alternatives
1 Consideration of Detailed Study Alternatives
In a meeting with the City and NCDOT on February 19 2008 NCDOT concurred with the City s
recommendation to conduct detailed study of alternatives in an established study corridor Specifically
Options G Modified H and J Modified were re named Alternative G Modified Alternative H and
Alternative J Modified and Identified for further study Each of these three alternatives Is described as
follows
Alternative G Modified — Widens Farmville Boulevard asymmetrically to the south curves north on new
location and widens Tenth Street predominantly to the north to Evans Street (as shown in Figure 12)
Alternative G Modified avoids Sadie Saulter Elementary School avoids Beatrice Maye Garden Park and
involves a land taking in a historic district
Alternative H — Widens Farmville Boulevard asymmetrically to the north curves slightly north on new
location and widens Tenth Street predominantly to the north to Evans Street (as shown in Figure 13)
Alternative H avoids Sadie Saulter Elementary School impacts Beatrice Maye Garden Park and involves
a land taking In a historic district
Alternative 1 Modified — Widens Farmville Boulevard asymmetrically to the south for approximately
0 1 mile transitions to symmetrical widening curves slightly north onto new location between
Fourteenth Street and Dickinson Avenue and widens Tenth Street predominantly to the north to Evans
ENVIRONMENTAL ASSESSMENT 24 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Street (as shown In Figure 14) Alternative J Modified avoids Sadie Saulter Elementary School Impacts
Beatrice Maye Garden Park and Involves a land taking In a historic district
In February 2008 NCDOT and the City approved a 150 foot typical section shown in Section IV A
Changes from the 145 foot typical section to the 150 foot typical section included the following
• 23 foot landscaped median changed to a 30 foot landscaped median to establish a consistent
median width that allows for double left turn lanes where needed
• 14 foot outside travel lane changed to a 12 foot outside travel lane with a 4 foot exclusive
bicycle lane
• 12 foot future transit provision was removed and replaced with a 15 foot utility strip for small
trees / shrubs and street lighting
• 11 foot landscape strip between the curb and sidewalk changed to 9 foot landscape strip
• 5 foot sidewalk changed to 6 foot sidewalk
Based on the 150 foot typical section property impacts for Alternatives G Modified H and J Modified
were re estimated as indicated in Table 13 No additional impacts resulted by changing the typical
section from 145 feet to 150 feet wide
Table 13 — Alternatives G Modified H and J Modified Impacts (as of October 2008)
** Historic property take does not include any structures (land only)
During most of 2008 the project team finalized several technical reports (such as the U 3315 Purpose
and Need Statement U 3315 Traffic Capacity Analysis and U 3315 Natural Resources Technical Report)
The purpose of the Steering Committee meeting on October 21 2008 was to update committee
members on the status of these reports and analyses No decision on the alignment alternatives was
made
The Citizens Advisory Committee met on January 29 2009 for the purpose of being updated on the
project status and progress on technical reports and analyses The project team presented (draft)
preliminary roadway designs to the CAC for Alternatives G Modified H and J Modified and the meeting
ENVIRONMENTAL ASSESSMENT 25 SEPTEMBER 2010
Alternative
G Modified
H
J Modified
Total Taken
49
55
57
Business
25
26
23
Residential
24
24
33
Church
0
5
1
Historic
1 1 **
1 **
1 **
** Historic property take does not include any structures (land only)
During most of 2008 the project team finalized several technical reports (such as the U 3315 Purpose
and Need Statement U 3315 Traffic Capacity Analysis and U 3315 Natural Resources Technical Report)
The purpose of the Steering Committee meeting on October 21 2008 was to update committee
members on the status of these reports and analyses No decision on the alignment alternatives was
made
The Citizens Advisory Committee met on January 29 2009 for the purpose of being updated on the
project status and progress on technical reports and analyses The project team presented (draft)
preliminary roadway designs to the CAC for Alternatives G Modified H and J Modified and the meeting
ENVIRONMENTAL ASSESSMENT 25 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
was opened for a question and answer session Following the CAC meeting the project team continued
work on the preliminary roadway designs for each alternative all of which were later approved by
NCDOT on March 27 2009
A small group meeting was held at Mt Calvary Free WIII Baptist Church on March 24 2009 to gather
information from residents and business owners in the study area about their ideas on neighborhood
and community cohesion The same preliminary roadway designs presented to the CAC on January 29
2009 for Alternatives G Modified H and J Modified were shown to the small group meeting attendees
on March 24 2009 Following this small group meeting the CAC met again on April 21 2009 at City Hall
to discuss feedback from the community and the upcoming (third) workshop This CAC meeting was
also opened for a question / answer session Concerns about potential impacts to local businesses were
expressed including the ability of the minority owned businesses along Fourteenth Street to survive if
impacted by any of the alignment alternatives Other issues discussed included potential impacts to
Beatrice Maye Garden Park proposed changes in access control and the project schedule
A small group meeting was held with business owners in the study corridor on April 29 2009 at
Sheppard Memorial Library in Greenville The purpose of this meeting was to hold an informal question
and answer session to address business owners concerns about potential property impacts A
Community Informational Workshop the third for this project was held at Sheppard Memorial Library
the following day to provide the opportunity for residents and business owners to view the preliminary
roadway designs and ask questions of the project team
Based on comments received at the April 29 2009 small group meeting and April 30 2009 workshop
the preliminary roadway designs were revised for Alternatives G Modified H and J Modified At these
meetings citizens expressed concern over potential impacts to minority owned businesses located on
the west side of Fourteenth Street and the possibility that the businesses would not be able to survive
financially if forced to relocate The proposed improvements along Fourteenth Street were shifted to
the east to reduce impacts to the businesses on the west side of Fourteenth Street without causing
additional relocations on the east side of Fourteenth Street The revised preliminary roadway designs
were again approved on June 16 2009 with this change and a follow up small group meeting was held
on June 17 2009 at Sheppard Memorial Library with business owners to present the revised designs
Owners of the businesses along the west side of Fourteenth Street did not voice any further concerns
after viewing the revised designs on June 17 2009 A Forum with the Steering Committee members
(requested by business owners on April 29 2009) was held at City Hall on July 22 2009 to allow
residents and business owners with remaining concerns to speak with the Steering Committee members
directly Three (3) citizens expressed comments on the project all of which were unrelated to specific
alternative alignment issues The three comments were
• One citizen expressed concern about the tenants In the project study area and the Income
Individuals receive from their renters
ENVIRONMENTAL ASSESSMENT 26 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
• A member of the City s Environmental Advisory Committee mentioned environmental Issues
with the road and proximity to Sadie Saulter Elementary School He thanked Klmley Horn and
others for their efforts In trying to address those concerns
• One citizen requested that the City Investigate the ownership of a parcel directly adjacent to his
It is not labeled on the roadway designs and he believes it is part of his property
Revised preliminary roadway designs were presented to the State Historic Preservation Off ice(HPO) In a
meeting with NCDOT on June 30 2009 in Raleigh Upon review of the designs It was determined that
Alternatives G Modified H and J Modified would have No Effect on the Great Swamp Primitive Baptist
Church Jacob Higgs House and Perkins Town — Cherry View Historic District The following other
determinations were Issued for Alternatives G Modified H and J Modified
• No Adverse Effect on the Tobacco Warehouse Historic District and Boundary Increase If the right
of way Is restricted to 120 feet wide and the design returns to existing grade before the Historic
District boundary
• No Adverse Effect on the Dickinson Avenue Historic District If landscaping treatment a brick
fa4ade retaining wall bridge guardrail and a pedestrian path are installed NCDOT Historic
Architecture Group and HPO requested consultation with the project team during final design
• No Effect on the Pure Oil Station (located on the northwest corner of Tenth and Evans Streets)
given that the roadway taper ends before the property boundary and ties into the existing curb
Final roadway design must require no permanent easement or property taken from this parcel
A construction cost estimate right of way estimate Relocation Reports and the utility cost estimate
were completed in the summer of 2009 by NCDOT for Alternatives G Modified H and J Modified
Table 15 summarizes these results Cost estimates and impacts reported below are based on revised
approved preliminary designs updated parcel data field Investigations and current (2009) construction
prices
Thirty six citizens (36) petitioned the City of Greenville on June 18 2009 in favor of Alternative
J Modified stating
In regards to the Stontonsburg Rood/ Tenth Street Connector project we the residents of Farmv►lle Blvd
are making a recommendation that our street be widened symmetrically To get in and out of our
driveways now is a challenge and to take one (1) side and leave the other side would be detrimental for
the residents that are left behind
A copy of this petition is Included In Appendix E
ENVIRONMENTAL ASSESSMENT 27 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Table 14 — Relocation Impacts and Cost Estimates Alternatives G Modified, H, and J Modified
Impact
Alternative
(Estimates Provided by NCDOT)
G Modified
H
J Modified
Relocations
Residential
23
27
30
Business
26
25
24
Institutional (Church / Non Profit)
1/6-
2 / 7 **
1/6*
Total
56
60
61
Low Income ( <$25 000) Population Impacts
Relocatees
21
24
27
Minority Population Impacts
32
37
39
Cost Estimate
Right of Way Cost Estimate
$25 189 300
$26 484 300
$26 818 200
Construction Cost Estimate
(updated on 5/28/10 to be $19 600 000)
$20 400 000
$20 100 000
$20 100 000
Utility Cost Estimate
$1466670
$1 466 670
$1 466 670
Total Cost Estimate
$47 055 970
$48 050 970
$48 384 870
* Includes one (1) medium sized church three (3) non profits and three (3) other institutions that offer counseling food
services and /or worship services
** Includes one (1) large church one (1) medium sized church three (3) non profits three (3) other institutions that offer
counseling food services and /or worship services and one daycare The daycare and large church are on the same property
(counted as one (1) relocation)
The Steering Committee met on November 17 2009 to review all approved technical reports
documents and plans results of public Involvement activities and public Input and comments Based
on this Information and project history the Steering Committee unanimously voted in favor of moving
forward with Alternative J Modified into the Environmental Assessment and Public Hearing process
2 Traffic Capacity Analysis (Future Build)
The intersection analyses included in the U 3315 Traffic Capacity Analysis (April 2008) show that the
corridor experiences unacceptable levels of service (LOS) at certain locations under existing conditions
and throughout the study area under No Build conditions in the Design Year 2030 (as discussed in
Section II C 4 ) The Build condition is the same for Alternatives G Modified H and J Modified since all
three alternatives are the same except for alignment (I a widening to the north south etc ) The
evaluation of the Build condition also shows that the proposed design would allow the study area
intersections to operate at acceptable levels in Design Year 2030 at most locations At the intersections
of Stantonsburg Road / Farmville Boulevard at Memorial Drive and Tenth Street at Evans Street long
cycle lengths and heavy left turn and through volumes prevent the intersections from operating at
acceptable levels of service even with geometric and signal improvements The analysis projects LOS E
under Build conditions at these locations However a LOS E is common in urban areas and no feasible
additional improvements were identified at either of these intersections to mitigate to LOS D No
ENVIRONMENTAL ASSESSMENT 28 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
queuing Issues were Identified at either location with the recommended Improvements and turn lane
storages Recommended Improvements are summarized in Section IV F
After the U 3315 Traffic Capacity Analysis (April 2008) was completed continued HPO coordination
determined that the recommended capacity Improvements could not be provided for the intersection of
Tenth and Evans Streets without impacting a number of historic properties in the vicinity of the
intersection This project is subject to compliance with Section 106 of the National Historic Preservation
Act of 1966 as amended and Section 4(f) of the US Department of Transportation Act of 1966 Federal
regulations (explained further in Sections V B 1 and V C ) limit the use of land from historic properties
The National Register listed Pure Oil Station located on the southwest quadrant of the intersection of
Evans and Ninth Streets limits the amount of storage that can be provided for the southbound right
turn lane on Evans Street The historic Jones Lee House located east of Evans Street between Eighth
and Ninth Streets also limits the amount of widening that can be done on Evans Street As a result the
presence of the two (2) historic properties on either side of Evans Street precludes the possibility of
providing dual left turn lanes on either approach of Evans Street The historic Great Swamp Primitive
Baptist Church / Full Gospel Christian Church is located on the northeast quadrant of the intersection of
Tenth Street at Forbes Avenue and limits any widening on Tenth Street east of Evans Street These
recommended improvements are also listed in Section IV F
The U 3315 Supplemental Capacity Analysis (June 2009) indicates that with these improvements in
place the Intersection of Tenth Street and Evans Street Is expected to operate at LOS D in the AM peak
hour and LOS C in the PM peak hour for the 2005 Build condition and at LOS D in both the AM and PM
peak hours for the 2010 Build condition For the 2030 Build condition the intersection is projected to
operate at LOS F in the AM and PM peak hours as summarized In Table 15 Figure 15 shows the
projected 2030 Average Daily Traffic Volumes for Alternative J Modified Additional improvements at
this intersection will need to be performed under a separate project In order for this Intersection to
operate at LOS E or better by the 2030 Design Year
The LOS at the intersection of Fourteenth Street and Dickinson Avenue is expected to improve from the
existing year to projected 2030 operations (shown in Tables 2 and 15) Much of the left turning traffic
from Fourteenth Street to Dickinson Avenue is expected to use the Tenth Street Connector
Table 15 — Build Scenario Projected (2030) Intersection Level of Service
Intersection
AM Peak Hour 1
LOS (Delay)
PM Peak Hour
LOS (Delay)
(Delay in Seconds Per Vehicle)
Stantonsburg Road / Farmville Boulevard at Memorial Drive
E (59 7)
E (59 8)
Farmville Boulevard at Bancroft Avenue / Line Avenue
B (11 1)
B (14 0)
Fourteenth Street at Farmville Boulevard /Tenth Street Connector
D (38 1)
D (46 8)
Fourteenth Street at Dickinson Avenue
D (52 3)
D (48 9)
Tenth Street / Grande Avenue at Dickinson Avenue
N/A
N/A
Tenth Street at Evans Street
F (120 3)
F (102 8)
Note Analysis performed in Synchro 7 0 using HCM methodology Bold designates unacceptable level of service (E or F)
ENVIRONMENTAL ASSESSMENT 29 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
C Preferred Alternative
The City NCDCIT and FHWA prefer Alternative J Modified which Is described in detail in Section IV
Alternative J Modified meets the purposes of the project It has received support from the community
through the public involvement process and one of the reasons for its selection is the petition from
Farmville Boulevard residents stating their preference for it
ENVIRONMENTAL ASSESSMENT 30 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
IV Proposed Improvements
Preliminary roadway design of Alternative J Modified Is shown on Figure 16(A C) and typical sections
are shown below and Included In Appendix F The following Improvements are part of the Preferred
Alternative Alternative J Modified The No Build Alternative would not have any changes or
Improvements to the existing Infrastructure
Alternative J Modified proposes to widen Farmville Boulevard asymmetrically to the south for a total
typical section width of 150 feet beginning at Memorial Drive to approximately 0 1 mile east
Alternative J Modified then transitions to symmetrical widening on Farmville Boulevard (same 150 foot
typical section) and uses new location between Fourteenth Street and Dickinson Avenue The typical
section width narrows to 83 feet on the bridge crossing the CSX Rail Line and Dickinson Avenue From
the easternmost bridge approach to Evans Street Alternative J Modified widens Tenth Street to the
north with a 120 foot typical section
A Roadway Cross Section and Alignment
From Memorial Drive to the transition to a grade separation on new location this project proposes to
widen Farmville Boulevard to a median divided roadway with a landscaped median four 12 foot lanes
two four foot outer bicycle lanes curb and gutter and six foot sidewalks on both sides The proposed
150 foot typical section Is shown below
Typical Section from Memorial Drive to the Transition to a Grade Separation
As the connector transitions to a bridge between Fourteenth Street and Pitt Street the typical section
narrows to 84 feet which Includes four 12 foot travel lanes a 12 foot raised median two four foot
bicycle lanes and two six foot sidewalks This narrowed cross section shown on the next page reduces
costs for the bridge structure
ENVIRONMENTAL ASSESSMENT 31 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Typical Section from the Easternmost Bridge Approach to Evans Street
B Right of Way and Access Control
The existing right of way width along Farmville Boulevard from Memorial Drive to Fourteenth Street is
approximately 50 feet The proposed right of way width along Farmville Boulevard is 150 feet and the
proposed right of way varies with acquisition needed on both sides of the street There is no existing
control of access along Farmville Boulevard The existing right of way width along Tenth Street is 70
feet The proposed design width is 120 feet from the easternmost bridge approach to Evans Street with
acquisition occurring on the north side of Tenth Street from the easternmost bridge approach to Green
Street and on both sides of Tenth Street from Green Street to Evans Street There is no existing control
of access along Tenth Street Access control is proposed on the bridge and approaches
C Speed Limit
The posted speed limit for Greenville City streets is typically 35 miles per hour (mph) The speed limit on
the new facility is anticipated to be posted at 35 mph
D Design Speed
The proposed design speed for the Stantonsburg Road / Tenth Street Connector is 40 mph
E Anticipated Design Exceptions
The proposed improvements are in compliance with NCDOT Roadway Design Manual and the American
Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and
ENVIRONMENTAL ASSESSMENT 33 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
I
I
I
RETAINING I 1.6
WALL \�
SIDEWALK rl1
EXLTNG � 6 �
12
GROUND I I I I
i
I s•
VARIES FROM
H
Typical Section of the Transition to a Grade Separation
I
ISV RIW
{
l
i
FENCE
II
A
i RETNNING
�_,,"1.6
WALL
3
I
r SIDEWALK
1
6
11
1j 1
EXISTING
r GROUND
Typical Section of the Bridge
VARIES FROM I
i
f
I
IDEwALK I
MANDiwL
(54 MIN)
(
On Tenth Street between the east bridge approach and Evans Street the typical section Is 120 feet wide
to minimize Impacts to the Tobacco Warehouse Historic District The 120 foot typical section Includes
four 12 foot travel lanes a 12 foot two way left turn lane four foot bicycle lanes and six foot sidewalks
t
ENVIRONMENTAL ASSESSMENT 32 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Streets (2004 Green book ) No requests for design exceptions are expected although further design
may reveal the need for exceptions
F Intersections / Interchanges
The following Improvements are recommended based on the capacity analyses presented In the two
U 3315 Traffic Capacity Analyses
SR 1467 ( Stantonsburg Road) / Farmville Boulevard at Memorial Drive
• An additional eastbound left turn lane and an exclusive eastbound right turn lane on
Stantonsburg Road
• Restriping the existing eastbound shared left through lane to an exclusive through lane
• Exclusive westbound left and right turn lanes on Farmville Boulevard
• Exclusive northbound and southbound right turn lanes on Memorial Drive
• An additional 125 feet of storage for the existing southbound left turn lane on Memorial Drive
• Modifying the traffic signal to remove the split phasing for the Stantonsburg Road and Farmville
Boulevard approaches
Farmville Boulevard at Line Avenue / Bancroft Avenue
• Exclusive left turn lanes on all four approaches
Farmville Boulevard / Tenth Street Connector at Fourteenth Street
• Restriping and additional lanes to provide one exclusive left turn lane dual through lanes and
an exclusive right turn lane on eastbound Farmville Boulevard
• One exclusive left turn lane one exclusive through lane and a shared through right lane on the
westbound Tenth Street Connector
• Restriping and additional lanes to provide dual exclusive left turn lanes an exclusive through
lane and an exclusive right turn lane on northbound Fourteenth Street
• Restriping and additional lanes to provide an exclusive left turn lane and a shared through right
lane on southbound Fourteenth Street
In the U 3315 Traffic Capacity Analysis (April 2008) the following roadway improvements were
recommended at the intersection of Tenth Street and Evans Street
• An additional northbound left turn lane on Evans Street to provide dual left turn lanes on this
approach with 325 feet of storage each
• An additional southbound left turn lane on Evans Street to provide dual left turn lanes on this
approach with 350 feet of storage each
• A southbound right turn lane with 275 feet of storage on Evans Street
ENVIRONMENTAL ASSESSMENT 34 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
• An eastbound right turn lane with 425 feet of storage on Tenth Street
• Extend the eastbound left turn lane on Tenth Street to provide 400 feet of storage
The following additional Improvements could be completed as part of a separate project in order to
achieve LOS E at this intersection in the 2030 design year If needed
• A northbound right turn lane with 700 feet of storage on Evans Street
• An additional westbound left turn lane on Tenth Street to provide dual left turn lanes on this
approach with 475 feet of storage each
• A westbound right turn lane with 300 feet of storage on Tenth Street
Based on the limitations discussed in Section III B 2 and based on the analyses presented In the U 3315
Supplemental Capacity Analysis the following roadway Improvements are now proposed to be
constructed at the Intersection of Tenth and Evans Streets as part of this project
• A northbound right turn lane with 290 feet of storage on Evans Street
• Extension of the southbound left turn lane on Evans Street to provide 265 feet of storage
• A southbound right turn lane with 100 feet of storage on Evans Street
• An eastbound right turn lane with 425 feet of storage on Tenth Street
• Extend the eastbound left turn lane on Tenth Street to provide 400 feet of storage
No Interchanges are planned as part of this project
G Service Roads
There are no service roads related to this project
H Bus Turn Outs
Several bus turn outs are shown on the Public Hearing Map for this project located on the north side of
Tenth Street dust east of Tyson Street on the south side of Tenth Street across from Beatrice Maye
Garden Park and on the north side of Tenth Street near Washington Street These stop locations are
subject to change and will be determined by the local transit authorities in the future Bus routes may
also change upon completion of the proposed Tenth Street Connector and the planned Intermodal
Transportation Center on Evans Street The area required to construct the bus turn outs is contained
within the proposed right of way for the project
ENVIRONMENTAL ASSESSMENT 35 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
I Railroad Crossings
The existing at grade crossing of Tenth Street and the CSX Rail Line will be converted Into a grade
separation with a bridge carrying Tenth Street over the railroad and Dickinson Avenue as shown in the
following rendering (not to scale) Details of this analysis coordination with CSX Transportation and
decision are documented in the U 3315 Grade Separation Study (August 2009) Two possible options
were studied in the U 3315 Grade Separation Study bridging Tenth Street over the existing CSX
Transportation Rail Line (Option 1) and tunneling Tenth Street under the existing CSX Transportation Rail
Line (Option 2) The Steering Committee decided on October 21 2008 that Option 1 was preferred
based on lower project costs and it would not require disruptions CSX Transportation Operations
off site traffic detours pump storm drainage and sanitary sewer or maintenance of the permanent lift
station CSX Transportation concurred with this recommendation upon their review of the study HPO
also expressed a preference for Option 1 The existing at grade crossing of Tenth Street and the rail spur
near Pitt Street will remain at grade
Proposed grade separation over CSX Rail Line and Dickinson Avenue
j Structures
A new bridge carrying Tenth Street over the CSX Rail Line and Dickinson Avenue as mentioned in the
previous section is proposed as part of this project The bridge typical section is included in Appendix F
and described in Section IV A No other structures are proposed
ENVIRONMENTAL ASSESSMENT 36 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
K Bicycle Accommodations
As part of the Preferred Alternative four foot striped bicycle lanes are proposed throughout the project
The NCDOT Bicycle and Pedestrian Division recommended bicycle accommodations for the full length of
the corridor and several citizens commented at the April 2009 workshop that they would prefer
separate striped bicycle lanes
L Pedestrian Facilities
As part of the Preferred Alternative six foot sidewalks are proposed on both sides of the roadway
throughout the project Sidewalks are proposed on the bridge and at the base of the bridge retaining
wall to connect to existing infrastructure
M Utilities
Utilities may be relocated as part of the proposed project Final decisions on utility relocations will
occur during final design In coordination with the City and NCDOT An inventory of existing utilities is
catalogued in detail In the U 3315 Utilities Technical Memorandum (January 2009)
N Landscaping
The typical section approved for Alternative J Modified allows opportunities for landscaping in the
median and behind the curb The U 3315 Streetscape Plan was completed for this project in April 2009
highlighting possibilities for street trees and median treatment as shown in the drawing below
STREETSCAPE PLAN TYPICAL
SECTION J
O Noise Barriers
Noise barriers are not recommended as part of this project at this time Noise walls would require
minimization or termination of driveways (which is not reasonable along the project corridor) and would
limit sight distance to vehicles entering from side streets and adjacent neighborhoods
ENVIRONMENTAL ASSESSMENT 37 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
P Work Zone, Traffic Control, and Construction Phasing
The U 3315 Traffic Control Plan (April 2009) for Alternative J Modified Includes traffic phasing sketches
for phased construction During Phase I of construction the north side of Farmvllle Boulevard is
expected to remain partially open to accommodate through traffic while the south side Is constructed
Portable message signs would be used to direct drivers through the work zone Phase I also would
Include construction through the new location portion of the project Temporary detours and
barricades would be used to divert neighborhood traffic During construction on Tenth Street the
existing roadway would be closed to traffic with detours using Evans and Washington Streets to access
parallel roadways During Phase II of construction the south side of Farmvllle Boulevard would remain
open to traffic while the north side is constructed Portable message signs would be used to direct
drivers through the work zone Access to side streets from Farmville Boulevard would be limited during
construction The new location portion of construction would continue through Phase II Phase III
includes median construction and signal modification The construction phasing plan will be finalized
during the final design process in coordination with the City and NCDOT
During construction of the bridge over the CSX Transportation Rail Line and Dickinson Avenue roadway
traffic on Dickinson Avenue will be maintained on existing location without detours Chestnut Street
and Columbia Avenue would be severed at the mainline with cul de sacs at the bridge Dickinson
Avenue through movements and the intersection and at grade railroad crossing with Grande Avenue
will remain under the current condition during and after construction Grande Avenue between
Dickinson Avenue and existing Tenth Street would be removed for bridge abutment construction The
section of existing Tenth Street between Dickinson Avenue and Clark Street would be removed for
retaining wall construction Traffic on Tenth Street would be detoured to surrounding roadways during
construction
ENVIRONMENTAL ASSESSMENT 38 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
V Environmental Effects of Proposed Action
The No Build Alternative was carried forward to serve as a basis for comparing Impacts and benefits of
the build alternatives The No Build Alternative would have no right of way or construction impacts (as
discussed in Section III A 3 ) and provide no benefits It would not meet the project purposes The
following section details the impacts of the Preferred Alternative Alternative J Modified
Different study areas have been used as appropriate for specific analyses as described below
• Study area (Figure 2) — The original study area is in West Greenville roughly bounded by West
Fifth Street to the north Reade Circle / Evans Street to the east Norfolk Southern Railway to the
south and Moye Boulevard to the west This study area also was used to collect data for the
U 3315 Natural Resources Technical Report (NRTR)
• Alternative Corridor — A corridor encompassing Alternatives G Modified H and J Modified was
presented to the public during the January 2007 Community Informational Workshop
• Area of Potential Effect (APE) — The APE was used to identify historic architectural resources
near the proposed project and is shown in Figure 17
• Direct Community Impact Area (DCIA) — The DCIA was developed to identify direct project
impacts on residential and commercial uses The DCIA focuses on populated areas that may
observe direct impacts from construction of the project It follows neighborhood boundaries in
West Greenville including North Pines Lincoln Park Higgs Town Higgs Brothers and Village
Grove East of the railroad the DCIA follows the alternative corridor boundary
• Demographic Study Area (DSA) — The DSA was used to provide demographic and socioeconomic
information for the community potentially affected by the project This Information is
compared with statistics for surrounding areas such as the city and county It generally follows
census block group boundaries for the area defined by the DCIA For this project the DSA was
defined as the three (3) block groups composing the West Greenville neighborhood portion of
the DCIA — Block Groups 7013 7021 and 7022
A Natural Resources
Natural resources were catalogued in the U 3315 Natural Resources Technical Report (January 2008) and
are summarized below
1 Biotic Resources
Composition and distribution of biotic communities throughout the project study area are reflective of
topography hydrologic influences and past and present land uses The project study area Is
characterized as an urban landscape with variable maintained disturbed vegetated areas No distinct
biotic communities were identified within the project study area Native vegetation has been removed
The terrestrial species expected to be found within the project study area are those found in urban
environments and are not likely to be negatively Impacted as a result of project construction
ENVIRONMENTAL ASSESSMENT 39 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
No aquatic habitats or communities that occur In or around streams wetlands and waterbodles are
located within the project study area Although no aquatic communities occur within the project study
area sedimentation and erosion from construction related work may affect water quality and biological
constituents In streams wetlands and waterbodies that occur outside of the project study area Best
management practices and erosion control measures will be used to minimize any potential Impacts
outside the project study area
2 Waters of the United States
Section 404 of the Clean Water Act requires regulation of discharges Into Waters of the United States
The US Environmental Protection Agency (USEPA) is the principal administrative agency of the Clean
Water Act (CWA) however the US Army Corps of Engineers (USACE) has the responsibility for
Implementation permitting and enforcement of the provisions of the Act The USACE regulatory
program Is defined In 33 CFR 320 330
Wetlands streams and open waters are regulated by the USACE pursuant to Section 404 of the Clean
Water Act The NCDWQ also has regulatory input through Section 401 Water Quality Certification
Wetlands defined in 33 CFR 328 3 are those areas that are inundated or saturated by surface water or
groundwater at a frequency and duration sufficient to support and under normal circumstances do
support a prevalence of vegetation typically adapted for life in saturated soil conditions Any actions
that propose to place fill into these areas fall under the jurisdiction of the USACE under Section 404 of
the CWA (33 USC 1344)
No jurisdictional streams or wetlands were Identified In the project study area Because there are no
proposed impacts to Waters of the United States (Including streams and wetlands) It Is anticipated
that Section 401 and 404 permits will not be necessary
3 Rare and Protected Species
Federal law under the provisions of Section 7 of the Endangered Species Act (ESA) of 1973 as amended
requires that any action likely to adversely affect a federally protected species be subject to review by
the US Fish and Wildlife Service (USFWS) Other species may warrant protection under separate state
laws Plants and animals with federal classifications of Endangered (E) Threatened (T) Proposed
Endangered (PE) and Proposed Threatened (PT) are protected under provisions of Section 7 and
Section 9 of the ESA
Critical habitat as defined In the ESA is a term for habitat given special protection for the benefit of a
listed species Critical habitat as defined by the USFWS Is not designated for any species listed in Pitt
County In addition according to the NC Natural Heritage Program s (NCNHP) database (updated on
March 1 2007 and reviewed on June 7 2007) no federally listed threatened endangered or species of
concern listed by the USFWS have been documented within a one mile radius of the proposed project
corridor
ENVIRONMENTAL ASSESSMENT 40 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
According to the November 5 2007 USFWS List of Threatened and Endangered Species in North Carolina
(per the January 31 2008 update for Pitt County) three (3) federally protected species (Table 16) are
listed for Pitt County Descriptions of these species and their habitat requirements are discussed below
Table 16 — Federally Protected Species for Pitt County North Carolina
Scientific
Common
Federal
State
Habitat
Habitat
Biological
Name
Name
Status
Status
Requirements
Available*
Conclusion
Red
Pine or
Picoides
pine /hardwood forest
cockaded
E
E
No
No effect
borealis
80+ years of age with
woodpecker
sparse understory
Elliptio
Tar River
Tar River drainage
E
E
No
No effect
steinstansana
spinymussel
primarily Swift Creek
Warm waters of
Trichechus
West Indian
E
E
estuaries and river
No
No effect
manatus
manatee
mouths
* Habitat does not exist in the project study area
Note E — Endangered
Source USFWS Database (updated on January 31 2008)
Federally listed endangered species are those species that are threatened with extinction throughout all
or a significant portion of their ranges Federally listed threatened species are likely to become
endangered within the foreseeable future throughout all or a significant portion of their ranges
In addition to the aforementioned federally protected species the bald eagle (Hahaeetus leucocephalus)
receives protection under the Bald and Golden Eagle Protection Act (Eagle Act) (16u S C 668 668d) and
the Migratory Bird Treaty Act Removal of the Bald Eagle from the Federal List of Endangered and
Threatened Wildlife became effective on August 8 2007 Under provisions of the ESA bald eagle
populations will continue to be monitored at least until 2012 Suitable habitat for the bald eagle
consisting of large bodies of water Is not present within the project study area There are no known
nesting bald eagles within 600 feet of the project study area Based on the information above and field
reconnaissance there is no potential habitat within the project study area No impacts to this species
from project construction are anticipated
4 Soils
Soil associations are classified as a group of defined and named taxonomic soil units occurring together
in an Individual and characteristic pattern over a general region The soils within an association
generally vary in depth slope stoniness drainage and other characteristics
Based on Information obtained from the United States Department of Agriculture (USDA) Natural
Resource Conservation Service (NRCS) office for Pitt County the soils within the project study area are
composed of eleven soil series Bibb complex Craven fine sandy loam Exum fine sandy loam Goldsboro
sandy loam Lynchburg fine sandy loam Norfolk sandy loam Ocilla loamy fine sand Pactolus loamy
sand Rains fine sandy loam Roanoke silt loam and Wagram loamy sand
ENVIRONMENTAL ASSESSMENT 41 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
The NRCS defines a hydric soil as one that is saturated flooded or ponded long enough during the
growing season to develop anaerobic conditions In the upper part of the soil (USDA 1995) Such soils
usually support hydrophytic vegetation Based on Information obtained from the soil survey for Pitt
County Bibb complex Rains fine sandy loam and Roanoke silt loam are hydric soils located within the
project study area Goldsboro sandy loam (0 1% slopes) Lynchburg fine sandy loam Ocilla loamy fine
sand and Pactolus loamy sand are not classified as hydric soils but may contain hydric Inclusions
Although there are hydric soils located within the project study area these soils are all likely drained due
to the extensive urban development in the area
B Cultural Resources
1 Historic Architectural Resources
This project is subject to compliance with Section 106 of the National Historic Preservation Act of 1966
as amended Section 106 requires Federal agencies to take into account the effect of their undertakings
(federally funded licenses or permitted) on properties included in or eligible for inclusion in the
National Register of Historic Places and afford the Advisory Council on Historic Preservation a
reasonable opportunity to comment
Historic resources are inventoried in the U 3315 Historic Architectural Resources Survey Report
(May 2007) and summarized in this section An intensive level historic resources survey was conducted
to determine the Area of Potential Effect (APE) and to Identify and evaluate all structures within the APE
that may be eligible for the National Register of Historic Places according to the National Registers
Criteria for Evaluation Two historians conducted the field survey of the APE In March 2006
photographing mapping and evaluating every property that appeared to be over 50 years of age and
properties less than 50 years of age that may have exceptional significance Historians identified 206
such properties In the APE At a June 13 2006 concurrence meeting with NCDOT and the North Carolina
State Historic Preservation Office (HPO) 199 properties were determined not worthy of further
evaluation Seven (7) properties or districts were Intensely surveyed and evaluated (shown on
Figure 17)
Properties Listed in the National Register of Historic Places
• Dickinson Avenue Historic District roughly Including properties facing Dickinson Avenue
between Reade Circle and Tenth Street and Pitt Atlantic and Albemarle Streets north from
Tenth Street
• Greenville North Carolina Tobacco Warehouse Historic District and Greenville North Carolina
Tobacco Warehouse Historic District Boundary Increase Including properties on Eighth Ninth
Tenth Eleventh Twelfth Ficklen Pitt and Washington Streets and the north side of Eleventh
Street flanking Clark Street
ENVIRONMENTAL ASSESSMENT 42 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Properties Previously Determined Eligible for the National Register
• Perkins Town Cherry View Historic District roughly bounded by West Fifth Street (formerly
Martin Luther King Jr Drive) and Albemarle Fleming Tyson and Bancroft Streets
Properties Evaluated and Determined Eligible for the National Register
7
• Jacob W Higgs House 1112 Dickinson Avenue (also designated as a Local Landmark by the City
of Greenville)
• Great Swamp Primitive Baptist Church 911 Forbes Street
• Pure Oil Station West Ninth and Evans Streets
Properties Evaluated and Recommended Not Eligible for the National Register
• Row of Shotgun Houses west side of 1500 block of Dickinson Avenue
Revised preliminary roadway designs were presented to the HPO in a meeting with NCDOT on June 30
2009 It was determined that Alternative J Modified would have No Effect on the Great Swamp
Primitive Baptist Church Jacob Higgs House and Perkins Town — Cherry View Historic District The
following other determinations were Issued for Alternative J Modified
• No Adverse Effect on the Tobacco Warehouse Historic District and Boundary Increase if the right
of way is restricted to 120 feet wide and the design returns to existing grade before the Historic
District boundary
• No Adverse Effect on the Dickinson Avenue Historic District if landscaping treatment a brick
fagade retaining wall bridge guardrail and a pedestrian path are installed NCDOT Historic
Architecture Group and HPO requested consultation with the project team during final design
• No Effect on the Pure Oil Station (located on the northwest corner of Tenth and Evans Streets)
given that the roadway taper ends before the property boundary and ties into the existing curb
Final roadway design must require no permanent easement or property taken from this parcel
The concurrence forms regarding historic resources and effects are included in Appendix B Historic
Resources and the APE are shown in Figure 17
2 Archaeological Resources
In a memorandum dated February 14 2006 HPO stated that based on their knowledge of the area it is
unlikely any archaeological resources that may be eligible for inclusion in the National Register of
Historic Places will be affected by the project They therefore recommended that no archaeological
investigation be conducted in connection with this project A copy of the February 14 2006
memorandum is included in Appendix A
ENVIRONMENTAL ASSESSMENT 43 SEPTEMBER 2010

TIP PROJECT U 3315
C Section 4(i) / 6(I) Resources
STANTONSBURG ROAD / TENTH STREET CONNECTOR
Section 4(f) of the US Department of Transportation Act of 1966 stipulates that FHWA and other USDOT
agencies cannot approve the use of land from publicly owned public parks recreational areas wildlife
and waterfowl refuges or public or private historic sites unless there is no feasible and prudent
alternative and the action Includes all possible planning to minimize harm to the property resulting from
use
Beatrice Maye Garden Park Is a triangular piece of open space land approximately one half acre in size
bordered by Farmvllle Boulevard Tyson Street and Davenport Street This area primarily functions as
an honorary tribute to Ms Maye but has no amenities such as parking picnic tables lighting
recreational fields playgrounds public buildings or facilities The City of Greenville Recreation and
Parks Department states in their letter to FHWA (November 2 2009) that this property does not
function in the same capacity as the City s other parks or recreational areas that might be considered
under Section 4(f) In reference to this Section the open space area may be considered as an incidental
secondary or occasional park The Recreation and Parks Department has expressed their support of
Project U 3315 and has determined that the potential impacts to the park area by this project will be
acceptable In response to the City s letter FHWA has determined that Beatrice Maye Park is not
considered a resource protected under Section 4(f) of the US Department of Transportation Act of 1966
A copy of this correspondence is included in Appendix A
Protection under Section 4(f) also applies to the historic sites located In the project study area As
discussed In Section V B 1 HPO and FHWA determined that Alternative J Modified would have No
Effect on the Great Swamp Primitive Baptist Church Jacob Higgs House and Perkins Town — Cherry View
Historic District A determination of No Adverse Effect (with commitments listed In Section V B 1 ) was
given for the Tobacco Warehouse District and Boundary Increase and Dickinson Avenue Historic District
A determination of No Effect (with commitments listed in Section V B 1 ) was given for the Pure Oil
Station FHWA determined that HPO s concurrence is the basis of a de minimis finding pursuant to
Section 4(f) An analysis of avoidance alternatives Is not required per FHWA Guidance for Determining
De Minimis Impacts to Section 4(f) Resources 2005 The de mmimis statement is Included on the
concurrence form dated June 30 3009 and Included in Appendix B
Section 6(f) of the Land and Water Conservation Act protects recreation lands that have received Land
and Water Conservation Fund money No Section 6(f) resources are In the study area
D Farmland
The Farmland Protection Policy Act (7 CFR Part 658) establishes criteria for Identifying and considering
the effects of federal programs on the conversion of farmland to non agricultural uses This project is
located entirely Inside the City limits of Greenville North Carolina and there is no farmland Inside the
study area
ENVIRONMENTAL ASSESSMENT 44 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
E Social Effects
1 Neighborhoods / Communities
This project is located primarily In West Greenville with a portion along Tenth Street east of the CSX
Railroad tracks The western portion of the Direct Community Impact Area (DCIA) is primarily
residential and is comprised of the Higgs Brothers Higgs Town Village Grove North Pines Lincoln Park
and Farmville Boulevard neighborhoods (shown in Figure 18)
These West Greenville neighborhoods are primarily residential with the exception of North Pines which
Is commercial fronting Memorial Drive and Farmville Boulevard The neighborhoods are Interspersed
with small businesses churches and other community facilities Homes in West Greenville are generally
small to mid sized on lots with short set backs and most residences are part of a subdivision (as is
typical with housing in most cities) Although these neighborhoods have been defined as separate
areas there is continuity throughout West Greenville that crosses the neighborhood boundaries
However residents In West Greenville neighborhoods reported feeling connected with their nearby
neighbors but not feeling the same connection to stores and churches in their areas No anticipated
negative Impacts are anticipated to neighborhood cohesion between the Village Grove Higgs Brothers
North Pines and Lincoln Park neighborhoods
Alternative J Modified would affect the Higgs Brothers neighborhood generally located between
Fourteenth Street and the CSX Railroad Impacts include residential and business relocations and
changes to access Since the majority of the direct Impacts are to businesses and because the new
connector would be located at the edge of the Higgs Brothers neighborhood only minor impacts to
cohesion are anticipated for the Higgs Brothers neighborhood
There is currently interconnectivity between Higgs Brothers and Higgs Town which would be affected by
the construction of the bridge over the railroad Spruce Street to the north Myrtle Street to the south
Pennsylvania Avenue to the north Chestnut Street Columbia Avenue and Grande Avenue would be
closed to provide a grade separation (bridge) over the railroad Citizens would be able to cross the
connector at Fourteenth Street at the west bridge terminus or via Dickinson Avenue / Grand Avenue
under the bridge Since the streets In this area were designed using a grid system these changes in
access would not require a long detour between the two neighborhoods A new sidewalk is proposed at
ground level running parallel with the bridge to connect the adjacent streets Therefore only minor
impacts are anticipated to cohesion and interconnectivity for these neighborhoods
The exception to the West Greenville continuity lies at Farmville Boulevard Citizens at public meetings
stated that Farmville Boulevard currently creates a barrier between North Pines / Lincoln Park on the
north and Village Grove / Higgs Brothers on the south Residents In the neighborhoods adjacent to the
Farmville Boulevard neighborhood (Village Grove Higgs Brothers Lincoln Park and North Pines) have
said that it is often difficult to cross Farmville Boulevard due to its size vehicle speeds and traffic
volumes Residents — especially pedestrians and bicyclists — tend to shop and recreate on either the
north or south side of West Greenville depending on the location of their house
ENVIRONMENTAL ASSESSMENT 45 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Although the residences along Farmville Boulevard are not Identified by the City as a cohesive
neighborhood the residents along Farmville Boulevard between Line Avenue / Bancroft Avenue and
Fourteenth Street feel they form a cohesive neighborhood The proposed project would directly impact
the Farmville Boulevard neighborhood through residential relocations Alternative J Modified would
require more relocations than other detailed study alternatives but would have a smaller impact on
community stability Residents on Farmville Boulevard have expressed the desire during public
meetings to be relocated rather than having the project only impact one side of the street Alternative
J Modified would require relocation of almost all homes in the Farmville Boulevard neighborhood the
City s Tenth Street Connector Supplemental Relocation Program would offer to provide all relocated
residents a parcel in the Lincoln Park neighborhood Since all residents would have the opportunity to
move together as a cohesive unit to a new neighborhood within West Greenville under this relocation
program the impact to the cohesiveness of Farmville Boulevard would be minimized
With the construction of a sidewalk connector In conjunction with other redevelopment in the area
overall neighborhood connectivity Is anticipated to improve through West Greenville The median
sidewalks bike lanes and landscaping elements are expected to enhance the traveling experience for
residents and visitors and encourage bicycle and pedestrian movement across Farmville Boulevard
The eastern portion of the DCIA is along Tenth Street The north side of Tenth Street Is commercial and
the majority of the south side is owned but currently unused by ECU
2 Relocation of Residences and Businesses
Relocations are based on the NCDOT Relocation Report (October 2009 Appendix C) Based on
preliminary designs Alternative J Modified would require approximately 30 residential (5 of which are
multi family residences) and 24 commercial relocations
a) NCDOT Relocation Policy
NCDOT will provide relocation assistance through the Uniform Relocation Assistance and Real Property
Acquisition Policies Act (1970 as amended In 1987) It is the policy of NCDOT (program summary
included in Appendix D) to ensure that comparable replacement housing is available for relocates prior
to construction of state and /or federally funded projects NCDOT has three (3) programs to minimize
the inconvenience of relocation relocation assistance relocation moving payments and relocation
replacement housing payments or rent supplements
b) City of Greenville Supplemental Relocation Program
On February 5 2007 the Greenville City Council approved the Tenth Street Connector Supplemental
Relocation Program (summarized In Appendix E of the U 3315 Community Impact Assessment
Incorporated by reference) that would provide affected residents who want to stay in West Greenville
an option to relocate to the Lincoln Park neighborhood north of Farmville Boulevard (see Figure 18)
The program offers homeowners the option to move their existing home to a lot build a new home on a
lot or purchase a home In this neighborhood Tenants who are interested in purchasing homes in the
area will be eligible to participate in this program as well This relocation plan would be used after
NCDOT completes its relocation negotiations with the homeowners
ENVIRONMENTAL ASSESSMENT 46 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
Citizens along Farmvllle Boulevard who may be relocated have expressed support of this program and
have stated during public Involvement activities that they would prefer to move to a quieter
neighborhood within West Greenville than remain on Farmville Boulevard once the connector is built A
petition signed by 36 residents along Farmvllle Boulevard indicates support for widening symmetrically
which would relocate residents from both sides of the road These signatures represent 18 of the 22
homes on Farmvllle Boulevard that would be relocated under Alternative J Modified (widening
symmetrically) Of these 18 homes It is estimated that four (4) are occupied by tenants and the
remainder are owner occupied residences
3 Environmental Justice
Environmental Justice refers to Issues related to the prevention of discrimination against minority and
low income communities An in depth environmental justice analysis is included in the U 3315
Community Impact Assessment (October 2009) and is summarized here
Table 17 compares the study area demographic characteristics with Greenville and Pitt County
Table 17 — Demographics of Demographic Study Area
Indicator
Demographic Study Area
Percentage Comparison
Number
Percentage
Greenville
Pitt County
Minority Population
3 118
975%
386%
379%
Hispanic or Latino Population
36
11%
2 1%
32%
Households Below Poverty
345
317%
261%
203%
Median Home Value
$49300-
N/A
$110200
$96 800
* Median for the study area was calculated as the average of the medians for the block groups in the DSA
Source US Census 2000
Title VI of the Civil Rights Act of 1964 and related statutes require that there be no discrimination in
federally assisted programs on the basis of race color national origin age sex or disability According
to the FHWA there are three (3) fundamental environmental Justice principles These principles are
listed below with the implementation specific to this project
1 Principle To avoid minimize or mitigate disproportionately high and adverse human health
and environmental effects on minority and low income populations
Implementation Disproportionality is determined by comparing the effect on the
environmental Justice population with the effect on non environmental Justice populations A
disproportionate effect is defined by FHWA as one that is
• Predominately borne by a minority population and /or low income population or
• Suffered by the minority population and /or low income population that is appreciably more
severe or greater in magnitude than the adverse effect that will be suffered by the non
minority population and /or non low income population
ENVIRONMENTAL ASSESSMENT 47 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Adverse effects are determined by the combination of an Impact analysis and public feedback
2 Principle To ensure the full and fair participation by all potentially affected communities in
the decision making process
Implementation A thorough public Involvement program is part of this project as described in
Section VI
3 Principle To prevent the denial of reduction in or significant delay in the receipt of benefits
by minority and low Income populations
Implementation A benefits /burdens analysis was performed to address this principle
Avoidance, Minimization, Mitigation, and Enhancement Measures
Avoidance Is the most direct way of removing Implications of a project Avoidance measures were taken
during the alternatives development process to include options that completely avoid impacts to a
particular community facility or important resource Alternative J Modified avoids impacting the
following resources / facilities that are important to the minority and /or low income community
• The historic Jacob W Higgs House
• The Sycamore Chapel Baptist Church
• The Tender Touch Day Care
Minimization Is the second most desirable way to address an Impact This method Is used when an
adverse impact cannot be removed from the project but the project can be modified to reduce the level
of impact
• Alternative J Modified reduced impacts to neighborhood cohesion by placing the bridge at the
edge of the Higgs Brothers neighborhood
• Proposed retaining wall design for the bridge approaches avoids additional Impacts from
roadway sideslopes
• It Is expected to have fewer Impacts on community stability of the Farmvllle Boulevard
community by offering to relocate residents together to a new neighborhood rather than
retaining a fractured community
• Allowing right in / right out access rather than closing cross streets would provide connectivity
within West Greenville
• Improved street lighting and a landscaped strip between travel lanes and sidewalk would
Improve safety conditions for pedestrians
Mitigation Is the process of undertaking an action to alleviate or offset an impact or to replace an
appropriate resource
ENVIRONMENTAL ASSESSMENT 48 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
• Pedestrian amenities along the corridor Include new sidewalks landscaping In the median and
utility strips and may Include decorative vehicular benches and pedestrian lighting These
Improvements would enhance access to shopping and employment centers (Including PCMH
ECU and downtown Greenville) reduce potential safety Issues for pedestrians currently walking
on the road or on the grass adjacent to the road and Improve conditions for residents desiring
to walk within the neighborhood
• Bicycle lanes would be added along the connector reducing potential safety Issues for bicyclists
who currently ride with vehicles In the travel lane A streetscape plan also would consider bike
racks at bus stops which would improve multi modal connectivity throughout Greenville and
the region
• The final design of the bridge will Include consideration of the retaining wall design to further
minimize visual impacts to the adjacent neighborhoods
• Right of way acquisition and relocation assistance will be performed by NCDCT However the
Greenville City Council approved a supplemental relocation program In conjunction with this
project Under the Tenth Street Connector Supplemental Relocation Program residents whose
property Is within the right of way would have an option to relocate to the Lincoln Park
neighborhood north of Farmville Boulevard This program assists homeowners who wish to
move their existing home to a lot build a new home on a lot or purchase a home In this
neighborhood Tenants who are interested In purchasing homes in the area will be eligible to
participate in this program as well The City has purchased approximately 20 parcels in the new
neighborhood This would allow Farmville Boulevard residents to stay within the community
continue to live near their current neighbors and own a house of approximately the same value
as their current home on a quieter street
Benefits / Burdens Summary
Based on the Information provided In the sections above the positive and negative Impacts of this
project on environmental justice populations have been compared with the Impacts on non
environmental justice populations
The connectivity and safety benefits of this project (for example safer /easier crossing of Farmville
Boulevard) would be felt by the entire community Those living or working within the project corridor
would have Improved pedestrian and bicycle access to their property A new sidewalk parallel to the
bridge will maintain pedestrian and bicycle connectivity between streets that will be closed to vehicular
traffic With a median and right In /right out access at driveways and cross streets It would be easier
to for residents to enter and exit driveways along the corridor although business patrons would have
reduced access to driveways Residents in Greenville emergency responders and others In the region
accessing PCMH from the east would have a more direct route that no longer requires stopping at the
CSX Railroad crossing The grade separated crossing and elimination of turns and traffic signals would
Improve travel time to the hospital and other destinations Drivers coming into Greenville toward ECU
or the downtown also would have a more direct route without stopping at the railroad and they would
ENVIRONMENTAL ASSESSMENT 49 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
enjoy the connector as a gateway Into Greenville Drivers traveling through Greenville also would
appreciate the direct route and streetscaping along the corridor
The burdens of this project would Ile primarily with those within the proposed right of way The West
Greenville area Is 98% minority and 32% below poverty compared with approximately 38% minority in
Greenville and Pitt County and between 26% and 20% below poverty in Greenville and Pitt County
Impacts would be from relocations reduction In access and changes in community cohesion However
the minimization and mitigation measures included as part of this project would reduce impacts to
these residential populations The City s Tenth Street Connector Supplemental Relocation Program
would offer impacted residents the opportunity to relocate to the Lincoln Park neighborhood with no
additional mortgage costs and many potentially impacted residents have requested to be moved rather
than to remain along the new connector after their neighbors have been relocated The City has
purchased vacant lots and is building new homes to create a vibrant residential neighborhood The new
neighborhood would be quieter than Farmville Boulevard with less traffic and many of the same
neighbors Vehicular access impacts are minor because of West Greenville s grid street network
Residents and businesses who remain on Farmville Boulevard would experience a change in access due
to the new right in / right out cross streets but it would be easier for them to enter and exit their
driveways because of the median Community cohesion and community stability impacts would be
minor
Businesses that are relocated as part of this project would be compensated under NCDCT s relocation
policy Alternative J Modified has been redesigned to reduce impacts to businesses on Fourteenth
Street and Evans Street There would also be an impact to some businesses especially those along
Dickinson Avenue resulting from the grade separated crossing at the railroad Since Dickinson Avenue
will no longer connect directly with Tenth Street a reduction in pass by traffic is anticipated New signs
may be installed by the City which would direct drivers to retail areas such as Dickinson Avenue and the
downtown
Pedestrian and bicycle access would be improved in most areas adjacent to the new connector The
current route and adjacent neighborhoods do not have bike lanes although bicyclists have been
observed traveling along the corridor Pedestrians in the project corridor use various existing sidewalks
(described in Section II C 2) The proposed cross section would Include sidewalks and bike lanes on the
corridor as well as additional sidewalks at ground level parallel to the bridge structure These sidewalks
would provide connectivity between the new connector and the adjacent neighborhoods Transit
service would likely be added along the connector providing a more direct and shorter route between
East and West Greenville and potentially providing a benefit to residents and businesses remaining on
Farmville Boulevard if new stops are added along the route Transit plans have not been finalized
The proposed cross section of the connector would Improve the viewshed along Farmville Boulevard
and Tenth Street for drivers and others traveling along the road The western section anticipates the
use of a tree lined boulevard various landscaping a wide median and other landscaping amenities The
eastern section would be designed In keeping with the historic district requirements However the
ENVIRONMENTAL ASSESSMENT 50 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
bridge between Fourteenth Street and Pitt Street would create a visual barrier for those living and
working in the neighborhoods adjacent to the connector Potential mitigation strategies such as
streetscaping enhanced green areas and a decorative wall treatment may reduce the impact to
aesthetics in these areas These elements will be finalized during the design phase
Final Determination of Adverse and Disproportionate Effects
After completing the environmental justice analysis it has been determined that FHWA s environmental
Justice principles have been followed
• With the avoidance minimization and mitigation actions described above there are no
disproportionately high and adverse effects on minority and low income populations
• As documented in Section VI the projects extensive public Involvement program was
developed to ensure the opportunity for full and fair participation of all potentially affected
communities In the decision making process
• The construction of this project would result in Improvements to vehicular pedestrian and
bicycle access for minority and low income populations as well as for other residents In
Greenville and surrounding communities The City s Tenth Street Connector Supplemental
Relocation Program has been designed to minimize or eliminate Impacts to relocated residents
by providing options for owners to stay In West Greenville without Incurring additional
mortgage costs Residents on Farmvllle Boulevard have stated that they would prefer to live in a
residential neighborhood rather than on a four lane road with heavy traffic the potential
benefit to residents as part of the relocation program would only be provided to the community
as a part of this project
In the absence of avoidance minimization mitigation and enhancement measures this project would
possibly result In disproportionately high or adverse Impacts to the minority and low Income
community The intent of the avoidance minimization and mitigation measures Is to mitigate the
disproportionately high or adverse effects of this project on environmental justice populations
Although the impacts of the project would be borne primarily by minority and low Income communities
based on the feedback from citizens at the March April and June 2009 small group meetings the CAC
meetings and the community workshops these effects have been mitigated to an extent that the
Impacts to these communities are not considered disproportionately high and adverse
Therefore the Stantonsburg Road / Tenth Street Connector as currently planned does not have a
disproportionately high and adverse effect on minority or low income populations
4 Bicycle and Pedestrian Facilities
Bicycle Routes
Currently there are no bicycle lanes designated bicycle routes or greenways within the DCIA
Bicyclists were observed throughout the DCIA on both arterials and residential streets
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TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
Pedestrian Routes and Sidewalks
Existing sidewalk locations are described In Section II C 2 Residents have been observed using these
sidewalks during the day and also have been seen walking on streets or in the grass along streets
without sidewalks A high level of pedestrian activity was observed in the northeast Higgs Brothers
neighborhood which includes primarily residential streets interspersed with small businesses A few
pedestrians and bicyclists were observed along Farmville Boulevard although residents have noted that
those users typically come from east of Farmville Boulevard and use that route to access the stores on
the west end of Farmville Boulevard or on Memorial Drive According to the 2000 Census 3 6% of
residents in the DCIA walk to work
5 Recreational Facilities
There are no recreational facilities along the project corridor
6 Other Public Facilities and Services
Relocations are based on the NCDOT Relocation Report (October 2009 Appendix C) Alternative
J Modified would impact New Beginnings Christian Center Way of the Cross and Good Shepherd
Apostolic Faith Church all of which are small (10 25 member) minority churches registered as
non profits It also would impact Daniel s Community Church Divine Deliverance Church and House of
Prayer small minority churches which are not registered as non profits but offer worship services and
other public assistance programs Finally it would impact Hope of Glory Church a medium (100 150
members) non minority congregation
Sadie Saulter Elementary School is planned to be discontinued as a school beginning in the 2010 11
school year Therefore there are no impacts to schools Alternative J Modified would impact the
property currently used by the elementary school but no buildings No other long term impacts to
community facilities are anticipated as a result of this project Temporary impacts during construction
are likely including access noise and air quality impacts
The community and local officials have expressed several concerns related to safety and emergency
response No direct route exists from East Greenville to PCMH / Health Science Campus without an
at grade crossing of the north south CSX Railroad track The current route of Farmville Boulevard /
Fourteenth Street / Dickinson Avenue / Tenth Street is used by local police and emergency responders
traveling to or from Pitt County Memorial Hospital The delays created by the railroad pose a critical
problem for emergency and police vehicles as well as for patients traveling to the hospital from central
and East Greenville and other parts of eastern North Carolina The unpredictability of the train
movements further compounds this problem After the connector is built emergency response time is
anticipated to decrease and reliability would increase through this portion of West Greenville
During construction portions of this route may be temporarily closed or narrowed from four lanes to
two lanes which may lengthen travel time through the corridor Emergency responders will have the
choice to continue to use this route or to use a parallel route during construction It is anticipated that
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TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
there may be Increased emergency response times during construction but there will be no long term
Impacts
F Economic Effects
The proposed project would affect businesses through relocations changes in access and potential
changes In pass by travel patterns Most negative Impacts would be felt by businesses within the DCIA
and businesses outside of the DCIA would realize many of the benefits Mitigation and minimization
efforts (described In Section V E 3) are expected to reduce negative Impacts on businesses
The concerns of local businesses largely depend upon their location Businesses located in the potential
path of the proposed project are concerned about moving to a new location losing their customer base
and paying higher business overhead costs During the 2009 small group meetings business owners
along Dickinson Avenue expressed concern that there would be no direct connection between Dickinson
Avenue and Tenth Street They felt that the loss of pass by traffic of drivers would negatively affect
their businesses On the other hand downtown businesses look forward to having better east west
access through the city uninterrupted by train traffic
Alternative J Modified would require approximately 24 commercial relocations (October 2009 relocation
reports are in Appendix C) many of which are rentals NCDOT will offer relocation assistance to
businesses that will be directly impacted by this project as part of the Uniform Relocation Assistance and
Real Property Acquisition Policies Act (1970 as amended in 1987)
During the April 2009 small group meeting business owners requested that the design team redesign
the detailed study alternatives along Fourteenth Street and Evans Street to reduce the number of
Impacts Following that meeting the design team completed the requested redesign of all three (3)
detailed study alternatives which resulted in a reduction of Impacts to businesses This was possible
because of recent news that Sadie Saulter Elementary School would no longer serve as a school by the
2010 11 school year With this change of land use the connector road Is allowed to encroach onto the
(former) school s property providing more flexibility for design The new designs were presented to
business owners in June 2009 after which many of the business owners expressed their satisfaction
with the changes
During the April and June 2009 small group meetings many business owners stated that they felt that
NCDOT s relocation program for businesses would not provide adequate reimbursement and several
expressed concern that they would not be able to find a vacant property for a price similar to their
current location According to the US Department of Housing and Urban Development (HUD) there
were a total of 70 vacant business addresses in the four Census tracts encompassing the study area
(approximately 4% of businesses) as of March 2009 NCDOT and the City plan to assist businesses in
finding new locations within West Greenville if possible The City of Greenville has several programs
targeted to attracting businesses into the Center City West Greenville Redevelopment Area which Is
located to the north of the project corridor
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TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
East Carolina University would benefit from the multimodal transportation link resulting from the
Stantonsburg Road / Tenth Street Connector which would connect the University s main campus with
the Health Science Campus and Brody School of Medicine to the west The connector also would serve
as a gateway into the main campus improving access for visitors
Staff patients and visitors to PCMH would benefit from the direct route to the hospital from Greenville
and other areas in eastern North Carolina The grade separated crossing over the railroad would
eliminate railroad crossing delays Improve reliability and decrease travel times for emergency
responders and patients
The proposed project would also decrease travel times for commuters through West Greenville The
direct connection would reduce the number of turns and stops and the grade separated crossing over
the railroad would decrease delays especially during the morning and afternoon rush hours
G Land Use
1 Existing Land Use and Zoning
The existing land use along Farmvllle Boulevard from Line Avenue / Bancroft Avenue to Fourteenth
Street and through the Higgs Brothers neighborhood is primarily residential Land uses west of Line
Avenue / Bancroft Avenue and along Tenth Street are commercial with some Institutional uses and
vacancies Current zoning is residential along Farmville Boulevard commercial along the new location
section of the Higgs Brothers neighborhood and commercial / industrial along Tenth Street
2 Future Land Use
The proposed land uses In the 2004 Horizons plan Indicate that the parcels along Farmvllle Boulevard
will be converted to commercial and office / Institutional / multi family and the land uses along the new
location portion of the corridor will become mixed use / office / Institutional The proposed land use
changes are not a result of this project (since they were approved in 2004 before this project began)
both the project and the land use changes are In compliance with the approved local plan To follow the
Horizons land use plan zoning would need to be converted from residential to commercial along the
West Greenville portion of the corridor Existing industrial zones along Tenth Street where ECU has
recently purchased several warehouses would be converted to mixed use / office / Institutional
3 Project Compatibility with Local Plans
The Stantonsburg Road / Tenth Street Connector Is consistent with local land use and transportation
plans These references are described briefly below and are explained In more detail in the U 3315
Community Characteristics Report (January 2007)
Horizons Comprehensive Plan (February 2004)
Objectives In the Horizons plan include creating gateway corridors into Greenville and coordinating
transportation plans of the City ECU and ECU s Medical Campus Implementation strategies Identified
in the plan Include revitalizing West Greenville linking Farmvllle Boulevard to Tenth Street and adding
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TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
sidewalks and streetscaping throughout the city The Horizons plan assumes the connector will be In
place in the future The new road would replace the existing four lane undivided road with a four lane
median divided corridor with sidewalks and bike lanes
City of Greenville and Pitt County Home Consortium 2003 2007 Consolidated Plan (June 2003)
The City of Greenville and Pitt County Home Consortium 2003 2007 Consolidated Plan Includes
revitalization of the Lincoln Park neighborhood which Is within the DCIA This plan established the
45 block Community Development Block Grant (CDBG) revitalization effort and Initiated the bond
funding that supports the Center City West Greenville Revitalization Plan
Center City West Greenville Revitalization Plan (December 2005, March 2006)
The proposed Stantonsburg Road / Tenth Street Connector is addressed in several sections of this plan
Specifically the connector is considered to become an important transportation link to Greenville s
center city Elements include a separated grade crossing at the railroad maintenance of Dickinson
Avenue as a through street to the downtown a design that would minimize conflicts between
pedestrians and vehicles and additional landscaping and signage to enhance pedestrian safety The
connector would provide a gateway into Greenville with a planted median and sidewalks separated from
vehicle traffic by a landscaped buffer It would maintain Dickinson Avenue under the new
grade separated crossing over the railroad
Greenville Urban Area Thoroughfare Plan (2005)
The primary purpose of the Greenville Urban Area Thoroughfare Plan Is to ensure that individual
transportation projects form a comprehensive continuous and coordinated system Farmvllle
Boulevard and Tenth Street both are shown as major thoroughfares within the DCIA There Is a
proposed new location major thoroughfare shown connecting Farmville Boulevard and Tenth Street
H Indirect and Cumulative Effects
Indirect and cumulative effects are described In more detail in the Screening Indirect and Cumulative
Effects Report (October 2009) This project is anticipated to have no short term and minimal long term
Indirect effects No short term or long term cumulative effects are expected Indirect and cumulative
effects were considered for a 16 year time period until 2025 This corresponds with the 2004 Greenville
Urban Area Thoroughfare Plan The following subsections summarize Indirect and cumulative project
J effects
Indirect Effects
The most commonly traveled route from West to East Greenville follows Farmvllle Boulevard
Fourteenth Street Dickinson Avenue and Tenth Street All east west routes require at least three (3)
90 degree turns and there are no major arterials from East to West Greenville that have a
grade separated crossing at the railroad line This project is anticipated to affect travel patterns In the
area Traffic analyses indicate that by 2030 the build scenario is anticipated to carry approximately 15%
to 20% more traffic than the No Build scenario These new trips are likely to be a combination of trips
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TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
diverted from other parallel routes and trips that are a result of an Increased attraction to the area
Although approximately the same parcels will be exposed to traffic on the new connector as along the
existing route businesses along the route will gain exposure to a higher number of drivers Traffic is
expected be diverted from Dickinson Avenue to the new connector resulting in potentially fewer pass
by trips for businesses on Dickinson Avenue
A few roads crossed by the connector will be closed at the overpass bridge although this change in
access is minor This new link is anticipated to Improve access to PCMH from the east and access to ECU
and downtown Greenville from the west The new road Is expected to result in a travel time savings of
approximately 50% (3 minutes) because of the elimination of the three (3) turns two (2) traffic signals
and the at grade railroad crossing The new connector is anticipated to help facilitate a change in land
use In West Greenville from residential and commercial to mixed use / office / Institutional which was
Identified as part of the City s approved comprehensive plan Overall this project is anticipated to have
minor long term indirect effects
Cumulative Effects
There have been few recent projects and there are no projects on the horizon This project Is not
anticipated to impact notable environmental resources All developments would be required to follow
local state and federal guidelines and permitting regulations This project will not notably contribute to
cumulative impacts to environmental resources In the Future Land Use Study Area (FLUSA)
1 ]Flood Hazard Evaluation
The Pitt County / City of Greenville Flood Insurance Study (FIS) effective January 2 2004 established
base flood elevations (BFEs) for the Tar River and Green MITI Run Flood Insurance Rate Map (FIRM)
Number 3720468800) Panels 4677 4678 4687 and 4688 show the special flood hazard areas (SFHAs)
and floodways associated with Tar River and Green MITI Run Based on review of the FIRM Panels it has
been determined that the proposed connector road alignments would not encroach upon established
SFHAs or floodways The distance from the outer limits of the proposed project to the SFHAs associated
with Tar River and Green MITI Run exceed 1/3 mile at closest proximity To date no Letter of Map
Revision (LOMR) has been Issued to revise BFEs SFHAs or floodways associated with Tar River or Green
MITI Run in the project vicinity
➢ Traffic Noise Analysis
1 Noise Analysis
Noise characteristics for the project study area were summarized In the Noise Analysis Report (June
2007) available for public review in the NCDOT Transportation Building Room 462 1 South Wilmington
Street Raleigh The Noise Control Act of 1972 authorized the USEPA to regulate mayor sources of noise
such as transportation vehicles and construction equipment The Federal Aid Highway Act of 1970
mandated that the FHWA develop standards for mitigating highway noise The Act s implementing
regulations require that all traffic noise impacts be identified all potential mitigation measures be
examined and all reasonable and feasible noise mitigation measures be incorporated Into the planning
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TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
and design of highway projects The regulations Include criteria at which noise abatement must be
considered
Noise is typically defined as unwanted sound It is emitted from many sources Including airplanes
factories railroads power generating plants and highway vehicles Traffic noise Is composed of noise
from the engine the exhaust the drive train and tire roadway Interaction The actual magnitude of
sound is caused by short duration fluctuations In atmospheric pressure These fluctuations are called
sound pressures Since the range of sound pressure varies greatly a logarithmic relationship Is defined
as the sound pressure level and Is measured In decibels (dB) The decibel Is often modified by
frequency weighting curves (A B C D and E) These curves were designed to approximate the
loudness level sensitivity of the human ear while listening to pure tones
Vehicle noise levels are commonly modified by the A weighting curve This curve correlates well with
human response to noise particularly In describing annoyances caused by traffic and aircraft noise
Sound levels utilizing the A weighted curve are expressed in dBA
Sound pressure levels In this document are expressed as dBA Leg(h) The hourly Leg(h) or equivalent sound
level Is the level of constant sound that In an hour would contain the same acoustic energy as the time
varying sound In other words the fluctuating sound levels of traffic noise are represented in terms of
steady noise levels with the same energy content
The FHWA has Identified five (5) categories of activity for use In noise level analyses Maximum noise
level thresholds have been established for four of these activities These maximum thresholds or
criteria levels represent the upper limit of acceptable traffic noise level conditions The Noise
Abatement Criteria (NAC) levels developed by the FHWA are presented In Table 18 and apply only to
noise sensitive sites and areas of regular human use where lowered noise levels are desirable
The NCDCT Noise Abatement Policy classifies noise Impacts In two categories substantial Increases
from existing noise conditions and noise levels approaching or exceeding the NAC for their respective
land uses as described by the NCDCIT Traffic Noise Abatement Policy (2004)
Table 18 — FHWA Noise Abatement Criteria — Hourly A Weighted Sound Level Decibels (dBA)
Category
Abatement
Aeq
Description of Activity Category
Level (L )
Lands on which serenity and quiet are of extraordinary significance and
A
(Exterior)
serve an important public need and where the preservation of those
qualities Is essential if the area is to continue to serve its intended purpose
B
67
Picnic areas recreation areas playgrounds active sports areas parks
Exterior
residences motels hotels schools churches libraries and hospitals
C
72
Developed lands properties or activities not included in Category A or B
Exterior
above
D
Undevelo ed lands
E
52
Residences motels hotels public meeting rooms schools churches
Interior
libraries hospitals and auditoriums
Source 23 CFR 772 Procedures for Abatement of Highway Traffic Noise Control and Construction Noise
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TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
NCDOT defines approach to be within 1 dBA of the L,4(h) value for the respective land use activity
category The predicted design year noise levels substantially exceed existing noise levels as defined
below
Existing Leg(h)
50 or less dBA
51 dBA
52 dBA
53 dBA
54 dBA
55 or more dBA
Increase
15 or more dBA
14 or more dBA
13 or more dBA
12 or more dBA
11 or more dBA
10 or more dBA
If the analyzed facility Is found to exceed either of the criteria stated above noise abatement must be
considered based on the feasibility and reasonability of the sound barriers These factors weigh the
benefits cost and overall social economic and environmental effects of the sound barriers Feasibility
deals with the design and construction of the barrier effectively determining If the barrier can be built
Reasonability measures the cost effectiveness and the efficiency of the barrier The reasonable cost
effective amount for an Impacted area Is $35 000 per benefited receptor plus an Incremental Increase of
$500 per dBA average Increase In the predicted exterior noise levels of the Impacted receptors of the
area
To assess Impacts due to traffic noise an existing conditions scenario was modeled for 74 Identified
receiver locations (representing 252 dwelling units two (2) church receptors two (2) school receptors
and three (3) historic property receptors) TNM 2 5 was used to predict the existing noise levels for all
of the receivers The TNM Input parameters for the 2030 Alternative J Modified and No Build conditions
were the same as the 2005 Existing model with the exception of future geometry and future traffic
volumes
• For the existing condition scenario 13 receivers (representing 34 dwelling units and one (1)
church) are predicted to exceed the NAC
• Twenty two (22) sensitive receivers (representing 68 dwelling units and one (1) church) are
expected to exceed the NAC for the 2030 No Build condition No substantial Impacts are
predicted for the 2030 No Build condition
• The 2030 Alternative J Modified condition predicted that 33 sensitive receivers (representing
104 dwelling units one (1) church and one (1) historic site) will exceed the NAC Three (3)
substantial impacts are predicted for this alternative at locations that also exceed the NAC
A similar increase in impacted receivers occurs between the Existing scenario and the 2030 No Build
scenario as is seen in Alternative J Modified Some noise impacts within the analysis area can be
attributed to growth in traffic along Stantonsburg Road Memorial Drive Farmville Boulevard
\.Fourteenth Street Tenth Street and Evans Street Many of the Impacted receivers are located several
hundred feet from the study corridor but are directly adjacent to heavily traveled cross streets such as
Memorial Drive and Evan Street These Impacts are not a direct result of the Improvements associated
with the Stantonsburg Road / Tenth Street Connector
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TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
The sensitive receivers that exceed the NAC and are located on the corridor are primarily residential
with a few churches and historic areas These potentially Impacted receivers are located In clusters
along the corridor which have multiple driveways to access the adjacent corridors In order to utilize
abatement walls driveway access would have to be minimized or terminated altogether which Is not
reasonable In addition noise abatement walls along the corridor would limit sight distance to vehicles
entering from side streets and adjacent neighborhoods Therefore construction of noise barrier walls
are not recommended in this location Furthermore It is not feasible to construct a dense vegetation
buffer of adequate size due to limited available right of way
2 Construction Noise
Although the equipment noise levels are expected to be the main contributor to the construction
activity noise emissions noise Impacts during the project construction typically maintain a short
duration Peak noise levels from highway construction equipment as measured at a distance of 50 feet
may vary from 70 dBA to 100dBA General construction noise Impacts that can be expected are
temporary speech Interference for passersby and those Individuals working near the project Such noise
should be limited to daylight hours as much as possible
K Aar Quality Analysis
1 Air Quality Analysis
Pursuant to the Clean Air Act the USEPA established National Ambient Air Quality Standards (NAAQS)
for six (6) atmospheric pollutants carbon monoxide ozone nitrogen dioxide sulfur dioxide
particulates and lead Currently Pitt County is in attainment for all air pollutants regulated under the
NAAQS Neither a detailed microscale hotspot analysis nor a detailed PM2 5 microscale analysis is
required NCDCIT confirmed that an air quality analysis for this project is not needed to satisfy the NEPA
process (memorandum dated August 7 2006)
In response to local concerns the U 3315 Air Quality Analysis was prepared in January 2009 (available
for public review at the City of Greenville Public Works Department) to assess the potential impacts of
the proposed project at the intersection of Farmville Boulevard and Fourteenth Street near a local
elementary school A microscale air quality analysis for this Intersection was completed Although the
Build alternative introduces a fourth approach to the Farmville Boulevard / Fourteenth Street
intersection the overall air quality emissions were marginally higher for the No Build alternative
compared to the Build alternative This can be attributed to a high level of stop and go traffic and
turning movements associated with the existing geometry
2 Mobile Source Air Toxic (MSAT) Analysis
In recent years documents following the National Environmental Policy Act (NEPA) process have begun
to include an analysis on Mobile Source Air Toxics (MSAT) MSAT analysis is a continuing area of
research while much work has been done to assess the overall health risk of air toxics many questions
remain unanswered In particular the tools and techniques for assessing project specific health impacts
from MSATs are limited These limitations Impede FHWA s ability to evaluate how mobile source health
risks should factor Into project level decision making under the NEPA Also the USEPA has not
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TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
established regulatory concentration targets for the six relevant MSAT pollutants appropriate for use In
the project development process FHWA has several research projects underway to more clearly define
potential risks from MSAT emissions associated with transportation projects While this research is
ongoing FHWA requires certain NEPA documents to qualitatively address MSATs and their relationship
to the specific highway project through a tiered approach
The 2030 VMT estimated for the Alternative J Modified is slightly greater than that for the No Build
Alternative because the direct route would attract rerouted trips from elsewhere in the transportation
network This increase in VMT would lead to higher MSAT emissions for the Preferred Alternative along
the corridor along with a corresponding decrease in MSAT emissions along the parallel routes The
realignment and new construction of travel lanes contemplated as part of the project will have the
effect of moving some traffic closer to nearby homes schools and businesses therefore there may be
localized areas where ambient concentrations of MSAT could be higher under Alternative J Modified
than the No Build Alternative The localized increases in MSAT concentrations would likely be most
pronounced along the proposed roadway connection north of the intersection of Fourteenth Avenue
and Dickinson Avenue
However the magnitude and the duration of these potential increases compared to the No Build
Alternative cannot be reliably quantified due to incomplete or unavailable information in forecasting
project specific MSAT health impacts In sum when a highway is widened the localized level of MSAT
emissions for the Build Alternative could be higher relative to the No Build Alternative but this could be
offset due to increases in speeds and reductions in congestion (which are associated with lower MSAT
emissions) Also MSAT will be lower in other locations when traffic shifts away from them However
on a regional basis USEPA s vehicle and fuel regulations coupled with fleet turnover will over time
cause substantial reductions that in almost all cases will cause region wide MSAT levels to be
significantly lower than today A qualitative analysis of MSATs for this project appears in its entirety in
Appendix G
3 Construction Air Quality Effects
Temporary degradation of the air quality In the project area will likely result from construction of the
Preferred Alternative The contractor will be responsible for controlling dust at the project site and at
areas affected by construction Construction activity may generate a temporary increase in MSAT
emissions Construction mitigation options are available to reduce engine activity or reduce emissions
L Hazardous Material
According to a geotechnical report by NCDOT (October 9 2009) 21 possible petroleum underground
storage tank (UST) facilities four (4) dry cleaners two (2) body shops and one (1) garage were Identified
within the proposed project corridor It Is anticipated that low monetary and scheduling Impacts will
result from these sites which are shown on Figure 19 No hazardous waste sites or apparent landfills
were Identified within the project limits
i
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TIP PROJECT U 3315
VI Comments and Coordination
STANTONSBURG ROAD / TENTH STREET CONNECTOR
A wide ranging public Involvement program Is part of this project and Includes the following efforts
• Holding Community Informational Workshops in January 2006 January 2007 and April 2009
• Holding informal walk in sessions during the second day of the January 2006 workshop and for
four days prior to the workshop in January 2007
• Meeting with public officials in January 2006 January 2007 and April 2009
• Meeting with the Citizen Advisory Committee in November 2005 February 2006 January 2007
January 2009 April 2009 and October 2009
• Holding small group meetings with the Black Ministries Council of Greenville in March 2006
residents business owners and property owners in March 2009 and business owners in April
2009 June 2009 and July 2009
• Interviewing community leaders during the January 2006 charrette and in March 2006
• Advertising meetings in newspapers on the radio on Greenville s local TV station with placards
door hangers newsletters and postcards
• Expanding the mailing list of community contacts to include meeting attendees and concerned
citizens
• Providing consistent responsiveness to citizens requests for Information
A full summary of public involvement activities In the appendix of the U 3315 Community Impact
Assessment (October 2009)
Limited English Proficiency
Executive Order 13166 Improving Access to Services for Persons with Limited English Proficiency
requires all recipients of federal funds to provide meaningful access to persons who are limited in their
English proficiency (LEP) The US Department of Justice defines LEP individuals as those who do not
speak English as their primary language and who have a limited ability to read write speak or
understand English (67 FR 41459) Data about LEP populations was gathered in the 2000 Census
The Census data Indicate there are no language groups within the demographic study area In which
more than 5% of the population of 1 000 persons speak English less than Very Well Therefore
demographic assessment does not Indicate the presence of LEP language groups that exceed
Department of Justices Safe Harbor threshold However NCDOT will Include notice of Right of
Language Access for future meetings for this project Thus the requirements of Executive Order 13166
appear to be satisfied
J
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TIP PROJECT U 3315
STANTONSBURG ROAD / TENTH STREET CONNECTOR
A Community Informational Workshops
Three (3) Community Informational Workshops (CIWs) were held to explain the project to the public and
to obtain public Input The workshops were advertised on local media and also were publicized In
newsletters mailed to Interested citizens
A two day charrette was held on January 30 and 31 2006 at Sheppard Memorial Library Fifty two (52)
citizens attended the first day of the charrette and 42 citizens attended the second day The first day s
workshop began at 6 00 p m and a formal presentation was made at 6 30 p m Attendees were asked
to identify values they feel are important and reflective of Greenville and to write their 20 year vision
for Greenville Participants were then asked to gather around tables and had an opportunity to sketch
their ideas for connector road alignments At the end of this activity one representative from each
group gave a brief presentation to the entire audience and later all ideas were transcribed onto
preliminary alternates During the second day of the charrette the design team was available for
informal discussions during the day and the formal presentation began at 6 30 p m Citizens were
presented with six (6) preliminary renderings based on ideas gathered the previous night and had an
opportunity to review and make comments on each
A second community Informational workshop was held In January 2007 at Sheppard Memorial Library
from 6 30 p m to 9 00 p m Citizens were invited to review and comment on designs of the alignments
they had proposed In 2006 as well as three (3) alignments proposed by the design team and the yellow
study corridor (described In Section III A 4 ) Forty three (43) citizens attended the 2007 workshop A
PowerPoint presentation with a voiceover was shown In a 15 minute continuous loop In one part of the
room The slide show provided citizens with a brief overview of the project s purpose and need existing
resources within the study area alignment options and public involvement opportunities Maps of the
nine (9) alignment options were posted throughout the room Citizens were invited to speak with
members of the project team and also were asked to fill out a comment sheet Approximately 20
comment forms were received as well as approximately 30 phone calls emails or letters An additional
15 comments were made during the walk in sessions prior to the January 2007 workshop
A third community Informational workshop was held in April 2009 from 5 00 p m to 8 00 p m at
Sheppard Memorial Library This workshop was attended by 35 citizens Maps of the three (3) detailed
study alternatives were posted for citizen review and members of the project team were available to
answer questions Citizens were invited to fill out a comment sheet with additional questions or
comments No additional comment forms were received during the comment period
B Walk In Sessions
Informal walk In sessions were held during the second day of the January 2006 charrette and for four
days prior to the workshop In January 2007 These walk in sessions took place at three (3) different
locations beginning at 9 00 a m and ending as late as 8 00 p m Six (6) citizens spent time talking with
study team members during the second day of the January 2006 charrette and ninety nine (99) citizens
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TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
signed In at the walk in session prior to the 2007 workshop Members of the project team were
available to answer questions
C Citizens Advisory Committee Meetings
The CAC comprises 18 citizens and key stakeholders The majority of the project study area is In West
Greenville approximately 80% of the CAC members either live or own property In West Greenville The
CAC members reflect the demographics of the DCIA and represent residents and business owners In the
community The role of the CAC Is to provide Input on the project which has been used by City staff
NCDOT the project team the City Council and others Meetings with the CAC were held on
November 11 2005 February 13 2006 January 4 2007 January 29 2009 April 21 2009 October 13
2009 and June 16 2010 During each meeting the project team provided the CAC with an update of
the project and a summary of recent and upcoming public Involvement activities
D Community Concerns
As a result of the public outreach activities concerns voiced by citizens In the community came In the
form of questions and discussions during the workshops and walk in sessions comments received via
mail or email following the workshops and phone calls to the City or project team during the course of
the project Below is a summary of concerns a full list of comments appears in Appendix B of the
U 3315 Community Impact Assessment (October 2009)
• Proximity concerns Residents and business owners asked for information on specific Impacts to
their properties
• Preference of an alternative Several citizens voiced an opinion on which alternative should be
selected None of the alternatives were preferred by a majority of citizens Concerns about
particular alternatives or the project as a whole Included residential and business relocations
noise and loss of access
• Residential relocations Initially residents on Farmville Boulevard favored alternatives that did
not impact their street However when presented with the three (3) detailed study alternatives
during the April 2009 small group meeting those who gave an opinion preferred Alternative
J Modified which takes the most number of houses on Farmville Boulevard Several residents
stated that they would prefer that the entire street be relocated instead of having a few houses
remain along the new connector Residents on Farmville Boulevard also were concerned that the
fair market value of their property would not be enough to relocate to a comparable home Many
residents have paid for their homes and are worried they would not be able to find something
equitable without incurring a new mortgage In addition residents are concerned that their front
yards will be purchased but their homes will remain and be devalued
• City of Greenville s Tenth Street Connector Supplemental Relocation Program As a result of the
concerns (noted above) from Greenville residents about potential relocations the City Council
approved the Tenth Street Connector Supplemental Relocation Program on February 5 2007 The
Program was mentioned to the CAC and local citizens at public involvement activities In
ENVIRONMENTAL ASSESSMENT 63 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
January 2007 as it was pending approval
• Business impacts Business owners within the project right of way were concerned they would be
relocated based on the preliminary designs During an April 2009 small group meeting the
project team presented the designs and explained the impacts Many business owners felt that
NCDCIT s relocation program for businesses would not provide adequate reimbursement and
several expressed concern that they would not be able to find a vacant property for a price similar
to their current location Following a redesign at Fourteenth Street and Evans Street the number
of business relocations was reduced and many of the previous concerns were alleviated Some
businesses remain Impacted by the preliminary design and others may be impacted indirectly
because of a change in traffic patterns
• Health and environmental concerns A citizen expressed concern about potential air quality
Impacts of the project on students at Sadie Saulter Elementary School A large number of citizens
supported adding sidewalks and bike lanes to the connector Potential air quality Impacts will no
longer be a concern since Sadie Saulter Elementary School will not operate as a school after 2010
• Project process There has been some concern throughout the project that decisions would be
made without sufficient public input or would not take the community s Input into consideration
• Safety There Is a concern about current safety especially for pedestrians and bicyclists There
are very little sidewalks and no bike lanes along Farmville Boulevard which is a four lane road
with vehicles traveling at high speeds (often over the 35 mph speed limit) and few crosswalks
Many citizens stated they are uncomfortable crossing or traveling along Farmville Boulevard on
foot or bicycle Residents on Farmville Boulevard also said that it was difficult to get in and out of
their driveways Traffic volumes have Increased over the years and are projected to continue to
increase (regardless of the construction of this project)
• Railroad crossing The delay at the existing Intersection of Tenth Street / Dickinson Street at the
CSX Railroad Is a concern of citizens and emergency responders They agreed with the need for a
grade separated crossing but were uncertain of the potential business Impacts caused by a bridge
and the safety Implications of a tunnel
E Small Group Meetings
A small group meeting was held on March 11 2006 with the Black Ministers Conference of Pitt County
Twelve people attended this meeting The project team provided background Information on the
project and described the public Involvement process
A small group meeting was held March 24 2009 at Mt Calvary Free WIII Baptist Church with citizens
within the alternative corridor A total of 65 citizens business owners and property owners attended
The project team gave a short presentation on the project and answered citizens questions The
attendees formed four smaller groups based on their location for further discussion
ENVIRONMENTAL ASSESSMENT 64 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
A meeting with businesses In the alternative corridor was held on April 29 2009 at Sheppard Memorial
Library and was attended by 25 business representatives The project team described potential impacts
to businesses and addressed questions and concerns Business owners at this meeting were concerned
about potential relocations and asked for a redesign along Fourteenth Street and Evans Street
During a second small group meeting with businesses on June 17 2009 at Sheppard Memorial Library
revised designs were presented and attendees expressed satisfaction at the reduction In Impacts
F Community Leader interviews
The design team conducted one on one interviews with community leaders during the project During
the January 2006 charrette ten (10) interviews were held An additional eight (8) Interviews were held
in March 2006 Community leaders Included council members and representatives from police and
rescue departments PCMH the ECU Student Government Association the Black Ministers Conference
and the West Greenville Pitt Community Development Corporation
G Public Officials Meetings
City and project team representatives held three (3) public officials meetings with local elected leaders
The first meeting was held on January 30 2006 prior to the first Community Informational Workshop
and eighteen (18) public officials attended The purpose of the meeting was to familiarize public officials
with the project and provide a schedule of events for the two day workshop The public involvement
plan and the project s next steps were also outlined
The second public officials briefing session was held on January 4 2007 at 10 00 a m at Sheppard
Memorial Library Eight (8) public officials attended this meeting Topics Included an overview of public
involvement activities in 2006 a description of the pros and cons of the nine (9) options under
consideration and a summary of the preliminary purpose and need
The third public officials briefing was held April 30 2009 at 100 p m at Sheppard Memorial Library
Two (2) public officials attended this meeting The project team presented preliminary designs for the
three (3) detailed study alternatives and answered questions
H Steering Committee Meetings
The project Steering Committee was comprised of representatives from the City of Greenville staff
NCDOT ECU and PCMH Meetings with the Steering Committee were held throughout the project to
discuss public input and move through the alternatives development process The Steering Committee
met on September 5 2005 November 18 2005 February 14 2006 August 28 2006 October 17 2006
January 5 2007 March 22 2007 November 29 2007 October 21 2008 and November 17 2009 A
public forum with the Steering Committee was requested by business owners during the April 29 2009
small group meeting and held on July 22 2009
ENVIRONMENTAL AsSESSMENT 65 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
I Public Hearing
A public hearing will be held following the distribution of this Environmental Assessment
J
J Other Community Coordination
Corridor Database
A mailing list was developed for the study area In February 2006 which Included all property owners
renters churches and businesses located within the study area There were approximately 1100
citizens names on the Initial mailing list This mailing list was updated and expanded throughout the
project to include workshop attendees and concerned citizens Addresses that were determined to be
undeliverable by the post office were removed
A new mailing list was created In March 2009 to advertise the small group meetings in March April and
June This mailing list was focused on the alternative corridor and Included approximately 350 citizens
Telephone, Email, and Website
A toll free hotline (1 866 TENTH ST) was established to provide information to citizens and to enable
them to leave contact Information In addition phone numbers and a mail addresses for project team
members were available for citizens to contact project planners and engineers directly
A project website (www greenvlllenc go/ departments /public_works_dept /) also was developed so that
citizens could view updated information concerning the project
Media Relations
Outreach to local media was affected through the City s office of public relations Community
informational workshops and small group meetings were advertised in newspapers on the radio and on
Greenville s local TV station (GTV9) Local newspapers that have carried announcements about public
workshops Include The Daily Reflector and The M Voice
Newsletters, Postcards, and Placards
The first newsletter was mailed in January 2006 to approximately 1100 citizens This newsletter
included general Information on the purpose of the project the study area the need for the project the
study process and schedule and project contact information The newsletter also announced the 2006
Community Informational Workshop Copies of the newsletter were distributed each day of the January
2006 community workshop Placards also were placed in local stores and churches announcing the first
workshop
The second newsletter was mailed in January 2007 to approximately 1 300 citizens This newsletter
provided Information on the upcoming workshop and walk In sessions It also showed maps of the nine
(9) options being considered and summarized the project purpose and need Copies of the newsletter
were available at the January 2007 community workshop
ENVIRONMENTAL ASSESSMENT 66 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
The small group meetings in March April and June 2009 were advertised through direct mailed
postcards to approximately 350 citizens and with door hangers on approximately 300 buildings within
the alternative corridor
The third newsletter was mailed in April 2009 to approximately 1300 citizens This newsletter
announced the upcoming workshop and provided a summary of past and future milestones It
presented the three (3) alternatives recommended for further study and showed the proposed typical
section Copies of the newsletter also were available at the April 2009 community workshop
The fourth newsletter was mailed in December 2009 to approximately 1200 citizens This newsletter
described the Preferred Alternative that will be carried forward into the Environmental Assessment It
also summarized past and future milestones
K NEPA / 404 Merger ]Process
In a May 1992 agreement the United States Department of Transportation (USDOT) the Office of the
Assistant of the Army (Civil Works) and the USEPA developed a policy to improve interagency
coordination and integrate policies of NEPA and Section 404 of the Clean Water Act (CWA) In 1997 the
Wilmington District of the USACE the North Carolina Division of the FHWA and NCDOT signed an
Interagency Agreement that provided procedures to integrate NEPA and Section 404 for transportation
projects in North Carolina This integrated approach (called the Merger process) was part of an effort
to streamline the project development and permitting processes with the objective of Incorporating the
regulatory requirements of Section 404 into the NEPA decision making process The NEPA / 404 Merger
Process was designed to apply to new location projects and other projects that would likely require an
individual permit under Section 404 of the CWA
There are no streams wetlands High Quality Waters Outstanding Water Resources rare or unique
habitats as listed by the NCNHP federally protected species or potential habitats for federally protected
species within the project study area NCDOT FHWA and NCDWQ agreed on March 24 2006 that this
project would not need to follow the NEPA / 404 Merger Process and that formal agency coordination
would be limited to the project scoping and permitting phases
L Other Agency Coordination
A start of study letter was mailed to agencies on December 28 2005 Apart from departments within
the City and NCDOT comments were received from the following agencies
• US Fish and Wildlife Service
• US Army Corps of Engineers
• NC Department of Environment and Natural Resources — Division of Coastal Management
• NC Department of Environment and Natural Resources — Regional Aquifer Protection
ENVIRONMENTAL ASSESSMENT 67 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
• NC Department of Environment and Natural Resources — Division of Water Quality
• NC Department of Environment and Natural Resources — Division of Environmental Health
• NC Department of Cultural Resources — State Historic Preservation Office
• Pitt County Schools
ENVIRONMENTAL ASSESSMENT 68 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD/ TENTH STREET CONNECTOR
VII Conclusions and Recommendations
This Environmental Assessment (EA) documents the purpose and need for NCDOT Project U 3315 the
alternatives evaluated and the potential impacts associated with the Preferred Alternative This project
proposes to connect Stantonsburg Road to Tenth Street by widening Farmville Boulevard beginning at
Memorial Drive connecting Farmville Boulevard on new location to Tenth Street crossing Dickinson
Avenue and the CSX Rail Line with a grade separation and widening Tenth Street to Evans Street The
Preferred Alternative is consistent with the purpose and need since it
• Provides a grade separated connection at the CSX Rail Line from the eastern part of Greenville
J
to PCMH / Health Science campus to improve emergency access
• Increases direct connectivity between PCMH / Health Science campus downtown Greenville
ECU s main campus and areas to the east and west of these locations and creates a direct
connection between Stantonsburg Road and Tenth Street to improve vehicular pedestrian and
bicycle access and to maintain acceptable traffic level of service In the future
• Provides a gateway into the City of Greenville that welcomes drivers into the City and Is an
attractive corridor that conforms with currently approved transportation and comprehensive
plans
A Human Environment Impact
The project will Increase direct connectivity between PCMH / Health Science campus downtown
Greenville ECU s main campus and areas to the east and west of these locations create a direct
connection between Stantonsburg Road and Tenth Street to improve vehicular pedestrian and bicycle
access and will maintain acceptable traffic level of service in the future The proposed project will
provide a grade separated connection over the CSX Rail Line from the eastern part of Greenville to
PCMH / Health Science campus which will eliminate railroad crossing delays Improve reliability and
decrease travel time for emergency responders and patients The proposed project will provide a
gateway Into the City of Greenville Selection of the Preferred Alternative also considered a petition
signed by 36 residents along Farmville Boulevard In favor of a symmetrical widening (Alternative
J Modified)
Based on preliminary designs Alternative J Modified would require approximately 30 residential (5 of
which are multi family residences) and 24 commercial relocations Alternative J Modified would also
require the relocation of seven (7) Institutional organizations Including one (1) medium sized church
three (3) non profit organizations and three (3) other Institutions that offer counseling food services
and /or worship services No schools or other community facilities would be Impacted
The State Historic Preservation Office determined that Alternative J Modified will have No Effect on the
Great Swamp Primitive Baptist Church Jacob Higgs House and Perkins Town — Cherry View Historic
District The following other determinations were Issued for Alternative 1 Modified
ENVIRONMENTAL ASSESSMENT 69 SEPTEMBER 2010

TIP PROJECT U 3315
STANTONSBURG ROAD/ TENTH STREET CONNECTOR
• No Adverse Effect on the Tobacco Warehouse Historic District and Boundary Increase If the right
of way Is restricted to 120 feet wide and the design returns to existing grade before the Historic
District boundary
• No Adverse Effect on the Dickinson Avenue Historic District If landscaping treatment a brick
facade retaining wall bridge guardrail and a pedestrian path are Installed NCDOT Historic
Architecture Group and HPO requested consultation with the project team during final design
• No Effect on the Pure Oil Station (located on the northwest corner of Tenth and Evans Streets)
given that the roadway taper ends before the property boundary and ties into the existing curb
Final roadway design must require no permanent easement or property taken from this parcel
B Natural Environment Impact
The Preferred Alternative will not appreciably Impact natural resources The project study area is
characterized as an urban landscape with variable maintained disturbed vegetated areas No distinct
biotic communities were identified within the project study area Native vegetation has been removed
The terrestrial species expected to be found within the project study area are those found in urban
environments and are not likely to be negatively impacted as a result of project construction No
aquatic habitats or communities that occur in or around streams wetlands and waterbodies are located
within the project study area No habitats exist for federally protected species There is no farmland in
the project study area No jurisdictional streams or wetlands were identified in the project study area
Because there are no proposed impacts to Waters of the United States (including streams and
wetlands) it is anticipated that Section 401 and 404 permits will not be necessary
C Indirect and Cumulative Effects
The Preferred Alternative is anticipated to have no short term and minimal long term indirect effects
No short term or long term cumulative effects are expected Indirect and cumulative effects were
considered for a 16 year time period until 2025 This corresponds with the 2004 Greenville Urban Area
Thoroughfare Plan The following subsections summarize indirect and cumulative project effects
Indirect Effects
The most commonly traveled route from West to East Greenville follows Farmville Boulevard
Fourteenth Street Dickinson Avenue and Tenth Street All east west routes require at least three (3)
90 degree turns and there are no mayor arterials from East to West Greenville that have a
grade separated crossing at the railroad line This project Is anticipated to affect travel patterns in the
area Traffic analyses Indicate that by 2030 the build scenario Is anticipated to carry approximately 15%
to 20% more traffic than the No Build scenario These new trips are likely to be a combination of trips
diverted from other parallel routes and trips that are a result of an Increased attraction to the area
Although approximately the same parcels will be exposed to traffic on the proposed Improvement as
along the existing route businesses along the route will gain exposure to a higher number of drivers
Traffic is expected be diverted from Dickinson Avenue to the new connector resulting in potentially
fewer pass by trips for businesses on Dickinson Avenue
ENVIRONMENTAL ASSESSMENT 70 SEPTEMBER 2010

TIP PROJECT U 3315 STANTONSBURG ROAD / TENTH STREET CONNECTOR
A direct connection Is anticipated to Improve access to PCMH from the east and access to ECU and
downtown Greenville from the west The new road is expected to result in a travel time savings of
approximately 50% (3 minutes) because of the elimination of the three (3) turns two (2) traffic signals
and the at grade railroad crossing The new connector Is anticipated to help facilitate a change In land
use in West Greenville from residential and commercial to mixed use / office / Institutional which was
Identified as part of the City s approved comprehensive plan Overall this project Is anticipated to have
minor long term Indirect effects Several roads crossed by the connector will be closed and end in cul
de sacs at the overpass bridge although this change In access Is minor
Cumulative Effects
There have been few recent highway projects in this locality and no other projects are currently
programmed This project is not anticipated to impact notable environmental resources Any future
developments would be required to follow local state and federal guidelines and permitting
regulations This project will not notably contribute to cumulative impacts to environmental resources
in the Future Land Use Study Area (FLUSA)
D Recommendations
Based on the project technical studies and coordination with the public and regulatory agencies there Is
no Indication that Implementing the proposed project would have a significant Impact on the
environment The Preferred Alternative Includes symmetrical widening and a reduced cross section
through the Tobacco Warehouse Historic District to avoid and minimize Impacts Measures to avoid and
minimize Impacts to the human and natural environment have been incorporated throughout the
planning stages and the development of the preliminary design
The Federal Highway Administration (FHWA) and the North Carolina Department of Transportation
(NCDOT) are making this document available for a period of 30 days to provide resource agencies and
the public an opportunity to review the document A public hearing will be scheduled also to allow for
additional public comment Comments received will be reviewed and taken Into account prior to the
determination to prepare and approve a Finding of No Significant Impact (FONSI) or to prepare a Draft
Environmental Impact Statement (EIS)
ENVIRONMENTAL ASSESSMENT 71 SEPTEMBER 2010

FIGURES

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Stantonsburg Road /Tenth Street Connector Figure 1
(Project U -3315) Project Vicinity Map
Greenville, Pitt County, NC Legend _
Highways Study Area
IG Hom Major Roads — Railroad
CZMM❑ AssocatMlnr- Secondary Roads Tenth Street Connector

Stanlonsburg RoadlTenth Street Connector Figure Z
(Project UJ315) Legend Project Study Area
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Not to Scale DHV Design Hourly Volume (% )
PM PM Peak Period
D Peak Hour Directional Split ( %) — P, o A Ad
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0 0.125 0.1MI5 kH - Opbon A - Beatrice Maye Park RNirnatl
OHO - Opbon E Ht— Dlstnct I Property "
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Stantonsburg R- AfTenth Street Connector Figure 8
jProiect UJ315) Legend Options C, D, and F
Greenville. Pi0 County. NC _ Opaon 0 Sadle Saulter Elementary School SWdy Area
0 0115 0,25 Was - Opoon D - Beatrice Mayo Park R.I—d
//II�� Opnon F Hot— D wnct / Property

Stantonsburg Road/Tenth Street Connector Figure 9
(Project U -3315) Legend
Gleanvdle Pitt Col,�niv NC Option G
0 0.1]5 025 Elementary
Corntlor Sadie Sautter Elementary School SWtly Area
Miles - Opnon G - Beatrice Maye Park Railroad
►t�� a 11- Historic Dist -1 Property
►1�� Yg NOS. e"
ttnrn �tipn�. Vseneccpr

Stantonsburg RoadlTenth Street Connector rlgUfe 7 U
(Project U -3315) Legend
Gi.rmdle a� c. NC Option Pill
0 0.125 0.25 Study Condor Sadie Sautter Elementary School Study Area
Mlle' - Option H - Beamt,a May. Park —1— Railroad
nen tt - Hrstonc Ommct / Property

Stantonsburg RoadlTenth Street Connector rtyurr
(Project U3315) legend Option J
Gm.—Ile PIa County, NC
Study Corntlor - 5atlla Seutter Elementary School �SWtly Area _
0 0.725 0,21 Miles Option J - Be—, Maye Park RW—d
rlmn. Historic Distnot/ Property

Stantonsburg RoadrTenth Street Connector Figure 12
(Project U -3315) Legend
Gieenvtlle, Pilt County. NC Alternative G- Modified
SW tlY Co rntlor Sadie Saulter Elementary School Study Area
0 0.725 0. Miles - Altema0ve G-MOdified - Beatnce Maya Park Railroad
n�A � HIS—Dishict /Property �r♦4

Stantonsburg Road/Tenth Street Connector Figure 13
(Project Ud315) Legend
G,--Ile, Pin coupty, NC Alternative H
Study Corntlor Sadie Saulter Elementary School Study Area
0 0.125 0,25 Miles - Altem— H - Beatrice Maye Park Ralraad
C1-❑ Urleribn Historic O—dI Property
� aaboarw.Inc

Stantonsburg Road /Tenth Street Connector Figure 14
(Project ua315) Legend Alternative J- Modified
Greenville, Pin County. NC study Cornckv �, Seem Saulter PJementary S-1 - Study Area
0 0.135 0.25 - Alternative J- Modified - Beatrice Maya Park -+— Railroad
Ml es
Historic Dwtnct /Property

a
Stantonsburg Road/Tenth Street Connector
Figure 15
(Project 03315)
ra+++
No of Vehicles Per Day (VPD) In 100's
Greenville. Pitt County , NC
xva
Turning Volume (VPD) in 100's
2030 Average Daily Traffic Volumes
DHV
Design Hourly Volume ( %)
Alternative J- Modified (Projected)
Not to Scale
PM
PM Peak Period o.v
D
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lo, t)
Duals. TT -STs (h)
Proposed Travel Pam am
INK
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N-
Slantonsburg Road/Tenth Street Connector Legend Figure 16A
(pl.oi..t U-3315) Proposed Rwdway Preliminary Roadway Design
Grp—&. PItI NC Pmwmd Plghl•of-Wly (Alternative J-Modified)
0• 200' 400' d

Stantonsburg Road /renth Street Connector Legend
(Project U -3315) Pmpowd Roadway
Creenv& Pitt County, NC Proposed Right- f -Way
Preliminary Roadway Design
(Altemative J- Modified)

P.po„d Roadway Preliminary Roadway Design
Pmp—d Right of -w. y (Alternative J- Modified)
aoo' �
}U&I—I -

Stantonsburg Road /Tenth Street Connector figure 7 7
(Project UJ315) Legend Historic Resources and
Greenville. Pitt County. NC 0. 8D'vect Community l 1,11A-1 (DCIA) Community Facilities 0♦ Day Care _ Sad,, Saulter Elementary School Community Facilities
0 MMC=
Mik. Are. of Potential Effect (APE) I& Fire Station i Place of Womh,p M Beatrice May, Garda, Perk
��� Railroad f l Communitycenter

Stantonsburg Road /Tenth Street Connector Figure 18
Legend
(Project U -3315) West Greenville Neighborhoods
Greenville. Pitt County NC oDirect Community Impact Aree (DCIA)
0 0.124 o25 Railroad .
Miles
Far Ile Boulevard' Source City of Greenville GIs Department
�O J � -FarmvOe Boulevard is not a uty1eaig -.d neigftbamootl r„ ,` aH r

Stantonslourg Road /Tenth Street Connector rlgure l`J
(Project U -3315) Legend Hazardous Material Sites
Greenvill, Pitt County NC Environmental Sites
Study Area
EwSource . NCDOT Geotechnical Report (October 5, 2009) _-
�eA/ierW lic

APPENDICES

APPENDIX A
COMMENTS RECEIVED FROM FEDERAL AND STATE AGENCIES
United States Department of the Interior — Fish and Wildlife Service
January 4 2006
United States Department of Defense — Army Corps of Engineers
January 9 2006
North Carolina Department of Environment and Natural Resources — Division of Coastal Management
January 3 2006
North Carolina Department of Environment and Natural Resources — Regional Aquifer Protection
January 12 2006
North Carolina Department of Environment and Natural Resources — Division of Water Quality
January 20 2006
North Carolina Department of Environment and Natural Resources — Division of Environmental Health
January 23 2006
North Carolina Department of Environment and Natural Resources — Intergovernmental Affairs
February 8 2006
North Carolina Department of Administration —State Clearinghouse
February 10 2006
North Carolina Department of Cultural Resources — State Historic Preservation Office
February 14 2006
North Carolina Department of Environment and Natural Resources — Intergovernmental Affairs
February 28 2006
North Carolina Department of Administration — State Clearinghouse
March 2 2006
Pitt County Schools
March 25 2009
City of Greenville North Carolina
January 30 2006
City of Greenville North Carolina — Recreation and Parks Department
November 2 2009
Federal Highway Administration
November 13 2009

r
`F
1
HTOp United States Department of the Qntei i
x I IS] I AND WILDLII I SC RVR I
V!
� a
Rik-ieh ridd Office
J, a� Post Office Boy -1,726
�4RCH 3 R110-1i North C atohni'76 -16 37'6
January 4 2006
Gi egoi y J Thor pi, PhD
Notth Catoltna DLpattment of Transportation
Pto3cct Development -ind Environment-tl Amlys►s
1 ,)48 M-id Service Center
Raleigh North Caiolrn-t 27699 1548
Dear Dr Thorpe
This letter is in iesponse to yom request for comments fiom the U S Fish and Wildlife Service
(Service) on the potential environmental effects of the proposed Stantonsbutg Road /Tenth Street
Connectoi fiom Memorial Dtive to Evans Street in the City of Greenville Pitt County North
C1rolma (TIP No U 3315) These comments provide scoping inform ition in accordance with
pi ovisions of the Fish -ind Wildlife Coordin itton Act (16 U S C 661 667d) and section 7 of the
Ind-ingeied Species Act (ESA) of 1973 as -amended (16 U S C 1531 1543)
Due to the wb-in nature of the project irea and lack of n-ituial h-ibitat the Service does not hive
any concerns for this project It is unlikely that any federally thie�itened or endingeied species
��rll be afh,eted The Service appreciates the opportunity to comment on this project If you
h ive my questions ieg iiding our response please contact Mr Gary Jordan -it [phone]
e\t 32
S �erei
Here > a iin
Ecol ical Services Supervisor
cc Willi iris Wescott USAGE Washington NC
Tr,iv►s Wilson NC'WRC Creedmooi NC
Chris Mil►tschei US]=PA Raleigh NC

RPI LY TG
\�
\1TC1,T10h nt
Planning Servic
DEPAR rMENT Of 'I HE ARMY
WILMINCTON DISTRICT CORPS OF ENGINLGRS
P O BOX 1840
WILMINGTON NORTH CAROLINA 28402 1890
t'
January 9 2006
;es Section
Gregory J Thorpe Ph D Director
Project Development and Environmental Analysis
NC Department of Transportation
1548 Mail Service Centei
Raleigh NC 27699 -1548
Dear Dr Thorpe
F JJ1 t
This is in reply to your December 28 2005, letter requesting our comments
regarding environmental review issues relative to the proposed Stantonsburg
Road/Tenth Street Connector TIP Project No U 3315 in Greenville Pitt County North
Carolina The specific improvements include an extension of Tenth Street from its
intersection with Dickinson Avenue to the intersection of Stantonsburg Road and
Memorial Drive This information is to be used in an environmental review for potential
effects of the improvements
The proposed project area contains no identified 100 -year flood plains
However there may be other drainage structures that should be designed so as not to
increase the flooding Any questions related to flood plains for this response may be
directed to Mr Ray Batchelor at [phone]
Based on your preliminary information there may be waters or wetlands on the
proposed work sites Prior to beginning work we strongly suggest you have the
property inspected to determine the extent of Department of the Army tDA) jurisdiction
If there are questions related to jurisdictional waters or wetlands please contact Mr Bill
Biddlecombe of our Washington Regulatory Field Office at [phone] extension
31
Sincerely
L� Q-�n
Noel Clay Chief
Planning Services Section
I: VC

ATVA.
NCDENR
North Carolina Department of Environment and Natural Resources
Division of Coastal Management
Michael F Easley Governor Charles S Jones, Director William G Ross Jr Secretary
MEMORANDUM
TO Gregory J Thorpe Ph D
FROM Steve Sollod 1�
CC Colista Freeman
Doug Huggett
DATE January 3 2006
SUBJECT Stantonsburg Road/Tenth Street Connector from Memorial Drive to Evans Street
in Greenville Pitt County North Carolina (TIP Project Number U 3315)
The North Carolina Division of Coastal Management (DCM) received your letter of December
28 2005 regarding the proposed Stantonsburg Road/Tenth Street Connector fionn Memonal
Drive to Evans Street in Greenville Pitt County North Carolina
The rules of the NC Coastal Area Management Act (CAMA) regulate development in Areas of
Environmental Concern (AECs) within the 20 counties bordering the coast of North Carolina
The 20 coastal counties are as follows Beaufort Bertie Brunswick Camden Carteret
Chowan Craven Curiituck Dare Gates Hertford Hyde New Hanover Onslow Pamlico
Pasquotank Pender Perquimans Tyrrell and Washington
DCM has the authority to review a project that is not located within the 20 coastal counties for
consistency with the North Carolina Coastal Management Program if the project has the
potential to cause direct impacts or cumulative effects on coastal resources 'A ]thin the 20 coastal
counties Based on the information provided in the scoping letter for this project located in Pitt
County it appears that direct impacts or cumulative effects on coastal resources within the 20
coastal counties will not occur At this time a Consistency Determination does not appear
necessary However if at some point during project development it appears as though there may
be potential for direct or cumulative impacts on coastal resources within the CAMA regulated
counties then NCDOT should submit that information to DCM so that DCM can determine if a
consistency review should be initiated
If you have an} questions or concerns please contact me at (919) 733 229 ) x 230 or via e mail
at Ste%e sollodCncm id net Thank you for your consideration of the North Carolina Coastal
Management Program
1638 Mall Service Center Raleigh North Carolina 276991638
Phone [phone] FAX [phone] Internet http / /dcm2 enr state nc us
An Equal opporlunity 1 Affirmative Action Employer - 50 Recycled 110 Post Consumer Paper

MEMORANDUM
TO Melba McGee — Environmental Coordinator — Office of Legislative &
Intergovermnental Affairs
FROM David May —Regional Aquifer Protection Supervisor— Washington
SUBIECT Stantonsburg Road /Tenth Street Connector from Memorial Drive to Evans Street
Greenville Pitt County
Project Number 06 0208
DATE January 12 2006
The above referenced project was reviewed and the following comments are offered
I The planned route for the road construction project may cross properties that are
considered to be pollution incidents with the Department where contaminated
soil and/or groundwater is present Any contaminated property identified during
this project should be reported to the Washington Regional Office
Please contact me at 252 948 3939 should you have any questions regarding this matter
f( 1 I ,
�L
elk
l
1
1

W A rFq p 1��1 �� s
i
—I
Michael F Easley Governor
William G Ross Jr Secretary
North Carolina Department of Environment and Natural Resources
Alan W Klimek P E Director
Division of Water Quality
�, by January 20 2006
L
MEMORANDUM � ���'LL c�Z j��✓�
To Melba McGee Environmental Coordinator Office of Legislative and Intergovernmental
Affairs
From Brian L Wrenn Transportation Permitting Unit NCDWQ �,lr)
Subject Request for Scoping Comments for the Proposed Construction of the Stantonsburg /Tenth
Street Connector in Pitt County TIP Project No U 3315 State Clearinghouse Project
No 06 0208
This office has reviewed the referenced document The Division of Water Quality (DWQ) is responsible
for the issuance of the Section 401 Water Quality Certification for activities that impact Waters of the
U S including wetlands Based on a preliminary review of the project study area it appears that there
are no streams or wetlands in the project study area Therefore DWQ has no specific comments for this
project
General Comments
1 DWQ prefers spanning structures Spanning structures usually do not require work within the stream
and do not require stream channel realignment The horizontal and vertical clearances provided by
bridges allows for human and wildlife passage beneath the structure does not block fish passage and
does not block navigation by canoeists and boaters
In accordance with the Environmental Management Corarrussion s Rules (15A NCAC
2H 0506(b)(6)) mitigation will be required for impacts of greater than 150 linear feet to any single
perennial stream In the event that mitigation is required the mitigation plan should be designed to
replace appropriate lost functions and values In accordance with the Environmental Management
Commission s Rules (15A NCAC 2H 0506 (h)(3)) the NC Ecosystem Enhancement Program may
be available for use as stream mitigation A discussion of potential mitigations strategies should be
included in the EA
3 Bridge deck drains should not discharge directly into the stream Stormwater should be directed
across the bridge and pre treated through site appropriate means (grassed swales pre formed scour
holes vegetated buffers etc ) before entering the stream Please refer to NCDOT Best Management
Practices for the Protection of Surface Waters
4 Live concrete should not be allowed to contact the water in or entering into the stream Concrete is
mostly made up of lime (calcium carbonate) and when in a dry or wet state (not hardened) calcium
carbonate is very soluble in water and has a pH of approximately 12 In an unhardened state concrete
or cement will change the pH of fresh water to very basic and will cause fish and other
macroinvertebrate kills
5 Sedimentation and erosion control measures sufficient to protect water resources must be
implemented prior to any ground disturbing activities Structures should be maintained regularly
especially following rainfall events
NonhCarohna
Transportation Permitting Unit �(ItllPllll'f
1650 Mail Service Center Raleigh North Carolina 27699 1650
2321 Crabtree Boulevard Suite 250 Raleigh North Carolina 27604
Phone [phone] / FAX [phone] / Internet hito Nh2o enr state nc us /ncwetlands
An Equal Op portunitylAffirmalive Action Employer - 50 Recycled/1101 Post Consumer Paper

Page 2
6 Bare soil should be stabilized through vegetation or other means as quickly as feasible to prevent
sedimentation of water resources
7 Sediment and erosion control measures should not be placed in wetlands
8 Borrow /waste areas should avoid wetlands to the maximum extent practicable Impacts to wetlands in
borrow /waste areas could precipitate compensatory mitigation
If foundation test borings are necessary it should be noted in the document Geotechnical work is
approved under General 401 Certification Number 3027/Nat►onw►de Permit No 6 for Survey Activities
10 All work in or adjacent to stream waters should be conducted in a dry work area Sandbags rock
berms cofferdams or other diversion structures should be used where possible to prevent excavation
in flowing water
I1 Heavy equipment should be operated from the bank rather than in stream channels in order to
minirruze sedimentation and reduce the likelihood of introducing other pollutants into streams This
equipment should be inspected daily and maintained to prevent contarrunation of surface waters from
leaking fuels lubricants hydraulic fluids or other toxic materials
Thank you for requesting out input at this time The DOT is reminded that issuance of a 401 Water
Quality Certification requires that appropriate measures be instituted to ensure that water quality
standards are met and designated uses are not degraded or lost If you have any questions or require
additional information please contact Brian Wrenn 919 733 5715
pc William Wescott USACE Washington Field Office
Garcy Ward NCDWQ Washington Regional Office
Chris Militscher USEPA
Travis Wilson NCWRC
Gary Jordan USFWS
File Copy

FEW
DEPARTMENT OF ENVIRONMENT AND
NATURALRESOURCES
DIVISION OF ENVIRONMENTAL HEALTH
Inter Agency Project Review Response
Project Name NC DOT'
Project Number
060208
County
Pitt
Type of Project Proposed protect is
Stantonsbure Rd/Tenth st
Connector from Memorial Dr
The applicant should be advised that plans to Evans Street m the City or
Greenville
and specifications for all water system
Improvements must be approved by the Division of Environmental Health prior to the
award of a contract or the initiation of construction (as required by 15A NCAC 18C
0300et seq ) For information contact the Public Water Supply Section (919)
7332321
❑ This project will be classified as a non community public water supply and must comply
with state and federal drinking water monitoring requirements For more information the
applicant should contact the Public Water Supply Section [phone]
❑ If this project is constructed as proposed we will recommend closure of feet of
adjacent waters to the harvest of shellfish For information regarding the shellfish
sanitation program the applicant should contact the Shellfish Sanitation Section at (252)
7266827
❑ The soil disposal area(s) proposed for this project may produce a mosquito breeding
problem For information concerning appropriate mosquito control measures the
applicant should contact the Public Health Pest Management Section at [phone]
❑ The applicant should be advised that prior to the removal or demolition of dilapidated
structures a extensive rodent control program may be necessary in order to prevent the
migration of the rodents to adjacent areas For information concerning rodent control
contact the local health department or the Public Health Pest Management Section at
[phone]
❑ The applicant should be advised to contact the local health department regarding their
requirements for septic tank installations (as required under 15A NCAC 18A 1900 et
sep ) For information concerning septic tank and other on site waste disposal methods
contact the On Site Wastewater Section at (9 19) 733 2895
❑ The applicant should be advised to contact the local health department regarding the
sanitary facilities required for this project
❑ If existing water lines will be relocated during the construction plans for the water line
relocation must be submitted to the Division of Environmental Health Public Water
Supply Section Technical Services Branch 1634 Marl Service Center Raleigh North
Carolina 27699 1634 [phone]
® For Regional and Central Office comments see the reverse side of this form
Jim McRight PWSS 01/23/06
Reviewer
Section /Branch Date
S 1PwslAngela 1MC lea ring house\Review Response Pgs 1 and 2 for input doc

DEPARTMENT OF ENVIRONMENT AND Project #
NATURAL RESOURCES 06 -0208
DIVISION OF ENVIRONMENTAL HEALTH Pitt
Inter Agency Project Review Response
Project Name NC DOT Type of Project Proposed protect is
Stantonsburg Rd/Tenth St connector from Memorial Drive to Evans Street m the �
Greenville
Comments provided by
Regional Program Person
t EB a 7 mfll
L ^ J Regional Supervisor for Public Water Supply Section
Central Office program person
Name Fred Hill/ Harry Bailey Telephone # [phone] Date Rev d /25/0
6
Program within Division of Environmental Health
Public Water Supply
L___1 Other Name of Program
Response (check all applicable)
ElNo objection to project as proposed
No comment
Insufficient information to complete review
Comments attached
51 See comments below
The project has the potential to impact Greenville Utilities Commission (PWS ID# 04 74 010) water
systems distribution lines
Plans and specifications must be submitted to the Public Water Supply Plan Review Section prior to
construction if any modifications occur to the distribution systems
Return to
Public Water Supply Section
Environmental Review Coordinator for the Division of Environmental Health
r7

• 7
NC®ENR
North Carolina Department of Environment and Natural Resources
Michael F Easley Govemor William G Ross Jr Secretary
7 a Qom`
a 2006
MEMORANDUM
c J
C�
� � V
TO Chrys Baggett r, '' `\cQ
State Clearinghouse
FROM Melba McGee
Environmenta Review Coordinator
SUBJECT 06 -0208 Scoping for the Proposed Construction of the
Stantonsburg /Tenth Street Connector in Pitt County
DATE February 8 2006
The Department of Environment and Natural Resources has reviewed the
proposed information The attached comments are for the applicant s
information
Thank you for the opportunity to review
Attachments
L
ne
1601 Mall Service Center Raleigh North Carolina 27699 1601 NofthCarohna
Phone [phone] FAX [phone] Internet www enr state nc us /ENR/ ;uffrazly
An Equal Opportunity l Affirmative Action Employer 50 /Recycled 110 /Post Consumer Paper

�STAJZ
North Carolina
Department of Administl atlon
Michael F Easley Governor
Febriiary 10 2006
Ms Colista S Freeman
NCDOT
Transportation Building
1548 Marl Service Center
Raleigh NC 27699 1548
Dear Ms Freeman
Bial Cobb Secretary
Re SCH File 4 06 E 4220 0208 Scoping Stantonsbulg Road /Tenth Street Connector from
Memorial Drive to Evans Street in Greenville North Calolm -i TIP No U 33I..)
The above referenced environmental impact information has been reviewed through the State
Clearinghouse under the provisions of the North Carolina Environment -il Policy Act
Attached to this letter are comments made by agencies reviewing this document which identify issues to
be addressed in the environmental review document The appioptlate document should be forwarded to
the State Clearinghouse for compliance with State Environmental Policy Act Should you have any
questions please do not hesitatt, to call me at 807 2425
Sincerely
J
Ms Chiys B- iggett
Environmental Policy Act Coordinator
Attachments
cc Region Q,
Aludutg I ddrus Tdtphonc [phone] l ocruton Iddrm
1301 M111 SUVICL CLnitr Fi-, [phone] 1 1 6 WL5t 1011 LS StfCCI
Rile1¢h NC 17699 1301 St 1t1, Counts If) 1 01 00 R-1l teh North Carolina
L ntad Clu1 s Bagbell ct nunatl m t
In I qt rrl opporlulutl I fftr naal 4alon Cntplotc

�r State of North Carolina Reviewing Office y[/6s 94
NcoENR Department of Environment and Natural Resources ���� ����� /
Pro)ect Number ,(dd_l��Due Date
INTERGOVERNMENTAL. REVIEW - PROJECT COMMENTS
After review of this project It has been determined that the DEN permit(s) and /or approvals indicated may need to be obtained In order for this project
to complywlth North Carolina Law Questions regarding these permits should be addressed to the Regional Office indicated on the reverse of this form
All applications Information and guidelines relative to these plans and permits are available from the same Regional Office
PERMITS
SPECIAL APPLICATION PROCEDURES or REQUIREMrNTS
Normal Process Time
(Statutory Time Limit)
❑
Permit to construct & operate wastewater treatment
Application 90 days before begin construction or award of constriction
30 days
facilities sewer system extensions & sewer systems
contracts On site inspection Post application technical conference usual
(90 days)
not discharging into state surface waters
❑
NPDES permit to discharge into surface water and /or
Application 180 days before begin activity On -site inspection preappircanon
permit to operate and construct wastewater facilities
conference usual Additionally obtain permit to construct wastewater treatment
90 120 days
discharging into state surface waters
facility granted after NPDES Reply time 30 days after receipt of plans or issue
(N /A)
of NPDES permit whichever is later
❑
Water Use Permit
Preappiication technical conference usually necessary
30 days
(N /A)
❑
Well Construction Permit
Complete application must be received and permit issued prior to the
7 days
installation of well
(iS days)
❑
Dredge and Fill Permit
Application copy must be served on each ad /a -ent riparian property owner
5o da s
y
On site inspection Preapplication conference usual Filling may require Easement
(90 days)
to Fill from N C Department of Administration and Federal Dredg and Fill Permit
❑
Permit to construct & operate Air Pollution Abatement
facilities and /or Emission Sources as per 15 A NCAC
NIA
60 days
(20 0100 20 0300 2H 0600)
Any open burning associated with subject proposal
must be in compliance with 15 A NCAC 2D 1900
❑
Demolition or renovations of structures containing
asbestos material must be in compliance with
0 days
15 A NCAC 2D 1110 (a) (1) which requires notification
NIA
(990 days)
and removal prior to demolition Contact Asbestos
Control Group 919 733 -0820
❑
Complex Source Permit required under 15 A NCAC
2D 0800
❑
The Sedimentation Pollution Control Act of 1973 must be properly addressed for any land dis-urbing actro An erosion & s- Jimen-aoon
20 d ys
control plan will be required if one or more acres to be disturbed Plan fled w th proper Rea oval Oft ce (and Q al ty S ^ c at leas 30
(30 days)
day efore beginning activity A fee of S50 for the first acre or any part of an acre
The Sedimentation Pollution Control Act of 1973 must be addressed with respect to the referenced Local Ordinance
30 days
❑
Sedimentation and erosion control must be addressed in accordance with NCDOTs approved program Parncular attemion should be
given to design and installation of appropriate perimeter sediment trapping devices as well as stabl storm eater conveyan z and outlets
❑
Mining Permit
On site Inspection usual Surety bond filed wrm DCNR. Bond amount vanes with
type mine and number of acres of aftecced land. Any are mined or ater than
30 days
one acre must be permitted The appropriate bond must b- recerv=d before
(60 days)
the permit can be issued
J
❑
North Carolina Burning permit
On site inspection by N C Division of Forest Resources if permit ex-eads 4 days
1 day
(N /A)
❑
Special Ground Clearance Burning Permit 22 counties
On site inspection oy N C Division or rorest nesoures requu -o r more tnan fi
1 d y
in coast INC with organic sods
acres of ground clearing activities are involved Insp i7ions shout oe re quested
(N /A)
at least ten days before ac uai burn is planned
❑
Oil Refining Facdi res
NIA
00 20 days
(r t„)

PERMITS
I❑ I Dam Safety Permit
❑ f Permit to dril i exploratory oil or gas well
[if Geophysical Exploration Permit
❑ State Lakes Construction Permit
❑ ] 401 Water Quality Certification
❑ f CAMA Permit for MAJOR development
❑ I CAMA Permit for MINOR development
SPECIAL APPLICA710N PROCEDURES or REQUIREMENT
if permit required application 60 days before begin construction. Applicant
must hire N C.quafifie i engineer to prepare plam inspect construction certify
construction is according to DENR approved plans. May also require Iwrmrt under
mosquito control program and a 404 permit from Corps of Engineers.
An Inspection ofsite is necessary to verify Hazard 0assifiotiorL A minimum
fee ofS20000 must accompany the application An additional processing feJ
based on a percentage or the total project cost will be required upon completion
Rie surety bond of 55 000 with DENR running to State of N C conditional tha any
well opened bydrili operator shall upon abandonment be plugged according
to DENR rules and regulations
Application filed with DENR at least 10 days prior to issue of permit Application
by letter No standard application form
Application fees based on structure size is charged Must include descriptions
& drawings of structure & proof or ownership of riparian property
N/A
5250 00 fee must accompany application
$50 00 fee must accompany application
© Several geodetic monuments are located in or near the protect area If any monument needs to be moved or destroyed please notify
N C Geodetic Survey Box 27687 Raleigh N C 27611
❑ Abandonment of any wells If required must be in accordance with Title 1 SA Subchapter 2Co100
Normal Proces
'Statutory time i
30 days
(60 days)
10 days
(N /A)
10 days
(N /A)
15 20 days
(NIA)
55 days
(130 days)
60 days
( 130 days)
22 days
(25 days)
❑ Notification of the proper regional office is requested if orphan underground storage tanks (LISTS) are discover d during and excavation co ration
❑ Compliance with 15A NCAC 2H 1000 (Coastal Stormwater Rules) is required
45 days
(N /A)
Other comments (a tach additional pages as necessary beino certain o cit comrsen uthority)
c
�r r J
1r "`k �r Iw1
%
1
J I �
REGIONAL OFFICES
Questions regarding these permits should be addressed to the Regional Office marked below
❑ Asheville Regional Office ❑ Mooresville Regional Office ❑ Wilmington Regional Office
59 Woodfin Place 919 North Main Street 127 Cardinal Drive p
Asheville N C 28801 Mooresville N C 28115 Extension
[phone] Wilmington N C 28405
[phone] (910) 39:) 3900
❑ Fayetteville Regional Office ❑ Raleigh Regional Office ❑ Winston Salem Regional Office
22S Green Street Suite 714 3800 Barrett Drive PO Box 27687 58o Waughtown Street
Fayetteville N C 28301 Raleigh N C 27611 Wtnstan S I = N C 271 C 7
[phone] (519) �7 i 4700 1-m
(336) 771 -4600
❑ Washington Regional Office
943 Washington Square Mali
Washington N C 27889
(252)94o 6481

17 2006
U
p fltVlSION OF
i� ✓.�_ MIGHWAYS
North Carohna Department of Cultural Resources ZZfti +i AN
State Historic Preservation Office
P tc 11 S db L 1d trat r
\hchul I 19 I } Cmernor Officc of %rch t. and I It tory
1 %btah C I %anti 4ccrthry 1)1%t ton f I I toncil Rcoourc
Jcffr%y I ( rm D put) ti crctary M% d Brut]. Dtuctor
February 14 2006
MEMORANDUM
TO Gregory Thorpe
NCDOT — Project Development and Analysis
FROM Peter Sandbeck f ekf �6c:
SUBJECT Stantonsburg Road /Tenth Street Connectot foam Memorial Drive to Evans Street
Greenville U 3315 Pitt County CHO 6 0019
Thank you for your notification January 1 2006 concerning the above project
We ha %e conducted a search of ou>. maps and files and located the following structure of lustorical or
architectural Importance within the general area of this project
• Greenville 1 obacco WaLehouse Historic District, listed in the National Register of Historic Places
1
We recommend that a Department of Transportation architectural historian identify and evaluate any
structures over fifty years of age within the project area and report the findings to us
TheLe are no known archaeological sites within the proposed project area Based on our knowledge of the
area it is unlikely that any archaeological resources that may be eligible for conclusion in the National Register
of Historic Places will be affected by the project We therefore recommend that no archaeological
investigation be conducted in connection with this project
The above comments are made pursuant to Section 106 of the National Historic Preservation Act and the
Advisory Council on Historic Preservation s Regulations for Compliance with Section 106 codified at 36 CFR
Parr 800
Thank you for your cooperation and consideration If you have questions concerning the above comment
please contact Renee Gledhill Earley environmental review coordinator at 919/733 4763 In all future
communication concerning this project please cite the above referenced tracking number
cc Mary Pope Furr NCDOT
Matt Wilkerson NCDOT
Lac t o Mad ngAdd T 1 phon /Fax
ADMINISIRAIION 5117 N BI t St t R 1 thh N( 3(17 Nha St r% c L nt r Rai 6h NC 27()9 4(17 (91))733 17(3/731-8653
RESTORATION 515 N III unt St n.t 11-d l h NC 4(17 ht d Sen L t IWc dh N( 769) 4617 O1))7116547/715 48111
SURVEY & PLANNING 515N 111 t Str v.t It 1 g1 N(' 4(17 ht d Senuc Center Ital gl NC 7(9) 4(17 (91))733 (545/715 4801

FqCDENR
North Carolina Department of Environment and Natural Resources
Michael F Easley Governor
MEMORANDUM
TO
FROM
SUBJECT
DATE
Chrys BaggLtt
State Clearinghouse
Melba McGee � --
Pro9 ect Revre�� Coordinator
FEB ezM
4
b1 i:E1``\OZ
William G Ross Jr Secretary
06 0208 Stantonburg Road /Tenth Street Connector in the City of Gr eem rile
February 28 2006
The attached comments were received by this office after the response due date These comments
should be forwarded to the applicant and made apart of our previous comment package
Thant. you for the opportuni ty to respond
Att,rchment
1601 Mad Service Center Raleigh North Carolina 27699 1601
Phone [phone] FAX [phone] Internet www enr state nc us /ENR/
An Equal Opportunity/Affirmative Acton Employer 50 A Recycled 110 / Post Consumer Paper
NoAhCarohna
Naturally
n

r .svn
North Carolina
Department of Administration
Michael F Easley Governor Britt Cobb Secretary
March 2 2006
Ms Colista S Freeman
NCDOT
Transportation Building
1548 Mail Service Center
Raleigh NC 27699 1548
Dear Ms Freeman
Re SCH File # 06 E-4220 0208 Scoping Stantonsburg Road /l enth Street Comnectoi from
Memorial Drive to Evans Street in Greenville North Carolina TIP No U 3315
The above referenced environmental impact information has been reviewed through the State
Clearinghouse under the provisions of the North Carolina Environmental Policy Act
Attached to this letter are addition -il comments made by agencies reviewing this document which
identify issues to be addressed in the environmental review document The appropriate document should
be forwarded to the State Clearinghouse for compliance with State Environmental Policy Act Should
you have any questions please do not hesitate to call me at 807 2425
Sincerely
Ms Chrys B-aggett J
Environmental Policy Act Coordinator
Attachments
cc Region Q
rrlatlurg Address 7elephom [phone] 1 ocattort Address
1301 Mail SLrvicL Center F n (919)733 9)71 116 West 1oKs Street
Ralugh NC 27699 1301 S11tC Courier 1151 01 00 Ralugh North C trohna
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e-0-50-5-1-11-1-25--m I Pitt County
Schools
March 25 2009
David Brown City of Greenville
Public Works Department /City Engineer
1500 Beatty Street
Greenville NC 27834
Dear David
I would like to inform you of the Board of Educations future plans for Sadie Saulter
School as you continue to prepare and plan for the 10th Street Corridor project The
Board of Education at its March 16 2009 board meeting approved the first phase of
projects related to the Long Range Facility Plan and that included the reconfiguration of
Sadie Saulter School to a Pre K center and office building This will be effective with
the opening of school for the 2010 11 school year The facility will not be operated as a
regular K 5 elementary school after this coming year
Thank you for all your cooperation and should you have any questions please feel free to
give me a call
Sincerely
�on eau /xeu
Aaron Beaulieu
Associate Superintendent for Operations

l 5
131 1
OF GREEflVI? ! E
RUC' i II LARnL i I A
January 30 2006
Mr Gregory J Thorpe Ph D Director
Project Development and Environmental Analysis Br inch
North Caiolina Department of Transportation
1548 Marl Sei vice Center
Raleigh NC 27699 1548
Dc,ar 1NIr Thorpe
P O Box 7207
�r
1�
SUB IECT Stantonsbura Road /Tenth Street Connectoi from Memorial Drive to
Evans _Street in the City of Greenville, Pitt County State Project No
35781 1 l NCDOT TIP Project No U 3315
On behalf of the City of Greenville we have reviewed the information provided
to conjunction with your letter dated December 28 2005 We appreciate the
opportunity to offer comments on this project
First we would like to emphasize the importance of this project to the City of
Greenville both as a transportation improvement and as an economic stimulus for our
City As mentioned in your information this project is the Greenville Urban Area s
third highest transportation improvement priority The project is obviously supported
by the City of Greenville East Carolina University and by University Health Systems
(Pitt County Mennorral Hospital) as evidenced by their involvement in this project
Of critical concern is the need for a garde sepaiation of Tenth Street and CSX
Railway This is of vital importance as Tenth Street once improved will be the only
major thoroughfare in Greenville by which nnotorrst will hive unimpeded access to the
hospital area and emergency services providers
This transportation improvement project is intended to address all modes of
travel pedestrians bicyclists and public tianspoitation including a look at future mass
transit opportunities fionn ECU s main campus to the medical facilities
In conjunction with the City s effort to revitalize the uptown area and west
Greenville we ate very sensitive to the needs of residents ind business owners/
operators who may be impacted by this project It is for this reason an extensive public
involvement plan has been developed and is currently underway It is of utmost
importance we find in alignment that will meet the purpose and need for this project
while having the least impact on surrounding property owners residents and
businesses

Mi Gregory J Thorpe Ph D
Page 2
Jainilry 30 2006
To reiterate this project is critical to thr. City of Greenville is we strive to meet
the needs of this growing community As a regional center we provide services to all
of e-istem North Carolina This transport -ition improvement is essential in our efforts to
meet the needs of our community and eastern North Carolina
We -rppreciate the opportunity to express out views on this project Should you
have -any questions do not hesitate to call at (2..)2) 329 4520
Sincerely
T N Tysinger r P
Director of Public Works
/wfr
cc Wayne Bowers City Manlger
Bill Richardson, Deputy City Manager
Merrill Flood Director of PI-inning & Community Development

.'� .. �.�: Parks De • artn�ent
P O Box 7207
Greenville, NC 27835 -7207
November 2 2009
Mr Clarence Coleman PitconbtruLtion and Envnonmellt Ducctoi
ATTN Mi Ron Lucas
tderal HighwaN Adinlnistlation
North Catoluna Division
310 New Bern Avenue Suite 410
Ralei(,h NC 27601
RF Stantonsburg Road /Tenth Stieet Connector Project TIP No U 3315
Dear Mr Colem in
Phone [phone]
Fax [phone]
The City of Greenville in pat Met ship with the North Catohna Department of Tiansportation is developing
the referenced project that will e \tend Tenth Street to connect with Stantonsburg Road at its intersection with
Memorial Drive Through the project s de,,elopment process thiee alternatives aie now being studied in
detail for this pio_ject It has been identified that the Beatace Maye Garden is in the project study area and
that the project may requue the acquisition of land fioin the Beatrice Maye Garden for the project The City
understands that Section 4(f) of the US Department of Transpoitation Act of 1966 may apply to a publicly
owned pail. The purpose of this lettet is to document the Cit} s agreement with and Support of the project
as "ell as to address the Depaitmtnt s conceals -ibout the potential for a Section 4(f) issue
Tht Recreation & Paiks Depaitment is responsible tot the Beatrice Made Garden and is aw-ire of the
referenced project s potential impacts to the pail. The piik area is a trianculai piece of open space land
approximately one half acre in sire and is bordtrtd by Farmville Boulevaid TNson Street and Daxenpoit
Street (Attached is a Vicinity Map and photos of the area ) File open space was dedicated in honor of Mrs
Ma}e for her suppoit -end dedication to the citizens of Ciieei ville on October 20 2002 There are cuirentl)
no amenities Mailable to the open space area such 'is parking picnic tables playgrounds recitational
fields lighting public buildings of facilities on the property Our department s plan for this park area
nntludtS the addition of tuture gaiden beds landscaping and graxel pathwa\s
The City understands that Section 4(f) applies to any significant pubhtly owned public park of reeteation
at ea As defined by the Ihederal High-v\ay Administration (Stchon 4(�) Policv Papcl March 1 2005)
Significance means that in comparing the mailability and function of a park or reeieational area with the
park of recreation objectives of the community or authority the resource in question plays an important role
in meeting those objectives
COC- 48443�3 0
Working to positively impact the health, economy, natural environment & well being
of the Greenville Community

Stantonsburg Road /Tenth Street Connecto► Project
November 2 2009
Page 2
By the above definition the Beatuce Ma }e Garden does not fall under the teim significance for the
purposes of Section 4(0 as applied to puhlicly owned park of iecteation area The open space area primarily
functions as an honorary tribute to Mrs Maye It does not function in the same capacity as the Cit} s other
parks or recreational a►eas that might be considered under Section 4(f) In ieleience to this Section the open
space area maN be considered as an incidental secondary or occasional pack
In conclusion the Recreation & Parks Department is aware of the ►eterenced project s potential impacts to
the Beatrice Maye Garden part. area In consideration of our depaitment s planned improvements it has
determined that the potential impacts to the patk area b) the Stantonsburg Road/Tenth Street Connector
Project will be acceptable
It you have and questions of iequue additional into►mation please contact the City s project manager CM
Engineer David Btown at [phone] or dbiown a greenvillcnc gov
Smce ly I 4s1(-Y1rt1_
Mr Ga►y Fenton Duectoi
Department of Recteation and Parks
cc Wayne Boy \ers City Manager
David T Brown PE Citv Engmeei
Wes Anderson Directo► of Public Woiks
Men ill Flood Di rector of Community DeN elopment
CO( #841353 0

Ar
1
h*
COG- #9443 53 -v2
+1�
is
.i

Van Duyn, Meredith
Subject FW U 3315 Greenville is cleared to select and recommend a preferred alternative
From Ron Lucas @dot gov [mailto Ron Lucas @dot gov]
Sent Friday November 13, 2009 10 03 AM
To Devens Thomas E
Cc Ron Hairr @kimley horn com
Subject U 3315, Greenville
Ted
The FHWA North Carolina Division office has received a letter dated November 2 2009 from the City of Greenville s Park
and Recreation Department in regards to the Beatrice Maye Garden After reviewing the letter and photographic
attachments the FHWA has determined that a section 4(f) evaluation for the use of the Beatrice Maye Garden is not
required This determination has been made consistent with 23 CFR 774 of the Code of Federal Regulations
Email correspondence to and from this sender is subject to the N C Public Records Law and may be disclosed to third parties

APPENDIX B
SECTION 106 EFFECTS CONCURRENCE FORM
AND SECTION 4(F) DE MINIMIS DOCUMENTATION

Federal Aid # STP- 0220(26) TIP-fur U -3315 Gotrrlty Pitt
CONCURRENCE FORM FOR ASSESS' ENT OF EFFFCTS
Project Dc.scriptron Stantonsburg Road /Tenth Street Connector, Greenville
On June 30, 2009 ieprZewntittives of the
X North Carolina Department of Trinsportition (NCDO 1)
X Federal Highwq Administration (UHWA)
X North Carolina State Historic PrcgLI V ition Office (UIPO)
❑ Other r
Reviewed the subject project and agreed on the effects findings listed %Nithin the table on the
reverse of this signature page
Sibned
aL/1001t,11.44,11 -so -,Ili
7
ReprLsc.ntative NCDO I D ite
_eel
f HWA, for the Di% ision Administrator or other f Lderal Agenev Date
Ri.presc.ntuive, HPO Date
c ` &&'t-
12tate (!��t
Historic Preservation Officer Date

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APPENDIX C
NCDOT RELOCATION REPORT

EIS RELOCATION REPORT
North Carolina Department of Transportation
RELOCATION ASSISTANCE PROGRAM
® E I S ❑ CORRIDOR ❑ DESIGN
WBS 135781
1
COUNTY
Pitt
Alternate Gmod of Alternate
I D NO I
U 3315
F A PROJECT
N/A
DESCRIPTION OF PROJECT
Stantonsburg Road / Tenth Street Connector
From Memorial Drive US 13 to Evans Street
ESTIMATED DISPLACEES
INCOME LEVEL
Type of
Dlsplacees
Owners
Tenants
Total
0 15M
15 25M
25 35M
35 50M
50 UP
Residential
15
8
23
4
17
1
1
0
Businesses
19
7
26
VALUE OF DWELLING
DSS DWELLING AVAILABLE
Farms
0
0
0
Owners
Tenants
For Sale
For Rent
Non Profit
3
4
7
0 20m
0
$0150
0
0 20M
3
$0150
0
ANSWER ALL QUESTIONS
dnecessary?
20-40M
0
150 250
0
20-40M
36
150 250
0
Yes No
Explain all YES answers
40 70m
15
250 400
0
40 70m
51
250 400
48
X
1 Will special relocation services be
2 Will schools or churches be affe100
displacement?
3 Will business services still be available
after project?
4 Will any business be displaced? If so
Indicate size type estimated number of
employees minorities etc
5 Will relocation cause a housing shortage?
6 Source for available housing (list)
7 Will additional housing programs be c
needed?
8 Should Last Resort Housing be considered?
9 Are there large disabled elderly etc
families?
10 Will public housing be needed for project?
11 Is public housing available?
12 Is it felt there will be adequate DSS housing
housing available during relocation period?
13 Will there be a problem of housing within
financial means?
14 Are suitable business sites available (list
source)
15 Number months estimated to complete
RELOCATIONS 36 months
70 100M
0
400 600
8
70 100M
118
400 600
102
X
up
0
1
600 up
0
100 up
486
600 up
168
TOTAL
15
1
8
694
1
218
X
REMARKS (Respond by Number)
2 PLEASE SEE ADDENDUM OR FOLLOW LINK
Alternative G Modified Displaced Churches Aw
3 THERE ARE OTHER SIMILAR TYPE BUSINESSES NOT
AFFECTED BY THIS ALTERNATIVE
4 PLEASE SEE ADDENDUM OR FOLLOW LINK
Alternative G Modified Displaced Businesses Aw
6 MULTIPLE LISTING SERVICES LOCAL REALTORS ETC
8 AS MANDATED BY LAW
14 SAME AS #6 ABOVE
X
X
X
X
X
X
X
X
X
X
Christopher J Coughlin 07/13/2009
11/19/09
Relocation Coordinator Date
Date
Right of Way Agent
FRM15 E Revised 09 02 Original & 1 Copy Relocation Coordinator
2 Copy Division Relocation File

EIS RELOCATION REPORT I i
North Carolina Department of Transportation
RELOCATION ASSISTANCE PROGRAM
® E I S ❑ CORRIDOR ❑ DESIGN
WBS 135781
1
COUNTY
I Pitt
Alternate H of Alternate
I D NO I
U 3315
F A PROJECT
I N/A
DESCRIPTION OF PROJECT
Stantonsburg Road / Tenth Street Connector
From Memorial Drive US 13 to Evans Street
ESTIMATED DISPLACEES
INCOME LEVEL
Type of
Dlsplacees
Owners
Tenants
Total
Minorities
0 15M
15 25M
25 35M
35 50M
50 UP
Residential
16
11
27
27
2
22
2
1
0
Businesses
18
7
25
3
VALUE OF DWELLING
DSS DWELLING AVAILABLE
Farms
0
1 0
0
0
Owners
Tenants
For Sale
For Rent
Non Profit
4 1
4
8
7
0 20m
0
$ 0150
0
0 20m
3
$0150
0
ANSWER ALL QUESTIONS
20-40M
0
150 250
0
20-40M
36
150 250
0
Yes
No
Explain all YES answers
40 70m
16
250 400
0
40 70m
51
250 400
48
X
1 Will special relocation services be necessary
2 Will schools or churches be affected by
displacement'?
3 Will business services still be available
after project?
4 Will any business be displaced? If so
Indicate size type estimated number of
employees minorities etc
5 Will relocation cause a housing shortage?
6 Source for available housing (list)
7 Will additional housing programs be
needed?
8 Should Last Resort Housing be considered?
9 Are there large disabled elderly etc
families?
10 Will public housing be needed for project?
11 Is public housing available?
12 Is it felt there will be adequate DSS housing
housing available during relocation period?
13 Will there be a problem of housing within
financial means?
14 Are suitable business sites available (list
source)
15 Number months estimated to complete
RELOCATION? 36 months
70 100m
0
400 600
11
70 100m
118
400 600
102
X
100 up
0
600 up 1
0
100 up
486
600 up
168
TOTAL
16
1
11
694
218
X
REMARKS (Respond by Number)
2 PLEASE SEE ADDENDUM OR FOLLOW LINK
Alternative H Displaced Churches Aw
3 THERE ARE OTHER SIMILAR TYPE BUSINESSES NOT
AFFECTED BY THIS ALTERNATIVE
4 PLEASE SEE ADDENDUM OR FOLLOW LINK
Alternative H Displaced Businesses Aw
6 MULTIPLE LISTING SERVICES LOCAL REALTORS ETC
8 AS MANDATED BY LAW
14 SAME AS #6 ABOVE
X
X
X
X
X
X
X
X
X
Christopher J Coughlin 07/13/2009
11/19/09
Relocation Coordinator Date
Date
Right of Way Agent
FRM15 E Revised 09 02 Original & 1 Copy Relocation Coordinator
2 Copy Division Relocation File

EIS RELOCATION REPORT
North Carolina Department of Transportation
RELOCATION ASSISTANCE PROGRAM
® E I S ❑ CORRIDOR ❑ DESIGN
WBS 135781
1
COUNTY
Pitt
Alternate Jmod of Alternate
I D NO I
U 3315
F A PROJECT
I N/A
DESCRIPTION OF PROJECT
Stantonsburg Road / Tenth Street Connector
From Memorial Drive US 13) to Evans Street
ESTIMATED DISPLACEES
INCOME LEVEL
Type of
Displacees
Owners
Tenants
Total
Minorities
0 15M
15 25M
25 35M
35 50M
50 UP
Residential
21
9
30
30
6
21
2
1
0
Businesses
17
7
24
3
VALUE OF DWELLING
DSS DWELLING AVAILABLE
Farms
0
0
0
0
Owners
Tenants
For Sale
For Rent
Non Profit
3
4 Ir
7
6
0 20m
0
$0150
0
0 20M
3
$0150
0
ANSWER ALL QUESTIONS
20-40M
0
150 250
0
20 -40M
36
150 250
0
Yes
No
Explain all YES answers
40 70m
21
250 400
0
40 70m
51
250 400
48
X
1 Will special relocation services be necessary?
2 Will schools or churches be affected by
displacement?
3 Will business services still be available
after project?
4 Will any business be displaced? If so
indicate size type estimated number of
employees minorities etc
5 Will relocation cause a housing shortage?
6 Source for available housing (list)
7 Will additional housing programs be
needed?
8 Should Last Resort Housing be considered?
9 Are there large disabled elderly etc
families?
10 Will public housing be needed for project?
11 Is public housing available'?
12 Is it felt there will be adequate DSS housing
housing available during relocation period'?
13 Will there be a problem of housing within
financial means
14 Are suitable business sites available (list
source)
15 Number months estimated to complete
RELOCATIONS 36 months
70 100m
0
400 600
9
70 100m
118
400 600
102
X
100 uP
p
600 up
0
100 up
486
600 up
168
TOTAL
21
9
694
218
X
REMARKS (Respond by Number)
2 PLEASE SEE ADDENDUM OR FOLLOW LINK
Alternative J Modified Displaced Churches Aw
3 THERE ARE OTHER SIMILAR TYPE BUSINESSES NOT
AFFECTED BY THIS ALTERNATIVE
4 PLEASE SEE ADDENDUM OR FOLLOW LINK
Alternative J Modified Displaced Businesses Aw
6 MULTIPLE LISTING SERVICES LOCAL REALTORS ETC
8 AS MANDATED BY LAW
14 SAME AS #6 ABOVE
X
X
X
X
X
X
X
X
X
X
Christopher J Coughlin 07/13/2009
<_ 11/19/09
Relocation Coordinator Date
Date
Right of Way Agent
FRM15 E Revised 09 02 Original & 1 Copy Relocation Coordinator
2 Copy Division Relocation File

APPENDIX D
NCDOT RELOCATION POLICY

NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
DIVISION OF HIGHWAYS RELOCATION PROGRAMS
it is the policy of NCDOT to ensure comparable replacement housing will be available prior to
construction of state and federally assisted projects Furthermore the North Carolina Board of
Transportation has the following three programs to minimize the inconvenience of relocation
• Relocation Assistance
• Relocation Moving Payments
• Relocation Replacement Housing Payments or Rent Supplement
As part of the Relocation Assistance Program experienced NCDOT staff will be available to assist
displacees with information such as availability and prices of homes apartments or businesses for sale or
rent and financing or other housing programs The Relocation Moving Payments Program provides for
payment of actual moving expenses encountered in relocation Where displacement will force an owner
or tenant to purchase or rent property of higher cost or to lose a favorable financing arrangement (in case
of ownership) the Relocation Replacement Housing Payments or Rent Supplement Program will
compensate up to $22 500 to owners who are eligible and qualify and up to $5 250 to tenants who are
eligible and qualify
The relocation program for the proposed action will be conducted in accordance with the Federal Uniform
Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Public Law 91 646) and /or
the North Carolina Relocation Assistance Act (FS 133 5 through 133 l 8) The program is designed to
provide assistance to displaced persons in relocating to a replacement site in which to live or do business
At least one relocation officer is assigned to each highway project for this purpose
The relocation officer will determine the needs of displaced families individuals businesses non profit
organizations and farm operations for relocation assistance advisory services without regard to race
color religion sex or national origin The NCDOT will schedule its work to allow ample time prior to
displacement for negotiations and possession of replacement housing which meets decent safe and
sanitary standards The displacees are given at least a 90 day written notice after NCDOT purchases the
property Relocation of displaced persons will be offered in areas not generally less desirable in regard to
public utilities and commercial facilities Rent and sale prices of replacement property will be within the
financial means of the families and individuals displaced and will be reasonably accessible to their places
of employment The relocation officer will also assist owners of displaced businesses non profit
organizations and farm operations in searching for and moving to replacement property
All tenant and owner residential occupants who may be displaced will receive an explanation regarding
all available options such as (1) purchase of replacement housing (2) rental of replacement housing
either private or public or (3) moving existing owner occupant housing to another site (if possible) The
relocation officer will also supply information concerning other state and federal programs offering
assistance to displaced persons and will provide other advisory services as needed in order to minimize
hardships to displaced persons in adjusting to a new location

The Moving Expense Payments Program is designed to compensate the displacee for the cost of moving
personal property from homes businesses non profit organizations and farm operations acquired for a
highway project Under the Replacement Program for Owners NCDOT will participate in reasonable
incidental purchase payments for replacement dwellings such as attorney s fees surveys appraisals and
other closing costs and if applicable make a payment for any increased interest expenses for replacement
dwellings Reimbursement to owner occupants for replacement housing payments increased interest
payments and incidental purchase expenses may not exceed $22 500 (combined total) except under the
Last Resort Housing provision
A displaced tenant may be eligible to receive a payment not to exceed $5 250 to rent a replacement
dwelling or to make a down payment including incidental expenses on the purchase of a replacement
dwelling The down payment is based upon what the state determines is required when the rent
supplement exceeds $5 250
It is a policy of the State that no person will be displaced by NCDOT s state or federally assisted
construction projects unless and until comparable replacement housing has been offered or provided for
each displacee within a reasonable period of time prior to displacement No relocation payment received
will be considered as income for the purposes of the Internal Revenue Code of 1954 or for the purposes of
determining eligibility or the extent of eligibility of any person for assistance under the Social Security
Act or any other federal law
Last Resort Housing is a program used when comparable replacement housing is not available or when it
is unavailable within the displacee s financial means and the replacement payment exceeds the
federal /state legal limitation The purpose of the program is to allow broad latitude in methods of
implementation by the state so that decent safe and sanitary replacement housing can be provided It is
not believed this program will be necessary on the project since there appear to be adequate opportunities
for relocation within the area

I_\»40191KA4
FARMVILLE BOULEVARD RESIDENTS' PETITION

June 18, 2009
David T Brown, PE
City Engmeer/Project Director
Greenville, NC 27835
Dear Mr Brown
In regards to the Stantonsburg Road/Tenth Street Connector project, we the
residents of Farmville Blvd are making a recommendation that our street
be widen symmetrically To get in and out of our driveways now is a
challenge and to take one (1) side and leave the other side would be
detrimental for the residents that are left behind
See signatures of residents below
Sincerely,
Farmville Blvd Residents
M f�)W �- F ck--k�-
to

(Continuation of signatures)
Iwo
'whl

APPENDIX F
TYPICAL SECTIONS

0
10TH
STREET
150 RAN
_
75 M
75 P W
EXISTING
_ 2 4 12 12 30
12
12 4 2 _
EXISTING
GROUND
I
GROUND
S
`
`� GRADE
SIDEWALK
If
3'
02
POINT
( 002 3A
3A
0 025 __
0 025
3 T
1
T
45 45_6 7 8
8 17 L4 5 45
_ _6
9 15
L 75 9
LANDSCAPE UTILITY STRIP
UTILITY STRIP LANDSCAPEI
STRIP
ROADWAY TYPICAL SECTION
STRIP
30
30
10TH STREET FROM MEMORIAL BLVD
TO BRIDGE
APPROACH
0

-L- 10TH STREET
150 RAN _I
75 75 J
VARIES FROM 165 2 4 12 12 _ VARIES FROM 30 TO 12 _ 12 12 _4 2 165 _VARIES FROM_
135 TO 225 135 TO 225
1 5 " 12 12 �3 1 5
FENCE I1I 6 y5 1- 6 1 j FENCE
SIDEWALK GRADE SIDEWALK
IL I O 02
025 002 5
ROINT 0 02
0 _
EXISTING EXISTING
GROUND SIDEWALK SIDEWALK GROUND
5 RETAINING WALL 5
1 _
1002 ROADWAY TYPICAL SECTION OOJ
LEVELING PAD 10TH STREET AT BRIDGE APPROACHES

SIDEWALK � SIDEWALK
I 9 0 02 0 025 025 0 02
10TH STREET
I
150 RW
84 F F
6 �124
12 12 12 12 12 4 2 6
GRADE
7-
L
HANDRAIL (54 MIN)
HANDRAIL (54 MIN)
BRIDGE TYPICAL SECTION
10TH STREET OVER CSX RAILROAD
SIDEWALK � SIDEWALK
I 9 0 02 0 025 025 0 02

C 10TH STREET
L 120 PAY
I_ 60 RrW I 60 RlW
_ 2 _4_ _ 12 12 _ 12 _ 12 _ 12 4�2L,�
EXISTING EXISTING
GROUND SIDEWALK SIDEWALK GROUND
3j
GRADE
002 002 3\
3� l 31 I
1 6 7 8 8 7 _6 1
15 15
f I UTILITY STRIP UTILITY STRIP -
22 ROADWAY TYPICAL SECTION zz
10TH STREET FROM BRIDGE APPROACH TO EVANS STREET
1 �
y
POINT
0 025
0 025

APPENDIX G
MSAT QUALITATIVE ANALYSIS

Mobile Source Air Toxics
1 Introduction
The Stantonsburg Road / Tenth Street Connector project is listed as U 3315 in the NCDOT 2009 2015
State Transportation Improvement Program (STIP) STIP Project U 3315 proposes the extension of and
improvements to SR 1598 (Tenth Street) from Memorial Drive to SR 1702 (Evans Street) including a
grade separation with the CSX railroad in Greenville Pitt County The project location is shown in
Figure 1 The typical cross section for the project is anticipated to be a four lane curb and gutter facility
with a 30 foot landscaped median with a posted speed limit of 35 miles per hour (mph) Planning and
design efforts are underway for this project and right of way acquisition is programmed in the 2009
2015 STIP to begin in Federal Fiscal Year (FFY) 2011 Construction is scheduled to begin in FFY 2013
2 Mobile Source Air Toxics Background
Controlling air toxic emissions became a national priority with the passage of the Clean Air Act
Amendments (CAAA) of 1990 whereby Congress mandated that the US Environmental Protection
Agency (USEPA) regulate 188 air toxics also known as hazardous air pollutants The USEPA has assessed
this expansive list in their latest rule on the Control of Hazardous Air Pollutants from Mobile Sources
(Federal Register Vol 72 No 37 page 8430 February 26 2007) and identified a group of 93
compounds emitted from mobile sources that are listed in their Integrated Risk Information System
(IRIS) (http / /www epa gov /ncea /iris /index html) In addition the USEPA identified seven (7)
compounds with significant contributions from mobile sources that are among the national and
regional scale cancer risk drivers from their 1999 National Air Toxics Assessment (NATA)
(http / /www epa gov /ttn /atw /nata1999 /) These are acrolein benzene 13 butadiene diesel
particulate matter plus diesel exhaust organic gases (diesel PM) formaldehyde naphthalene and
polycyclic organic matter While FHWA considers these the priority mobile source air toxics the list is
subject to change and may be adjusted in consideration of future USEPA rules
The 2007 USEPA rule mentioned above requires controls that will dramatically decrease MSAT emissions
through cleaner fuels and cleaner engines According to an FHWA analysis using USEPA s MOBILE6 2
model even if vehicle activity (vehicle miles travelled VMT) increases by 145% as assumed a combined
reduction of 72% in the total annual emission rate for the priority MSAT is projected from 1999 to 2050
as shown in Figure 2 1
1 http / /www fhwa dot gov/ environment /airtoxic /100109guidmem htm
G1

Figure 2 National MSAT Emission Trends 1999 2050 for Vehicles Operating on Roadways (Using
USEPA s MOBILE6 2 Model)
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DPM Diesel PM FORM Formaldehyde NAPH Naphthalene
BENZ Benzene BUTA 13 Butadiene ACRD Acroleln
- - - -- VMT Vehicle Miles Traveled
Notes
(1) Annual emissions of poiycyclic organic matter are projected to be 561 tons /yr for 1999 decreasing to 373 tons /yr for
2050
(2) Trends for specific locations may be different depending on locally derived information representing vehicle miles
travelled vehicle speeds vehicle mix fuels emission control programs meteorology and other factors
Source US Environmental Protection Agency MOBILE6 2 Model run 20 August 2009
Air toxics analysis is a continuing area of research While much work has been done to assess the overall
health risk of air toxics many questions remain unanswered In particular the tools and techniques for
assessing project specific health outcomes as a result of lifetime MSAT exposure remain limited These
limitations impede the ability to evaluate how the potential health risks posed by MSAT exposure should
be factored into project level decision making within the context of the National Environmental Policy
Act (N EPA)
Nonetheless air toxics concerns continue to be raised on highway projects during the NEPA process
Even as the science emerges we are duly expected by the public and other agencies to address MSAT
impacts in our environmental documents The FHWA USEPA the Health Effects Institute and others
have funded and conducted research studies to try to more clearly define potential risks from MSAT
emissions associated with highway projects The FHWA will continue to monitor the developing
research In this emerging field
G2

3 MSAT Analysis Guidance
According to revised interim guidance issued by FHWA (cited above) concerning Mobile Source Air
Toxics (MSAT) the following criteria can be used to determine the level of MSAT analysis
The FHWA developed a tiered approach for analyzing MSAT in NEPA documents depending on specific
project circumstances The FHWA has identified three (3) levels of analysis
1 No analysis for projects with no potential for meaningful MSAT effects
2 Qualitative analysis for projects with low potential MSAT effects or
3 Quantitative analysis to differentiate alternatives for projects with higher potential MSAT
effects
For projects warranting MSAT analysis the seven priority MSATs should be analyzed
(1) Projects with No Meaningful Potential MSAT Effects or Exempt Projects
The types of projects included in this category are
• Projects qualifying as a categorical exclusion under 23 CFR 771 117(c)
• Projects exempt under the Clean Air Act conformity rule under 40 CFR 93 126 or
• Other projects with no meaningful impacts on traffic volumes or vehicle mix
For projects that are categorically excluded under 23 CFR 771 117(c) or are exempt from conformity
requirements under the Clean Air Act pursuant to 40 CFR 93 126 no analysis or discussion of MSAT is
necessary Documentation sufficient to demonstrate that the project qualifies as a categorical exclusion
and /or exempt project will suffice For other projects with no or negligible traffic impacts regardless of
the class of NEPA environmental document no MSAT analysis is requ►red2 However the project record
should document the basis for the determination of no meaningful potential impacts with a brief
description of the factors considered
(2) Projects with Low Potential MSAT Effects
The types of projects included in this category are those that serve to improve operations of highway
transit or freight without adding substantial new capacity or without creating a facility that ►s likely to
meaningfully increase MSAT emissions This category covers abroad range of projects
We anticipate that most highway projects that need an MSAT assessment will fall into this category Any
projects not meeting the criteria in subsection (1) or subsection (3) as follows should be included in this
category Examples of these types of projects are minor widening projects new interchanges such as
those that replace a signalized Intersection on a surface street or projects where design year traffic is
projected to be less than 140 000 to 150 000 annual average daily traffic (AADT)
For these projects a qualitative assessment of emissions projections should be conducted This
qualitative assessment would compare in narrative form the expected effect of the project on traffic
Z The types of projects categorically excluded under 23 CFR 771 117(d) or exempt from certain conformity requirements under
40 CFR 93 127 does not warrant an automatic exemption from an MSAT analysis but they usually will have no meaningful
impact
G3

volumes vehicle mix or routing of traffic and the associated changes in MSAT for the project
alternatives based on VMT vehicle mix and speed It would also discuss national trend data projecting
substantial overall reductions in emissions due to stricter engine and fuel regulations issued by EPA
Because the emission effects of these projects are low we expect there would be no appreciable
difference in overall MSAT emissions among the various alternatives In addition quantitative analysis
of these types of projects will not yield credible results that are useful to project level decision making
due to the limited capabilities of the transportation and emissions forecasting tools
Appendix B includes example language for a qualitative assessment with specific examples for four types
of projects (1) a minor widening project (2) a new interchange connecting an existing roadway with a
new roadway (3) a new interchange connecting new roadways and (4) minor improvements or
expansions to intermodal centers or other projects that affect truck traffic The information provided in
Appendix B must be modified to reflect the local and project specific situation
In addition to the qualitative assessment a NEPA document for this category of projects must include a
discussion of information that is incomplete or unavailable for a project specific assessment of MSAT
impacts in compliance with the Council on Environmental Quality (CEQ) regulations (40 CFR 1502 22(b))
This discussion should explain how air toxics analysis is an emerging field and current scientific
techniques tools and data are not sufficient to accurately estimate human health impacts that would
result from a transportation project in a way that would be useful to decision makers Also in
compliance with 40 CFR 150 22(b) it should contain information regarding the health impacts of MSAT
(3) Projects with Higher Potential MSAT Effects
This category includes projects that have the potential for meaningful differences in MSAT emissions
among project alternatives We expect a limited number of projects to meet this two pronged test To
fall into this category a project must
• Create or significantly alter a major intermodal freight facility that has the potential to
concentrate high levels of diesel particulate matter in a single location or
• Create new or add significant capacity to urban highways such as ►nterstates urban arterials or
urban collector distributor routes with traffic volumes where the AADT is projected to be in the
range of 140 000 to 150 0003 or greater by the design year
And also
• Proposed to be located in proximity to populated areas
3 Using EPA s MOBILE6 2 emissions model FHWA staff determined that this range of AADT would be roughly equivalent to the
Clean Air Act definition of a mayor hazardous air pollutant (HAP) source i e 25 tons /yr for all HAPs or 10 tons /yr for any single
HAP Significant variations in conditions such as congestion or vehicle mix could warrant a different range for AADT if this
range does not seem appropriate for your project please consult with the contacts from HEPN and HEPE identified in this
memorandum
G4

Projects falling within this category should be more rigorously assessed for impacts If a project falls
within this category you should contact the Office of Natural and Human Environment (HEPN) and the
Office of Project Development and Environmental Review (HEPE) in FHWA Headquarters for assistance in
developing a specific approach for assessing impacts This approach would include a quantitative
analysis to forecast local specific emission trends of the priority MSAT for each alternative to use as a
basis of comparison This analysis also may address the potential for cumulative impacts where
appropriate based on local conditions How and when cumulative impacts should be considered would
be addressed as part of the assistance outlined above The NEPA document for this project should also
include relevant language on unavailable information described in Appendix C
The average daily traffic forecasted for the 2030 design year of U 3315 indicate that traffic levels during
the design year will remain far below the 140 000 to 150 000 AADT threshold Along the studied portion
of this corridor the greatest forecasted ADT is approximately 35 000 vehicles per day However this
project does not qualify as an exempt project Therefore a qualitative MSAT analysis is required for this
project
4 Qualitative MSAT Analysis
The EA for project U 3315 has identified a Preferred Alternative The VMT estimated for the Build
Alternative is slightly higher than that for the No Build Alternative because the additional capacity
increases the efficiency of the roadway and attracts rerouted trips from elsewhere in the transportation
network The Traffic Capacity Analysis Report prepared as a part of this EA explores this in more detail
This increase in VMT would lead to higher MSAT emissions for the preferred action alternative along the
highway corridor along with a corresponding decrease in MSAT emissions along the parallel routes The
emissions increase is offset somewhat by lower MSAT emission rates due to increased speeds according
to USEPA s MOBILE6 2 model emissions of all of the priority MSAT except for diesel particulate matter
decrease as speed increases The extent to which these speed related emissions decreases will offset
VMT related emissions increases cannot be reliably projected due to the inherent deficiencies of
technical models For the selected alternative emissions will likely be lower than present levels in the
design year as a result of USEPA s national control programs that are projected to reduce annual MSAT
emissions by 72 percent between 1999 and 2050 Local conditions may differ from these national
projections in terms of fleet mix and turnover VMT growth rates and local control measures However
the magnitude of the USEPA projected reductions is so great (even after accounting for VMT growth)
that MSAT emissions in the study area are likely to be lower in the future in nearly all cases
The realignment and new construction of travel lanes contemplated as part of the project will have the
effect of moving some traffic closer to nearby homes schools and businesses therefore there may be
localized areas where ambient concentrations of MSAT could be higher under the Build Alternative than
the No Build Alternative The localized increases in MSAT concentrations would likely be most
pronounced along the proposed roadway connection north of the intersection of Fourteenth Avenue
and Dickinson Avenue However the magnitude and the duration of these potential increases
compared to the No Build Alternative cannot be reliably quantified due to incomplete or unavailable
GS

information in forecasting project specific MSAT health impacts In sum when a highway is widened
the localized level of MSAT emissions for the Build Alternative could be higher relative to the No Build
Alternative but this could be offset due to increases in speeds and reductions in congestion (which are
associated with lower MSAT emissions) Also MSAT will be lower in other locations when traffic shifts
away from them However on a regional basis USEPA s vehicle and fuel regulations coupled with fleet
turnover will over time cause substantial reductions that in almost all cases will cause region wide
MSAT levels to be significantly lower than today
5 Unavailable Information for Project Specific MSAT Impact Analysis
This report includes a basic analysis of the likely MSAT emission impacts of this project However
available technical tools do not enable us to predict the project specific health impacts of the emission
changes associated with the alternative evaluated in the forthcoming EA Due to these limitations the
following discussion is included in accordance with CEQ regulations (40 CFR 1502 22) regarding
incomplete or unavailable information
Incomplete or Unavailable Information for Project Specific MSAT Health Impacts Analysis4
In FHWA s view information is incomplete or unavailable to credibly predict the project specific health
impacts due to changes in MSAT emissions associated with a proposed set of highway alternatives The
outcome of such an assessment adverse or not would be influenced more by the uncertainty
introduced into the process through assumption and speculation rather than any genuine insight into
the actual health impacts directly attributable to MSAT exposure associated with a proposed action
The USEPA is responsible for protecting the public health and welfare from any known or anticipated
effect of an air pollutant They are the lead authority for administering the Clean Air Act and its
amendments and have specific statutory obligations with respect to hazardous air pollutants and MSAT
The USEPA is in the continual process of assessing human health effects exposures and risks posed by
air pollutants They maintain the Integrated Risk Information System (IRIS) which is a compilation of
electronic reports on specific substances found in the environment and their potential to cause human
health effects (USEPA http //www epa eov /ncea /iris /index html) Each report contains assessments of
non cancerous and cancerous effects for individual compounds and quantitative estimates of risk levels
from lifetime oral and inhalation exposures with uncertainty spanning perhaps an order of magnitude
Other organizations are also active in the research and analyses of the human health effects of MSAT
including the Health Effects Institute (HEI) Two HEI studies are summarized in Appendix D of FHWA s
Interim Guidance Update on Mobile Source Air Toxic Analysis in NEPA Documents Among the adverse
health effects linked to MSAT compounds at high exposures are cancer in humans in occupational
settings cancer in animals and irritation to the respiratory tract including the exacerbation of asthma
Less obvious is the adverse human health effects of MSAT compounds at current environmental
concentrations (HEI http / /pubs healtheffects ore /view php ?id =282) or in the future as vehicle
emissions substantially decrease (HEI http / /pubs healtheffects ore /view php ?id =306)
4 http //www fhwa dot eov/ environment /airtoxic /100109euidapc htm

The methodologies for forecasting health impacts include emissions modeling dispersion modeling
exposure modeling and then final determination of health impacts each step in the process building
on the model predictions obtained in the previous step All are encumbered by technical shortcomings
or uncertain science that prevents a more complete differentiation of the MSAT health impacts among a
set of project alternatives These difficulties are magnified for lifetime (i e 70 year) assessments
particularly because unsupportable assumptions would have to be made regarding changes in travel
patterns and vehicle technology (which affects emissions rates) over that time frame since such
information is unavailable The results produced by the USEPA s MOBILE6 2 model the California EPA s
Emfac2007 model and the USEPA s DraftMOVES2009 model in forecasting MSAT emissions are highly
inconsistent Indications from the development of the MOVES model are that MOBILE6 2 significantly
underestimates diesel particulate matter (PM) emissions and significantly overestimates benzene
emissions
Regarding air dispersion modeling an extensive evaluation of USEPA s guideline CAL3QHC model was
conducted in an NCHRP study (http //www epa sov /scram001 /dispersion alt htm #hvroad) which
documents poor model performance at ten (10) sites across the country three (3) where intensive
monitoring was conducted plus an additional seven (7) with less intensive monitoring The study
indicates a bias of the CAL3QHC model to overestimate concentrations near highly congested
intersections and underestimate concentrations near uncongested intersections The consequence of
this is a tendency to overstate the air quality benefits of mitigating congestion at intersections Such
poor model performance is less difficult to manage for demonstrating compliance with National
Ambient Air Quality Standards for relatively short time frames than it is for forecasting individual
exposure over an entire lifetime especially given that some information needed for estimating 70 year
lifetime exposure is unavailable It is particularly difficult to reliably forecast MSAT exposure near
roadways and to determine the portion of time that people are actually exposed at a specific location
There are considerable uncertainties associated with the existing estimates of toxicity of the various
MSAT because of factors such as low dose extrapolation and translation of occupational exposure data
to the general population a concern expressed by HEI (http / /pubs healtheffects ors /view php 7id =282)
As a result there is no national consensus on air dose response values assumed to protect the public
health and welfare for MSAT compounds and in particular for diesel PM The USEPA
(http //www epa sov /risk /basicinformation htm #s) and the HEI
(http / /pubs healtheffects ors /setfile php ?u =395) have not established a basis for quantitative risk
assessment of diesel PM in ambient settings
There is also the lack of a national consensus on an acceptable level of risk The current context is the
process used by the USEPA as provided by the Clean Air Act to determine whether more stringent
controls are required in order to provide an ample margin of safety to protect public health or to
prevent an adverse environmental effect for industrial sources subject to the maximum achievable
control technology standards such as benzene emissions from refineries The decision framework is a
two step process The first step requires USEPA to determine a safe or acceptable level of risk due
G7

to emissions from a source which is generally no greater than approximately 100 in a million
Additional factors are considered in the second step the goal of which is to maximize the number of
people with risks less than 1 in a million due to emissions from a source The results of this statutory
two step process do not guarantee that cancer risks from exposure to air toxics are less than 1 in a
million in some cases the residual risk determination could result in maximum individual cancer risks
that are as high as approximately 100 in a million In a June 2008 decision the US Court of Appeals for
the District of Columbia Circuit upheld USEPA s approach to addressing risk in its two step decision
framework Information is incomplete or unavailable to establish that even the largest of highway
projects would result in levels of risk greater than safe or acceptable
Because of the limitations in the methodologies for forecasting health impacts described any predicted
difference in health impacts between alternatives is likely to be much smaller than the uncertainties
associated with predicting the impacts Consequently the results of such assessments would not be
useful to decision makers who would need to weigh this information against project benefits such as
reducing traffic congestion accident rates and fatalities plus improved access for emergency response
that are better suited for quantitative analysis
G8

APPENDIX H
GLOSSARY

GLOSSARY
abatement to lessen negative impacts on noise levels air quality etc
access level of connectivity provided by the transportation network
adverse impact negative effect
alignment a possible road location within a corridor
arterial mayor road that is primarily intended to serve through traffic
although it may provide some access to adjacent land and
therefore also serve local traffic
avoidance measures revision of the alternative to avoid an impact
cohesion connection between individuals or groups on the basis of similar
attributes such as shared concerns values goals history or
religious beliefs
conflict point interaction point between two opposing movements such as
between a car turning into the flow of traffic from a driveway
constrained land that cannot be developed because of the presence of water
bodies wetlands required buffers or other limitations
corridor a general location within which a road might be located a
corridor usually defines the limits of environmental study
cumulative effects impacts as a result of this project combined with the direct
effects of past and future projects
displacement process by which a business or residence is relocated because its
existing location is needed for a transportation project
disproportionate effect an impact that is predominately borne by a minority and /or low
income population
enhancement measures reasonable expenditures of public funds to help a project fit
harmoniously into the community
environmental justice issues related to the prevention of discrimination against
minority and low income communities
exposure the level that a business is able to be viewed by passing vehicles
floodplam area that floods an average once during a 100 year period

freeway multi lane road designed for through movement with access
limited to interchanges (fully controlled access)
indirect effects changes to land use and travel patterns that may occur as a result
of the project
level of service Six levels of service are defined for each type of facility for
which analysis procedures are available They are given letter
designations from A to F with level of service A representing
the best operating conditions and level of service F the worst In
general the various levels of service are defined as follows for
uninterrupted flow facilities
Level of service A represents free flow Individual users are
virtually unaffected by the presence of others in the traffic
stream Freedom to select desired speeds and to maneuver
within the traffic stream is extremely high The general level of
comfort and convenience provided to the motorist passenger or
pedestrian is excellent
Level of service B is in the range of stable flow but the presence
of other users in the traffic stream begins to be noticeable
Freedom to select desired speeds is relatively unaffected but
there is a slight decline in the freedom to maneuver within the
traffic stream from LOS A The level of comfort and
convenience provided is somewhat less than at LOS A because
the presence of others in the traffic stream begins to affect
individual behavior
Level of service C is in the range of stable flow but marks the
beginning of the range of flow in which the operation of
individual users becomes significantly affected by interactions
with others in the traffic stream The selection of speed is now
affected by the presence of others and maneuvering within the
traffic stream requires substantial vigilance on the part of the
user The general level of comfort and convenience declines
noticeably at this level
Level of service D represents high density but stable flow
Speed and freedom to maneuver are severely restricted and the
driver or pedestrian experiences a generally poor level of
comfort and convenience Small increases in traffic flow will
generally cause operational problems at this level
Level of service E represents operating conditions at or near the
capacity level All speeds are reduced to a low but relatively
uniform value Freedom to maneuver within the traffic stream is
extremely difficult and it is generally accomplished by forcing a
vehicle or pedestrian to give way to accommodate such
maneuvers Comfort and convenience levels are extremely poor
and driver or pedestrian frustration is generally high Operations

at this level are usually unstable because small increases in flow
or minor perturbations within the traffic stream will cause
breakdowns
Level of service F is used to define forced or breakdown flow
This condition exists wherever the amount of traffic approaching
a point exceeds the amount which can traverse the point Queues
form behind such locations Operations within the queue are
characterized by stop and go waves and they are extremely
unstable Vehicles may progress at reasonable speeds for several
hundred feet or more then be required to stop in a cyclic fashion
Level of service F is used to describe the operating conditions
within the queue as well as the point of the breakdown It
should be noted however that in many cases operating
conditions of vehicles or pedestrians discharged from the queue
may be quite good Nevertheless it is the point at which arrival
flow exceeds discharge flow which causes the queue to form
and level of service F is an appropriate designation for such
points
master plan general long range plan for growth in a certain area developed
by local government entities and covering land use
transportation needs and other elements
minimization measures revision of the alternative to reduce impacts
mitigation measures taken to compensate for negative effects of
construction and constructed facilities
multi modal combination of transportation types such as air rail bus auto
etc
Section 4(f) a section of a Federal law (USDOT Act of 1966) requiring that
land may be taken from public parks recreation areas refuges
or historic sites only if it can be shown that there is no feasible
and prudent alternative to using that land such lands are
sometimes referred to as 4(f) lands
terminus (termini) end point(s)
thoroughfare plan a comprehensive system of existing and needed roads designed
to collectively meet the current and long range future travel
demands of an area in a safe and efficient manner
watershed the entire area of land that drains runoff into a tributary or stream
wetlands areas saturated with ground or surface water often enough and
long enough to maintain certain vegetation which is adapted to
saturated soil conditions (such as swamp marsh or bog)

ACRONYMS
AADT
Average annual daily traffic
ADA
Americans with Disabilities Act
CAC
Citizen Advisory Committee
CCR
Community Characteristics Report
CIA
Community Impact Assessment
DCIA
Direct community impact area
DSA
Demographic study area
ECU
East Carolina University
EMS
Emergency medical service
EPA
Environmental Protection Agency
FHWA
Federal Highway Administration
FLUSA
Future land use study area
GIS
Geographic information system
LOS
Level of service
MPO
Metropolitan Planning Organization
NCDOT
North Carolina Department of Transportation
NCDWQ
North Carolina Division of Water Quality
PCMH
Pitt County Memorial Hospital
sICE
Screening Indirect and Cumulative Effects
TIP
Transportation Improvement Program
USACE
US Corps of Engineers
USFWS
U S Fish and Wildlife Service
VPD
Vehicles per day
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