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HomeMy WebLinkAbout20120285_Alternatives Report_20090908w cd 1 l 6 /01 10doNORTH CAROLINA Turnpike Authority Gaston East -West Connector Gaston and Mecklenburg Counties STIP No U -3321 Preferred Alternative Report September 8, 2009 TABLE OF CONTENTS 1 0 Project Description 1 26 1 1 Proposed Action 1 Pam Drive and Saddlewood Drive 1 2 Project Purpose and Need 1 27 1 3 Project Status 2 Carolina Speedway on NC 274 1 4 Detailed Study Alternatives 2 28 1 5 Summary of Impacts 3 Boat Club Road and Access to Optimist Club Fields 1 6 Recommended Alternative 3 2 0 Overview of Open Houses and Public Hearings 5 3 0 Summary of Previous Agency Coordination Meetings 7 4 0 Minimization Efforts and Impact Reductions 11 5 0 Summary of Comments Received Related to the Draft EIS and Selection of the Preferred Alternative 12 5 1 Responses to Generalized Comments on Purpose and Need 14 5 2 Responses to Generalized Comments on Travel Times and Traffic Forecasts 16 5 3 Responses to Generalized Comments on Range of Alternatives 17 5 4 Responses to Generalized Comments on Air Quality 20 5 5 Responses to Generalized Comments on Water Quality and Jurisdictional Resources 22 5 6 Responses to Generalized Comments on Indirect and Cumulative Effects and Wildlife 23 5 7 Responses to Generalized Comments on Cultural Resources, Community Characteristics, and Farmland 25 60 Summary of Design Comments 26 6 1 Design Comments Received from the Public and Interest Groups 26 Matthews Acres Access Road 27 Pam Drive and Saddlewood Drive 27 Land North of Interchange at Robinson Road 27 Wilson Farm Road dust South of Union Road 27 Carolina Speedway on NC 274 28 Interchange at NC 273 28 Sunderland Road /Allison Street at NC 273 28 Boat Club Road and Access to Optimist Club Fields 28 I -485 Interchange Area 29 General Pedestrian and Bicycle Access Comments 29 Access to South End of Bay Shore Drive 29 GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 11 TABLE OF CONTENTS 62 Design Comments Received from Agencies and Local Governments 30 US 29 -74 Interchange 30 Interchanges at Robinson Rd, Bud Wilson Rd, NC 274, NC 273, and I 485 30 Interchange at Bud Wilson Road 30 Future Belmont Mt Holly Loop 30 Access to Charlotte Douglas International Airport Area 30 Mainline Typical Section 31 70 Traffic Forecasts 31 LIST OF TABLES Table 1 Public Participation Summary for Pre Hearing Open Houses and Public Hearings 6 Table 2 Summary of Agency Coordination Meetings 8 Table 3 Impact Reductions Associated with Bridge Crossings 11 Table 4 Summary of Comments Received Related to the Draft EIS and Selection of the Preferred Alternative 12 Table 5 Year 2030 Traffic Volumes Along the Detailed Study 31 APPENDICES Appendix A Figures S -la and S -1b from Draft EIS - Map of Detailed Study Alternatives Appendix B Summary of Environmental Impacts Appendix C Comments from State and Federal Agencies Appendix D Comments from Local Governments Appendix E Comments from Interest Groups and Organizations Appendix F Comments Responding to USACE Public Notice 111 GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 1 0 PROJECT DESCRIPTION 1 1 Proposed Action The North Carolina Turnpike Authority (NCTA) proposes to construct a project known as the Gaston East West Connector which would be a controlled access toll road extending from 185 west of Gastonia in Gaston County to 1485 near the Charlotte Douglas International Airport in Mecklenburg County The project is included in the North Carolina Department of Transportation (NCDOT) 2009 2015 State Transportation Improvement Program (STIP) as STIP Project U 3321 The project is known as the Gaston East West Connector and as the Garden Parkway This study refers to the project as the Gaston East West Connector 1 2 Project Purpose and Need The purpose of the proposed action is to improve east west transportation mobility in the area around the City of Gastonia between Gastonia and the Charlotte metropolitan area and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County The primary needs for the project are summarized below • There is poor transportation connectivity between Gaston County and Mecklenburg County and within southern Gaston County • Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties No crossings are located in southern Gaston County • Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties • Within southern Gaston County south of 185 a lack of connecting east west roadways makes travel circuitous and limits mobility • The GUAMPO and the MUMPO include a new location roadway running through southern Gaston County and connecting over the Catawba River to Mecklenburg County in their long range transportation plans • The Gaston East West Connector is a state designated Strategic Highway Corridor envisioned as a new freeway facility on the Strategic Highway Corridors Vision Plan There are existing and projected poor levels of service on the Project Study Area's major roadways • Traffic volumes are projected to increase on 185 1485 US 29 74 and US 321 in the Project Study Area through 2030 • There are existing poor levels of service on segments of 185 in Gaston County from Exit 19 (NC 7 [Ozark Avenue]) through Exit 27 (NC 273 [Park Street]) • Levels of service on 185 US 29 74 and US 321 are projected to worsen in the future A STON EAST-WEST CONNEZTW September 8, 2009 TEAC Meeting • Congestion and frequent incidents on 185 inhibit regional travel and diminish the ability of 185 to function as a Strategic Highway Corridor and Intrastate Corridor Several performance measures were used in the first screening of various alternative concepts to evaluate their ability to meet the projects purpose including the east west mobility and direct access components as stated above To evaluate their ability to meet the purpose and need alternative concepts were evaluated to determine whether they would • Reduce travel distances and/or travel times between representative origin/destination points within southern Gaston County and between southern Gaston County and Mecklenburg County Provide a transportation facility with a mainline that would operate at acceptable levels of service (generally LOS D or better on the mainline) in the design year (2030) for travel between Gaston County and Mecklenburg County Reduce congested vehicle miles traveled and/or congested vehicle hours traveled in Gaston County compared to the No Build Alternative in 2030 1 3 Project Status The Draft Environmental Impact Statement for the Gaston East West Connector (STIP Project U 3321) was signed on April 24 2009 and made available for public and agency review on NCTA s website on May 1 2009 A notice of availability was published in the Federal Register on May 22 2009 (Vol 74 No 98 pg 24006) The public comment period for the project ended on July 21 2009 The remainder of the project schedule is as follows 41h Quarter 2009 Selection of Preferred Alternative 2nd Quarter 2010 Final EIS published 41h Quarter 2010 Record of Decision (ROD) published 1St Quarter 2011 Construction begins 4th Quarter 2014 Project open to traffic The Gaston East West Connector project is located in the Charlotte Gastonia Rock Hill air quality region (Metrolina region) The Metrolma region continues to face challenges in meeting the requirements of federal air quality laws These requirements do not prevent ongoing studies from continuing but they have the potential to delay federal approval of transportation projects in the region including the Gaston East West Connector To prevent such delays federal and state air quality and transportation agencies are continuing to work together to resolve the air quality issues so that planned transportation projects can move forward FHWA and NCTA will provide an updated summary of the region s conformity status in the Final EIS (See also May 20 2003 FHWA memorandum regarding clarification of conformity requirements) 1 4 Detailed Study Alternatives There are twelve Detailed Study Alternatives (DSAs) considered in the Draft EIS DSAs 4 5 9 22 23 27 58 64 68 76 77 and 81 These DSAs are controlled access toll facilities on new location Figure S la and S lb from the Draft EIS shows the DSAs in detail and are included in Appendix A GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 2 The mainline design speed is 70 miles per hour (mph) with a planned posted speed limit of 65 mph Each DSA currently is proposed to have 11 to 12 interchanges (depending upon the DSA) as listed below from west to east • I85 • US 29 74 • Linwood Rd (SR 1133) • Lewis Rd (SR 1126) (DSAs 58 64 and 68 only) • US 321 • Robinson Rd (SR 2416) • Bud Wilson Rd (SR 2423) • NC 274 (Union Rd) • NC 279 (South New Hope Rd) • NC 273 (Southpoint Rd) • Dixie River Rd (SR 1155) • 1485 In addition to the twelve new location build DSAs the No Build Alternative was retained to provide a baseline for comparison with the DSAs in accordance with National Environmental Policy Act (NEPA) regulations (40 CFR Part 1502 14(d)) and FHWA guidelines (Technical Advisory T 6640 8A Section V E 1) The No Build Alternative assumes that the transportation systems for Gaston and Mecklenburg counties would evolve as currently planned in their respective Long Range Transportation Plans but without the Gaston East West Connector or major capacity improvements to 185 or to US 29 74 However the No Build Alternative would not meet the projects purpose and need Each of the build DSAs are toll alternatives and tolls would be collected by an electronic toll collection (ETC) system There would be no cash toll booths 1 5 Summary of Impacts The Draft EIS provides detailed discussions of the projects anticipated impacts to the human physical cultural and natural environments The comprehensive impact summary table from the Draft EIS is included in Appendix B 1 6 Recommended Alternative Based on the information available to date including the Draft EIS the FHWA NCTA and NCDOT have identified DSA 9 as the Recommended Alternative in the Draft EIS This alternative is comprised of Corridor Segments H2A H3 J4a J4b J2c J2d JX4 Jle Jlf K1A K3A K313 K3C as shown in Figure S -la b in Appendix A DSA 9 has been identified as the Recommended Alternative based on the following considerations Please note this list is not in order of importance but is organized by issues as they are presented in the Draft EIS Also this list does not represent all benefits or impacts of DSA 9 just those elements that differentiated DSA 9 when compared to the other DSAs Cost and Design Considerations DSA 9 is one of the shortest alternatives at 21 9 miles (all alternatives range from 214 to 23 7 miles) DSA 9 has the second lowest median total cost ($1282 million) (all alternatives range from $1281 million to $1 378 4 million) GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 3 Human Environment Considerations • DSA 9 is one of the four DSAs with the fewest numbers of residential relocations at 348 residential relocations (the range being 326 to 384 residential relocations) • Although DSA 9 is higher in the range of business relocations at 37 (the range being 24 to 40 business relocations) it would avoid impacts to Carolina Specialty Transport (provides transportations services to special needs groups) that would occur under DSAs 58 64 68 76 77 and 81 • DSA 9 is in the middle of the range of total neighborhood impacts at 25 impacted neighborhoods (the range being 21 to 31 impacted neighborhoods) • DSA 9 would have no direct impacts to schools (DSAs 5 23 and 27 also avoid direct impacts to schools ) • DSA 9 would not require relocation of known cemeteries (DSAs 27 68 and 81 also would not > require relocation of known cemeteries ) • At Linwood Road DSA 9 is one of three alternatives (DSAs 4 5 and 9) that would avoid impacting either the Karyae Park YMCA Outdoor Family Center or the Pisgah Associate Reformed Presbyterian Church (part of the church property is also an historic site eligible for listing on the National Register of Historic Places) • DSA 9 is one of the three alternatives (DSAs 4 5 and 9) farthest from Crowders Mountain State Park • DSA 9 would avoid right of way requirements from Daniel Stowe Botanical Garden (DSAs 4 22 27 58 68 76 and 81 also avoid these right of way requirements ) • DSA 9 would avoid the relocation of Ramoth AME Zion Church and cemetery which is part of the Garrison Road/Dixie River Road community (DSAs 4 22 27 58 68 76 and 81 also avoid this church ) • DSA 9 is one of the eight alternatives (DSAs 4 9 22 27 58 68 76 and 81) with the least amount of right of way required from future Berewick District Park in Mecklenburg County Physical Environment Considerations • DSA 9 is in the middle range of estimated numbers of receptors impacted by traffic noise at 245 receptors (the range being 204 to 309 impacted receptors) • DSA 9 is one of the alternatives (DSAs 4 5 9 22 23 and 27) that would impact the least acreage of land in Voluntary Agricultural Districts DSA 9 also is one that is expected to have the least indirect and cumulative effects to farmlands • DSA 9 is one of the alternatives with the fewest power transmission line crossings at 14 crossings (the range being 13 to 18) Cultural Resources Considerations • DSA 9 is one of six alternatives (DSAs 4 5 9 22 23 and 27) that would not require right of way from the Wolfe Family Dairy Farm historic site Selection of DSA 9 makes it more likely that if the US 321 Bypass is constructed at some future time the project would also avoid the Wolfe Family Dairy Farm historic site • DSA 9 is one of four alternatives (DSAs 5 9 23 and 27) with low to moderate potential to contain archaeological sites requiring preservation in place or complex/costly mitigation GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 4 Natural Resources Considerations • DSA 9 is one of eight alternatives (DSAs 4 9 22 27 58 68 76 and 81) that would cross the South Fork Catawba River and the Catawba River where the rivers have been more affected by siltation and they are less navigable and water based recreation would be affected less than with DSAs that cross farther south • DSA 9 would impact the least amount of upland forested natural communities at 882 acres (all alternatives range from 882 to 1042 acres) • DSA 9 is one of the alternatives (DSAs 4 9 22 and 76) having the lowest potential to indirectly affect upland wildlife species due to habitat fragmentation • DSA 9 is lower in the range of impacts to ponds at 4 1 acres (all alternatives range from 2 1 to 6 3 acres) • DSA 9 is lower in the range of impacts to wetlands at 7 5 acres (all alternatives range from 6 9 to 13 2 acres) • DSA 9 is lower in the range of impacts to perennial streams at 38 894 linear feet (all alternatives range from 36 771 to 50 739 linear feet) • DSA 9 would have the fewest number of stream crossings at 91 (all alternatives range from 91 to 120 crossings) • DSA 9 is one of eight alternatives (DSAs 5 9 23 27 64 68 77 and 81) that have a biological conclusion of No Effect relating to the federally endangered Schwemitz s sunflower 2 0 Overview of Open Houses and Public Hearings Four Pre Hearing Open Houses and two Corridor Design Public Hearings were held in June 2009 Formal presentations were made at the two Public Hearings by Steve DeWitt of the NCTA (June 23 and June 25) and David Bass of PBS &J (June 23) and Clint Morgan of PBS &J (June 25) Comment sheets were made available at all Pre Hearing Open Houses and Public Hearings and through the project website Table 1 summarizes the public participation for each meeting In addition to the activities above a Local Officials Meeting was held from 100 PM to 2 30 PM on June 22 2009 at the Gaston County Police Department All Pre Hearing Open House materials were available for their review and a presentation was made by Steve DeWitt This meeting was attended by 27 local officials GASTON EAST-WEST CONNECTOR September 8, 2009 TEAC Meeting Table 1 Public Participation Summary for Pre Hearing Open Houses and Public Hearings Date June 22 2009 June 23 2009 June 24 2009 June 25 2009 Pre Hearing Pre Hearing Public Pre Hearing Pre Hearing Public Type of Meeting Open House Open House Hearing Open House Open House Hearing Workshop Workshop Presentation and formal Workshop Workshop and Presentation and formal Components and slide and slide comment and slide slide comment presentation presentation period presentation presentation period Gastonia Southpoint Adult Forestview Forestview High Olympic High Olympic Location Recreation High School High School School School High School Center Gastonia Gastonia Belmont Charlotte Charlotte Gastonia 230- 230- 700- 230- 230- 700 - Time 630 PM 630 PM 1015 PM 730 PM 630 PM 830 PM Number of 287 352 -700 191 57 85 Attendees" Number of speakers N/A N/A 53 N/A N/A 29 (verbal comments) Number of written Included Included comments received at 25 59 with open 28 5 with open workshop /hearing house total house total Not including NCTA NCDOT FHWA and Consulting Staff in attendance Number of attendees estimated based on those who registered on attendance sheets for the Pre Hearing Open House and an approximate head count for the Public Hearings The Draft EIS comment period was from May 1 2009 to July 21 2009 As of midnight July 22 2009 a total of 256 written comment forms /letters /emails have been received along with 7 resolutions and 3 petitions There were 82 speakers at the Public Hearings (please note that there were seven people who spoke at both Public Hearings) They were counted as individual speakers at each meeting because they provided different comments at each Hearing) Comments are categorized as follows • 153 comment forms • 63 emails • 14 letters from citizens • 7 comment letters from interest groups /organizations o Catawba Riverkeeper o Connect Gaston o Gaston Together o Ed Eason (citizen with strong interest in air quality) o Southeast Connector Coalition o Stopthetollroad com (Mr Bill Toole) o Southern Environmental Law Center • 19 comment letters from federal state and local agencies • 82 speakers from the two formal Public Hearings • 7 resolutions (all supporting the Garden Parkway) GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 6 3 petitions (note the petitions were not reviewed for duplicates or validity of signatures) o Over 7 000 Signatures (Approximate) — Opposed to the Garden Parkway — submitted by Bill Toole of stopthetollroad com o 275 Signatures — Opposed to the Garden Parkway — submitted by the Harrison Family o 109 Signatures — Oppose Segment KX1 due to potential impact to Mt Pleasant Baptist Church Cemetery— submitted by Barbara Hart (Segment KX1 not apart of DSA 9 the Recommended Alternative However Segment K3A which is apart of DSA 9 has the same preliminary design footprint in the area of the Mt Pleasant Baptist Church cemetery A memo dated August 15 2008 was sent to Ms Hart describing impacts to the Mt Pleasant Church property The preliminary engineering designs would not impact the area of the cemetery where there are existing marked gravestites ) While selection of a Preferred Alternative is not by popular vote it is noted that of the 153 comment forms and 63 emails received 58 were specifically in favor of the project and/or selection of Detailed Study Alternative (DSA) 9 and 129 were specifically opposed to the project overall and/or selection of DSA 9 Please note that most comments received did not state a DSA preference but the majority was against the project Generally of the public comments received there were twice as many commenters who stated they opposed the project compared to those who supported the project Based on a review of the comments listed below in no specific order are general issues that were found to be frequently stated in the comments received • A new connection across the river is needed • DSA 9 is a reasonable choice • The road will encourage needed economic development • The project should provide sidewalks at cross streets • Ending the project at US 321 will adversely impact traffic on this overcrowded roadway and will bring trucks through the historic York Chester neighborhood • The Garden Parkway will only benefit developers and land owners especially David Hoyle and Robert Pittenger • The Garden Parkway costs too much and this money should be spent on education • The Garden Parkway is not the best use of taxpayer dollars • Air quality is bad in the region and this project will not help • The Garden Parkway will spur more development and urban sprawl There will not be enough money to build schools and other facilities associated with development • This project will change the rural character of Gaston County that the residents have chosen • This road will be another Greenville South Carolina Toll Road 3 0 SUMMARY OF PREVIOUS AGENCY COORDINATION MEETINGS Agency coordination meetings have been held throughout the project development process to receive comments on project studies achieve concurrence points and solicit issues and concerns from the Agency Coordination Team The North Carolina Department of Transportation (NCDOT) held GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 7 meetings with the NEPA/404 Merger Team from 2002 through 2005 to achieve Concurrence Points 1 and 2 The NCTA initiated regularly scheduled monthly meetings referred to as Turnpike Environmental Agency Coordination (TEAC) meetings to review the status of the current NCTA projects environmental concerns and permitting requirements TEAC meetings regarding the Gaston East West Connector have been held from 2006 through 2008 In addition NCTA held two meetings to discuss the scope of the indirect and cumulative effects analysis (June 29 2007 with US Fish and Wildlife Service (USFWS) and NC Wildlife Resources Commission ( NCWRC) and July 26 2007 with NC Division of Water Quality (NCDWQ)) The first and second screenings of alternatives were originally discussed with the environmental resource and regulatory agencies through the NEPA/404 Merger 01 Process under the administration of the NCDOT A series of eight meetings regarding project alternatives were held from February 2004 through September 2005 resulting in concurrence on the DSAs on September 20 2005 At that time three agencies (US Environmental Protection Agency [ USEPA] [USFWS] and [ NCWRC]) elected to abstain rather than expressing concurrence or non concurrence in the DSAs After the initial concurrence was achieved on the DSAs in September 2005 the FHWA and NCTA reevaluated the alternatives screening process in light of the project being determined a candidate toll facility and the receipt of updated travel demand forecasts The FHWA and NCTA coordinated with the environmental resource and regulatory agencies on this reevaluation at several TEAC meetings held in January June and September 2007 and February July September and October 2008 The environmental resource and regulatory agencies confirmed concurrence on the DSAs at the October 2008 TEAC meeting and the concurrence form is included in Appendix A 1 of the Draft EIS The three agencies that previously had abstained the USEPA USFWS and NCWRC concurred at this stage along with all the other cooperating and participating agencies Table 2 is from Section 9 2 of the Draft EIS and provides summaries of the TEAC meetings held for the Gaston East West Connector project Table 2 Summary of Aaenev Coordination Meetinas Meeting Main Topic Summary of Meeting Date NEPA /404 Merger Team Meetings held by NCDOT 05/15/02 CP 1 Purpose The preliminary Purpose and Need Statement was presented for discussion and Need Additional information was requested 07/24/02 CP 1 Purpose and Need The revised Purpose and Need Statement was presented and concurrence was achieved 02/17/04 Pre CP 2 Identified new location alternatives for which NCDOT should prepare functional designs prior to the new location CP 2 meeting The purpose of this meeting was to achieve concurrence on the non new location alternatives to be carried forward for detailed study Agreement on 08/17/04 Partial CP 2 eliminating the Improve Existing Roadways Alternatives could not be reached and the decision was made to follow the process outlined in the NEPA /404 Merger 01 Memorandum of Agreement (MOA) for elevating the decision 09/14/04 Elevation Meeting #1 The Merger Team members attended Concurrence was not achieved The supervisors of the Merger Team members attended Concurrence was not 09/29/04 Elevation Meeting #2 achieved GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 8 Table 2 Summary of Agency Coordination Meetings Meeting Date Main Topic Summary of Meeting In accordance with the MCA the Review Board met to discuss the project and 10/27/04 Elevation Meeting #3 the issues that the Merger Team had not reached consensus on The Review (Review Board) Board consists of designated senior management from FHWA NCDOT USACE and NCDENR 02/08/05 Elevation Meeting #4 (Review Board) The Review Board met to continue discussion of project issues Late June /Early Elevation Meeting #5 The Review Board met and signed the Partial CP 2 form eliminating all non new July 2005 (Review Board) location alternatives from further study The purpose of the meeting was to decide which of the 90 preliminary new location alternatives should be carried forward for further study The preliminary new location corridors were narrowed to 16 DSAs (later reduced to 12 DSAs) The FHWA NCDOT USACE NCDWQ, SHPO GUAMPO and MUMPO signed the CP 2 form The USEPA USFWS and NCWRC chose to abstain from 09/20/05 CP 2 Meeting signing An abstention in the NEPA/404 01 Merger process means an agency does not actively object to a concurrence milestone but does not wish to sign the concurrence form The agency agrees not to revisit the concurrence point subject to guidance on revisiting concurrence points contained in the NEPA/404 Merger 01 Memorandum of Agreement Representatives of these agencies provided emails with their reasons for abstaining These are included in Appendix A 1 TEAC Meetings and Indirect and Cumulative Effects (ICE) Scoping Meetings held by NCTA 12/15/06 TEAC Project Status Update This meeting was held to discuss Section 6002 Coordination Plans and to Meeting provide an update on the status of project related studies The following topics were discussed Section 6002 Coordination Plans historic architecture resources archaeological resources bald eagle surveys mussel TEAC Project Status Update surveys wetland and stream surveys and mitigation preliminary engineering 01/25/07 Meeting designs hydraulic studies traffic operations analysis geotechnical studies of the Allen Steam Station fly ash basin schedule for design tasks status of the project in the NEPA process DSAs traffic and revenue study Charlotte Douglas International Airport expansion and mobile source air toxics (MSATs) The purpose of this meeting was to provide updates on recently completed /ongoing environmental and technical studies field verification TEAC Project Status Update meetings and next steps toward Draft EIS Completed surveys discussed were 03/22/07 Meeting bald eagles wetlands and streams biotic communities historic architectural resources and archaeological resources The NCTA requested comments issues and concerns from the agencies regarding environmental issues related to the recently completed studies and ongoing studies Issues covered in this meeting included the decision to study toll only alternatives in the Draft EIS the completed Phase II historic resource surveys TEAC Project Status and the archaeological resource surveys field verification meetings for 06/20/07 Meeting wetlands streams and ponds and other updates on special technical studies indirect and cumulative effects assessment engineering designs community characteristics and toll traffic forecasts NCTA reviewed the GUAMPO s resolution to change the name of STIP Project U 3321 to the Garden Parkway 06/29/07 Indirect and Cumulative This meeting was held with the USFWS and NCWRC to discuss the scope of the Effects Scoping Meeting indirect and cumulative effects study 07/26/07 Indirect and Cumulative This meeting was held with the NCDWQ to discuss the scope of the indirect Effects Scoping Meeting and cumulative effects study GASTO EAST-WEST CONNECTOR September 8, 2009 TEAC Meeting Table 2 Summary of Aaencv Coordination Meetings Meeting Main Topic Summary of Meeting Date This meeting provided updates on recently completed and ongoing environmental technical studies recent correspondence with Duke Energy Corporation supporting elimination of detailed study corridor segment K1D and next steps toward the Draft EIS The NCTA requested comments issues and concerns from the agencies Topics covered in the meeting included a summary of draft versions of the Natural Resources Technical Report (NRTR) a 09/27/07 TEAC Project Status Update summary of findings from the Draft Community Characteristics Report (CCR) toll traffic forecasting studies and information related to the Duke Power Allen Steam Station fly ash basin The attendees agreed that DSAs containing Corridor Segment K1D (DSAs 6 24 65 and 78) should be eliminated from further study due to interference with critical operations at Allen Steam Station Attendees included representatives from FHWA USACE USEPA NCDWQ NCWRC USFWS NCDOT and NCTA The purpose of the site visit was to review the various natural communities 12/17/07 represented in the study area at locations requested by the resource agencies 12/18/07 TEAC Project Site Visit Representatives from FHWA NCDOT USACE USEPA NCDWQ, and NCWRC attended the field tour over the two day period The primary purpose of this meeting was to discuss the approach to be taken to discuss CP 2a The attendees agreed that it was acceptable to move forward TEAC Approach to with bridging decision discussions Other items discussed were the Section 02/05/08 Discussing CP 2a 6002 Project Coordination Plan updates to the draft versions of the Purpose and Need Statement and the Alternatives Development and Analysis Report Addendum and planned Citizens Informational Workshops The purpose of the meeting was to discuss information to achieve 03/04/08 TEAC CP 2a Discussion agreement /concurrence on the bridging decisions for streams and wetlands crossed by the DSAs (CP 2a) Agreement on bridging and alignment decisions for the DSAs was reached at 04/08/08 TEAC CP 2a Agreement this meeting Attendees included representatives from FHWA USACE USEPA USFWS NCWRC NCDOT and NCTA This meeting covered the analysis and results in the Draft Indirect and Cumulative Effects Assessment (ICE) July 2008 Also presented were the TEAC Indirect and Updated Purpose and Need Statement June 2008 a discussion of items 07/07/08 Cumulative Effect updated and added in the Addendum to the Final Alternatives Development Assessment and Other Issues and Evaluation Report July 2008 an update on the status of the Section 6002 Coordination Plan for the project and an announcement of upcoming Citizens Informational Workshops scheduled for August 2008 TEAC Section 6002 This meeting was held to provide the attendees a summary of the August 2008 Coordination Plan Citizens Informational Workshop Series #3 and to discuss the updated Purpose 09/23/08 Comments on Reports and and Need Statement June 2008 the Addendum to the Final Alternatives Summary of Workshop Development and Evaluation Report July 2008 and the Indirect and Cumulative Series #3 Comments Effects Assessment July 2008 The Agency Coordination Team agreed to sign (or resign) CPs 1 2 and 2a TEAL Section 6002 There were no abstentions The Section 6002 Coordination Plan was approved Coordination Plan There were no substantive comments on the Purpose and Need Statement 10/07/08 Comments on Reports and June 2008 or the Addendum to the Final Alternatives Development and Signatures for CP 1 2 and Evaluation Report July 2008 The Indirect and Cumulative Effects Analysis July 2a 2008 was discussed with additional review time requested by the team Notes CP— Concurrence Point GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 10 4 0 MINIMIZATION EFFORTS AND IMPACT REDUCTIONS The DSAs incorporate measures to avoid and minimize impacts to Waters of the United States and the Catawba River buffers The horizontal alignment of the preliminary engineering designs was adjusted where possible to minimize or avoid impacts to streams wetlands and ponds The presence of wetlands and streams and minimizing or avoiding impacts to these resources was a factor in considering interchange configurations Bridge lengths that were extended to maintain roadway and railway access adjacent to the Catawba River and South Fork Catawba River also avoided or minimized encroachment into Catawba River buffer areas To further address avoidance and minimization the NCTA met with the environmental resource and regulatory agencies at TEAC Meetings on February 5 March 4 and April 8 2008 to discuss bridging and alignment decisions for the DSAs preliminary engineering designs (Concurrence Point 2a) As a result of those meetings there were no changes to the alignments of any of the DSAs However the NCTA agreed to include several bridges in the preliminary engineering designs beyond those required to convey floodwaters to avoid or minimize stream and wetland impacts Table 3 shows locations where bridges are recommended to avoid or minimize stream and wetland impacts along with the estimated impact reduction associated with each bridge Based on the information in the table the additional bridging along DSA 9 (Recommended Alternative) reduced stream impacts by 940 lmear feet and wetland impacts by 1 5 acres Table 3 Impact Reductions Associated with Bridge Crossings GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 11 DSA Segment and Previously Impact Acreage (ac)/ Crossing Proposed Proposed Structure Linear feet (If) as DSAs Structure Previously Proposed HD27— Bessemer H2A Triple 7x10ft Branch DSAs 4 5 9 22 23 27 Box Culvert Bridge 340 If HD32 H2C Bridge over Lengthen Bridge to span Stream S70 DSAs 22 23 27 Chapel Grove Rd stream 374 If HD17 HX2 Bridge over Lengthen Bridge to span Stream S79 DSAs 76 77 81 Camp Rotary Rd stream 350 If HD48 Blackwood Creek H3 Triple 11x10ft Bridge 304 If —S135 (5135) DSAs 4 5 9 Box Culvert 296 If -5134 JB2 Crowders Creek (514) J3 and J2a DSAs 22 23 27 76 Bridge Lengthen Bridge to span 17 ac (DSAs 22 23 27) and Wetland 103 77 81 Wetland 103 19 ac (DSAs 76 77 81) JD9 J1c Triple 7x10 Box Stream 5178 DSAs 64 68 Culvert Bridge 4781f KD3 Lengthen Bridge to span Catawba Creek K3A Bridge wetland W248 (also avoids 1 5 (5259) and its buffers 9 27 68 81 buffers on east side of ac and Wetland W248 creek) KD17 Lengthen Bridge to span Catawba Creek K18 Bridge wetland W248 (also avoids 1 2 ac (5259) and its buffers 5 23 64 77 buffers on east side of and Wetland W248 I I creek) GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 11 0 5 0 SUMMARY OF COMMENTS RECEIVED RELATED TO THE DRAFT EIS AND SELECTION OF THE PREFERRED ALTERNATIVE This section discusses substantial as well as other comments relative to the Draft EIS and/or selection of the Preferred Alternative Comments received from state and federal agencies local governments and interest groups and organizations during the comment period for the Draft EIS are included in Appendices C, D, and E respectively Substantive comments received are grouped under ten categories as listed in Table 4 As of August 5 2009 no written comments were received from the USACE a cooperating agency USAGE received four comment letters in response to their Section 404 public notice Letters were received by the USACE from Mr John Medlin Ms Heather Pierce Mr Bill Toole and the Southern Environmental Law Center (SELL) Comments from these letters are summarized in Appendix F These four commenters also sent letters to the NCTA The letter from SELC was the same as the letter sent to the NCTA The letters from Mr Medlin Ms Pierce and Mr Toole were slightly different All relevant comments from these letters are included in Table 4 below Table 4 Summary of Comments Related to the Draft EIS and Selection of the Preferred Alternative Topic Comments Purpose and Need The project will not improve traffic flow on 1 85 US 321 US 29 and US 74 and it may increase (comments received congestion in the future only from the public The stated need to connect southern Gaston County and western Mecklenburg County is not on this topic) supported by quantifiable data The Draft EIS fails to show that an additional bridge over the Catawba River would respond to any existing mobility need south of the existing bridges NCTA cannot reconcile its mandate to build specific toll road projects with federal law Rather than identifying an underlying purpose that the project might fulfill the Draft EIS restates the specific project design that meets the NCTA s mandate to build the Garden Parkway toll road The resulting project purpose is too narrow to support consideration of the reasonable range of alternatives required by NEPA Travel Times and The Draft EIS traffic projections predict that the new toll highway would cause further traffic Traffic Forecasts congestion on much of 1 85 and US 29/74 The Draft EIS presents inflated estimates of traffic volumes in the project area which make the need for the connector seem greater than it is There appears to be little to no change in travel time savings from most of Gaston County and the project study area Range of The Draft EIS disregards the TSM and Mass Transit Alternatives and did not provide a full range of Alternatives reasonable alternatives Objectives could be reached by improvements to 1 85 (including widening and HOT lanes) interim TSM approaches to US 29 and US 74 and other combinations of transportation improvements The Draft EIS did not consider improvements to the area s transit and freight rail facilities as an alternative The Draft EIS does not address how a combination of alternatives might be able to meet purpose and need The Draft EIS should have studied ending the project at US 321 if that is an interim phase The decision to study only toll alternatives in the EIS is not consistent with the CEQ regulations at 40 CFR 1502 14(a) and (c) The EIS might have also considered a comparison with a freeway GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 12 Table 4 Summary of Comments Related to the Draft EIS and Selection of the Preferred Alternative Topic Comments Air Quality Prior to issuance of the HIS and ROD NCTA should demonstrate that the new location project will be included in an approved SIP and will be in conformity The Draft EIS does not address quantitative air quality impacts as they relate to Mobile Source Air Toxics The Draft EIS does not offer any mitigation measures to address the project s impact on air quality specifically concerning MSAT emissions exposure at schools hospitals parks etc The EIS should address greenhouse gas emissions Water Quality and Concerns about sediment and erosion impacts that could result from this project Erosion control Jurisdictional measures should adhere to the Design Standards in Sensitive Watersheds Resources The possible effects of storm water runoff associated with this project could negatively affect the project area Concerns about the amount of mitigation needed and that it will not be available in the area every effort should be made to further avoid and minimize impacts to streams and wetlands and to provide on site mitigation Mitigation should focus on improving degraded streams in the area Direct impacts to existing 303(d) listed impaired streams and other waters at risk from further degradation have not been fully addressed from the standpoint of avoidance and minimization (e g right of way and median widths shoulder widths etc ) A conceptual mitigation plan should be provided in the Final EIS with information about on site mitigation opportunities Indirect and The Draft EIS has no specific discussion of mitigation for indirect and cumulative impacts Cumulative Effects There are no quantitative data presented in the Draft EIS concerning potential ICE to wetlands streams water quality and wildlife habitat A quantitative ICE analysis should be prepared for the Preferred Alternative The Guidance Memorandum to Address and Mitigate Secondary and Cumulative Impacts to Aquatic and Terrestrial Wildlife Resources and Water Quality should be consulted when developing mitigation measures Wildlife Negative impacts to terrestrial resources and wildlife including fragmentation of terrestrial habitat are a significant concern Cultural Resources The Draft EIS missed the subject of historic Stowesvdle Stowes Factory Gaither Mill Stowesvdle Cemetery and the old Methodist church Community EJ populations would receive a higher percent of impact from the new facility in terms of air quality Characteristics and noise impacts but would not necessarily receive a proportionate benefit from the project due to potential toll costs Farmland • The Draft EIS does not offer any potential avoidance and minimization measures to potentially reduce impacts to farmlands Concerns about the availability of replacement property for farms that need to be relocated The following additional studies will be completed and discussed with agencies prior to completing the Final EIS • Updated traffic forecasts • Findings of detailed archaeological field surveys • Mainline and crossroad design refinements and associated changes in right of way and impacts in response to comments on the Draft EIS as well as addition and modification of service roads • Additional indirect and cumulative effects analysis including quantitative land use study for the Preferred Alternative GASTON EAST -WEST CONNEC OR September 8, 2009 TEAC Meeting 13 • Conceptual mitigation plan including options for onsite mitigation • Update on GUAMPO LRTP and MUMPO LRTP updates and Metrolina region air quality conformity 5 1 Responses to Generalized Comments on Purpose and Need Comment The protect will not improve traffic flow on 185 US 321 US 29 and US 74 and it may increase congestion in the future Response Traffic forecasts and operations and regional travel demand statistics are described in detail in Appendix C of the Draft EIS and in Section 2 2 6 3 (Improve Existing Roadways Alternatives) and Section 2 2 7 2 (New Location Alternatives) of the Draft EIS Appendix C includes forecasts and operations analyses for 185 US 321 and US 29 74 As discussed in these sections the Improve Existing Roadways Alternatives that include widening 185 would achieve only minimal improvements to traffic flow on I 85 A widened 185 (widened to 8 10 lanes) would continue to operate at LOS E and F in 2030 Most improvements to traffic flow achieved by increasing capacity would be offset by the increase in traffic volumes attracted to the facility As shown in Table C 2 of Appendix C of the Draft EIS an improved 185 would attract an additional 17 percent more vehicles per hour than the No Build scenario On the other hand a New Location Alternative would reduce traffic volumes on 185 primarily from NC 279 eastward compared to the No Build Alternative although levels of service would remain at LOS E or F in 2030 More importantly however the New Location Alternative provides an additional east west route between Gaston and Mecklenburg Counties that would operate at LOS C or better which is a traffic flow benefit that cannot be achieved under either the Improve Existing Roadways Alternatives or the No Build Alternative Levels of service along US 29 74 west of McAdenville would primarily be a LOS D or better and fall to LOS F east of McAdenville This would be true for both the No Build and New Location Alternatives Along US 321 levels of service will be similar for all options however the New Location Alternative may result in higher traffic volumes along US 321 south of the proposed alignment as vehicles use US 321 to access the New Location Alternative In considering regional statistics comparisons of congested vehicle miles traveled (VMT) and congested vehicle hours traveled (VHT) between the No Build Alternative Improve Existing Roadway Scenario 4 and New Location Alternative (Toll Scenario) are made in Table C 1 of Appendix C of the Draft EIS The year 2030 congested VMT and congested VHT are highest for the Improve Existing Roadways Alternative The New Location Alternative (Toll Scenario) and the No Build Alternative result in about the same congested VMT and VHT with the New Location Alternative Toll Scenario performing slightly better even with the expanded mobility and additional roadway capacity provided by the project In conclusion while existing and future deficiencies of 185 and US 29 74 are acknowledged in the Draft EIS improving these specific roadways are not identified as purposes for this project The project purpose is to improve east west transportation mobility in the area around the City of Gastonia between Gastonia and the Charlotte metropolitan area and particularly to establish direct access between the rapidly growing area of southeast Gaston County and western Mecklenburg County The Draft EIS adequately demonstrates that improving 185 or other area roadways cannot effectively meet this project purpose GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 14 Comments 1) The stated need to connect southern Gaston County and western Mecklenburg County is not supported by quantifiable data 2) The Draft EIS fails to show that an additional bridge over the Catawba River would respond to any existing mobility need south of the existing bridges Response The need to connect southern Gaston County and western Mecklenburg County is supported by the local land use plans and long range transportation plans and demonstrated by travel demand modeling Appendix B of the Draft EIS shows the Gaston Urban Area Metropolitan Planning Organizations (GUAMPO s) population projections for 2010 2020 and 2030 from the 2030 Long Range Transportation Plan (LRTP) These indicate substantial increases in population in the southern half of Gaston County will occur Mecklenburg County is projected to continue to be the economic and employment center of the region Residential growth projected in southern Gaston County and residential and employment growth in western Mecklenburg County will continue to increase demand for improved connectivity and east west mobility since there is a lack of east west routes in southern Gaston County and a lack of connections to Mecklenburg County Comments 1) NCTA cannot reconcile its mandate to build specific toll road projects with federal law 2) Rather than identifying an underlying purpose that the project might fulfill the Draft EIS restates the specific project design that meets the NCTAs mandate to build the Garden Parkway toll road The resulting project purpose is too narrow to support consideration of the reasonable range of alternatives required by NEPA Response The project purpose is stated in Section 1 3 of the Draft EIS The purpose of the proposed action is to improve east west transportation mobility in the area around the City of Gastonia between Gastonia and the Charlotte metropolitan area and particularly to establish direct access between the rapidly growing area of southeast Gaston County and western Mecklenburg County Criteria used in the alternatives evaluation to determine whether a particular alternative concept would meet the project purpose are listed in Section 2 2 1 of the Draft EIS • Reduce travel distance and/or travel times between representative origin/destination points within southern Gaston County and between southern Gaston County and Mecklenburg County • Provide a transportation facility that would operate at acceptable levels of service (generally LOS D or better on the mainline) in the design year 2030 for travel between Gaston and Mecklenburg County • Reduce congested vehicle miles traveled and/or congested vehicle hours traveled in Gaston County compared to the No Build Alternative in 2030 This project purpose does not include any statements that the purpose of the project is to construct a toll facility A variety of alternatives could meet the criteria stated above In accordance with Council on Environmental Quality (CEQ) regulations (40 CFR 1502 14) and FHWA guidance and regulations (FHWA Technical Advisory T6640 8A 1987 and 23 CFR 771 123) a reasonable range of alternatives including non toll alternatives were evaluated in Chapter 2 of the Draft EIS as well as the Addendum to the Final Alternatives Development and Analysis Report (October 2008) and eliminated for a variety of reasons as documented in that chapter GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 15 5 2 Responses to Generalized Comments on Travel Times and Traffic Forecasts Comments 1) The Draft EIS traffic projections predict that the new toll highway would cause further traffic congestion on much of 185 and US 29174 2) The Draft EIS presents inflated estimates of traffic volumes in the project area which make the need for the connector seem greater than it is and 3) There appears to be little to no change to travel time savings from most of Gaston County and the project study area Response In response to the first comment please refer to the first comment /response under Responses to Generalized Comments on Purpose and Need The comment regarding inflated traffic volumes in the project area refers to volumes reported for the existing year 2006 in the Draft EIS as compared to traffic counts prepared by the North Carolina Department of Transportation Transportation Planning Branch s Traffic Survey Group The commenters point out that the traffic volumes reported for 185 US 321 and US 29 74 in the Draft EIS are sometimes different usually greater than actual counts for the years 2006 and 2007 At the time traffic forecast efforts began NCTA s consultants obtained the approved Metrolma Travel Demand Model for the13 county region surrounding Charlotte which was used to develop the traffic forecasts for the project Traffic forecasting methodologies and results are documented in the Traffic Forecasting for Toll Alternatives (MAB –August 2008) The version of the model u ed t perform the project forecasts was calibrated based on known traffic volumes for th base year 2000 with the model providing forecasts for years 2010 2020 and 2030 Volumes for the project s ase year of 2006 were obtained by interpolating between the calibrated base year 2000 and the forecast year 2010 Since the travel demand model was calibrated to 2000 traffic volumes it can be expected that actual counts for any given subsequent year could vary at some locations A comparison of the model s 2006 results (Existing Conditions scenario) with actual 2006 traffic counts along 185 show that there is reasonably good correlation between the modeled and measured values for most ofithe- stud area Measured volumes are lower by a out 7 percent or less west of Exit 26 (Belmont Mount olly Road) and lower by about 10 11 percent east of Exit 26 The model may have projected more robust growth rates for the period 2000 2010 than what has actually occurred up to 2006 resultm in lower actual traffic counts compared to forecasted values In conclusion it could be expected that variations in economic and other conditions and swings in growth rates would normalize over the course of the 30 year forecast The majority of the analyses reported in the Draft EIS in particular those used to compare alternatives were based on the 2030 forecasts not the 2006 forecasts and are reasonable values to use in the planning process Regarding travel times two types of travel times are reported in the Draft EIS One is the origin and destination travel time estimate reported in the Draft EIS in Section C 2 of Appendix C The other type is an average change in travel time and this is discussed in Section 7 5 1 of the Draft EIS Both are different outputs from the approved Metrolma Regional Travel Demand Model that were used to forecast traffic for the proposed project The origin/destination travel time savings estimates are comparisons between the No Build Alternative for the year 2030 and the New Location Alternative (Toll Scenario) for the year 2030 These travel times would not necessarily correlate to travel times experienced today As shown in Table C 4 in Appendix C of the Draft EIS travel time savings under the New Location Alternative for trips within Gaston County are greatest (8 9 minutes) for trips starting and ending in southern GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 16 Gaston County reflecting the increased mobility the proposed project would provide within southern Gaston County For trips between southern Gaston County and western Mecklenburg County the travel time savings would be greater ranging from 9 28 minutes depending on origin and destination (Table C 5 in Appendix C of the Draft EIS) These time savings are representative of these specific trips Travel times of other trips within the project study area may vary The second type of travel time reported is described in Section 7 5 1 of the Draft EIS This travel time (an output from the Metrolina Regional Travel Demand Model) is an overall travel savings experienced by ALL trips in a particular traffic analysis zone (TAZ) whether those trips actually use the proposed project or not (Note A TAZ as a delineated area used for tabulating traffic related data often corresponding to US Census tract and block group boundaries The boundaries typically follow physical features such as streets ravers or canals and are updated as part of the decennial census ) Since this reported value includes many types of trips (through trips local trips trips that use the proposed project trips that do not use the project home to work trips home to shopping trips etc ) it would not be expected to show such dramatic savings as specific origin/destination pairs These calculations of average travel time savings provide a basis for assessing the overall effect of the project on travel times in each TAZ and help to show locations that would experience increase mobility They do not represent travel time savings for specific origin/destination pairs and would be expected to be smaller values Results from this type of analysis show that average travel time savings would be greatest for areas immediately surrounding the project in Gaston and Mecklenburg Counties then areas extending south into York County South Carolina In conclusion the travel time savings in 2030 realized by constructing the proposed project compared to the No Build Alternative would be substantial for many specific origin/destination pairs and the project also would have an effect on overall average travel times for trips throughout the project study area 5 3 Responses to Generalized Comments on Range of Alternatives Comments 1) The Draft EIS disregards the TSM and Mass Transit Alternatives and dad not provide a full range of reasonable alternatives 2) Objectives could be reached by improvements to 185 (including widening and HOT lanes) interim TSM approaches to US 29 and US 74 and other combinations of transportation improvements 3) The Draft EIS does not address how a combination of alternatives might be able to meet purpose and need and 4) The Draft EIS dad not consider improvements to the area s transit and freight rail facilities as an alternative Response In accordance with 40 CFR 1502 14(a) agencies are required to Rigorously explore and objectively evaluate all reasonable alternatives and for alternatives which were eliminated from detailed study briefly discuss the reasons for their having been eliminated The Draft EIS (Section 2 2) evaluated the full range of alternatives as required by 23 CFR 771 123(c) and as suggested by FHWA Technical Advisory T66430 8 A (October 1987) when considering improvements to the transportation system The Draft EIS discusses TSM and Mass Transit Alternatives in Draft EIS Sections 2 2 3 and 2 2 5 respectively Combination alternatives also are addressed in Section 2 2 5 None of these alternatives were determined to meet the project s purpose and need TSM and TDM alternatives were eliminated because they would not noticeably improve mobility access or connectivity within southern Gaston County nor between southern Gaston County and western Mecklenburg County The Mass Transit Alternative using expanded bus service on existing roadways or expanded rail service on the existing rail line near 185 was eliminated from further GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 17 study because it would not establish direct connectivity within southern Gaston County or between southern Gaston County and western Mecklenburg County The Mass Transit Alternative including bus rapid transit or light rail on new alignment could provide connectivity within southern Gaston County and between southern Gaston County and west Mecklenburg County and provide shorter travel times or distances for the transit users However the Mass Transit Alternative on new alignment would carry a much lower volume of trips than a new highway facility and would be ill suited to the dispersed low density land uses in southern Gaston County (resulting in even less trips) The resulting lower volume of trips accommodated would not noticeably reduce vehicle miles traveled and/or congested vehicle hours traveled in Gaston County compared to the No Build Alternative The ability of Improve Existing Roadway Alternatives to meet the project purpose and need are addressed in the Draft EIS Section 2 2 6 See also the first comment under Responses to Generalized Comments on Purpose and Need The environmental resource and regulatory agencies and the public were afforded opportunities to review and provide input throughout the alternatives development and screening analysis process All environmental resource and regulatory agencies participating in the Turnpike Environmental Agency Coordination (TEAL) meetings signed a concurrence form in October 2008 concurring on three points the Purpose and Need (Concurrence Point 1) Bridging and Alignment Decisions (Concurrence Point 2a) and the Detailed Study Alternatives to be carried forward in the Draft EIS (Concurrence Point 2) This concurrence form is included in Appendix A 1 in the Draft EIS Recent work by NCDOT on the Piedmont and Northern Railway corridor which is a rail corridor north of 185 was mentioned in a comment The Piedmont and Northern Railway corridor is located in Gaston and Mecklenburg Counties At this time the corridor in Gaston County is inactive Portions of the corridor in Mecklenburg County are active except for the Cedar Yard terminus near uptown Charlotte which is inactive The corridor is approximately 16 miles long It begins in downtown Gastonia and runs north of 185 through Ranlo Lowell and Mount Holly It crosses the Catawba River dust south of the NC 27 crossing of the river The corridor then swings south to end at South Cedar Street dust east of 177 There is a spur that runs south from the corridor and ties into downtown Belmont The NCDOT acquired the inactive Piedmont and Northern mainline corridor in 1991 There has been some interest in reactivating this line for short line freight service Section 26 1 of Session Law 2008 191 (House Bill 2431) directed NCDOT to study the Piedmont and Northern Railway line in Gaston County to determine the cost to bring the full line into operation The resulting report to the Joint Legislative Transportation Oversight Committee Cost to Reactivate Piedmont and Northern Rail Line (January 15 2009) (available for download at www byte ain org/Quicklmks /i epoi is /P &N Report 15Jan08 pdf) describes the improvements that would need to be made to the rail line and corridor in order to provide freight service and also possible future passenger rail service At this time freight service is anticipated only on the 116 mile segments from Mount Holly to Gastonia and the northernmost 1 5 miles of the Belmont Spur as documented in Cost to Reactivate Piedmont and Northern Rail Line (January 15 2009) Following the report to the legislature a federal Categorical Exclusion (CE) for reactivation of the Piedmont and Northern Railroad Corridor for freight service was signed by FHWA on July 9 2009 The proposed action identified in the CE is reactivation of freight rail service between Mount Holly and Gastonia and along the Belmont Spur to the north of Belmont/Mount Holly Road (SR 2093) The CE states At the time of this document there are no plans in the foreseeable future to implement GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 18 passenger rail service on any portion of the corridor Passenger service would be covered under a separate document process if determine feasible Future passenger service on the Piedmont and Northern Rail corridor could provide additional transportation options between Gaston County and Mecklenburg County and could benefit the region s transportation network but it would not meet the Gaston East West Connector purpose and need for the reasons listed for the Mass Transit Alternative in Section 2 2 5 1 of the Draft EIS It would not improve mobility within southern Gaston County because it is located north of I 85 It would not improve connectivity between southern Gaston County and western Mecklenburg County because the Piedmont and Northern Rail corridor crosses the Catawba River in Mount Holly dust south of NC 27 It also would not reduce congested vehicle miles or congested vehicle hours traveled in Gaston County because it is not anticipated to attract enough trips to make a noticeable difference in traffic volumes on area roadways The Final EIS will include an update on the Mass Transit Alternative discussion as it relates to the current status of the Piedmont and Northern Rail corridor studies Comment The Draft EIS should have studied ending the project at US 321 of that is an interim phase Response The proposed project is included in the 2030 LRTP for the GUAMPO area as starting at 185 and continuing eastward to the Mecklenburg County line The GUAMPO plans to include the entire proposed project as a toll facility in its next update to the LRTP US 321 was announced by the NCTA as a potential interim western project terminus during discussions with the public and local officials about funding Like many large roadway projects in North Carolina the Gaston East West Connector would need to be constructed and funded in phases US 321 was identified as a potential terminus based on information available at the time regarding project costs potential available funding and traffic forecasts The highest travel demand is projected along the eastern segments of the proposed project The ultimate project extends from 1485 in Mecklenburg County to 185 west of Gastonia and this is the project NCTA intends to eventually construct as soon as financing can be obtained This will be clarified in responses to comments included in the Final EIS Comment The decision to study only toll alternatives to the EIS is not consistent with the CEQ regulations at 40 CFR 1502 14(a) and (c) The EIS might have also considered a comparison with a freeway Response The regulations at 40 CFR 1502 14(a) and (c) are In this section agencies shall (a) Rigorously explore and objectively evaluate all reasonable alternatives and for alternatives which were eliminated from detailed study briefly discuss the reasons for their having been eliminated (c) Include reasonable alternatives not within the jurisdiction of the lead agency Alternatives for the project were rigorously explored and evaluated as documented in the Addendum to the Final Alternatives Development and Evaluation Report for the Gaston East West Connector (October 2008) and summarized in Chapter 2 of the Draft EIS A Mass Transit Alternative which would not be within the jurisdiction of the FHWA NCDOT nor NCTA was included in the GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 19 evaluation Environmental resource and regulatory agencies signed a concurrence form in October 2008 concurring with the Detailed Study Alternatives identified for the project The current NCDOT 2009 — 2015 State Transportation Improvement Program (STIP) includes the project as a toll facility and traditional (non toll) transportation funding for this project is not likely in the foreseeable future GUAMPO as part of the metropolitan planning process has decided to allocate the limited available federal and state funds to other projects In September of 2000 the GUAMPO TAC passed a resolution stating that it supports the use of alternative funding methods including payment by toll Based on preliminary traffic and revenue forecasts the NCTA determined that the Gaston East West Connector is financially feasible with the collection of tolls Using tolls the NCTA can provide the funding and construct the project many years earlier than with traditional funding sources Using tolls as the funding mechanism for construction and maintenance allows needed capacity to be added when budget shortfalls would otherwise prevent or delay completion of critical projects 5 4 Responses to Generalized Comments on Air Quality Comment Prior to issuance of the Final EIS and ROD NCTA should demonstrate that the new location project will be included in an approved SIP and will be in conformity Response On May 8 2009 USEPA published a Finding of Failure to Submit State Implementation Plans (SIP) for the Charlotte area in the Federal Register The state has 24 months from this finding to make a SIP submittal and obtain USEPA approval The NC Department of Environment and Natural Resources Division of Air Quality (NCDENR DAQ) intends to submit a SIP in November 2009 Because the Mecklenburg Union Metropolitan Planning Organization ( MUMPO) and the Gaston Urban Area Metropolitan Planning Organization ( GUAMPO) did not complete an update to their respective Long Range Transportation Plan (LRTPs) and conformity determinations by May 3 2009 and June 30 2009 respectively and because the region does not have an approved SIP the Metrolina region is currently in a Conformity Lapse Grace Period (CLGP) In discussions with MUMPO and GUAMPO it is anticipated that the Metrolina region will be able to avoid moving into a conformity lapse status which would begin one year after the start of the CLGP As explained in the FHWA/FTA memorandum — Clarification of Transportation Conformity Requirements for FHWAIFTA Protects Requiring Environmental Impact Statements (May 20 2003) an approved SIP and a modified LRTP and conformity determination that is consistent with the project as proposed must be in place prior to the issuance of the Record of Decision (ROD) for this project FHWA cannot issue a ROD for this project until the LRTPs are updated and there is an approved SIP for the Metrolina region The absence of either of these events will result in a project delay until these approvals are obtained Comment The Draft EIS does not address quantitative air quality impacts as they relate to Mobile Source Air Toxics (MSATs) The Draft EIS does not offer any mitigation measures to address the protect s impact on air quality specifically concerning MSAT emissions exposures at schools hospitals parks etc GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 20 Response The MSAT analysis was conducted in accordance with the Federal Highway Administration Interim Guidance on Air Toxic Analysis in NEPA Documents dated February 3 2006 The interim guidance establishes three levels of review • No analysis for projects with no potential for meaningful MSAT effects • Qualitative analysis for projects with low potential MSAT effects or • Quantitative analysis to differentiate alternatives for projects with higher potential MSAT effects Projects requiring a quantitative analysis include projects that have the potential for meaningful differences among project alternatives To fall into this category projects 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 interstates urban arterials or urban collector distributor routes with traffic volumes where the annual average daily traffic volumes (AADT) are projected to be in the range of 140 000 to 150 000 or greater by the design year and also • Be proposed to be located in proximity to populated areas or in rural areas in proximity to concentrations of vulnerable populations (i e schools nursing homes hospitals) The project would not qualify as requiring a quantitative analysis because it would not significantly alter a mayor intermodal facility nor would the AADT be in the range of 140 000 to 150 000 The overall approach applied in the MSAT guidance characterizes the trend in MSAT emissions and the difference in MSAT emissions between alternatives but does not attempt to characterize health risks or microscale impacts due to the uncertainty associated with available analysis tools In late 2007 the US District Court in the Southern District of Maryland upheld this approach in ruling on a challenge to the Inter County Connector project stating that the Defendants methodology was reasonable and should be upheld Defendants failure to consider Plaintiffs approach to the health effects analysis which could be ascertained if at all only through uncertain modeling techniques did not preclude informed decision making under NEPA Comment The EIS should address greenhouse gas emissions Response From a policy standpoint FHWA s current approach on the issue of global warming is as follows On April 2 2007 the Supreme Court issued a decision in Massachusetts et al v USEPA that the USEPA does have authority under the Clean Air Act to establish motor vehicle emissions standards for CO2 emissions However the Court s decision did not have any direct implications on requirements for developing transportation projects On April 24 2009 in response to the Supreme Court s decision in Massachusetts et al v USEPA the USEPA issued a proposed finding in the Federal Register (Volume 74 No 78 page 18886) that atmospheric concentrations of greenhouse gases endanger public health and welfare within the meaning of Section 202(a) of the Clean Air Act This finding is proposed specifically for six greenhouse gases that together constitute the root of the climate change problem carbon dioxide methane nitrous oxide hydrofluorocarbons perfluorocarbons and sulfur hexafluoride The USEPA also proposed to find that the combined emissions of carbon dioxide methane nitrous oxide and hydrofluorcarbons from new motor vehicles and new motor vehicle engines are contributing to this GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 21 mix of greenhouse gases in the atmosphere However this finding if finalized would not include standard setting rulemaking to establish standards criteria or thresholds regarding greenhouse gas emissions As of August 25 2009 the USEPA continues to accept public comment on this proposed finding even though the public comment period ended June 23 2009 FHWA does not believe it is informative at this point to consider greenhouse gas (GHG) emissions in a Draft EIS for an individual road construction project such as the Gaston East West Connector The climate impacts of CO2 emissions are global in nature Analyzing how alternatives evaluated in a Draft EIS might vary in their relatively small contribution to a global problem will not better inform decisions Further due to the interactions between elements of the transportation system as a whole emissions analyses would be less informative than ones conducted at regional state or national levels Because of these concerns FHWA concludes that CO2 emissions cannot usefully be evaluated in this Draft EIS in the same way that other vehicle emissions are addressed FHWA is actively engaged in many other activities with the DOT Center for Climate Change to develop strategies to reduce transportation s contribution to GHGs— particularly CO2 emissions — and to assess the risks to transportation systems and services from climate change FHWA will continue to pursue these efforts as productive steps to address this important issue FHWA will review and update its approach to climate change at both the project and policy level as more information emerges and as policies and legal requirements evolve Lastly it is important to note that while the Gaston East West Connector project will provide new road capacity the new capacity will be priced (tolled) which serves as a demand management tool in addition to providing needed project financing The traffic forecasting for this project shows that the Gaston East West Connector project would result in some increases in both vehicle miles traveled (VMT) and vehicle hours traveled (VHT) within the project study area Because VMT and VHT are correlated with GHG emissions this data suggests that the Gaston East West Connector project may marginally increase GHG emissions in the project study area This potential increase in GHG emissions would be insignificant on a global scale but is noted here for informational purposes in connection with the comments concerning GHG emissions and climate change 5 5 Responses to Generalized Comments on Water Quality and Jurisdictional Resources Comments 1) Concerns about sediment and erosion impacts that could result from this project Erosion control measures should adhere to the Design Standards in Sensitive Watersheds 2) The possible effects of storm water runoff associated with this project could negatively affect the project area Response As discussed in Draft EIS Section 6 2 4 an erosion and sedimentation plan will be developed for the Preferred Alternative prior to construction in accordance with all applicable regulations and guidance The FHWA NCTA and NCDOT will work with the permitting agencies to determine the appropriate best management practices to implement for the project A quantitative indirect and cumulative effects (ICE) analysis also will be prepared for the Preferred Alternative and the land use analysis results will be reported in the Final EIS The ICE analysis also will address water quality issues for purposes of the required Section 401 Water Quality Certification GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 22 Comments 1) Concerns about the amount of mitigation needed and that it will not be available in the area every effort should be made to further avoid and minimize impacts to streams and wetlands and to provide on site mitigation Mitigation should focus on improving degraded streams to the area 2) A conceptual mitigation plan should be provided to the Final EIS with information about on site mitigation opportunities Response The FHWA NCTA and NCDOT intend to use the NC Ecosystem Enhancement Program (EEP) for most project mitigation needs Over the past several years NCTA has been coordinating with EEP regarding this project and projected mitigation needs A conceptual mitigation plan will be prepared and described in the Final EIS The conceptual mitigation plan will include an evaluation of on site mitigation opportunities Comment Direct impacts to existing 303(d) lasted impaired streams and other waters at risk from further degradation have not been fully addressed from the standpoint of avoidance and minimization (e g right of way and median widths shoulder widths etc) Response As stated in the Section 6002 Coordination Plan for the Gaston East West Connector Project this study to the extent possible will follow the environmental review process consistent with the requirements for Projects on New Location as described in the Section 404 /NEPA Merger 01 Process Information The Merger process requires Concurrence Point 4a (avoidance and minimization) must be achieved after Concurrence Point 3 (identification of LEDPA) The FHWA NCTA and NCDOT will continue working with the environmental resource and regulatory agencies to achieve these concurrence points The NCTA held a design workshop on August 26 2009 to consider design changes that would reduce impacts and costs The environmental resource and regulatory agencies were invited to this meeting 5 6 Responses to Generalized Comments on Indirect and Cumulative Effects and Wildlife Comments 1) The Draft EIS has no specific discussion of mitigation for indirect and cumulative impacts 2) There are no quantitative data presented an the Draft EIS concerning potential ICE to wetlands streams water quality and wildlife habitat 3) A quantitative ICE analysts should be prepared for the Preferred Alternative 4) The Guidance Memorandum to Address and Mitigate Secondary and Cumulative Impacts to Aquatic and Terrestrial Wildlife Resources and Water Qualaty should be consulted when developing mitigation measures Response In accordance with NCDOT procedure a Qualitative Indirect and Cumulative Effects (ICE) report was completed and included in the Draft EIS Several comments on the Draft EIS requested that a Quantitative ICE analysis be performed NCTA intends to prepare a Quantitative ICE report consisting of two parts The first will analyze potential changes in land use and the second will analyze potential changes in water quality The Quantitative ICE report currently is planned to include analysis of two scenarios no build (for a baseline of comparison) and the Preferred Alternative Prior to commencement of this study scoping with the agencies will be conducted to ensure the study approach and scope will meet the expectations of the agencies The land use component of the Quantitative ICE will be included in the Final EIS The water quality component will be completed as part of the permitting phase of the project If the results of the quantitative ICE indicate mitigation measures for indirect and/or cumulative effects should be evaluated the FHWA NCTA and NCDOT will coordinate with the environmental GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 23 resource and regulatory agencies on this issue It should be noted that FHWA NCTA and NCDOT would not have any authority over most types of mitigation measures that could be effective at minimizing indirect /cumulative impacts such as local land use controls and ordinances However as stated in NEPA s Forty Most Asked Questions prepared by CEQ Question 19b How should an EIS treat the subject of available mitigation measures that are (1) outside the juresdactaon of the lead or cooperating agencies or (2) unlikely to be adopted or enforced by the responsible agency? A All relevant reasonable mitigation measures that could improve the project are to be identified even if they are outside the jurisdiction of the lead agency or the cooperating agencies and thus would not be committed as part of the RODS of these agencies Sections 1502 16(h) 1505 2(c) This will serve to [46 FR 18032] alert agencies or officials who can implement these extra measures and will encourage them to do so Because the EIS as the most comprehensive environmental document it as an ideal vehicle in which to lay out not only the full range of environmental impacts but also the full spectrum of appropriate mitigation However to ensure that environmental effects of a proposed action are fairly assessed the probability of the mitigation measures being implemented must also be discussed Thus the EIS and the Record of Decision should indicate the likelihood that such measures will be adopted or enforced by the responsible agencies Sections 1502 16(h) 1505 2 If there is a history of nonenforcement or opposition to such measures the EIS and Record of Decision should acknowledge such opposition or nonenforcement If the necessary mitigation measures will not be ready for a longperaod of time this fact of course should also be recognized NCTA can encourage local governments to adopt regulations and land use plans that would help protect significant natural resources but FHWA NCTA and NCDOT lack any enforcement authority to ensure their adoption or adherence Provisions regarding FHWA s legal responsibility and authority for mitigating project impacts are found in FHWA s Environmental Impact and Related Procedures 23 CFR 771 105(d) Measures necessary to mitigate adverse impacts will be incorporated into the action and are eligible for Federal funding when the Administration determines that I The impacts for which the mitigation as proposed actually result from the Administrative action and 2 The proposed mitigation represents a reasonable public expenditure after considering the impacts of the action and the benefits of the proposed mitigation measures In making this determination the Administration will consider among other factors the extent to which the proposed measures would assist an complying with a Federal statute Executive Order or Administration regulation or policy Furthermore as stated in the FHWA Position Paper Secondary and Cumulative Impact Assessment an the Highway Project Development Process After the analysis as complete a valid question will remain If a proposed highway improvement is determined to cause potential secondary and cumulative effects what can and should be done to mitigate the adverse impacts? This is a difficult question for which there are no sample solutions Consistent with existing FHWA regulations mitigation proposals GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 24 must be both reasonable and related to project impacts However the opportunities for environmental enhancement that are now available under the highway program may greatly expand our traditional view of mitigation Changing a proposed transportation improvement to lessen its contribution of indirect impacts may likely result from a combination of mitigation and enhancement measures that address area wide concerns notJust the immediate influence of the project Unfortunately measures that would be appropriate to offset most future developmental impacts an the area of a project often will be beyond the control and funding authority of the highway program In these situations the best approach would be to work with local agencies that can influence future growth and promote the benefits of controls that incorporate environmental protection into all planned development Comment Negative impacts to terrestrial resources and wildlife including fragmentation of terrestrial habitat are a significant concern Response The FHWA NCTA and NCDOT will include habitat fragmentation in the quantitative ICE study to be prepared for the Preferred Alternative 5 7 Responses to Generalized Comments on Cultural Resources, Community Characteristics, and Farmland Comment The Draft EIS massed the subject of historic Stowesvalle Stowes Factory Gaither Mtill Stowesvalle Cemetery and the old Methodist church Response Draft EIS Section 5 3 1 2 discusses the Stowesville site Additional archaeological research will be conducted for this site and related sites as part of the Phase II archaeological surveys for the Preferred Alternative The results will be reported in the Final EIS Comment EJpopulataons would receive a higher percent of impact from the new facility an terms of air quality and noise impacts but would not necessarily receive a proportionate benefit from the project due to potential toll costs Response Environmental justice issues are discussed in Section 3 2 5 of the Draft EIS As stated in Section 3 2 5 of the Draft EIS any of the Gaston East West Connector DSAs would provide a new limited access east west route in the region A result of the project would be reduced traffic on the existing non toll route 185 Completing the project would benefit all motorists including low income motorists who may choose not to use the toll facility or may tend to use it less frequently Neighborhoods with predominantly minority populations (Matthews Acres /Spring Valley and Garrison Road) are located near 185 and 1485 within Segments 112A and K3C of DSA 9 (see Figure 3 3 and 3 4 in the Draft EIS) In these areas there are approximately 40 residences (all assumed to be minority) that are predicted to experience noise impacts under DSA 9 based on FHWA noise abatement criteria With respect to low income populations the specific areas where these populations occur within DSA 9 are not readily known As such the following method was used to estimate the approximate percentage of low income populations that could be impacted by increases in noise levels with implementation of DSA 9 The total numbers of noise impacted receptors along all the DSA 9 corridor segments was multiplied by the percent of population in poverty of the area s corresponding census block For example Segment H2A has 32 noise impacted receptors and its corresponding GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 25 Census Tract 318 Block Group 3 has approximately 42 8 percent living below the poverty level Applying this method to the entire length of DSA 9 it can be estimated that approximately 35 40 impacted receptors may be low income Total numbers of potentially impacted residences are estimated to be approximately 245 The estimated values for impacted minority and low income residences represent approximately 15 percent of the impacted receptors Preliminary analyses shows noise barriers would be reasonable at twelve locations along DSA 9 including noise barriers for the Spring Valley and Garrison Road neighborhoods (see Figure 4 1 in the Draft EIS) Both of these areas are predominantly minority and also have higher percentages of their populations considered low income than other areas along the project Based on these values it is not expected that minority or low income populations would have disproportionate high and adverse noise impacts Similar to potential noise impacts populations nearest to DSA 9 have the highest potential to be affected by air quality impacts and the above method for estimating potential noise impacts on minority and low income populations can also be used in a general consideration of air quality effects Therefore it is assumed that the percentage of minority and low income populations that could be potentially impacted by decreased air quality would be similar to those populations potentially impacted by noise Therefore it is not expected that minority or low income populations would have disproportionate high and adverse air quality impacts Comments 1) The Draft EIS does not offer any potential avoidance and minimization measures to potentially reduce impacts to farmlands 2) Concerns about the availability of replacement property for farms that need to be relocated Response The locations of farms and voluntary agricultural districts (VADs) were incorporated into the development of the preliminary new location corridors and these areas were avoided where possible taking into consideration other resources in the area No other mitigation is required The relocation reports prepared for the proposed project indicate replacement property for farms is available and can be found in Appendix F of the Draft EIS At the request of USEPA farmlands will be a resource evaluated in the quantitative ICE report to be prepared for the Preferred Alternative 6 0 SUMMARY OF DESIGN COMMENTS As a result of the public involvement activities associated with the project several issues were raised regarding the preliminary designs for the DSAs These issues described below were raised by public local municipalities interest groups and agencies Unless otherwise noted the comments apply to DSA 9 (Recommended Alternative) 6 1 Design Comments Received from the Public and Interest Groups These comments and proposed actions were discussed at the Gaston East West Connector Post Hearing Meeting held August 4 2009 GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 26 Matthews Acres Access Road Matthews Acres residents appear to prefer different access to US 29 74 instead of the access to Oates Road shown on the Public Hearing Maps Some Pre Hearing Open House attendees suggested connecting to US 29 74 directly south NCTA will investigate alternative means of access to the Matthews Acres neighborhood and will coordinate with residents Pam Drive and Saddlewood Drive (south of Robinson Road interchanue Residents were concerned about closing Pam Drive and rerouting their access to Robinson Road via the Saddlewood neighborhood Concerns included additional driving distance and sight distance at the Saddlewood Road/Robinson Road intersection Some suggested keeping Pam Drive open and connecting it directly across from the interchange ramp Residents also were concerned about the visual impacts of an access control fence in front of their neighborhood NCTA will review sight distances at the Saddlewood Road/Robinson Road intersection under the proposed designs Design changes will be made if necessary Land North of Interchange at Robinson Road Property owners on either side of Robinson Road directly north of the interchange commented on the preliminary designs The property owner on the west (D Amore family) would have their horse farm facilities impacted The property owner on the east stated they would agree to moving the ramps to their side of the road The on ramp north of the interchange and the proposed access control along Robinson Road would directly impact the D Amore horse farm riding rmg and security entrance gate as well as approaching close to their home NCTA will investigate interchange design changes to minimize impacts to the horse farm These include moving the ramp to a loop on the east side of Robinson Road or shifting the interchange ramps closer to the mainline Compressing the ramps would allow full movement at the D Amore driveway approximately 700 feet away As a separate issue the railroad bridge over Robinson Road near US 321 was discussed at the Post Hearing Meeting (August 4 2009) This bridge narrows Robinson Road to one lane and it constrains traffic movements along Robinson Road The previous traffic forecasts did not account for this condition but new forecasts being prepared will Mr Grissom stated Division 12 would like to replace this bridge but it is owned by the railroad and costs are prohibitive at this time Wilson Farm Road lust south of Union Road (NC 274) Property owners (Margaret and Bob Ferguson) own 140 acres (162 Wilson Farm Rd Parcel ID 193024) Preliminary designs would result in a narrow strip of land on the north end of the parcel being divided from the rest of the parcel Owners wanted to know if mainline could be shifted north No action is proposed regarding this request If the mainline is shifted north it would impact a large wetland area (Wetland 189 shown on Figure 2 9v of the Draft EIS) GASTON EAST- WEST CONNECTOR September 8, 2009 TEAC Meeting 27 Carolina Speedway on NC 274 Lust south of Union -New Hope Road The property owners (Charles Harrison and Harriet Harrison Armstrong) asked if DSA 9 could be moved north to avoid the Carolina Speedway and homes They are concerned with impacts to racetrack parking and pit area The mainline alignment for DSA 9 cannot be moved north due to intersection spacing concerns with Union New Hope Road However NCTA will investigate measures to minimize impacts to the Carolina Speedway Mr Harrison and Ms Armstrong own a 63 acre parcel to the east of the Speedway There is a possibility that this additional property could be used to relocate some of the functions /uses that would be encroached on by the proposed designs for DSA 9 Interchange at NC 273 The property at 2030 Southpoint Road (NC 273) (Rhonda Harmon) is adjacent to the eastbound off ramp The property owner was concerned about being landlocked Another property owner in Graystone Estates concerned about providing sidewalks on Southpoint Road for high school students traveling to Southpoint High School The NCTA will be conducting a service road study for the Preferred Alternative which will review land locked properties Sidewalks will be added to cross streets where appropriate and can be funded The traffic signals proposed at the interchange ramp termini will provide for gaps in traffic to allow for turning movements onto Southpoint Road i Sunderland Road/Allison Street off of NC 273 south of the proposed interchange A resident of Sunderland Road asked if the new access point for Sunderland Road onto NC 273 could be moved north approximately 800 feet Another resident was concerned that school buses traveling into the neighborhood will not be able to turn around Currently school buses do not need to turn around to exit the neighborhood The NCTA will investigate modifying the Sunderland Road access to NC 273 and will review the designs to ensure school bus access is provided Boat Club Road and Access to the Optimist Club /Duke Energy Recreational Fields The Optimist Club leases land on Boat Club Road from Duke Power for youth recreational fields The Optimist Club recently made improvements and expanded the fields The preliminary engineering designs shown on the Public Hearing Map encroach on the expanded fields The Optimist Club is concerned about impacts to the fields and provision of access to the fields The NCTA has modified the preliminary engineering designs to avoid direct encroachment on the expanded recreational fields These modified designs also avoided two electric power towers A letter dated June 18 2009 was sent from NCTA to Mr Kelvin Reagan Optimist Club President describing the design changes This memorandum also included a map of the new design These modifications will be included in the Final EIS Access to the fields will be investigated as part of the service road study and will include coordination with Duke Power Duke Power owns the recreational field land and adjacent land to the south Issues to be explored with Duke Power include moving a gate to allow the recreational field users to use Duke Power s access road that GASTON EAST -WEST CONNECTOR September 8, 2009 TEAC Meeting 28 APPENDIX A Figure S -1a and S -1b APPENDIX B Summary of Environmental Impacts N R L r a d R d 0 L O AV W C C O v 4) N W C O N N V m CQ C R C d C O C W \F O C� C 0 N N W J m a W N N Ln ^ O Ol 10 CO N M N 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H C C U w •--I y �' U W U C Y_ ° ID L U N N 7' O m C° 0a O O C .L.+ 3 u v� c a m N E E x � o o o o a -o LL u�c,¢ muo�oom� ai a Q mu° a C u w° quo c Q m 'o ` u °aa cuu m u Eo 7 E m o oo u 00 '^ T N ;� 0 .. - E m w a! o N C v a in o Q T Q (� u O m L p T m N `o u m c N m- H a d m m m o d j w E v au m w u m ..O a Y v C a ` w u E� E a c m E - u c o L 3 w oa w Y Y ¢ o y i v° L m v a L o a v v F- E o o D v v a v 'A u z a�0 �o a o vui p> Q F F � �a � E o_ 2 vii Q H H p O Z c 4 N M C m lD I� w m O- 1.4 ' oo APPENDIX C Comments from State and Federal Agencies APPENDIX F Comments Responding to USACE Public Notice N N v, >, �� o H� >- C ca =m a) = cam 4a UM r_c O pW r ° C 0 _ � Q o Y Q °-�� O N m o �� �Q �Z U� QZ p ZN a i. l9 C m C % (0 .0 N ° C, C C W O W W 'D WID in J °' m N o u d E ° ° N N c w o Y n "Y � (n Y Z V J W LL o U C v >° n o ° @� a •£ mva 'C (j U O J N 3 C d d m d w U �+ J w N A m U` cL ° 1 L (/I �Z °' E ,� c ) ioa m c m x d °° J 3 Q W a v d o d d s° R c c ° oo v d .°�' m >, w H tU p c x° o v> c 3 �? a a m m U m_ to x x t� CD *E311 l c c 3. 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