HomeMy WebLinkAboutCharlotte Railroad (2)Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ENVIRONMENTAL ASSESSMENT
FOR THE
CSXT/NS MAINLINE GRADE SEPARATION PROJECT
(TIP Project No. P -5002)
MECKLENBURG COUNTY, NORTH CAROLINA
Green Sheet
Page 1 of 2
Commitments Developed Through Project Development and Design
NCDOT
T h e North Carolina Department of Transportation (NCDOT ) will take a proactive approach to
implementing sediment and erosion control Best Management Practices (BMPs) throughout
Project Development and Design. All sediment and erosion control BMPs will be implemented
in accor dance with North Carolina Department of Environment and Natural Resources
(NCDENR) Division of Water Quality’s Design Standards in Sensitive Watersheds 1
to reduce
potential for nutrient runoff into Little Sugar Creek and Irwin Creek.
Design plans will incorporate the treatment of stormwater runoff through the use of appropriate
BMPs as defined in the most recent version of NCDENR Division of Water Quality’s Stormwater
Best Management Practices (July 2007).
The proposed Maxwell Court E xtension portion of the Project will directly impact soil identified
as an asbestos contaminated area . The NCDOT will coordinate with the Mecklenburg County
Health Department, the North Carolina Department of Health and Human Services, and the
Environment al Protection Agency (EPA ) to determine the best course of action to minimize
disturbance of the soil while constructing the Maxwell Court Extension.
NCDOT will incorporate welded -rail into the Project 's design in an effort to reduce rail noise
throughout the P roject corridor.
In the area of Elmwood/Pinewood Cemetery that is adjacent to the CSX Transportation (CSXT)
railroad , NCDOT will conduct a dditional investigations to determine the nature of the anomalies
discovered by ground -pe netrating rada r (GPR) and how many of these are graves. NCDOT will
conduct additional investigations to determine if there are burials along the fence line where the
GPR survey could not access. NCDOT will also monitor the removal of the modern fence and
other construction activities on the railroad side of the fence to determine if there are burial sites
that have not yet been identified. If burial sites are identified along the fence line or areas to be
disturbed by the P roject construction, NCDOT will follow applicable state and federal laws to
reinter the remains. As a further mitigati on measure, a decorative fence, similar to the existing
fence along West Ninth Str eet, and plantings will be installed along the edge of the trench
between the cemetery and railroad once the trench is constructed .
1 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc .us/ncac/title%2015a%20 -
%20environment%20and%20natural%20resources/chapter%2004%20 -
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ENVIRONMENTAL ASSESSMENT
FOR THE
CSXT/NS MAINLINE GRADE SEPARATION PROJECT
(TIP Project No. P -5002)
MECKLENBURG COUNTY, NORTH CAROLINA
Green Sheet
Page 2 of 2
Commitments Developed Through Project Development and Design
For the Seaboard Street Historic District, NCDOT plans to demolish the Joh n B. Ross Bag
Company Warehouse, the People's Ice and Coal Company Building and a small portion of the
Interstate Mill through construction of the Project. NCDOT will undertake a survey to document
the buildings , including historic research, develo p architectural plans, and conduct a photo
archive of the buildings.
For the S ou le Steel and Iron Works historic resource, NCDOT plans to demolish the piece of
craneway equipment between the property fence and the CSXT mainline track. NCDOT will
undertake a survey to document t he equipment, including historic research, and conduct a
photo archive of the structure .
For the Southern Asbestos Company Mills and the Seaboard Street Historic District, NCDOT
will require the contractor to use construction methods and equipment that will minimize
vibration and not damage historic buildings within the P roject area.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -1
EXECUTIVE SUMMARY
The North Carolina Department of Transportation (NCDOT) Rail Division, in conjunction with the
Federal Railroad Administration (FRA), proposes to undertake the CSX Transportation
(CSXT )/N orfolk S outhern (NS) R ailroad Mainline Grade Separation Project (Project ) in the City
of Charlotte, Mecklenburg County, North Carolina. The NCDOT State Transportation
Improvement Program (TIP) number for this P roject is P -5002. The purpose of the Project is to
grade separate the intersection of two major Class I railroads in Center City (Uptown) Charlotte
in order to enhance safety, improve reliability, improve operations, increase operational capacity
for commuter and passenger rail, and improve the qual ity of life for nearby businesses and
residents . The grade separation will also help accommodate the projected doubling of freight
rail volume in the area, which is independent of the implementation of this Project . The term
“grade separation” simply mea ns to elevate one roadway/rail over the other by means of
bridging.
This P roject (P -5002) will facilitate and support future increased passenger rail service between
Raleigh and Charlotte for the NCDOT Piedmont Improvement Program (PIP). The PIP provides
the capacity along the Piedmont Corridor to facilitate the introduction of up to 12 daily (six round
trip) passenger trains between Raleigh and Charlotte.
The NCDOT Piedmont Corridor is part of the federally designated Southeast High Speed Rail
(SEHSR) corridor connecting northeastern states and Washington, DC through Richmond, VA
to Raleigh and Charlotte, NC and Atlanta, GA . In Atlanta, the SEHSR extends southeast to
Savannah, GA and Jacksonville, FL; and the Gulf Coast High Speed Rail (GCHSR) corridor
extends southwest to New Orleans, LA, Mobile, AL, and Houston, TX.
NCDOT, the Virginia Department of Rail and Public Transportation (DRPT), the Federal
Highway Administration (FHWA), and FRA completed a Tier I E nvironmental I mpact S tatement
(EIS) and FRA and FHWA issued a Record of Decision (ROD) for the portion of the SEHSR
corridor between Charlotte and Washington, DC in 2002 . This E nvironmental A ssessment (EA)
for P -5002 is one of several Tier II , or project level, studies being progressed under the
overarching Tier I EIS for the portion of the SEHSR corridor between Charlotte and Raleigh.
The portion of the SEHSR between Richmond and Washington, DC will be studied by FRA and
the Virginia DRPT in a Tier II EIS. FRA has awarded approximate ly $45 million to Virginia to
fund this EIS , as well as preliminary engineering. The Tier II EIS process for the Raleigh to
Richmond portion is currently in the FEIS development phase, and a ROD is anticipated in early
2014.
The PIP consists of track cap acity and grade separation projects that must be completed in
order to provide more frequent passenger rail service along the Piedmont Corridor between
Raleigh and Charlotte . These projects comprise improvements to part of the SEHSR, and will
also benefit the host railroads on the corridor, including NS, CSXT, and the North Carolina
Railroad (NCRR).
Th e Project is intended to remove the daily conflict between approximately 40 NS freight trains
and 10 CSXT freight trains, as well as conflicts between passenger rail trains (both future and
existing), CSXT /NS freight trains , and a new commuter rail service proposed by the Charlotte
Area Transit System (CATS).
The Project will address the following need elements:
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -2
1. Improve the safety, reliability, and eff iciency of NS freight trains;
2. Improve the safety, reliability, and efficiency of CSXT freight trains;
3. Enhance the safety of vehicles and pedestrians;
4. Provide for the safe operation of the planned future CATS commuter rail service ;
5. Provide for the safe oper ation of the existing and planned future passenger rail;
6. Improve interstate commerce;
7. Improve local air quality; and
8. Improve local quality of life and commerce .
NCDOT Rail Division’s 2002 Feasibility Study for the Charlotte Multi -Modal Station and Area
Track Improvements identified the grade separation of the at -grade intersection of the CSXT SF
Line from the NS Mainline at NS MP 377 as an important step towards the improvement of
transportation options in the Charlotte region. In the development of the 2002 Feasibility Study
and subsequent concept planning done by NCDOT, NS, and CATS, the following grade
separation alternatives were considered:
1. NS Mainline over CSXT SF Line
2. CSXT SF Line over NS Mainline
3. NS Mainline under CSXT SF Line
4. CSXT SF Line unde r NS Mainline
5. Freight Railroad Bypass
6. CSXT Trench Shift North
7. CSXT Tunnel
In addition to these rail grade separation alternatives, options were considered for altering the
Archer Daniels Midland (ADM ) Company flour mill , which is adjacent to the CSXT track. These
alternatives were developed to minimize impacts to the ADM operations and to the Seaboard
Street Historic District.
The Build Alternative consists of the relocation of the CSXT SF Line into a trench to grade -
separate the CSXT SF Line from the NS Mainline. The proposed CSXT trench will be
constructed on the existing CSXT horizontal alignment were feasible, but the profile of the line
will be revised to enable the CSXT SF Line to pass under the NS Mainline. The NS Mainline
will remain in it s current position and will span the CSXT trench by means of a new 3 -track
bridge. A t emporary mainline track will be constructed for CSXT to facilitate construction of the
CSXT trench and the new NS Mainline bridge over the trench. Prior to construction of the
trench, the P roject will shift NC Music Factory Boulevard (formerly Seaboard Street) to maintain
a four -lane roadway from North Graham Street to Maxwell Court, and will construct the Maxwell
Court Extension from 12th Street to Hamilton Street to accommodate vehicular and emergency
access to businesses in the area. Modifications will be made to the ADM flour mill to allow the
mill to continue operating during Project construction.
This EA has been prepared in accordance with FRA’s Procedures for Considering
Environmental Impacts (64 Fed. Reg. 28545). The level of environmental analysis summarized
in this document is consistent with the expected magnitude of impact for the Project . The
following table provides an outline of the anticipated enviro nmental consequences related to
implementing the Build Alternative.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -3
Section of EA Summary of Impacts Proposed Mitigation
3.1.1
Air Quality
No Impact. The results of the
Applicability Analysis as part of the
General Conformity process
showed the Project to be below
threshold and regionally
insignificant.
Not applicable.
3.1.2
Noise & Vibration
Minor Impact. No increases in
noise levels are anticipated as a
result of the Build Alternative. The
use of some construction equipment
and techniques may cause vibration
above FTA thresholds for older
buildings, which might damage
buildings closest to the Project.
NCDOT will require the
contractor to use equipment that
will produce vibrations below
FTA thresholds. For the ADM
mill, NCDOT will conduct
additional structural
investigations and determine
more precisely the construction
techniques and equipment to be
u sed.
3.1.3
Water Quality
Minor Impact. The Build
Alternative will not permanently
impact water quality and will not
cause a change in the Class C
classification designated by
NCDENR DWQ. However, the
Build Alternative will encroach upon
two Mecklenburg County 35 -foot
post -construction Surface Water
Improvement & Management
(SWIM) buffers. Temporary
impacts associated with
construction stormwater and
sedimentation may occur as part of
construction activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
3.1.4
Water Bodies &
Waterways
Minor Impact. The Build
Alternative will result in permanent
impacts to one intermittent tributary
to Irwin Creek along the proposed
Maxwell Court Extension.
However, the project will increase
the total linear feet of the tributary
that is open. Temporary impacts
a ssociated with construction
stormwater and sedimentation may
occur as part of construction
activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -4
Section of EA Summary of Impacts Proposed Mitigation
3.1.5
Floodplains
No Impact. The Build Alternative
will not permanently impact the 100 -
year floodplain of Little Sugar Creek
or the 100 -year floodplain of Irwin
Creek.
Not Applicable.
3.1.6
Wetlands
No Impact. There are no wetlands
within the Project area. Therefore,
the Project will not have permanent,
temporary, secondary, or
cumulative wetland impacts .
Not Applicable.
3.1.7
Coastal Zones
No Impact. This Project is located
in Mecklenburg County, which is not
one of North Carolina’s 20 coastal
zone counties.
Not Applicable.
3.1.8
Farmland
No Impact. The areas adjacent to
the Project area are developed and
urban in nature. No land exhibiting
the criteria of farmland is present
within or adjacent to the Project
area.
Not Applicable.
3.2.1
Ecologically
Sensitive Areas
No Impact. A survey of the Project
area found no ecologically sensitive
areas, wildlife habitat, or designated
critical habitat areas.
Not Applicable.
3.2.2
Threatened &
Endangered
Species
No Impact. Field surveys found no
evidence of federal or state -listed
threatened and endangered species
within the Project area .
Not Applicable.
3.3.1
Transportation
Minor Impact. The Build
Alternative will have a positive
impact on freight and rail
transportation by eliminating the
need for CSXT trains to waiting for
NS clearance to proceed. The Build
Alternative will permanently
eliminate two public and two private
roadway/rail at -grade crossings to
vehicular traffic but will ensure
alternate access. Some off -street
parking areas will be relocated.
See proposed mitigation under
Section 3.4.2.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -5
Section of EA Summary of Impacts Proposed Mitigation
3.3.2
Land Use, Zoning, &
Property Acquisition
Minor Impact. The Build
Alternative will not have a significant
impact on land use or zoning as it
will be consistent with existing land
use plans and local planning
documents. The Build Alternative
will require the total take of four
parcels , plus construction and
ra ilroad easements . The County's
vehicle maintenance garage and
the county surface parking area will
be relocated . Truck p arking for the
ADM mill will be relocated.
Not Applicable.
3.3.3
Environmental
Justice &
Community
Disruption
No Impact. No disproportionately
high or adverse effects to the
identified low -income or minority
populations are anticipated. The
Build Alternative will not result in the
disruption or segmentation of
existing communities. The Project
will have an overall posit ive effect
on the adjacent communities, with a
reduction in train horn noise and
train exhaust emissions from trains
waiting to cross the railroad
intersection.
Not Applicable.
3.3.4
Safety & Security
Minor Impact. The trench
represents a potential safety risk.
NCDOT will incorporate s afety
and security countermeasures
(i.e. security fencing, safety
niches, lighting, and emergency
exit stairways) into the Build
Alternative.
3.3.5
Hazardous Materials
Inventory
Minor Impact. 20 potential
hazardous material sites were
identified within the Project study
area. The right -of -way for the
proposed Maxwell Court Extension
includes soil that has been identified
by Mecklenburg County as
containing asbestos, likely from th e
adjacent Southern Asbestos
Company Mills.
NCDOT will undertake a more
detailed study of the sites
identified in the inventory prior to
acquisition of right -of -way or
construction. For Maxwell Court
Extension, NCDOT will work with
EPA, Mecklenburg County and
NCDENR and develop a plan to
mitigate and/or remove the
material s .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -6
Section of EA Summary of Impacts Proposed Mitigation
3.3.6
Cultural Resources
Adverse Effect. The Build
Alternative will have an adverse
effect on Elmwood/Pinewood
Cemetery through removal of the
existing fence and vegetation
adjacent to the CSXT railroad ,
which may require moving
unmarked burials. The Build
Alternative will have an adverse
effect on the Soule Steel and Iron
Works by requiring removal of a
piece of craneway equipment from
the railroad right -of -way. The Build
Alternative will also have an
adverse effect on the Seaboard
Street Historic District, by requiring
full or partial demoliti on of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
historic resources.
Elmwood/Pinewood
Cemetery : NCDOT will monitor
construction activities to
de termine if there burial sites
that have not yet been identified.
If burial sites are identified in
areas to be disturbed by the
Project construction, NCDOT
will follow applicable state and
federal laws to reinter the
remains.
NCDOT will install a decora tive
fence, and plantings will be
installed along the edge of the
trench between the cemetery
and railroad once the trench is
completed.
Seaboard Street Historic
District & Soule Steel and Iron
Works : For the structures that
will be demolished through
construction of the trench ,
contractor staging/laydown area,
and partial relocation of ADM
facilities, NCDOT will undertake
a survey to document the
buildings, including historic
research, developing
architectural plans, an d
conducting a photo archive of
the buildings or equipment .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -7
Section of EA Summary of Impacts Proposed Mitigation
Section 4(f)
Resources
(chapter 5)
Uses . For Elmwood/Pinewood
Cemetery, t he Build Alternative will
cause removal of the existing fence
and vegetation adjacent to the
CSXT railroad , which may require
moving unmarked burials. The
Build Alternative will require
removal of a piece of craneway
equipment from the railroad right -of -
way at the Soule Steel and Iron
Works. In the Seaboard Street
Historic District, the Project will
require full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
Section 4(f) resources , as
described above under Cultural
Resources.
3.3.7
Section 6(f)
Resources
No Impact. There are no Section
6(f) resources in the Project area.
Not Applicable.
3.4.1
Temporary Rail
Impacts
Minor Impact . Rail service will
continue during construction on
both the CSXT and NS mainlines.
CSXT rail storage capacity will be
temporarily reduced with the
removal of the CSXT Tryon Yard.
NCDOT will coordinate with
CSXT and NS to ensure that
temporary impacts to both
railroads are minimized.
3.4.2
Temporary
Transportation
Impacts
Minor Impact. NC Music Factory
Boulevard will be shifted to allow
construction of a temporary CSXT
track , and will be reduced to two
travel lanes between Maxwell Court
and Hamilton Street during
construction . On -street parking
al ong NC Music Factory Boulevard
will be temporarily eliminated.
Some CATS bus routes will be
temporarily re -routed during
construction.
NCDOT will participate with the
City of Charlotte in construction
of Maxwell Court Extension to
ensure access to NC Music
Factory.
NCDOT will coordinate with the
City of Charlotte and CATS to
minimize impacts.
3.4.3
Temporary Business
Impacts
Minor I mpact . Access to area
businesses such as the NC Music
Factory and ADM mill will be
maintained. Businesses on North
Church Street will have other
roadway improvements completed
to mitigate the closure of the Church
Street roadway/rail at -grade
crossing . N CDOT will construct a
temporary flour and bulk load -out
facility for ADM to maintain
operations.
NCDOT will coordinate with
ADM, NS and CSXT to maintain
mill operations during Project
construction.
Where feasible, NCDOT will
construct area street
improvements as an early phase
to maintain business access.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -8
Section of EA Summary of Impacts Proposed Mitigation
3.4.4
Solid Waste
Disposal
No Impact. Solid waste resulting
from construction will be disposed
of in accordance with State and
local requirements throughout the
duration of construction.
Not Applicable.
3.4.5
Use of Energy
Resources
No Impact. During construction,
there will be an inc rease in energy
usage due to construction related
activities. However, upon the
completion of construction, the
project will facilitate more efficient
operations for trains and an
elimination of automobile idling due
to stopped trains, resulting in lower
energy usage .
Not Applicable.
3.4.6
Use of Other Natural
Resources
No Impact . The use of other
natural resources will be minimal
during construction . Efforts will be
made during construction to
minimize adverse impacts to natural
resources both onsite and adjacent
to the construction boundary.
Not Applicable.
3.5
Aesthetic and
Design Quality
Impacts
Minor Impact. Temporary visual
impacts attributed to construction
activities will occur. Views of heavy
equipment and material stockpiles
will be commonplace throughout the
duration of construction.
Visual changes will occur in around
Elmwood/Pinewood Cemetery, NC
Music Factory, and residential areas
adjacent to the railroad corridor.
Where feasible, NCDOT will
install a visual barrier between
the temporary CSXT SF Line
and NC Music Factory
Boulevard.
NCDOT will install a decorative
fence and landscaping
separating the CSXT railroad
and Elmwood/Pinewood
Cemetery. NCDOT also will
install landscaping east of the
proposed ADM west tracks to
visually screen the tracks from
residences along Smith Street.
Where needed, NCDOT will
replace existing vegetation
screening between the railroad
and residences located along
North Brevard and Caldwell
Streets.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -9
Section of EA Summary of Impacts Proposed Mitigation
3.6
Possible Barriers to
Elderly and
Handicapped
No Impact. Construction of the
Project is not anticipated to result in
barriers to the elderly and
handicapped populations. Access
to area resources such as the NC
Music Factory will be maintained at
all times during and following
construction. The Project will
in clude replacing the Johnson
Street roadway/rail at -grade
crossing with a pedestrian bridge
over the CSXT trench to allow
pedestrian access between NC
Music Factory Boulevard and the
entrances to the Cemetery.
Not Applicable.
3.7
Public Health
No Impact . No impacts to public
health are anticipated as a result of
the Build Alternative. Air Quality
assessment show the Project to be
below air quality thresholds, and the
Project is not expected to have
major impacts to hazardous
materials, wetlands, area s treams
or waterways.
Not Applicable.
3.8
Public Safety
Minor Impact. The Build
Alternative will improve overall
public safety through the elimination
of four roadway/rail at -grade
crossings, and through the
elimination of the CSXT/NS railroad
at -grade intersection. Particular
attention will be given to the
maintenance of p ublic safety for the
duration of construction.
The Project will include security
fencing to minimize trespassing
onto railroad right -of -way, and
security fencing along both sides
of the CSXT trench.
Public access to the construction
site will be limited through the
use of temporary fencing,
warning signs, or other safety
precautions.
3.9
Recreational
Opportunities
No Impact. Construction of the
proposed CSXT trench is not
anticipated to impact recreational
opportunities in and around the
Project stud y area. The Project will
not permanently alter access to
local recreational resources such as
the NC Music Factory . No parks or
public recreation lands are located
within or directly adjacent to the
Project study area. Access to
Elmwood/Pinewood Cemeter y will
be maintained.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES -10
Section of EA Summary of Impacts Proposed Mitigation
3.10
Secondary &
Cumulative
Impacts
Minor Impact. The improved
freight service may make Charlotte
more attractive to rail dependent
industries. This may also increase
economic activity resulting from the
addition of industries relocating to
Charlotte to benefit from the
improved freight access. The Build
Alternative will also result in the
demolitio n of some warehousing
adjacent to the trench along
Johnson Street. A secondary
impact may be that these parcels
will likely be redeveloped into non -
warehousing uses. The Build
Alternative will have little
encroachment -alternation effects,
since it is with in an active railroad
corridor.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
i
TABLE OF CONTENTS
CHAPTER 1.0 - PURPOSE & NEED ......................................................................................... 1
1.1 INTRODUCTION .................................................................................................................. 1
1.2 DECISION TO BE M ADE .................................................................................................... 2
1.3 PROJECT HISTORY ........................................................................................................... 2
1.4 PROJECT AR EA ................................................................................................................. 3
1.5 PURPOSE STATEMEN T ..................................................................................................... 3
1.6 PROJECT NEED ELE MENTS ............................................................................................. 3
1.7 LOGICAL TERMINI/PROJECT LIMITS ............................................................................... 5
1.8 INDEPENDENT UTIL ITY ..................................................................................................... 5
CHAPTER 2.0 - ALT ERNATIVES ............................................................................................. 7
2.1 NO -BUILD ALTERNATIVE .................................................................................................. 7
2.2 IDENTIFICATION O F THE BUILD ALTERNAT IVE ............................................................. 7
2.2.1 Grade Separation Alternatives Considered .................................................................................. 7
2.2.2 CSXT Trench Alternatives Considered ......................................................................................... 8
2.3 DESCRIPTION OF S ELECTED BUILD ALTERN ATIVE ..................................................... 9
2.3.1 Temporary CSXT SF Line .......................................................................................................... 10
2.3.2 Modifications Prior to Trench Construction ................................................................................. 11
2.3.3 Bridges over the CSXT Trench ................................................................................................... 11
2.3.4 Temporary Relocation of ADM Mill Operations and Construction of ADM siding tracks ............ 12
2.3.5 Trench Construction ................................................................................................................... 14
2.3.6 NS Track Layout ......................................................................................................................... 15
2.3.7 CSXT/NS Interchange Track ...................................................................................................... 16
2.3.8 Capital Costs ............................................................................................................................... 16
CHAPTER 3.0 - AFFECTED ENVIRONMENT & ENVIRONMENTAL CONS EQUENCES .......17
3.1 PHYSICAL ENVIRON MENT ...............................................................................................17
3.1.1 Air Quality ................................................................................................................................... 17
3.1.2 Noise & Vibration ........................................................................................................................ 18
3.1.3 Water Quality .............................................................................................................................. 19
3.1.4 Water Bodies & Waterways ........................................................................................................ 20
3.1.5 Floodplains .................................................................................................................................. 21
3.1.6 Wetlands ..................................................................................................................................... 22
3.1.7 Coastal Zone s ............................................................................................................................. 22
3.1.8 Farmland ..................................................................................................................................... 22
3.2 BIOLOGICAL ENV IRONMENT ..........................................................................................23
3.2.1 Ecologically Sensitive Areas ....................................................................................................... 23
3.2.2 Threatened & Endangered Species ........................................................................................... 23
3.3 HUMAN ENVIRONMEN T ...................................................................................................24
3.3.1 Transportation ............................................................................................................................. 24
3.3.2 Land Use, Zoning, & Property Acquisition .................................................................................. 27
3.3.3 Environmental Justice & Community Disruption ......................................................................... 29
3.3.4 Safety & Security ........................................................................................................................ 31
3.3.5 Hazardous Materials Inventory ................................................................................................... 31
3.3.6 Cultural Resources ..................................................................................................................... 32
3.3.7 Se ction 6(f) Resources ............................................................................................................... 40
3.4 CONSTRUCTION IMP ACTS ..............................................................................................40
3.4.1 Temporary Rail Impacts .............................................................................................................. 40
3.4.2 Temporary Transportation Impacts ............................................................................................. 40
3.4.3 Temporary Business Operations ................................................................................................ 41
3.4.4 Solid Waste Disposal .................................................................................................................. 41
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ii
3.4.5 Use of Energy Resources ........................................................................................................... 41
3.4.6 Use of Other Natural Resources ................................................................................................. 41
3.5 AESTHETIC AND DE SIGN QUALITY IMPACTS ...............................................................42
3.6 POSSIBLE BARRIER S TO THE ELDERLY AND HANDICAPPED ....................................42
3.7 PUBLIC HEALTH ...............................................................................................................42
3.8 PUBLIC SAF ETY ................................................................................................................43
3.9 RECREATIONAL OPP ORTUNITIES ..................................................................................43
3.10 SECONDARY & CUM ULATIVE IMPACTS .......................................................................43
3.11 SUMMARY OF ENVIRONME NTAL CONSEQUENCES FO R THE BUILD ALTERNAT IVE .......45
CHAPTER 4.0 - COORDINATION & CONSU LTATION ...........................................................53
4.1 AGENCY COORDINAT ION ................................................................................................53
4.2 PUBLIC INVOLVEME NT ....................................................................................................54
CHAPTER 5.0 - SECTION 4(F) EVALUAT ION ........................................................................55
5.1 PURPOSE OF SECTI ON 4(F) EVALUATION ....................................................................55
5.2 APPLICABILITY OF SECTION 106 AND OF S ECTION 4(F) TO THE P ROJECT .............56
5.2.1 Section 106 Applicability ............................................................................................................. 56
5.2.2 Section 4(f) Applicability ............................................................................................................. 56
5.3 DESCRIPTION OF S ECTION 4(F) RESOURCE S ..............................................................57
5.4 DESCRIPTION OF A LTERNATIVES CONSIDER ED .........................................................59
5.4.1 No -Build Alternative .................................................................................................................... 60
5.4.2 CSXT Over NS or NS Over CSXT Alternatives .......................................................................... 60
5.4.3 NS Under CSXT Alternative ....................................................................................................... 61
5.4.4 Freight Railroad Bypass Alternative (Avoidance Alternative) ..................................................... 62
5.4.5 CSXT Track/Trench Shift Alternative .......................................................................................... 63
5.4.6 CSXT Tunnel Alternative ............................................................................................................ 63
5.4.7 Relocation of ADM Flour Mill Alternatives .................................................................................. 64
5.5 DESCRIPTION OF I MPACTS TO 4(F) RESOU RCES ........................................................66
5.5.1 Elmwood/Pinewood Cemetery .................................................................................................... 66
5.5.2 Seaboard Street Historic District ................................................................................................. 68
5.5.3 Soule Steel and Iron Works ........................................................................................................ 72
5.6 CONCLUSION ....................................................................................................................73
5.7 PUBLIC AND AGENC Y COORDINATION .........................................................................74
CHAPTER 6.0 - LIST OF PREPARERS ...................................................................................77
CHAPTER 7.0 - REFERENCES ...............................................................................................79
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iii
LIST OF APPENDICES
APPENDIX A - Project Mapping
APPENDIX B - Conceptual Plan Sheets
APPENDIX C - Air Quality , Noise, & Vibration
APPENDIX D - Agency Coordination
APPENDIX E - Threatened & Endangered Species
APPENDIX F - Public Involvement
APPENDIX G - Cultural Resources
APPENDIX H - Hazardous Materials
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CHAPTER 1.0 - PURPOSE & NEED
1.1 INTRODUCTION
The North Carolina Department of Transportation (NCDOT) Rail Division, in conjunction with the
Federal Railroad Administration (FRA), is proposing to undertake the CSXT Transportation
(CSX T )/N orfolk S outhern (NS) R ailroad Mainline Grade Separation Project (Project ) in the City
of Charlotte, Mecklenburg County, North Carolina. The NCDOT State Transportation
Improvement Program (TIP) number for this P roject is P -5002. The purpose of the Project is to
grade separate the intersection of two major Class I railroads in Center City (Uptown) Charlotte
in order to enhance safety, impro ve reliability, improve operations, increase operational capacity
for commuter and passenger rail, and improve the quality of life for nearby businesses and
residents . The grade separation will also help accommodate the projected doubling of freight rail
volume in the area, which is independent of the implementation of this Project . The term “grade
separation” simply means to elevate one roadway/rail over the other by means of bridging.
This P roject (P -5002) will facilitate and support future increased passenger rail service between
Raleigh and Charlotte for the NCDOT Piedmont Improvement Program (PIP). The PIP provides
the capacity along the Piedmont Corridor to facilitate the introduction of up to 12 daily (six round
trip) passenger trains between Raleigh and Charlotte.
The NCDOT Piedmont Corridor is part of the federally designated Southeast High Speed Rail
(SEHSR) corridor connecting the northeastern states and Washington, DC through Richmond,
VA to Rale igh and Charlotte, NC to Atlanta, GA. In Atlanta, the SEHSR extends southeast to
Savannah, GA and Jacksonville, FL; and the Gulf Coast High Speed Rail (GCHSR) corridor
extends southwest to New Orleans, LA, Mobile, AL, and Houston, TX.
NCDOT, the Virginia Department of Rail and Public Transportation (DRPT), the Federal
Highway Administration (FHWA) and FRA completed a Tier I E nvironmental I mpact S tatement
(EIS) and FRA and FHWA issued a Record of Decision (ROD) for the portion of the SEHSR
corridor between Charlotte and Washington, DC in 2002 . This E nvironmental A ssessment (EA)
for P -5002 is one of several Tier II , or project level, studies being progressed under the
overarching Tier I EIS for the portion of the SEHSR corridor between Charlotte and Raleigh.
The portion of the SEHSR between Richmond and Washington, DC will be studied by FRA and
the Virginia DRPT in a Tier II EIS. FRA a warded approximately $45 million to Virginia to fund
this EIS , as well as preliminary engineering. The Tier II EIS process for the Raleigh to
Richmond portion is currently in the F inal EIS (FEIS) development phase, and a ROD is
anticipated in early 2014.
The PIP consists of track capacity and roadway/rail grade separation projects that must be
comple ted in order to provide more frequent passenger rail service along the Piedmont Corridor
between Raleigh and Charlotte . These projects comprise improvements along part of the
SEHSR, and will also benefit the host railroads on the corridor, including NS, C SXT, and the
North Carolina Railroad (NCRR).
Th e Project is intended to remove the daily conflict between approximately 40 NS freight trains
and 10 CSXT freight trains, as well as conflicts between passenger rail trains (both future and
existing), NS/CSXT freight trains , and a new commuter rail service proposed by the Charlotte
Area Transit System (CATS). The Project will enhance safety by permanently eliminating or
grade separat ing four existing roadway/rail at -grade crossings and grade separat ing one
diamond rail/rail at -grade intersection . The Project will also eliminate traffic delays created
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
2
when CSXT freight trains block nearby roadway/rail at -grade crossings for long periods, while
awaiting for dispatch priority from NS, and with reduced del ays, will eliminate portions of the
idling engine noise that impacts nearby residences and businesses. The Project will also
enhance the environment, through reduced emissions and fuel consumption, by eliminating
idling trains and idling vehicles. Noise in the area will also be reduced by the elimination of train
wheels impacting the diamond crossing at the CSXT/NS at -grade intersection .
1.2 DECISION TO BE M ADE
As proponents of an action supported by federal funds, the NCDOT Rail Division and the FRA
must comply with the National Environmental Policy Act of 1969 (NEPA). NEPA requires
federal agencies to consider the impacts of their actions on the natural, social, economic, and
cultural environment and to disclose those considerations in a public docu ment. The NEPA
process is intended to help public officials make decisions based on an understanding of the
environmental consequences and take actions that protect, restore, and enhance the
environment.2
The purpose of this EA is to provide the FRA and the public with a full accounting of the
environmental impacts of the alternatives developed to meet the purpose and need. Th is EA
serves as the primary document to facilitate review of the Project by federal, state, and local
agencies and the public.
Th e EA process concludes with either a Finding of No Significant Impact (FONSI) or a
determination to proceed to the preparation of an Environmental Impact Statement (EIS). The
FONSI is a document that presents the reasons why the federal agency has conclud ed that
there are no sig nificant environmental impacts associated with the completion of the Project and
identifies any necessary mitigation measures to ensure that there will be no significant impacts
to protected environmental resources .
1.3 PROJECT HIS TORY
The City of Charlotte has a long history of rail service for both passenger rail and freight rail .
The popularity in passenger rail surged in the Charlotte region in 1990 when the NCDOT began
funding daily round trip service between Charlotte and Ne w York on Amtrak’s Carolinian . In the
next 21 years (1990 -20 10 ), Charlotte's passenger rail ridership grew by 430 percent (1990:
36,547; 2010: 158,583), thereby placing a strain on the existing rail system already burdened by
increasing freight rail traffic that was diverted to rail due to congested roadways.
In 2002 , the NCDOT Rail Division completed the Feasibility Study for the Charlotte Multi -Modal
Station and Area Track Improvements 3
. The purpose of the study was to investigate the opti ons
for developing a multi -modal transportation system in the Charlotte region that will have a
positive and lasting impact on the State of North Carolina. The 2002 feasibility study is a
“master plan” for rail improvements in the region and part of the s tudy was focused on area
track and roadway -rail crossing safety improvements. One of the primary track improvement
projects that was identified and discussed in the feasibility study was the grade separation of the
intersection of the CSXT SF Line and NS Mainline tracks at NS M ile P ost (MP) 377.
2 40 CFR 1500.1 3 NC Department of Transportation, Rail Division. Feasibility Study for the Charlotte Multi -Modal Station
and Area Track Improvements. May 2002. http://www.bytrain.org/istation/icharlotte.html
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
3
The Charlotte area is also implementing a light rail and commuter rail plan. The elimination of
the existing diamond and grade separating the tracks will also facilitate future extension of
Charlotte’s commuter r ail system, CATS , on the NS O Line to the north as ridership demand
warrants.
1.4 PROJECT AREA
The Project is located in the City of Charlotte, Mecklenburg County, North Carolina. The P roject
area can generally be characterized as an urbanized railroad corridor. Land use adjacent to the
railroad corridor is comprised of a mixture of land uses including industrial, commercial,
cemetery, multi -family, and vacant/wooded lots. A project lo cation map (Figure 2 ) and a project
study area map (Figure 3 ) are included in Appendix A.
1.5 PURPOSE STATEMEN T
The Project will grade separate the CSXT SF Line and NS Mainline track s at MP 377. The
Project will address the following need elements:
1. Improve the safety, reliability, and efficiency of NS freight trains;
2. Improve the safety, reliability, and efficiency of CSXT freight trains;
3. Enhance the safety of vehicles and pedestrians;
4. Provide for the safe operation of the planned CATS future commuter rail service ;
5. Provide for the safe operation of the existing and planned future passenger rail;
6. Improve interstate commerce;
7. Improve local air quality; and
8. Improve local quality of life and commerce.
Additional detail on these project need elements is pr ovided in the following section .
1.6 PROJECT NEED ELE MENTS
1. Improve the safety, reliability, and efficiency of NS freight trains - NS controls the existing
rail/rail at -grade intersection and has approximately 40 trains per day that cross this rail/rail
diamond intersection (See Photo 1). Some of these trains transport hazardous materials.
Although NS freight trains are rarely delayed by the CSXT freight trains (since NS controls
dispatc h of the at -grade intersection ) any type of incident on the CSXT tracks at the existing
at -grade intersection would seriously delay NS
Mainline traffic between the Northeast and
Atlanta. In addition, eliminating the existing at -
grade intersection will rem ove the costs currently
incurred by NS to manage and maintain the
existing at -grade intersection and will eliminate
the potential for train/train collisions.
2. Improve the safety, reliability, and efficiency of
CSXT freight trains - Currently CSXT has
appro ximately 10 freight trains per day that travel
over the existing at -grade intersection . The
Project will not only eliminate the long delays for
CSXT that occur on a daily basis, but it will also
eliminate many of the traffic delays for the surrounding res idents, commuters and
businesses that occur whenever CSXT freight trains block roadway /rail at -grade crossings
for extended periods. The reduction in delays will have secondary benefit s, including a
Photo 1: Existing CSXT/NS diamond intersection
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
4
reduction in fuel consumption caused by idling vehicles , as well as a reduction in the noise
caused by trains idling for extended periods of time in one location . Grade separating the
CSXT and NS tracks will also allow CSXT to increase their operating speeds from 1 5 mph to
35 mph for a single mainline track in the trench , which will improve the efficiency of CSX’s
rail operations .
3. Enhance the safety of vehicles and pedestrians - The Project will eliminate or grade
separate four existing at -grade roadway/rail crossings along the CSXT SF Line , thereby
improving safety for vehicles and pedestrians by reducing the potential for train and
vehicle/pedestrian collisions.
4. Provide for the safe operation of the planned future commuter rail - At the time this
document was prepared, CATS had developed a plan to provide commuter rail service from
Mooresville to Center City Charlotte , as part of the CATS 2030 Transit Corridor System
Plan .4
This plan, referred to as the CATS North Corridor Commuter Rail, will utilize the
existing NS O Line , loc ated to the west of the existing CSXT/NS diamond (the O Line is
currently not in service at this location). Since the O Line also crosses the CSXT tracks, the
Project will also separate the future commuter rail from the CSXT tracks and remove the
potentia l for train/train conflicts between CATS and CSXT freight trains.
5. Provide for the safe operation of the existing and future passenger rail - Currently, two
Amtrak passenger trains (Crescent trains #19 and #20) pass through the existing CSXT/NS
rail/rail at -grade intersection on a daily basis. NCDOT and the City of Charlotte have
proposed (as part of a separate joint CATS/NCDOT project 5
) to relocate the existing Amtrak
station approximately 0.64 miles south of the proposed grade separation Project. T his
station relocation will result in an additional six Amtrak passenger trains (Piedmont trains
#73 , #74 , #75 and #76 and Carolinian trains #79 and #80) that will need to pass through the
existing at -grade intersection . The PIP includes near -term and long -term plans to enhance
passenger rail service between Charlotte and Raleigh, which will result in additional
passenger trains traveling through the existing CSXT/NS rail/rail at -grade intersection . The
Project will grade separate the existing CSXT/NS at -grade intersection and reduce the
potential for passenger train and freight train conflicts.
6. Improve interstate commerce - The Project is vital for the growing port -to -market intermodal
shipping that is increasing across the U.S. The Port of Wilmingto n to Charlotte corridor has
been identified in CSX’s National Gateway initiative as integral to improv ing efficiency for
freight rail between mid -Atlantic ports and Midwest markets. NS has included Charlotte as
part of the NS I -81 Crescent Corridor to inc rease capacity from Louisiana to New Jersey.
Both CSXT and NS have also already received Safe, Accountable, Flexible, Efficient
Transportation Equity Act (SAFETEA -LU) Section 1306 funds to expand intermodal capacity
at their respective intermodal yards in Charlotte. As this intermodal traffic grows, the grade
separation will be needed to make certain this increased interstate traffic does not encounter
a bottleneck in downtown Charlotte.
7. Improve local air quality - The Project will eliminate the idling of CSXT locomotives waiting
for clearance of the CSXT/NS at -grade intersection and will eliminate the subsequent
4 CATS 2030 Transit Corridor System Plan. Adopted November 15, 2006.
http://charmeck.org/city/charlotte/cats/planning/2030Plan/Pages/default.aspx 5 Environmental Assessment - Charlotte Gateway Station. April 2009.
http://charmeck.org/city/charlotte/cats/planning/facilities/gatewaystation/Pages/Projectfacts.aspx
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
5
vehicular traffic delays caused by CSXT freight train s blocking the adjacent at -grade
roadway/rail crossings. Eliminatin g the idling trains and idling vehicles will reduce
emissions, thereby improving air quality for the businesses and residences surrounding the
existing CSXT/NS at -grade intersection .
8. Improve the local quality of life and area commerce - The Project will r educe area noise by
eliminating the need for CSXT freight train s to blow their horns within the P roject area (due
to grade separation), by eliminating the idling engine noise created when CSXT freight train s
await clearance from NS to access the existing at -grade intersection , and by eliminating the
“banging” noise caused by trains traveling through the existing diamond rail interchange.
The grade separation will also eliminate the ensuing traffic congestion caused by trains
blocking various roadway -rail at -grade crossings while wait ing for clearance. The Project
will also include construction of a new street to allow access to area businesses during
construction, and will include bridges over the CSXT line to accommodate vehicular and
pedestrian access i n the area. As this area of Center City Charlotte continues to grow,
eliminating and mitigating the negative impacts from the adjacent rail operations will be
critical.
1.7 LOGICAL TERMINI /PROJECT LIMITS
Construction of the Project will be complex sin ce the CSXT and NS tracks are active railroads
and cannot be shut down for long periods of time; the P roject area is highly urbanized and
completely developed; and the Brookshire Freeway (I -277) runs overhead at the proposed
location of the grade separation. Construction will be completed in multiple stages , and will
include a temporary run -around track for CSXT . Finally, a rea street improvements will be
completed to ensure access for business es and residents. Taking into account the area
required to construct the Project and the area needed to assess environmental impacts, the
Project limits have been defined as:
1. Eastern Terminus - Crossing of existing CSXT tracks and North Davidson Street
2. Western Terminus – The CSXT railroad bridge over I -77
3. Northern Terminus – 2 ,00 0 feet north of crossing of existing NS tracks and North
Graham Street
4. Southern Terminus - Crossing of existing NS tracks and West Sixth Street
5. Proposed street improvements on Maxwell Court Extension between NC Music Factory
Boulevard (formerly Seaboard Street) and Hamilton Street; on NC Music Factory
Boulevard from Hamilton Street to North Graham Street ; and on North Church Street
between Wadswor th Place and West 11th Street
A map showing the Project study area is included in Figure 3 (Appendix A).
1.8 INDEPENDENT UTIL ITY
The Project was identified and studied as part of the NCDOT Rail Division’s 2002 Feasibility
Study for the Charlotte Multi -Modal Station and Area Track Improvements .6
6 See above at 3.
The study
investigated the options for developing a multi -modal transportation system for the Charlotte
region that will have a positive and lasting impact on the State of North Carolina . One of the
outcomes of the report was the creation of the Charlotte Rail Improvement and Safety Program
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
6
(CRISP). The Project is one of the component projects included in CRISP. A copy of the
CRISP project map is included in Appendix A (Figure 1). The Project is also part of the
proposed federally designated SEHSR corridor.
In accordance with NEPA guidelines, a project must have independent utility. i.e., be usable and
be a reasonable expenditure even if no additional transportation improvements in t he area are
made . Even though the Project is part of CRISP , PIP and SEHSR , completion of the Project will
result in significant identifiable benefits regardless of whether the CRISP and SEHSR projects
are completed and the Project does not depend on any o ther project (current or future) to meet
the established P roject purpose and need. In addition, the Project will not be segmented into
interdependent parts . Therefore, independent utility is established.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
7
CHAPTER 2.0 - ALTERNATIVES
The NCDOT Rail Division evaluated alternatives to meet the P roject’s purpose and need. This
evaluation included the No -Build Alternative (a requirement of the National Environmental Policy
Act (NEPA) that provides a baseline for comparison with any other alternative), v arious
alternatives that NCDOT determined were not feasible or prudent, and one Build Alternative.
2.1 NO -BUILD ALTERNATIVE
As noted above, t he No -Build Alternative was considered . The No -Build alternative would not
grade separate the CSXT and NS railroad lines, and thus would not improve safety for
pedestrians, vehicles and trains; would not improve the efficiency of freight trains and
existing/future passenger and high speed rail operations; and would not reduce air and noise
pollution. The se is sues would only further deteriorate as the P roject study area continues to
grow in population, employment and traffic. The No -Build would hinder the Charlotte Area
Transit System's construction of the North Corridor commuter rail line o n the NS O Line, si nce
the O Line and CSXT Line would continue to be at -grade. In addition, the proposed CATS North
Corridor Commuter Rail, the relocated Amtrak Station, and future increased service will add
more rail traffic to the P roject study area. Thus, NCDOT determine d that the No -Build would not
meet the Project purpose and need and eliminated it from consideration .
2.2 IDENTIFICATION OF THE BUILD ALTERNATIVE
2.2 .1 Grade Separation Alternatives Considered
NCDOT Rail Division’s 2002 Feasibility Study for the Charlotte Multi -Modal Station and Area
Track Improvements 7
identified the grade separation of the CSXT SF Line from the NS Mainline
at NS Milepost (MP ) 377 as an important step towards the improvement of transportation
options in the Charlotte region. In the development of the 2002 Feasibility Study and
subsequent concept planning done by NCDOT , NS, and CATS , the following grade separation
alternatives were considered:
NS Mainline over CSXT SF Line – This alternative would require raising the NS Mainline over
the CSXT SF Line . The Study concluded that raising the NS Mainline above existing grade
was not feasible due to the elevated Brookshire Freeway (I -277) and North Graham Street
overhead bridge in the P roject vicinity. Placing the NS Mainline above the existing grade
would require the railroad to clear not only the CSXT SF Line but also the elevated Brookshire
Freeway (I -277) and the North Graham S treet overhead bridge . The raising of the NS tracks
would require the entire future Charlotte Gateway Station (build ing , tracks, platforms ) to be
elevated, and therefore create operational changes and a major visual barrier for the Fourth
Ward Historic Di strict and other areas of downtown Charlotte. These constraints make this
alternative cost prohibitive and , therefore , NCDOT eliminated it from further consideration.
CSXT SF Line over NS Mainline – This alternative would require raising the CSXT SF Line
over the NS Mainline. The Study concluded that raising the CSXT SF Line above the existing
grade was not feasible due to the elevated Brookshire Freeway (I -277) and North Graham
Street overhead bridge in the P roject vicinity. Placing the CSXT SF Line ab ove existing grade
would require the railroad to clear not only the NS Mainline but also the elevated Brookshire
Freeway (I -277) the North Graham Street overhead bridge , and would require reconstruction
7 See above at 3.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
8
of the historic CSXT bridge over North Tryon Street . These constraints make this alternative
cost prohibitive and , therefore , NCDOT eliminated it from further consideration.
NS Mainline under CSXT SF Line - Placing the NS Mainline below grade (in a trench or
tunnel) was evaluated in 2002 as a result of a request by the Friends of Fourth Ward
neighborhood association. The NS Mainline in this location is double -tracked and on a curved
alignment. These exis ting conditions result in a project footprint that impacts an established
historic neighborhood (Fourth Ward), nearby businesses that rely on rail service, and
Elmwood Cemetery. Placing the NS tracks below grade would also require adjusting the
profile of some local streets in downtown Charlotte, creating additional impacts to a large
segment of downtown Charlotte . The Study concluded that t hese constraints make this
alternative not feasible and cost prohibitive , therefore , NCDOT eliminated it from furthe r
consideration.
Freight Railroad Bypass (Section 4(f) Avoidance Alternative) - Construction of a new railroad
completely bypassing the Project area was evaluated in 2002 as a result of a request by the
Friends of Fourth Ward neighborhood association. Under this alternative, the NS or CSXT
freight railroad would be rerouted away from downtown and would partially parallel the I -485
highway loop around Charlotte on a new alignment. While such an alternative would minimize
impacts to the Fourth Ward neigh borhood and other historic resource s in the Project study
area, the re -routed railroad would create excessive new noise, vibration , historic and
environmental impacts in new locations, would create excessive operating and maintenance
costs for the either C SXT or NS , would eliminate rail service to several existing businesses in
Charlotte, and would not be cost effective. Furthermore, a review of neighborhood
demographics indicated that this bypass alternative would have a proportionally high number
of impa cts on low -income and minority neighborhoods when compared to the Build
Alternative . NCDOT determined that the bypass alternative did not meet the Project purpose
and need , and was not feasible or prudent , and thus removed it from further consideration .
CSXT SF Line under NS Mainline - This grade separation alternative would require placing
the CSXT SF Line under the NS Mainline. The 2002 Feasibility Study recommended this be
accomplished by constructing a linear trench under the NS Mainline. Impacts associated with
this alternative are reduced when compared to the other alternatives and the construction
c osts are lower. Therefore, this alternative was considered to be feasible and cost effective .
Since this alternative satisfies the P roject p urpose and n eed, and is also considered to be
feasible and prudent , it has been selected as the Build Alternative for the P roject .
2.2.2 CSXT Trench Alternatives Considered
In addition to the above grade separation alternatives, NCDOT evaluated two trench
alternatives to avoid and minimize impacts to histori c resources in the Project area, as
described below:
CSXT Trench Shift North - This alternative would shift the proposed CSXT railroad trench
approximately 30 feet north of the existing CSXT track, along an alignment similar to the
temporary CSXT track proposed in the Build Alternative. This alternative would shift the
trench away from three identified historic resources adjacent to the CSXT railroad:
Elmwood/Pinewood Cemetery, the Seaboard Street Historic District, and the Soule Steel and
Iron W orks . Under this trench shift alternative, the trench would pass between Brookshire
Freeway (I -277) bents 13 and 14, which are approximately 90 feet apart. The space between
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
9
bents 13 and 14 is not wide enough to accommodate a double -track trench , which is a design
requirement of the owning railroad (CSXT ). Moreover, the narrow width between the bridge
bents in this area, would limit the radius of the curves, resulting in a lowered track speed, and
thus would not meet CSXT's design requirements for 35 mph ra il operations . Finally, shifting
the trench would place major construction activity closer to the historic buildings at the
Southern Asbestos Company Mills (NC Music Factory), which in turn would increase the
vibration impacts to the buildings and possibl y damage these buildings. This alternative would
not meet the Project purpose and need, specifically improving the operations of the CSXT
freight service, and would create additional impacts to the historic Southern Asbestos
Company Mills . The alternativ e would also result in additional construction, maintenance, or
operational costs compared to the Build Alternative . With these limitations, NCDOT
determined the alternative w as not feasible and eliminated it from further consideration.
CSXT Tunnel - Under this alternative, the CSXT railroad would be placed in a tunnel under
the current CSXT railroad right -of -way, thus leaving all of the buildings in the Seaboard Street
Historic District in their current locations. Tunneling would require the new CSXT track to be
much deeper below grade to ensure that there would be adequate ground above the tunnel to
support the buildings in their current locations. To reach this lower elevation at the Seaboard
Street Historic District, the entire profile of the line between the CSXT railroad bridge over I -77
and the CSXT railroad bridge over North Tryon Street would need to be changed. These two
CSXT railroad bridges would need to be replaced, and the vertical clearance of the railroad
bridge over (I -77) would be re duced. Alternatively, the grade of the tunnel would have to be
increased , which would not meet CSXT operational requirements. Tunneling would also
require substantial changes to the bents supporting the Brookshire Freeway (I -277 ) viaduct,
possibly requir ing complete reconstruction of the viaduct in this location. The tunnel
alternative would also require an extensive drainage system that pumps stormwater
accumulations. Finally, a tunnel would require an air ventilation system to ensure that the
diesel e missions from the train are removed from the tunnel. Both the drainage system and
the ventilation system would add considerable ongoing maintenance and operation cost. This
alternative would not meet the Project purpose and need, specifically improving t he operations
of the CSXT freight service, and would create operational and potentially emergency response
safety issues for CSXT . The alternative would also result in additional construction,
maintenance, or operational costs of extraordinary magnitude. With these limitations, NCDOT
deemed the alternative was not feasible, and eliminated it from further consideration.
NCDOT also evaluated alternatives for relocating the ADM flour mill, which is located near the
existing CSXT/NS railroad intersection. Descriptions of these alternatives are in Chapter 5.0 -
4(f) Evaluation.
2.3 DESCRIPTION OF SELECTED BUILD ALTERNATIVE
The selected Build Alternative consists of the relocation of the CSXT SF Line into a trench to
grade -separate the intersection of the CSXT SF Line with the NS Mainline. The proposed
CSXT trench will be constructed on the existing CSXT horizontal alignment where feasible, but
the profile of the line will be revised as necessary to enable the CSXT SF Line to pass under the
NS Mainline .
The NS Mainline will remain in its current position and will span the CSXT trench by means of a
new thr ee -track bridge. A temporary mainline will be constructed for the CSXT SF Line in order
to facilitate construction of the CSXT trench and the new NS Mainline bridge over the trench.
The proposed NS modifications are discussed later.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
10
Conceptual p lan s hee ts depicting the Build Alternative can be found in Appendix B.
2.3.1 Temporary CSXT SF Line
A temporary CSXT single -track mainline will be necessary to facilitate construction of the
proposed trench. The proposed temporary CSXT SF Line will run parallel to the north side of
the existing alignment for the following reasons:
1. To provide sufficient working space for construction of the trench.
2. To minimize impacts on the ADM flour mill facility to the south.
3. To avoid impacts to the historic Elmwood/Pinewood Cemetery to the south.
4. To provide adequate clearance between the centerline of the track and the piers that
support the overhead Brookshire Freeway (I -277).
The east end of the temporary CSXT SF Line will tie into the existing CSXT SF Line west of
North Church Street at approximately MP SF 330.2. The west end of the temporary CSXT SF
Line will tie into the existing CSXT SF -Line just east of Hamilton Street at approximately MP SF
331.1. The profile of the temporary CSXT SF Line will fo llow the profile of the existing ground
and will be designed to approximate the existing mainline profile. Maximum authorized
operating speed over the temporary CSXT SF Line will be 10 mph.
The temporary CSXT SF Line will cross the existing double -track NS mainline at a temporary at -
grade intersection just east of the overhead Brookshire Freeway (I -277) at MP SF 330.6. This
rail/rail at -grade intersection will consist of two temporary diamond crossings . All tracks
approaching this temporary crossing wi ll be interlocked to prevent conflicts at the crossing,
similar to the existing condition. NS will continue to remotely control the temporary interlocking.
It may be possible to use the existing signal/train control equipment at the NS Control Point
(CP ) Graham for controlling the temporary interlocking.
The following modifications will be undertaken prior to construction of the temporary
CSXT SF Line :
1. Existing overhead and underground utilities will be relocated or modified.
2. The temporary CSXT SF Line will pass between Bent No. 13 and Bent No. 14 of the
Brookshire Freeway (I -277) overhead bridge. These bents will require modifications to
accommodate the railroad loads and may require crash walls.
3. NC Music Factory Boulevard between the Brookshire Freeway (I -277 ) and Hamilton
Street will be partially occupied by the temporary CSXT SF Line . As such, NC Music
Factory Boulevard will be shifted north to allow a 4 -lane roadway to be maintained from
North Graham Street to Maxwell Court.
4. The Project will extend Maxwell Court northwest through the City's maintenance garage
property and connect to Hamilton Street opposite the driveway accessing the surface
parking for the NC Music Factory. Per a three -party i nterlocal a greement, NCDOT will
participate in t his street extension with the City of Charlotte and Mecklenburg County.
The street will allow event traffic and emergency responders to more easily access the
NC Music Factory while NC Music Factory Boulevard is reduced in capacity during
project construc tion.
Up to three temporary roadway/rail at -grade crossing s will be constructed on the temporary
CSXT SF Line to replace existing roadway/rail at -grade crossings . These roadway/rail at -grade
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
11
crossings include the ADM access drive (private) and Giant Ceme nt (private drive) as well as
Johnson Street (public).
2.3.2 Modifications Prior to Trench Construction
Modifications to various existing utilities and facilities will be necessary prior to constructing the
CSXT trench. Most notable are the potential conflicts between the proposed CSXT trench, the
proposed 3 -track NS Mainline bridge over the trench and the piers supporting the overhead
Brookshire Freeway (I -277). NCDOT anticipat es that considerable modifications may be
required to the Brookshire Freeway (I -277) substructure in the area of Bent No. 14 and Bent No.
15 ,includ ing underpinning or grouting of the foundations.
The ADM flour mill located south of NC Music Factory Boulevard will be modified on -site to
allow the mill to operate during Project construction. On -site changes will include temporary
relocation of the flour loading area, construction of a new wheat unlo ading (truck and rail) shed,
new storage tracks, and relocation of some parking. A two -story brick portion of the ADM mill
closest to the CSXT track will be demolished to facilitate construct ion of the trench . More
details on the changes to the ADM mill and construction of new ADM siding track s are
described in section 2.3.4 below.
The buildings bounded by the CSXT track, Johnson Street, West Ninth Street and the NS O
Line will be demolished. The structures within the CSXT railroad right -of -way will be
demolished to construct the trench, while the remaining buildings on this site will be demolished
to accommodate the temporary flour load -out area for ADM, and to accommodate construction
traffic and allow for a contractor lay down/staging area.
The roadway/rail at -grade crossing at North Church Street will be permanently closed,
modifications will be made to North Church Street to allow truck access to businesses on the
south side of the closed roadway/rail at -grade crossing , and Wadsworth Place will be extended
between North Tryon Street and North Church Street to provide truck access to businesses on
the north side of the closed roadway/rail at -grade crossing .8
The schedule for constructing the
Wadsworth Place street exten sion may overlap with construction of the CSXT trench.
2.3.3 Bridges over the CSXT Trench
The following bridges will be constructed over the CSXT trench during trench construction:
1. A railroad bridge will be constructed over the trench at CSXT MP SF 330.6. T he bridge
will support the new NS access track to serve ADM , will allow freight movements
between NS and ADM , and will connect the CSXT "Engine" track on the north side of the
trench with ADM .
2. A three -track railroad bridge will support the NS mainline tracks over the new trench.
This bridge will be constructed off site and rolled into place during multiple short duration
track outages. The substructure for the bridge will be built in place duri ng multiple short
duration track outages.
3. The roadway/rail at -grade crossing at Johnson Street will be permanently closed. The
existing West Ninth Street roadway/rail at -grade crossing with NS was closed by the City
of Charlotte in June 2009. These stree ts will remain closed to facilitate trench
8 The closure of North Church Street was a separate NCDOT project (Y -4810G), which has now be en
incorporated into the Mainline Grade Separation Project (P -5002).
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CSXT/NS Mainline Grade Separation Project
12
construction. As part of this Project, a pedestrian and bicycle bridge will be constructed
to replace the existing roadway/rail at -grade crossing at Johnson Street to provide
pedestrian access between the Elmwood /Pinewood Cemetery and NC Music Factory
Boulevard. Driveways and roadways will be temporarily maintained adjacent to the
construction on extant ground until the trench and bridges are in place.
4. The P roject will include construction of a railroad bridge ov er the trench to provide for the
NS O Line (currently not in service ). Because CATS is investigating re -activating this
line for commuter rail service, this railroad structure will be designed to accommodate
both freight and passenger operations. The Proj ect may construct the foundations for
this bridge only, with the superstructure being constructed in the future when needed by
CATS.
5. The P roject will include construction of a roadway bridge over the trench to the
Seaboard Street LLC site (715 and 721 NC M usic Factory Boulevard) to avoid
landlocking this parcel, to accommodate the temporary ADM flour load -out facility, and to
allow construction traffic access to the contractor lay down/staging area. This bridge will
replace two existing at -grade crossings in this area: Johnson Street (public) and Giant
Cement (private).
2.3.4 Temporary Relocation of ADM Mill Operations and Construction of ADM siding
track s
Concurrent with construction of the tren ch, modifications to the ADM flour mill , currently located
off of NC Music Factory Boulevard , will be undertaken to keep the ADM mill in operation during
and after construction of the CSXT railroad trench.
Temporary ADM Flour Load -O ut Facility
To maintain truck access during the construction of the CSXT trench , the ADM flour loading
area will be temporarily moved. Currently the flour loading facility is located on the northeast
side of the ADM mill, adjacent to the CSXT tracks. This load -out f acility will be inaccessible for
periods during construction of the trench. The temporary flour loading facility will be re located to
the parcels at 715 and 721 NC Music Factory Boulevard, west of the ADM mill. The site is
currently occupied by buildings that will be demolished to construct the trench . Trucks will enter
the new flou r loading area via NC Music Factory Boulevard. The temporary loading facility will
also include a new elevated conveyance system to move flour from the mill building over the NS
O Line tracks and to the trucks. The new loading area will also have surface parking for trucks.
In order to comply with air quality regulations, the new flou r loading facility will require a building
large enough to completely enclose a large truck with an air filtration system to prevent flour
dust from escaping into the environment. Construction of this flour loading facility and the
associated truck circul ation and parking areas will require demolition of a portion of the buildings
at 715 and 721 NC Music Factory Boulevard. Once the Project completes construction of the
trench adjacent to the ADM mill, the ADM will return to using their current truck flour load -out
facility. The changes to the ADM mill facility will require the Project to demolish portions of the
Seaboard Street Historic District. More detail on the alternatives considered for ADM and their
impacts on historic resources can be found in C hapter 3.0 - Affected Environment &
Environmental Consequences (see 3.3.6 Cultural Resources) and in Chapter 5.0 - Section 4(f)
Evaluation.
It should be noted that earlier design plans for the Build Alternative considered relocating the
entire ADM mill t o the east side of the NS tracks, with all vehicular traffic accessing the new mill
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
13
via North Smith Street. Under this alternative, the existing historic mill would be abandoned and
likely demolished. However, this relocated mill option was determined to be not feasible due to
possible noise impacts to residences and due to impacts to historic resources, specifically the
Fourth Ward Historic District and the Interstate Mill complex (now ADM). More detail on the
alternatives considered for ADM and their i mpacts on historic resources can be found in
Chapter 3.0 - Affected Environment & Environmental Consequences (see 3.3.6 Cultural
Resources) and in Chapter 5.0 - Section 4(f) Evaluation.
Replacement of CSXT Tryon Yard Tracks, New ADM S iding T rack Configuration and
Track Operations
The Project will also require construction of new siding tracks to replace existing storage tracks
in the Project area . These new siding tracks will replace CSXT's Tryon Yard storage tracks
which were eliminated due to the construction of the trench, and increase the number the ADM
grain rail cars that can be stored in the area. The new siding track s will consist of the following
components:
1. ADM /CSXT East Tracks - Two tracks (approximately 2,850 feet in length) will b e
constructed southeast of the existing CSXT M ainline and proposed trench, from
approximately the CSXT/NS North Graham Street overhead bridge to the west to 100
feet west of the existing CSXT roadway/rail at -grade crossing at Brevard Street. The
tracks wi ll then connect to a single track near the CSXT/NS North Graham Street
overhead bridge. The two new storage tracks will accommodate approximately 90
freight cars, AND will replace the existing CSXT Tryon Yard track s.
2. ADM Single T rack /Grain Unloading Shed - The single track into the ADM facility will be
approximately 800 feet long and connect the ADM /CSXT east tracks (described above)
and ADM west tracks (described below). The new grain shed will be located east of the
NS mainline tracks and northeast of t he existing ADM grain unloading shed. ADM will
pull the full grain cars from the ADM east tracks through the grain unloading shed and
then store the empty rail cars along the ADM west tracks (described below). This new
ADM single track and grain unloadin g shed will replace the existing ADM grain unloading
shed and tracks.
3. ADM West Tracks - T his consist s of three tracks east of the NS Mainline tracks, south of
West Tenth Street. These tracks replace the existing two ADM siding tracks in this area
that connect to the NS Mainline south of West Ninth Street. The total available storage
will be approximately 2,870 linear feet of track.
4. NS Access Track - A single interchange track will be constructed from approximately the
Brookshire Freeway (I -277) viadu ct to the North Graham Street overhead bridge which
will allow connections between NS and ADM.
5. Engine Track - A single track will be constructed on the north side of the CSXT trench
from approximately the Brookshire Freeway (I -277) viaduct to the North T ryon Street
bridge. This track will allow the CSXT engine to exit the ADM facilities around the stored
grain cars. Given that this track will occupy part of right -of -way used for the CSXT
temporary track, this connection will not be in place prior to tre nch construction.
These new tracks will not only replace ADM and CSXT storage tracks eliminated by the Project,
but will also improve existing and future rail operations in the Project a rea. The current CSXT
SF Line passes through the middle of the CSX T Tryon Yard, creating major conflicts between
CSXT mainline trains and CSXT local switcher and grain car set offs for ADM . The current
constructed nature of the CSXT Tryon Yard tracks and the ADM siding also creates traffic flow
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
14
problems for NS/CSXT inte rchange traffic that passes through the CSXT Tryon Yard; NS/CSXT
interchange traffic cannot operate while CSXT is setting out grain cars for ADM. The new
ADM/CSXT e ast t racks will be south east of the realigned CSXT SF Line and CSXT trench,
reducing freigh t operating conflicts. South of West Ninth Street, the existing ADM storage
tracks tie into the NS sid ing east of the two NS mainlines, and conflict with NS's plans to
upgrade the siding to a third Mainline track and with the proposed passenger rail track s planned
for the Charlotte Gateway Station. The new ADM w est t racks will be completely separated from
the NS Mainline t racks and future passenger rail tracks in this area. Finally, u nder this track
plan, the number of grain cars that can be processed by ADM will increase from 6 to 12 rail cars
three to four times per week , equating to 90 rail cars every once or twice a week . Concept
plans for these new ADM siding track s are in Appendix B.
2.3.5 Trench Construction
The proposed design includes a trench that will be approximately 3 ,400 feet in length. The
eastern end of the proposed CSXT trench will be west of North Church Street at approximately
MP SF 330.3. The western end of the proposed trench will be east of Hamilton Avenue at
approximately MP SF 330.9.
The trench will be designed for a single track with an access roadway . The design will allow for
CSXT to remove the single track and access roadway and construct a new double -track railroad
at their own expense in the future, if so desired by CSX. The trench will accommodate double -
stack container cars conforming to the Association of American Railroads, Mechanical Division,
Plate H Equipment Diagram. On level, tangent track Plate H will accommodate a rail car not
exceeding 20’ - 2” in height (measured above top of rail) and not exceeding 10’ - 8” in width (5’ -
4” from centerline of track). The trench will be designed to provide a minimum of 2 3 ’-0” of
vertical clearance between t op of rail and bottom of the proposed NS Mainline bridge over the
trench.
The single track railroad will be designed for a maximum operating speed of 35 MPH. If, in the
future, CSXT replaces the single track with a double track, the maximum operating s peed would
be 10 MPH.
Moving east to west, the conceptual design provides a descending grade of 1.25% at the east
end of the trench. An ascending grade of 1.07% is provided at the west end of the trench.
These conceptual grades are less than the current ruling grade of 1.30% that is found on the
Charlotte Sub -Division and considerably lower than the maximum grade of 1.55% found at MP
SF 391.0. The conceptual design places the low point of the CSXT trench at MP SF 330.7 and
top of rail Elev. 703.13.
Estimated maximum heigh t of the trench is 26 feet above top of floor. The width of the trench at
top of floor is 33 feet and varies . The centerline of the single track will be offset from the
centerline of the trench to allow for the future double -track and in order to provide a 10 -foot wide
area for track maintenance and railroad personnel and operation of track maintenance
equipment.
Security fencing will be provided along the top of both sidewalls over the entire length of the
trench. Safety niches and emergency exit sta irways will be provided in the trench as required
by CSX T .
The CSXT trench will include an invert and gravity storm drain system to handle runoff from
storm events. The drainage will be carried in a new pipe system running along the CSXT
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
15
railroad righ t -of -way to Irwin Creek by I -77. A portion of the trench falls in the Sugar Creek
watershed and will be diverted to Irwin Creek. An equivalent area of the Irwin Creek watershed
will be diverted to Sugar Creek.
The trench construction will also divide sev eral current stormwater routes, including surface flow
and pipe systems. The surface flow will be diverted by the construction of drainage swales and
pipe systems along the top edges of the trench. The stormwater will be diverted along a new
system to the same stream as it currently flows to either Irwin Creek or Sugar Creek.
2.3.6 NS Track Layout
Existing NS No. 1 Track and NS No. 2 Track (and a future NS No. 3 Track) intersect the single -
track CSXT SF -Line at -grade beneath the Brookshire Freeway (I -277) overhead bridge. This
rail/rail at -g rade intersection consists of two crossing diamonds. All tracks approaching this at -
grade intersection are currently interlocked to prevent conflicts in the at -grade intersection . NS
designates the interlockin g as Control Point (CP) “Graham.” NS remotely controls the
interlocking signals that govern entrance into CP Graham.
Construction for the CSXT SF Line grade separation will require constructing an NS Mainline
bridge over the trench. The NS tracks wil l be supported over the new trench by a three -track
railroad bridge. This bridge will be constructed off site and rolled into place during multiple short
duration track outages. The substructure for the bridge will be built in place during multiple short
d uration track outages.
The proposed final horizontal alignment of both NS No. 1 and NS No. 2 Tracks between West
Liddell Street and West Trade Street will not appreciably change from their current location.
Furthermore, at completion of the project, curva ture and superelevation of the three new main
tracks across the new NS bridge over the CSXT trench will be similar to current curvature and
superelevation. The proposed final vertical alignment of both NS No. 1 and NS No. 2 Tracks
will not appreciably cha nge from current profiles.
Currently, maximum allowable speeds over both NS No. 1 Track and NS No. 2 Track are 35
mph for passenger, rail highway (intermodal and roadrailer) and freight north of North Graham
Street , and 30 mph for passenger, rail highwa y and freight through the compound curve
between North Graham Street and West Eighth Street. A permanent speed restriction of 30
mph has been placed over the crossing diamonds at the at -grade intersection . These speeds
increase to 79 mph for passenger, 60 mph for rail highway and 50 mph for freight south of West
Eighth Street. The NS Mainline alignment will be unchanged between North Graham Street and
West Eighth Street. The speeds will continue to be re stricted to a maximum allowable speed of
30 mph for freight traffic and 4 0 mph for passenger traffic due to the continued geometric
constraints of the existing compound curve.
NS has requested that the project provide for a third mainline track through t he entire project
site. This third mainline will be a shared freight/passenger track. The two existing sidings
adjacent to the east side of NS No. 1 Main will be upgraded to serve as a third main track. The
northern siding currently originates in NS’s C harlotte Yard and proceeds southward, joining NS
No. 1 Track just north of the crossing diamonds at the at -grade intersection . This northern
siding currently serves as a lead track to NS’s Charlotte Yard. The southern siding currently
begins just south o f the crossing diamonds at the at -grade intersection and proceeds
southward, joining NS No.1 south of the Brookshire Freeway (I -277). This southern siding
currently serves as a lead track to various industries and team tracks. Following completion of
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
16
the new NS Mainline bridge over the CSXT trench, both the northern and southern sidings will
be upgraded and connected to form a third main line track.
2.3.7 CSXT/NS Interchange Track
At approximately CSXT SF MP 330.2, a single interchange track will be constructed connecting
the CSXT SF Line with the NS interchange yard. This new interchange track replaces the
existing two track interchange between NS and CSXT at this location.
2.3.8 Capital Costs
Conceptual construction costs were developed for the Build Alternative , as shown below.
Cost
Track Structures & Track $74,476,472
Sitework, Right -of -Way, Land, Existing Improvements $13,867,627
Communications & Signaling $8,252,912
Professional Services & Other Support Costs $17,387,462
Unallocated Contingency $14,489,552
Total $128,474,025
Source: Engineer's Opinion of Probable Cost - 25% Submission, Dual Track Option, Prepared by Gannett Fleming
November 15, 2011
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
17
CHAPTER 3.0 - AFFECTED ENVIRONMENT & ENVIRONMENTAL CONSEQUENCES
3.1 PHYSICAL ENVIRON MENT
3.1.1 Air Quality
The No -Build Alternative would have no
impact on regional air quality. However, the
proposed Build Alternative s is not exempt
from General Conformity r eview based on
the list of exempt actions in 40 CFR
93.153(c) and (d). Therefore, an
Applicability Analysis, as part of the General
Conformity (40 CFR 51 Subpart W and 40
CFR 93 Subpart B) requirements, was
completed for the CSX T NS Mainline Grade
Separat ion Project.
The proposed Project is located in
Mecklenburg County, North Carolina, which
the Environmental Protection Agency (EPA)
has designated as an 8 -hour nonattainment
area for ozone (moderate classification). The
area is also designated as a mainte nance area for Carbon Monoxide (CO ). The Project will
result in the emission of ozone precursors, Volatile Organic Compounds (VOC ), and Nitrous
Oxide (NOx ), as well as CO. Under the General Conformity requirements, an action is
regionally significant if the total direct and indirect emissions of an individual pollutant amount to
10% or more of a nonattainment or maintenance area’s emissions of that pollutant. Following
discussions with North Carolina Department of Envi ronment and Natural Resources (NCDENR)
personnel, the NCDENR determined that any project in the Charlotte area that is below
threshold (less than 100 tons per year) will also be less than the 10% significance level.
To determine the impacts of the Build Alternative on regional air quality, estimates of VOC,
NOx, and CO emissions from the Project construction were completed using equipment and
vehicle emission rate spreadsheets based on NONROAD (non -road equipment) and MOVES
(Motor Vehicle Emission Simulator) emission models provided by the EPA and NCDENR. The
results of the Applicability Analysis showed the expected emissions for the Build Alternative to
be below the 100 tons per year applicability threshold and thus also r egionally insignificant for
each pollutant evaluated . A copy of the Record for Non -Applicability (RONA) developed for the
Project was forwarded to NCDENR on November 16, 2009 for review. Revised versions of the
CSXT/NS Mainline Grade Separation Project R ONA were subsequently submitted to NCDENR
to reflect changes in the Project scope.
Following a review of the August 2012 revised RONA, NCDENR concluded that the Project is
not considered to be significant for the purposes of conformity (40 CFR 51.853(i), NCAC
2D.1603(D)) and that the Project complies with the Federal and State general conformity rules.
A copy of the RONA approval letter received from NCDENR is included in Appendix C.
Based upon the NCDENR's approval of the RONA, the Build Alternative will have no significant
impact on regional air quality.
The General Air Conformity requirements
included in the Code of Federal Regulations,
40 CFR 51 Subpart W and 40 CFR 93
Subpart B, apply to all “Federal actions” that
take place in a nonattainment or maintenance
area for a criteria poluutant, e xcept Federal
Highway and Transit actions to which the
transportation conformity requirements apply.
Projects funded by Federal Highway
Administration (FHWA)/Federal Transit
Administration (FTA) need to follow 40 CFR
51 Subpart T. The Project is primarily funded
by the Federal Railroad Administration (FRA),
thus it falls under the General Conformity
rules.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
18
3.1.2 Noise & Vibration
Noise – Following a review of Project aerial mapping and a Project site visit NCDOT determined
that noise sensitive areas and/or receivers of interest are present. A Screening and General
Noise Assessment was conducted in accordance with methodologies contained in the Federal
Transit Administration’s (FTA) Transit Noise and Vibration Im pact Assessment Manual , dated
May 2006 (FTA, 2006). The FRA relies upon the FTA noise and vibration impact assessment
procedures. Therefore, the Screening and General Noise Assessment utilized the
methodology, procedures and guidelines outlined in the FT A manual.
The No -Build Alternative would have no impact on noise within the Project study area.
The results of the Screening and General Noise Assessment showed that under the Build
Alternative , total exposure noise levels will be reduced within the Proj ect corridor due to
elimination of four of the roadway/rail at -grade crossings, and subsequent elimination of horn
noise at these crossings . In addition, the future impact distance will be considerably decreased
and no additional severe or moderate noise impacts will result from the Project.
The analysis also considered the freight rail activity from new CSXT/ADM siding track s to be
constructed as part of the Project. These rail activities also will not create noise levels that will
exceed FTA threshol ds.
The projected traffic to be diverted from NC Music Factory Boulevard and re -routed to the
proposed Maxwell Court Extension will not produce noticeable noise impacts in the area.
A copy of the Screening and General Noise Assessment report is included in Appendix C.
Vibration – A Screening and General Vibration Assessment was completed for the CSXT/NS
Mainline Grade Separation and proposed roadway/rail at -grade crossing closu res. This
assessment was conducted in accordance with methodologies contained in the FTA Transit
Noise and Vibration Impact Assessment Manual , dated May 2006 (FTA, 2006). The FRA relies
upon the FTA noise and vibration impact assessment procedures , and thus this study u tilized
the methodology, procedures and guidelines outlined in the FTA manual .
The No -Build Alternative would have no vibration impacts within the Project study area.
For the Build Alternative, t here are currently three residential build ings located approximately
100 feet from the Project . This distance is at the borderline for where the residential vibration
impact criteria apply . The FTA Transit Noise and Vibration Impact Assessment manual states
that "track in a cut may reduce vibrati on levels slightly." Trenches have been employed as a
vibration barrier technique that disrupts propagating body and surface waves resulting in as
much as a 50% reduction of vertical motion .9
9 “Reduction o f Train Induced Building Vibration b y Using Open a nd Filled Trenches”. Adam M., Estorff
O., Computers and St ructures 83 (2005) 11 -24.
This cut thr ough design more closely resembles a
trench application an d will result in lower surface amplitudes than an at -grade application.
Therefore, t otal vibration levels will likely not increase within the Project corridor due to vibration
energy dissipation in the trench section of the Project, According to FTA guidelines, these
buildings will not receive additional impacts from future vibration levels under the Project Build
Alternative .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
19
The assessment also analyzed construction vibration impacts to structures closest to the
temporary CSXT track and the proposed trench , specifically the Silverhammer Studios on
Hamilton Street, the NC Music Factory buildings, and the ADM mill . The assessment
determined that some construction equipment may cause vibration s above FTA thresholds that
could potentially cause damage to those buildings.
To mitigate possible construction vibration i mpacts, NCDOT will require the contractor to use
equipment that will produce vibrations below FTA thresholds for older buildings . Because the
ADM mill is within 20 feet of the proposed trench, NCDOT will also conduct additional structural
investigations to determine more precisely the construction techniques and equipment to be
used in this location.
A copy of the Screening and General Vibration Assessment report is included in Appendix C.
3.1.3 Water Quality
All surface waters in North Carolina are assigned a primary classification by the NCDENR
Division of Water Quality (DWQ). According to NCDENR DWQ, all waters, at a minimum , must
meet the standards for Class C (fishable / swimmable) waters. Class C waters are protected for
uses such as secondary recreation, fishing, wildlife, fish consumption, aquatic life including
propagation, survival and maintenance of biological integr ity, and agriculture. Secondary
recreation includes wading, boating, and other uses involving human body contact with water
where such activities take place in an infrequent, unorganized, or incidental manner. The other
primary classifications provide add itional levels of protection for primary water contact recreation
(Class B) and drinking water (Water Supply Classes I through V) (NCDENR, 2009).
In October 1996, the Mecklenburg County Board
of County Commissioners adopted the County’s
first “Creek Use Policy” which called for all
Mecklenburg Co unty surface waters to be
“suitable for prolonged human contact and
recreational opportunities and supportive of
varied species of aquatic life .”10
This initiative
aimed at protecting cleaner creeks and restoring
those waterways with poorer water quality. Working with City and County officials, the Board
developed a comprehensive strategy and approach for achieving the goals outlined in the
policy. Entitled Surface Water Improvement & Management (SWIM), this program focuses on
addressing water quality concerns through the prioritization of creek basins, improving or
restoring water quality in special interest watersheds, and applying watershed -based
management tools to the remaining waters throughout the County. A key compo nent of the
SWIM program was the establishment of vegetative steam buffers through the adoption of
ordinances that limit development and activity within riparian corridors.
There are n o navigable waters, as defined by the U.S. Army Corps of Engineers (US ACE),
located within the Project area. However, a secondary literature search showed that there is
10 Mecklenburg County Surface Water Improvement & Management program,
http://www.charmeck.org/stormwater/regulations/Documents/SWIM%20Ordinance%20Documents/Count
ySWIMInitiative.pdf
In 1996, the Mecklenburg County Board
of County Commissioners implemented
the Surface Water Improvement &
Management (SWIM) program to protect
and restore surface water resources
throughout Mecklenburg County.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
20
one intermittent stream located within the Project study area. The presence of this intermittent
stream was confirmed during a site visit. In addition, tw o Class C streams, as defined by
NCDENR DWQ, are located just beyond the eastern and western limits of the Project area.
These streams are Little Sugar Creek (NC Stream Index Number 11 -137 -8) to the east and
Irwin Creek (NC Stream Index Number 11 -137 -1) t o the west. The locations of these streams
are depicted in Figure 4 (Appendix A).
As depicted in Figure 4 (Appendix A), a 35 -foot post construction SWIM buffer is located within
the Project study area. This buffer is associated with the existing railroa d ditch located along
the southern side of the existing CSXT rail line.
The No -Build Alternative would not cause a change in the Class C classification designated by
NCDENR DWQ, nor will it encroach upon the Mecklenburg County 35 -foot post -constru ction
SWIM buffer.
The Build Alternative will not permanently impact water quality and will not cause a change in
the Class C classification designated by NCDENR DWQ. The Build Alternative will encroach
upon a 35 -foot post -construction SWIM buffer as des ignated by Mecklenburg County.
Stormwater runoff in the area of the trench will be captured and conveyed to Irwin Creek via a
new storm water outfall that will connect to Irwin Creek downstream of the existing drainage
area outfall. Additionally, construction of the Maxwell Court Extension will result in
encroachment upon a 35 -foot post -construction SWIM buffer associated with an intermittent
tributary to Irwin Creek. The locations of the designated SWIM buffers are identified in Fi gure 4
(Appendix A).
Temporary impacts associated with construction stormwater and sedimentation may occur as
part of construction activities. These impacts will cease soon after construction is complete.
To mitigate impacts to water quality, NCDOT w ill undertake sediment and erosion control BMPs
in accordance with NCDENR DWQ's Design Standards in Sensitive Watersheds 11
to reduce the
potential for nutrient runoff into Little Sugar Creek and Irwin Creek. Furthermore, NCDOT will
incorporate BMPs for the treatment of the stormwater runoff as defined in the most recent
version of the NCDENR DWQ's Stormwater Best Management Practices .
3.1.4 Water Bodies & Waterways
There are n o navigable waters, as defined by the U.S. Army Corps of Engineers (USACE),
located within the Project area. However, a secondary literature search showed that there is
one intermittent stream located within the Project study area. The presence of this intermittent
stream was confirmed during a site visit. In addition, two Clas s C streams, as defined by
NCDENR DWQ, are located just beyond the eastern and western limits of the Project area.
These streams are Little Sugar Creek (NC Stream Index Number 11 -137 -8) to the east and
Irwin Creek (NC Stream Index Number 11 -137 -1) to the west. The locations of these streams
are depicted in Figure 4 (Appendix A).
According to NCDENR DWQ, Little Sugar Creek is a Class C , 303(d) Waters of the State. This
11 15A NCA C 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20 -
%20environment%20and%20natural%20resources/chapter%2004%20 -
%20sedimentation%20control/subchapter%20b /15a%20ncac%2004b%20.0124.pdf
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
21
stream is included on the 303(d) list because of an impaired aquatic life use due to f ecal
coliform and impaired biological integrity. Irwin Creek is also a Class C stream that is included
on the 303(d) list due to impaired aquatic use resulting from turbidity, fecal coliform, and
impaired biological integrity. A copy of the agency coordi nation letter received from NCDENR
DWQ, dated June 17, 2009, is included in Appendix D.
The No -Build Alternative would have no impact on water bodies or waterways, specifically Little
Sugar Creek and Irwin Creek.
As a result of Maxwell Court Extension, the Build Alternative will permanently impact or require
alteration to an existing intermittent tributary to Irwin Creek. Based upon preliminary design, the
amount of open stream will be increased from 273 to 485 li near feet, while the portion of the
stream in a culvert in this area will be r educe from 464 to 279 linear feet. Overall, the Project
will increase the total linear feet of the tributary that is open and not piped or in a culvert. The
exact changes will be determined during the final design phase of the Project.
Temporary impacts associated with construction stormwater and sedimentation may also occur
as part of construction activities. These impacts will cease soon after construction is complete.
To mitigate impacts to waterways, NCDOT will undertake sediment and erosion control BMPs in
accordance with NCDENR DWQ's Design Standards in Sensitive Watersheds 12
to reduce the
potential for nutrient runoff into Little Sugar Creek and Irwin Creek. Furthermore, NCDOT will
incorporate BMPs for the treatment of the stormwater runoff as defined in the most recent
version of the NCDENR DWQ's Stormwater Best Management Practices .
3.1.5 Floodplains
A review of the Federal Emergency
Management Agency (FEMA) floodplain
mapping was completed to determine if the
Project is located within a FEMA designated
100 -year floodplain. The review identified the
100 -year floodplain limits for both Little Sugar
Cre ek and Irwin Creek. The 100 -year floodplain
limits for each waterway are depicted in Figure 4
(Appendix A). While the floodplain limits for
Little Sugar Creek are located outside of the
Project study area, the 100 -year floodplain limits
for Irwin Creek a re located along the
westernmost edge of the Project study area.
The No -Build Alternative would not impact the 100 -year floodplains of Little Sugar Creek or Irwin
Creek.
Conveyance of stormwater to Irwin Creek will require the construction of a new sto rmwater
outfall located within Irwin Creek’s 100 -year floodplain. However, construction of this outfall as
12 1 5A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20 -
%20environment%20and%20natural%20resources/chapter%2004%20 -
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Federal protection of floodplains is outlined
in Executive Order 11988, “Floodplain
Management” and by the implementation
of federal regulations under 44 CFR 9.00.
Under these regulations, Federal agencies
are directed to avoid impacts to floodplain
areas by structures build in flood -prone
areas. The Federal Emergency
Management Agency (FEMA) has primary
responsibility for identifying flood -prone
areas.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
22
part of the Build Alternative is not expected to permanently impact the existing 100 -year flood
elevations for Irwin Creek.
3.1.6 Wetlands
A secondary literature search
using National Wetland Inventory
(NWI) mapping was completed
for this Project. The NWI map
review provided no evidence of
wetlands within the Project study
area. The absence of wetland
habitat was confirmed during a
Project area site visit conducted
by qualified field personnel in
July 2009. Therefore, neither the
Build nor the No -Build Alternative
will impact wetlands.
3.1.7 Coastal Zones
The State of North Carolina participates in the National Coastal Zone Management Pr ogram.
North Carolina’s coastal zone includes the 20 counties that in whole or in part are adjacent to,
adjoining, intersected by or bounded by the Atlantic Ocean or a coastal sound(s) (U.S.
Department of Commerce, 2009). This Project is located in Meckl enburg County, which is not
one of North Carolina’s 20 coastal zone counties. Therefore, neither the Build Alternative nor
the No -Build Alternative will impact coastal zones , and the Project does not need to comply with
North Carolina's coastal zone manag ement plan.
3.1.8 Farmland
As part of the Agriculture and Food Act of 1981
(Public Law 97 -98), the Farmland Protection
Policy Act (FPPA) was introduced to “minimize
the impact Federal programs have on the
unnecessary and irreversible conversion of
farmland to non -agricultural uses”. The FPPA
assures that Federal prog rams are
administered in concert with state, local governmental, and private programs aimed at
protecting farmland.
Early coordination with the U.S. Department of Agriculture Natural Resource Conservation
Service (NRCS) was completed. In a letter dated May 29, 2009, it was noted that NRCS did not
have any comments or concerns on the Project. A copy of the NRCS agency response letter
can be found in Appendix D.
This Project is located in the city of Charlotte, North Carolina. The areas adjacent to the Project
area are developed and urban in nature. No land exhibiting the criteria of farmland, as defined
by the FPPA, is present within or adjacent to the Project area. Therefore, neither the Build
Alternative nor the No -Build Alternative will impact farmland .
Executive Order 11990, “Protection of Wetlands,”
requires federal agencies to avoid, to the extent
practicable, short and long -term impacts associated with
the destruction or modification of wetlands. It directs
federal agencies to avoid new construction in wetlands
unless there is no practical alternative. Where impacts to
wetlands are determined to be unavoidable, impacts to
wetlands must be minimized to the greatest extent
possible. Section 404 of the Clean Water Act (CWA)
provides protection to Water s of the United States and
wetlands. North Carolina’s Section 404 program is
administered and enforced by the USACE .
Farmland, as defined by the FPPA,
includes areas designated as prime
farmland, unique farmland, and land of
statewide or local importance (Natural
Resources Conservation Service, 2009).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
23
3.2 BIOLOGICAL ENVIR ONMENT
3.2.1 Ecologically Sensitive Areas
Coordination with the North Carolina
Natural Heritage Program (NCNHP)
was completed for the Project. In a
letter dated June 5, 2009, the Natural
Heritage Program stated tha t no
significant natural communities,
significant natural heritage areas, or
conservation/managed areas are
located at the Project site or within
one mile of the Project site . A copy of
the June 5, 2009 letter from NCNHP is
included in Appendix D . A site visit
completed in July 2009 confirmed the
lack of significant “natural areas” at
the Project area . Therefore, neither
the Build Alternative nor the No -Build Alternative will impact ecologically sensitive areas, wildlife
habitat, or designated critical h abitat areas .
3.2.2 Threatened & Endangered Species
According to the NCNHP, there
are no known records of rare
animal species at or within one (1)
mile of the proposed Project site.
The NCNHP did , however , identify
two records of rare plants located
about 0.2 miles east of the Project.
NCN HP presumes that rare plants
are no longer present in the area
due to the “heavily developed
nature of the area”. A letter dated
June 5, 2009 that summarizes the
NCNHP’s review and findings can
be found in Appendix D.
According to an August 11, 2009
emai l received from USFWS,
records indicate occurrences of
the federally endangered
Schweinitz’s sunflower (Helianthus schweinitzii ), smooth coneflower (Echinacea laevigata ), and
Michaux's sumac (Rhus michauxii ), and the candidate for federal listing Georgia aster
(Symphyotrichum georgianum ) within Mecklenburg County . All of these species grow in open
areas that are often disturbed. As part of their response, the USFWS requested that the
presence or absence of these species be addressed by conducting habitat assessments and
completing a survey of any suitable habitat within the Project study area. A copy of the email
received from USFWS is included in Appendix D.
The North Carolina Natural Heritage Program
(NCNHP), which is part of the NCDENR Office of
Natural Resource Planning and Conservation, is
responsible for inventorying, cataloging, and
supporting conservation efforts throughout the State
of North Carolina. The NCNHP works in
conjunction with experts from the U.S. Fish and
Wildlife Service (USFWS), the North Carolina
Department of Agriculture and Consumer Services,
and the North Carolina Wildlife Resources
Commission (NCWRC) to document the status and
locati on of the State’s rarest plants, animals, and
natural communities (NCDENR, 2009).
The Federal Endangered Species Act (ESA) of 1973,
as amended, is the federal regulatory tool that serves to
administer permits, implement recovery plans, and
monitor listed threatened and endangered species.
The ESA is administered by the USFWS and the
N ational Marine Fisheries Service. The State of North
Carolina monitors and protects local and regional rare
species and federally listed species under two
individual laws. Animals are currently protected by the
North Carolina Endangered Species Act which is
administered by the NCWRC. Plant species are
protected through the North Carolina Plant Protection
and Conservation Act which is administered by the
North Carolina Department of Agriculture’s Plant
Conservation Program (STV/Ralph Whitehead &
Associate s, June 2009).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
24
As requested by USFWS, the Project study area was surveyed for the presence of the
abovemention ed endangered and candidate species. Biologists visited the Project study area
the week of September 28, 2009 and on July 11, 2011 and October 10, 2011. Systematic
surveys were completed within all areas of suitable habitat for the federally protected pl ant
species listed by USFWS. The field survey resulted in a determination that no federally
protected plants occur within the Project study area. A copy of the letter -type reports that
summarize the threatened and endangered species survey’s procedures a nd findings is
included in Appendix E.
The No -Build Alternative would not impact federal or state -listed threatened and endangered
species.
The Build Alternative will not impact federal or state -listed threatened and endangered species.
This determination is based on the results of NCNHP coordination and the abovementioned
threatened and endangered species survey.
3.3 HUMAN ENVIRONMEN T
3 .3.1 Transportation
Rail Transportation - The purpose of the Project is to grade separate the intersection of two
major Class I railroads in Uptown Charlotte and thus enhance safety, improve reliability,
improve operations, increase capacity for freight, commuter, and passenger rail, and improve
the quality of life for nearby businesses and residents. This Proje ct is intended to remove the
daily conflict between approximately 40 NS freight trains and 10 CSXT freight trains, as well as
conflicts between passenger rail trains (both future and existing), CSXT /NS freight trains , and a
new commuter rail service propos ed by the Charlotte Area Transit System (CATS). The Project
will also eliminate traffic delays created when CSXT freight trains block nearby at -grade
roadway/rail crossings for long periods (while awaiting NS dispatch priority) and will eliminate
portions of the horn noise that impacts nearby residences and businesses.
The No -Build Alternative would negatively impact freight, commuter, and passenger rail
transportation by not creating the capacity that would help improve rail operations . Future
commuter and intercity passenger rail services to and from the proposed Charlotte Gateway
Station might be hindered by CSXT freight crossing the at -grade diamond railroad crossing.
Noise and vibration impacts to nearby businesses and residences wou ld continue and increase
as passenger and freight rail traffic increases through the Project area. According to a 2004
FRA study, if the Project is not constructed, CSXT trains will experience on average 153
minutes of delay each day once the SEHSR and CA TS commuter rail services are
implemented.13
The Build Alternative will have a positive impact on freight and passenger rail transportation by
improving rail operations and increasing the efficiency of freight, commuter, and passenger rail
along both the CSXT and NS railroad s. Short -term construction impacts related to rail
operations will be mitigated through the use of a single -track temporary CSXT SF Line .
13 Technical Monograph: Transportation Planning for the Richmond -Charlotte Railroad Corridor, Volumes
I & II. Federal Railroad Administration, January 2004.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
25
Local Vehicular Transportation - The existing CSXT SF Line lies directly adjacent to NC Music
Fa ctory Boulevard, which includes the NC Music Factory Boulevard Extension to North Graham
Street. NC Music Factory Boulevard acts as the primary access route to two local streets,
Maxwell Street and Hamilton Street. Both Maxwell Street and Hamilton Stree t are dead -end
streets. Vehicular traffic destined for the NC Music Factory , the Mecklenburg County garage,
and the warehouse facility located along Hamilton Street utilizes NC Music Factory Boulevard
as the primary access route.
The section of NC Musi c Factory Boulevard from North Graham Street to Johnson Street is
currently part of the regularly scheduled Charlotte Area Transit System (CATS) Oaklawn #26
bus route. The Oaklawn #26 route was adjusted in February 2011 to operate via NC Music
Factory Bou levard and Johnson Street in an effort to provide service to the NC Music Factory
area.
As of January 2011, there are currently seven at -grade roadway/rail crossings located within the
Project area. These crossings include six on the CSXT trackage: North Johnson Street, Giant
Cement (private drive), the ADM flour mill access drive, North Church Street, North Brevard
Street, and North Davidson Street. One private crossing (West 10 th Street) crosses the NS
mainline tracks in the Project area. West Ni nth Street, a public crossing along the NS railroad
near ADM, was permanently closed by the City of Charlotte in June 2009. The location of these
roadway/rail at -grade crossings can be seen in Figure 5 (Appendix A).
The No -Build Alternative woul d not have a significant impact on local vehicular traffic.
The Build Alternative will not have a significant or permanent impact on local vehicular traffic
along NC Music Factory Boulevard. The Build Alternative will not permanently lower the Level
of S ervice (LOS) on NC Music Factory Boulevard or adjacent secondary streets (i.e. Maxwell
Court and Hamilton Street). No permanent adverse impacts to pedestrians or cyclists utilizing
NC Music Factory Boulevard will occur as a result of the Project. However , the Build Alternative
will result in temporary impacts to NC Music Factory Boulevard during construction.
The temporary impacts to NC Music Factory Boulevard are related to the construction of a
temporary CSXT SF Line run -around track. It is necessary to construct the temporary CSXT SF
Line run -around in order to facilitate construction of the CSXT trench and the new NS Mainline
bridge. The footprint of the temporary CSXT SF Line run -around track will extend into the
existing NC Music Factory Boulevard right -of -way . The Project will maintain v ehicular traffic
along NC Music Factory Boulevard through a two -way section of roadway with reduced lane
widths, but shifted to maintain four travel lanes. Access to all existi ng facilities along NC Music
Factory Boulevard will be maintained throughout construction. As the maintenance of traffic
plan is developed, s pecial attention will be paid to events scheduled at the NC Music Factory .
To mitigate traffic impacts during construction, NCDOT will participate in a Mecklenburg
County/City of Charlotte project to extend Maxwell Court around the NC Music Factory to
provide vehicular access to the NC Music Factory main surface parking area. On ce
construction is complete, the temporary CSXT SF Line run -around will be removed and NC
Music Factory Boulevard will be restored to its current configuration between Maxwell Court and
Hamilton Street . More information on the temporary CSXT SF Line and t he proposed Maxwell
Court Extension is included in the Chapter 2.0 of this document.
Temporary impacts to the on -time performance of the CATS Oaklawn #26 bus route may occur
during construction. These temporary impacts will occur as a result of the capacity reductions
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
26
along NC Music Factory Boulevard related to construction of the tempora ry CSXT SF Line run -
around. Once construction is complete, the temporary CSXT SF Line run -around will be
removed and NC Music Factory Boulevard will be restored to its current configuration thus
eliminating delays to CATS service to and from the NC Music F actory area.
In addition, the Build Alternative will permanently
eliminate or grade separate four of the seven
existing at -grade roadway/rail crossings. Two of
these crossings will be closed permanently (North
Johnson Street, and North Church Street on the
CSXT SF Line ) and two will be grade separated
(Giant Cement private drive and ADM private
drive ).
With the exception of the North Church Street
closure, vehicular traffic impacts associated with
the proposed roadway/rail at -grade crossing
closures and grade separations are anticipated to
be minor. Where the existing roadway/rail at -grade
crossings are to be closed, the existing roadways
are considered low -volume (100 to 300 vehicles per
day) and , therefore , existing traffic can be accommodated by the adjacent street system.
As mitigation for closing the North Church Street crossing and to accommodate truck access to
businesses along North Church Street affected by the crossing closure, the Project will extend
Wadsworth Place one block between North Tryon Street and North Church Street and add a
truck turn -around area on North Church Street .
The location of the proposed at -grade roadway/rail crossing closures and the proposed
roadway/rail grade separations are identified in Figure 5 (Appendix A).
Parking - On -street parking is currently available along both the north and south sides of NC
Music Factory Boulevard (See Photo 2). These spaces are primarily located between North
Johnson Street and Hamilton Street. Off -street parking also exist s in the Project study area,
particularly at ADM and the Mecklenburg County vehicle maintenance g arage near Maxwell
Court.
The No -Build Alternative would not impact parking within the Project area .
The Build Alternative will have a temporary impact on the approximately 7 3 parking spaces
along both sides of NC Music Factory Boulevard and 20 parking spaces on Hamilton Street .
Temporary parking impacts will result from the addition of the temporary CSXT SF Line run -
around to be partially constructed within existing NC Music Factory Boulevard right -of -way .
Once construction is complete , the temporary CSXT SF Line run -around will be removed and
on -street parking along NC Music Factory Boulevard and Hamilton Street will be reestablished.
No impacts to the NC Music Factory parking lots are anticipated for the Build Alternative.
NCDOT , the City of Charlotte and Mecklenburg County have entered into a three -part interlocal
agreement to extend Maxwell Court around the NC Music Factory as part of the Project . This
street extension will also eliminate some parking for the City of Charlott e's maintenance garage
Photo 2: On -street parking along NC Music
Factory Boulevard
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
27
in this area. However, once Maxwell Court Extension is built the City and County will no longer
use the garage and site, eliminating their parking needs.
The Build Alternative will also relocate some ADM truck parking as a result o f relocating the
ADM flour load -out facility during construction of the trench .
3.3.2 Land Use, Zoning, & Property Acquisition
Land Use and Zoning - The Project is located in the city of Charlotte, Mecklenburg County,
North Carolina. The Project area can generally be characterized as an urbanized railroad
corridor. Land use within or directly adjacent to the Project area is comprised of a mixture of
land uses including industrial, commercial, cemetery, multi -family, and vacant/wooded lots.
According to 2009 zoning data provided by Mecklenburg County, zoning within or directly
adjacent to Project area can be categorized as heavy industrial, light indu strial, uptown mixed
use, mixed use, urban residential, or business. Future land use data and 2009 zoning data are
graphically depicted in Figure 6 and Figure 7 (Appendix A), respectively.
The No -Build Alternative would not impact land use or be inconsistent with zoning.
The Build Alternative will not have a significant impact on land use or zoning as it will be
consistent with existing land use plans and local planning documents. The Project will require
the elimination of the City of Charlotte /Mecklenburg County maintenance garage along Maxwell
Court.
Property Acquisition - The No -Build Alternative would not require the acquisition of any property.
The Build Alternative will require the total take of the following parcels:
1. Parcel ID 07823202 - 715 & 721
Seaboard Street (now NC Music Factory
Boulevard) - This parcel is listed as one
parcel by the county auditor, but there are
two separate buildings on it and each one
has its own mailing address. The larger of
the two buildings had a mailing address of
715 Seaboard Street and the smaller
building had a mailing address of 721
Seaboard Street at the time this document
was written. At the time this document
was written, there we re four tenants
located on this property. These tenants
included 2 cabinet shops, a steel shop,
and a plastics recycler (See Photo 3).
2. Parcel ID 07823201 - 700 West Ninth Street - This is the former location of the
Americold Logistics Company. At the t ime this document was prepared, this parcel was
unused and had been acquired by NCDOT.
3. Parcel ID 07813106 - 717 Johnson Street - This is a vacant triangular shaped parcel
bounded by the Elmwood/Pinewood Cemetery to the south, the CSXT railroad to the
nort h, and Johnson Street to the east.
4. Parcel ID 07842105 - 919 North Graham Street - This is a vacant parcel.
Photo 3: Warehouse located at 715 Seaboard Street
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
28
It should also be noted that NCDOT has entered into a three -part y agreement with the City of
Charlotte and Mecklenburg County to construct Maxwell Court extension to help mitigate traffic
impacts on NC Music Factory Boulevard from the Build Alternative. NCDOT will acquire an
easement over the parcel owned by Mecklenbur g County that houses the City of Charlotte
vehicle maintenance garage (parcel ID 07842512).
The Build Alternative will also require partial acquisition of the following parcels:
1. Parcel ID 07842102 - 825 North Graham Street - This parcel houses an au tomotive
repair shop. The Project will acquire a narrow strip adjacent to the CSXT railroad
right -of -way to construct a retaining wall. No relocation will be required.
2. Parcel ID 07804301 - 834 North Church Street - This parcel has a business with it s
primary access from North Church Street. A portion of the front parking (four spaces)
and access area will be acquired to widen the street and improve the alignment of the
12th Street/North Church Street crossing . No relocation will be required.
3.&4. Parcel ID 07804201 - 122 Tryon -Church Connector Street and 07804307 - 844 North
Church Street - A partial acquisition of these two vacant parcels will required to
construct a truck turn -around loop on North Church Street to allow truck access to
businesse s after the North Church Street roadway/rail at -grade is closed.
5.&6. Parcel ID 07811807, 1125 North Tryon Street and 07811808, 1127 North Tryon
Street - Partial acquisition of these two parcels will be required to construct an
extension of Wadsworth Place. This extension will provide truck access to businesses
along North Church Street after the roadway/rail at -grade is closed. The parcels are
vacant in the areas required for acquisitio n and no relocation will be required.
7. Parcel ID 07811801 - 1135 North Tryon Street - Partial acquisition of this parcel will be
required to construct an extension of Wadsworth Place; this also will require demolition
of the single story building and relocation of the business using this building.
8 . Parcel ID 07811 320 - 1600 North Graham Street - A 10 to 20 foot wide railroad
easement will be required on the south side of this parcel to construct the trench and
construct the temporary CSXT track and CSXT engine track.
9 . Parcel ID 0 7811310 - 1 001 & 1101 North Church Street - A railroad easement
(approximately 10 feet in width) will be required on the south side of this parcel to
construct the temporary C SXT track and CSXT escape track.
10. Parcel ID 0 7811901 - 1 001 North Tryon Street - A 5 to 10 foot wide railroad easement
will be required on the south side of this parcel to construct the temporary CSXT track
and CSXT engine track.
The Build Alternative will also require areas for contractors to store and stage
equipment/materials, as well as provide for contractor parking and on -site offices. These areas
must be located adjacent and central to the Project area and of sufficient space. Two locations
ha ve been identified by NCDOT as potential contractor staging/lay down areas. The first area
consists of two parcels that have been or will be acquired by NCDOT along Johnson Street
(Parcel ID 07823201 and 07823202). The second is an area consisting of nin e vacant parcels
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
29
bounded by North Graham Street, the CSXT railroad, West 12th Street and North Poplar Street.
It is NCDOT’s intent to lease these parcels during Project construction.
3.3.3 Environmental Justice & Community Disruption
As a means of analyzing the population characteristics of the surrounding community, a
Demographic Analysis Area (DAA) was identified. The DAA for the Project includes U.S.
Census Bureau Census Tracts 1, 5, 6, 7, 49, and 52. These census tracts lie directly adjacent
t o the Project area.
Figure 8 (Appendix A) depicts the proximity of each Census Tract to the CSXT/NS Mainline
Grade Separation Project area.
A review of 2010 U.S. Census data and the latest 5 -year American Community Survey (ACS
2006 -2010) estimates releas ed by the U.S. Census was completed for the DAA to assess the
potential for low -income or minority populations within or directly adjacent to the Project. Field
observations were also completed to visually verify the results of the data review effort. As
indicated in Table 1, the DAA exhibits a higher percentage of minority population when
compared to the State of North Carolina, Mecklenburg County, and the city of Charlotte. The
most prominent minority class is Black or African American, which constitut es 46.9% of the
DAA’s population. The percentage of Black or African American residents within the DAA is
considerably higher than that of the State of North Carolina (21.5%), Mecklenburg County
(30.8%), and the city of Charlotte (35.0%). All told, resid ents within the DAA identifying
themselves as minorities represent 53.1% of the DAA’s total population.
Table 1 - Population by Race (2010 Census)
Race North Carolina Mecklenburg
County City of Charlotte
Demographic
Analysis Area
(DAA)
Pop. % Pop. % Pop. % Pop. %
White 68.5% 508,946 55.3% 50.0% 46.9%
Black or African
American 21.5% 282,804 30.8% 35.0% 46.9%
American Indian or
Alaska Native 122,110 1.3% 0.5% 0.5% 41 0.2%
Asian 2.2% 4.6% 5.0% 3.1%
Native Hawaiian 0.1% 668 0.1% 0.1% 4 0.0%
Some other race 4.3% 6.2% 6.8% 1.1%
Two or more races 2.2% 2.6% 2.7% 270 1.6%
Percent Minority 31.5% 44.7% 50.0% 53.1%
Source: U.S. Census Bureau (2010)
As shown in Table 2, the 2006 -2010 5 -year ACS estimates indicate that the median household
income within the DAA was $49,286. This figure is higher than the State of North Carolina
($45,570) but lower than Mecklenburg County ($55,294), and the city of Charlotte ($52,446).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
30
Table 2 - Median household income (2006 -2010 ACS)
North
Carolina
Mecklenburg
County
City of
Charlotte
Demographic
Analysis Area (DAA)
Median household income, 2009 $45,570 $55,294 $52,446 $49,286
Source: American Community Survey (2006 -2010)
American Community Survey estimates (2006 -2010) show that 29.7% of the DAA population
was living below the poverty level in 2009, which is nearly identical to the State of North
Carolina (29.8%) but considerably higher than Mecklenburg County (12.5%), and the city of
Charlotte (13.9%) for the same period. Table 3 lists the percentage of population below the
poverty level according to American Community Survey esti mates.
Table 3 - Population below poverty level (2006 -2010 ACS)
North
Carolina
Mecklenburg
County
City of
Charlotte
Demographic
Analysis Area (DAA)
Income below poverty in the past
12 months 29.8% 12.5% 13.9% 29.7%
Source: American Community Survey (2006 -2010)
Environmental Justice - As noted in
the tables above, the community
within and surrounding the Project
area (defined as the DAA), does
have a higher than average
percentage of low -income
populations when compared to the
estimates for Mecklenburg County,
and the City of Charlotte but almost
an identical low -income population
when compared to the Sta te of North
Carolina. Minority population
estimates of the DAA resemble the
City of Charlotte and Mecklenburg
County, but DAA estimates are much higher than minority populations in the State of North
Carolina by more than 20%. However, all of the propert ies impacted by the Build Alternative are
commercial. No residential homes, community housing projects, or community centers will be
directly impacted by the Build Alternative. The Build Alternative will also not directly result in the
loss or relocation of any significant sources of employment for surrounding minority or low -
income populations. In addition, the roadway/rail at -grade crossing closures and rail/rail grade
separations proposed as part of the Build Alternative will not result in the disrupt ion or
segmentation of existing communities. Therefore, the Build Alternative will not have a
disproportionately high or adverse effect on minority and/or low -income populations.
Community Disruption - Aside from the temporary and short -term impacts typical of railroad
construction projects (i.e. minor traffic delays on adjacent roadways, temporary detours, etc.),
no negative impacts to the communities adjacent to the Project area are anticipated. This grade
Executive Order 12898, Federal Actions to Address
Environmental Justice in Minority and Low -Income
Populations (EO 12898), issued in 1994, directs that
each federal agency shall make achieving
environmental justice part of its mission. EO 12898
mandates that Federal agencies take appropriate
and necessary steps to identify and address
disproportionately high and adverse effects of
Federal projects on the health or environment of
minority and low -income populations to the greatest
extent practicable and permitted by law.
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separation Project, as currently proposed, will be constructed almost entirely within existing
railroad right -of -way and thus will not result in the displacement of community resources. The
temporary relocation of the ADM mill flour load -out facilit y will be on property currently zoned for
industrial activities. The roadway/rail at -grade crossing closures and rail /rail grade separations
proposed as part of the Build Alternative will not result in the disruption or segmentation of
existing communitie s . The Project will have an overall positive effect on the adjacent
communities, with a reduction in train horn noise and train exhaust emissions from trains waiting
to cross the railroad intersection.
As outlined in Chapter 4.0 – Public Involvement of this document, no concerns related to the
displacement of community resources or community segmentation were expressed at the
August 10, 2009 Citizen’s Information Workshop. However, subsequent to the workshop,
concerns have been raised by the owners o f the NC Music Factory, the City of Charlotte, and
Charlotte -Mecklenburg Police regarding community access to the NC Music Factory during
construction. As such, NCDOT has been working with local businesses and the City of
Charlotte so that access will be maintained during Project construction through design changes
These changes include shifting NC Music Factory Boulevard to maintain four travel lanes and
NCDOT participating in the construction of Maxwell Court Extension. A public hearing will be
held b efore final adoption of this document, and comments from this public hearing will be
considered and incorporated into the final Project design as appropriate.
3.3.4 Safety & Security
The Project includes the construction of a 3,400 foot long trench tha t will carry the CSXT SF
Line under the NS Mainline. The 3,400 foot long trench represents a potential safety and
security risk, so countermeasures have been developed. Security fencing will be installed along
the top of both sidewalls over the entire length of the trench to reduce the chance of
unauthorized access. Safety niches, lighting, and emergency exit stairways will be provided in
the trench for railroad workers.
3.3.5 Hazardous Materials Inventory
A hazardous materials inventory was complete d for the Project to identify potential sources of
hazardous materials contamination and known sites involved in the use, storage, transport, or
disposal of such materials. The inventory included field reconnaissance surveys and searches
of appropriate fe deral, state, and local regulatory databases.
The hazardous materials inventory was completed for the original CSXT/NS Mainline Grade
Separation P roject study area in July 2009. The hazardous materials inventory for the North
Church Street portion of the P roject was completed in August 2011.
A total of 20 potential hazardous materials sites were identified as being within, or directly
adjacent to, the P roject study area. The lo cations of these properties are illustrated in Figure 9
in Appendix A. D etail s on the 20 sites identified can be found in Appendix H.
NCDOT will undertake a more detailed study of the 20 potential hazardous material sites
identified in the inventory, pri or to any acquisition of new right -of -way and /or construction.
One site, the Mecklenburg County Garage at 900 West 12th Street (Parcel ID 07842512) had
eleven permanently removed USTs and seven USTs currently in use. In addition to the
information cont ained within the regulatory database search for this site, certain regulatory files
were available for review. These files were provided by the City of Charlotte and/or
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Mecklenburg County , and contain various documents detailing known asbestos contamination
in the soil on this parcel. Within the provided files, there was a letter from the Mecklenburg
County Department of Environmental Protection (DEP), dated June 22, 1988, that discussed
soil samples collected by the health department from what is now the parking lot areas adjacent
to the Mecklenburg County Garage. A general summary of this letter is as follows:
• On June 14, 1988, soil samples were collected from what are now the parking lots
located adjacent to the Mecklenburg County Garage (w est of the garage). The soil
analytical results indicated that a large part, if not all, of the soil in this area was
contaminated with asbestos from just below the surface to depths of 12.5 feet.
• The letter noted that any disturbance of the asbestos cont aminated soil would require
special handling and Mecklenburg County DEP should be consulted in advance.
• The Mecklenburg County DEP knew of no current requirement (as of June 22, 1988)
to remove the asbestos and , therefore , believed the best management prac tice was
to leave it in place with a minimum cover of two feet of stabilized material. The letter
noted that the cover should be maintained indefinitely.
The proposed Maxwell Court Extension portion of the Project will directly impact the asbestos
contaminated area discussed in the June 22, 1988 letter from the Mecklenburg County DEP.
The NCDOT will coordinate with the Mecklenburg County Health Department, the North
Carolina Department of Health and Human Services, and the EPA to determine the best course
of action to minimize disturbance of the soil while constructing Maxwell Court Extension.
3.3.6 Cultural Resources
This Project is subject to compliance with Section 106 of the National Historic Preservation Act
(NHPA) of 1966, as amended, implemented by the Advisory Council on Historic Preservation's
Regulations for Compliance with Section 106, codified at 36 CFR Part 800. NCDOT
coordinated with the North Carolina Department of Cultural Resources State Historic
Preservation Office (SHPO) in accordance with the Advisory Council's regulations and FRA
procedures. Copies of the agency correspondence are in Appendix G. N CDOT consulted with
SHPO for both historic and archaeological resources, as described below.
Historic Resources
Based on field survey s and upon
consultation with SHPO, NCDOT
determined that several properties listed
on the National Register of Historic
Place s or eligible for listing on the
National Register were within the Project
area. A Phase II Historic Architectural
Resources Survey was completed for
the NCDOT in October 2009 .14
14 Phase II (Intensive Level) Architectural Resources Survey, CSXT/NS Mainline Grade Separation.
Mattson, Alexander & Associates, October 19, 2009.
A copy
of the architect ural survey was
transmitted to SHP O on October 21,
2009. In a letter dated December 21,
The National Historic Preservation Act (NHPA) of
1969, as amended (16 USC § 470 et, seq.),
established a national program to preserve the
c ountry’s historical and cultural resources.
Section 106 of the NHPA requires federal
agencies to consider the effects of their actions
on historic properties and provide the President’s
Advisory Council on Historic Preservation an
opportunity to comment o n the Project.
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33
2009, pursuant to Section 106 of the NHPA and the Advis ory Council on Historic Preservation’s
Regulations for Compliance with Section 106 codified at 36 CFR Part 800, SHPO concurred
with the findings and recommendations included in the architectural resources survey. Due to a
shift in the Project Area of Pote ntial Effect (APE), an addendum to the Phase II Architectural
Resources Survey was completed for the Project in September 2012 .15
A copy of the
addendum survey was transmitted to SHPO on September 26, 2012 , and in a letter dated
October 18, 2012, SHPO concurred with the addendum survey findings and recommendations .
Copies of the agency correspondence and m aps noting the location of these resources are in
Appendix G .
The Phase II Historic Architectural Resources Survey s identified eight resources eithe r listed on
or eligible for listing on the National Register of Historic Places, described below.
1. Southern Asbestos Company Mill
2. Elmwood/Pinewood Cemetery
3. Seaboard Street Historic District
4. Soule Steele and Iron Works
5. Seaboard Air Line Railway Bridge
6. Seabo ard Air Line Railway Passenger Station
7. Orient Manufacturing Company/ Chadwick -Hoskins No. 3
8. Fourth Ward Historic District
Southern Asbestos Company Mill (National Register 2008) - The Southern Asbestos
Company Mill is listed in the National Register under Criterion A for industry. Makers of
fireproof, asbestos textile products , Southern Asbestos was a regional leader in the
production of asbestos yarn, thread, and cord from its beginning in 1904 until the plant
clo sed in 1982. The complex retains its integrity of location, setting, design, materials,
workmanship, feeling, and association and remains eligible under Criterion A. Consisting of
two primary, red brick mill buildings connected by a bridge section, the c omplex was
constructed in stages between 1904 and 1959 with minor additions in the 1960s. The two
main mills are positioned in a V -shaped configuration enclosing a newly paved courtyard. In
2008, the complex underwent a certified rehabilitation for conve rsion to offices and a music
entertainment venue. T he National Register boundaries encompass the 7.403 -acre tax
parcel that is bordered by NC Music Factory Boulevard, Hamilton Street and Maxwell Court.
The two historic buildings front directly onto NC Music Factory Boulevard. The existing
railroad corridor is situated across NC Music Factory Boulevard from Southern Asbestos.
Elmwood/Pinewood Cemetery (Determination of Eligibility 2003; Local Landmark 2003) -
Opened as the city graveyard in 1853 , the seventy -two acre Elmwood/Pinewood Cemetery
contains a variety of funerary art including notable examples of Gothic Revival, Egyptian
Revival, and Neoclassical mausoleums and Charlotte’s 1887 Confederate monument.
Located along the border with the railroad, the Pinewood section is the best -preserved
African American cemetery in Mecklenburg County . Elmwood/Pinewood Cemetery was
determined eligible for listing on the National Register in 2003 under Criterion A for its
association with the city’s African American community and under Criterion C for its fine
collection of vernacular and nationally popular funerary designs from the nineteenth and
early twentieth centuries. Unchanged since i ts determination of eligibility, the cemetery
15 Supplement Phase II (Intensive Level) Architectural Resources Survey, CSX/NS Mainline Grade
Separation. Mattson, Alexander & Associates, September 7, 2012 .
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retains all seven aspects of integrity, including integrity of location, setting, materials, design,
workmanship, feeling, and association. Elmwood/Pinewood Cemetery is also a local historic
landmark. Both t h e National Register boundaries and the local landmark boundaries
encompass the seventy -two acres associated with the cemetery during the nineteenth
century. The Wilmington, Charlotte, and Rutherfordton Railroad, a predecessor of CSX T ,
built the original r ail line along the northern edge of Elmwood/Pinewood Cemetery in 1855.
It should be noted that the northern boundary of the Cemetery overlaps with the CSXT
railroad right -of -way, and that in 1966 the City of Charlotte and the Seaboard Air Line
Railroad (a nother CSXT predecessor) entered into an agreement that recognized the
Cemetery's encroachment into the railroad right -of -way. T he Cemetery and rail line are
separated by a non -descript chain link fence with recent overgrowth of shrubs and trees
lining the fence.
Seaboard Street Historic District (Determination of Eligibility 2003; Study List 2001) - The
Seaboard Street Historic District dev eloped in the late nineteenth and early twentieth
centuries on both sides of the Seaboard Air Line Railway at the northern periphery of
Charlotte's center city. By the early 1900s, the area included a cotton mill, warehouses, a
fuel and ice plant, and gra in elevators. The district remains one of the few intact groupings
of historic industrial resources in Charlotte. The Seaboard Street Historic District was
placed on the Study List in 2001 and was determined eligible for listing on the National
Register in 2003 under Criteria A for industry and C for engineering and design . The study
area is bounded by NC Music Factory Boulevard (west), North Smith Street (east), CSX T
Railway (north), and West Nin th Street (south). T he Seaboard Street Historic District retains
a significant assemblage of historic buildings. The 1917 Interstate Mills complex is a large
flour and roller mill operation that includes a five -story, brick building and a group of
concrete grain elevators. The circa 1905 John B. Ross Bag Company Warehouse is a one -
story, red brick, rectangular building that is the only remaining warehouse from a collection
of five storage facilities originally sited along this block. Located south of the Ross
warehouse, the circa 190 5 People’s Ice and Coal Company is a sprawling, one -story, brick
complex of intersecting sections located in the 700 block of West Nin th Street. The property
is one of only two substantially intact, early twentieth century fuel and ice operation s
remaining in Charlotte . Given the above factors, t he Seaboard Street Historic District
remains eligible for the National Register under Criteria A for industry and C for engineering
and design . T he industrial district retains all seven aspects of integ rity, including integrity of
location, setting, materials, design, workmanship, feeling, and association.
Soule Steel and Iron Works (Determination of Eligibility 2009) - Located on the south side
of the CSXT Railroad right -of -way , the Soule Steel and Iron Works encompasses a complex
of steel fabricating buildings, an office building, and foundry operations constructed primarily
by Soule Steel and Iron Works in the 1940s. Oriented to North Church Street, the main
office and manufa cturing building is a stylish, 1940s, modernist edifice. The long,
rectangular, brick building to the rear was the original foundry and fabrication plant. The
Soule tract also includes a large, two -story, corrugated metal, 1940s foundry alongside the
rai lroad tracks. Soule produced ornamental iron and iron castings for air conditioning
systems and also engaged in steel fabrication, making steel stairways, structural systems,
and sheet metal for modernizing cotton mills and other factories. Soule Steel and Iron
Works was determined eligible for listing on the National Register in 2009 under Criterion A
for industry. The property retains all seven aspects of integrity, including integrity of
location, setting, materials, design, workmanship, feeling, and association. With its
processing facilities and office space, the property represents the small -scale foundries and,
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35
later, steel fabricating enterprises that developed around Charlotte to support the textile mills
and the city’s rapid commercial, reside ntial, and industrial development in the early and
middle decades of the twentieth century. The property is also one of the rare, historically
rail -oriented industrial complexes to remain near Charlotte's center city. The National
Register boundaries con form to the current tax parcel (2.041 acres), and the eastern
boundary, along the rail corridor, extends to the CSX T mainline track.
Seaboard Air Line Railway Bridge (Determination of Eligibility 2009) - Sited immediately
northwest of the Seaboard Airli ne Railway Passenger Station is the highly ornamented
bridge that carries multiple tracks of the former Seaboard Air Line Railway over four -lane
North Tryon Street (U.S. 29) just north of downtown Charlotte. The steel, deck girder bridge
has a single main span that is flanked by smaller spans over the sidewalks lining each side
of North Tryon Street. Reinforced concrete portal piers separate the sidewalks from the
street, and the bridge has reinforced concrete abutments. As a gateway to downtown, the
bri dge was embellished with Art Deco motifs executed on the concrete bridge profiles. Tall,
stepped piers mark the spans with stepped, geometric brackets under the flat cornice that
marks the top of the bridge. Stylized chevrons cap the sidewalk arches, and the metal pipe
railings along the tracks repeat the stepped geometry of the piers. The structure is notable
for its sophisticated Art Deco styling and retains the seven aspects of integrity, including
integrity of location, setting, materials, design, wo rkmanship, feeling, and association. The
Seaboard Air Line Railway Bridge was determined eligible for listing on the National
Register under Criteria A for transportation and under Criterion C for engineering and
design. The National Register boundaries e ncompass only the bridge and its immediate
footprint, and the boundaries lie within the existing railroad right -of -way.
Seaboard Air Line Railway Passenger Station (National Register 1980; Local Landmark
1980) - The Seaboard Air Line Railway Passenger Station is listed in the National Register
under Criterion A for transportation and under Criterion C for architecture. The station was
built alongside the Seaboard tracks in 1896, replacing a smaller depot built in 1858 by its
predecessor railroad company, the Wilmington, Charlotte, and Rutherfordton Railroad. The
1858 station was destroyed by fire in 1895. The new, large, two -story, brick station has a
stuccoed exterior, and its classical elements contrasted w ith the Spanish Mission style of the
rival Southern Railway station across the city on West Trade Street. The station was the
first public commission of prominent Charlotte architect, Charles Christian Hook. In 1916,
Seaboard Air Line architects designed one -story wings on the east and west elevation and
employed A.M. Walkup, Inc., of Richmond, Virginia, to undertake the construction. The
station remained in operation until 1958 when it was permanently closed to rail passengers.
Subsequently, the statio n functioned as a yard office for the railroad, and in 1990, the
Charlotte -Mecklenburg Historic Landmarks Commission purchased the station from CSXT
Railway. In 1993, the property was acquired by a group of city churches and converted to a
daytime shelter and community counseling center for the homeless. The Seaboard Air Line
Passenger Station remains eligible for listing on the National Register under the nominated
criteria. The station is the only extant nineteenth century rail station in Charlotte and is a
rare architectural symbol of Charlotte’s important railroad era. The National Register
b oundaries encompass the current 32,147 square foot tax parcel. The National Register
boundary and tax parcel line along the rail corridor follow the existing rai lroad right -of -way.
However, a portion of the station canopy covering the platform extends into the rail right -of -
way, outside the National Register boundary.
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Orient Manufacturing Company/Chadwick -Hoskins No. 3 (National Register 2006, Local
Landmark 198 5) - Established in 1888 -1889 as the Alpha Mills Company, and expanded
significantly in 1901 and 1911, this cotton mill is listed in the National Register under
Criterion A for industry and Criterion C for architecture. The property ranks among
Charlotte’s finest and most intact early textile mills, having been established in 1888 -1889
as the Alpha Mills Company by the D.A. Tompkins Company. In 1901, the Orient
Manufacturing Company acquired this cotton yarn mill and launched a major expansion
campaign. In 1908, the mill became part of the large Chadwick -Hoskins textile corporation,
and in 1911, an additional two -story wing was constructed to create the present general
appearance. The mill operated as Chadwick -Hoskins No. 3 until 1946. The plant retains
the original chimney stack and boiler room (1889) and significant elements of the 1901 and
1911 expansions including the ornate stair tower and the multiple -story weaving and
spinning rooms. In 2006 -2007, the property underwent a certified rehabilitation for use as
apartments. During this adaptive reuse, new apartment buildings were constructed around
the north, east, and west sides of the property. However, the mill survives with key
architectural components intact and retains its integrity of location , setting, materials, design,
workmanship, feeling, and association. The former industrial property remains eligible
under the nominated criteria. The National Register boundaries encompass the 5.832 -acre
current tax parcel. As part of the adaptive reus e, two to three -story apartment buildings
were built along the east side of the property, visually separating the historic buildings
associated with the mill from the rail corridor. The National Register boundary along this
side extends into the railroad right -of -way up to the tracks, but the right -of -way contains only
vegetation and no historic or modern buildings. T his cotton mill is listed in the National
Register under Criterion A for industry and Criterion C for architecture .
Fourth Ward Historic District (Local Historic District 1976 , Determination of Eligibility
1995) - The northwest quadrant of Charlotte's four original political wards, Fourth Ward
developed during the middle and late nineteenth century as a prosperous resid ential area
convenient to downtown businesses. Fourth Ward took shape before the advent of streetcar
suburbs around the center city and was characterized by a variety of closely spaced
residential, commercial, and industrial land uses. The area began to de cline as a premier
residential area with the Great Depression and the subsequent suburbanization. By the
middle decades of the twentieth century, Fourth Ward had suffered a great deal of
residential neglect and demolition. However, beginning in the 1970s, Fourth Ward
underwent a dramatic revitalization which has included an abundance of new construction
as well as the restoration of the surviving picturesque and Colonial Revival housing stock.
The Fourth Ward Historic District was designated a local histor ic district in 1976 by the
Charlotte -Mecklenburg Historic District Commission. The district was also determined
eligible for listing on the National Register in 1995 under Criterion A for community planning
and development and under Criterion C for archit ecture. The historic district includes well -
preserved residential streets, commercial buildings, small -scale industrial buildings, and
churches.
Impacts to Historic Resources
Under Section 106 of the NHPA, FRA and SHPO evaluated whether the Project will have no
effect, no adverse effect, or an adverse effect on historic properties. "No effect " means that the
Project will have no alteration to the characteristics of the historic property. An "adverse effect "
is found w hen an undertaking may alter, directly or indirectly, any of the characteristics of a
historic property that qualify the property for inclusion in the National Register in a manner that
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37
would diminish the integrity of the property's location, design, setti ng, materials, workmanship,
feeling, or association. Consideration shall be given to all qualifying characteristics of a historic
property, including those that may have been identified subsequent to the original evaluation of
the property's eligibility fo r the National Register (36 CFR 800.5). "No adverse effect" means
that the Project will impact or alter the historic property, but will not have an adverse effect as
defined in 36 CFR 800.
The No -Build Alternative would not have an adverse effect on an y of the properties determined
eligible for the National Register or currently listed on the National Register.
T he NCDOT Rail Division and the FRA met with SHPO on March 22, 2012 and August 16 , 2012
to determine possible effects on the resources from the Project's Build Alternative. NCDOT
commissioned a report of the Project's effects on historic resources, and submitted the report to
SHPO and the FRA .16
Of the eight historic resources identified, NCDOT and SHPO determined
that the Build Alternative will have no effect or no adverse effect on five resources: the Southern
Asbestos Company Mill, the Seaboard Air Line Railway Bridge, the Seaboard Air Line Railway
Passenger Station, Orient Manufacturing Company/Chadw ick -Hoskins No. 3, and the Fourth
Ward Historic District.
The Build Alternative will have an adverse effect on the following historic resources :
Elmwood/Pinewood Cemetery - The Project will require removal of the existing chain link
fence and vegetati on between the CSXT track and the Cemetery. The proposed removal of
the fencing and trees and excavation related to the construction of the trench may result in
impacts to identified and unidentified grave sites.
Seaboard Street Historic District - The P roject propose to remove the following contributing
elements to the Historic District: John B. Ross Bag Company Warehouse and People's Ice
and Coal Company Plant. The land associated with these properties is needed as it is one
of only two sites in the Pr oject area that can provide adequate space for construction
equipment storage and material laydown. The land us also needed to construct a temporary
flour loading facility for ADM. A portion of the Interstate Mills flour mill complex will also be
removed as part of construction of the trench.
S oule Steel and Iron Works - Construction of new CSXT tracks south of the proposed trench
will be adjacent to the National Register bounda ries. Construction of the new CSXT tracks
will require removal of a remnant piece of a elevator craneway adjacent to the CSXT right -
of -way.
Table 4 includes a summary of the impacts of the Project on all of the identified historic
resources .
After d etermining the impacts from the Build Alternative, the NCDOT Rail Division, FRA and
SHPO signed a Concurrence Form for the Assessment of Effects on September 17, 2012 . A
co p y of this form is included in Appendix G.
16 CSXT/NS Mainline Grade Separation Project Historic Resources Evaluation of Effects Report, Gannett
Fleming and Mattson, Alexander & Associates , October 23, 2012.
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38
Mitigation Measures
FRA, SHPO and NCDOT will also enter into a memorandum of agreement (MOA) to identify
mitigation measures to be undertaken. The Charlotte -Mecklenburg Historic Landmarks
Commission will be a participating agency in the MOA for the Adverse Effect for the Elmwood -
Pine wood Cemetery. The mitigation measures will include the following:
• Southern Asbestos Company Mill and Seaboard Street Historic District - NCDOT will
ensure that the contractor uses equipment and construction methods that will keep
vibration levels below the FTA threshold to prevent structural damage during
construction.
• Elmwood/Pinewood Cemetery - NCDOT proposes to mitigate impacts by extending the
existing wrought iron fence from W est Ninth and Johnson Streets to along the entire
trench wall along the cemetery’s north side. Moreover, NCDOT will provide onsite
archaeological monitoring of trench construction to avoid or minimize disturbance of
grave sites. If graves are identified, NCDOT will p roperly relocate the graves. NCDOT
will also avoid disturbing the cemetery circulatory road system during construction.
• Seaboard Street Historic District and Soule Steel and Iron Works - For the buildings or
other items to be demolished, NCDOT will undert ake a survey to document the
buildings, including historic research, developing architectural plans, and conducting a
photo archive of the buildings or equipment .
Because the Project's impacts on historic resources, NCDOT, SHPO and FRA determined that
a S ection 4(f) evaluation should also be completed. Section 4(f) of the U.S. Department of
Transportation (USDOT) Act of 1966 grants special protection to publicly owned parks,
recreational areas, and wildlife refuges, as well as historic sites that are list ed on or eligible for
the NHRP. Section 4(f) states that publicly owned parks recreational lands, wildlife and
waterfowl refuge area, or historic sites of national, state, or local significance may not be used
for USDOT -funded projects unless there is no feasible and prudent alternative to the use of
such land, and such projects must include all possible planning to minimize harm to these lands.
The Section 4(f) Evaluation, which includes a discussion on avoidance alternatives,
identification of uses/impacts, identification of mitigation measures, and information on
coordination with agencies, local government and the public, is included in Chapte r 5.0 - Section
4(f) Evaluation.
In addition to coordination with FRA and SHPO, NCDOT has coordinated with the Charlotte -
Mecklenburg Historic Landmarks Commission and the Charlotte -Mecklenburg Historic District
Commission . NCDOT has applied for a Certifi cate of Appropriateness (CoA) from these
agencies for the Project impacts to Elmwood/Pinewood Cemetery and the Fourth Ward Historic
District.
Table 4 below summarizes the Build Alternative's impacts on historic resources based on the
data from the CSXT/NS Mainline Grade Separation Project Historic Resources Evaluation of
Effects Report .17
17 See above at 16.
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Table 4 - Historic Resources
Resource Location Finding
Southern Asbestos
Company Mill
1000 NC Music Factory
Boulevard
No Adverse Effect
Elmwood/Pinewood
Cemetery
700 West Fifth Street Adverse Effect - removal of fence
and vegetation along border with
CSXT, possible moving of burials
Seaboard Street
Historic District
Bounded by NC Music
Factory Boulevard, North
Smith Street, CSXT
Railroad, West Ninth
Street, John son Street
Adverse Effect - partial demolition of
one contributing structure and full
demolition of two contributing
structures
Soule Steele and Iron
Works
847 -901 North Church
Street
Adverse Effect - removal of remnant
craneway equipment adjacent to
prop osed tracks
Seaboard Air Line
Railway Bridge
North Tryon Street at
CSXT Railroad
No Effect
Seaboard Air Line
Railway Passenger
Station
945 North College Street No Effect
Orient Manufacturing
Company/ Chadwick -
Hoskins No. 3
311 East 12th Street No Effect
Fourth Ward Historic
District
Bounded by West Trade
Street, West 11th Street,
North Church Street, North
Smith Street/NS tracks
No Adverse Effect
Archaeological Resources
NCDOT commissioned a more detailed study 18
of the Elmwood/Pinewood Cemetery, give n the
proximity of marked and unmarked graves to the CSXT railway and the Project study area. The
study surveyed approximately 75 feet south of the boundary fence for the entire length of the
railroad along the cemetery boundary, which includes the portio ns of the Cemetery within the
CSXT railroad right -of -way. The study included a ground penetrating radar (GPR) survey of this
area to identify possible graves. The study determined that this area contains known/marked
graves , as well as GPR anomalies whic h could be unmarked graves . Some of the graves are
very close to the fence, which will be removed and replaced during construction of the trench.
This study was completed in March 2012 and submitted to SHPO. In a memorandum dated
March 5, 2012, pursuan t to Section 106 of the National Historic Preservation Act and the
Advisory Council on Historic Preservation’s Regulations for Compliance with Section 106
codified at 36 CFR Part 800, SHPO acknowledged the cemetery survey and report .
18 New South Associates. Archival Research, Mapping and Ground Penetrating Radar Survey at
Elmwood/Pinewood Cemetery. March 2012.
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To mitigate impacts to the Cemetery, NCDOT will undertake additional archeological research
to verify burial sites, and to determine if any burials might be located on the track side of the
boundary fence. Should any graves require relocation, NCDOT will follow applicable s tate and
federal laws for reburials.
3.3.7 Section 6(f) Resources
Following a review of the Project area
and a review of the U.S. Department
of the Interior's Land and Water
Conservation Fund County database,
it was determined that no Section 6(f)
resources are located within or
adjacent to the Project area. Therefore, no Section 6(f) impacts are anticipated as a result of
the Project.
3.4 CONSTRUCTION IMP ACTS
Construction activities can cause impacts, resulting solely from and limited to the construction
period. These impacts are temporary in nature, and diminish as work concludes on the Project.
The No -Build Alternative would have no construction impacts.
The Build Alternative will have cons truction impacts which are detailed in the sections below.
3.4.1 Temporary Rail Impacts
During construction of the trench , a temporary CSXT single -track mainline will be constructed
to allow continued rail operations in the Project area. However, CSXT operating speeds on the
temporary SF Line will be same as current operating speeds in the Project area (15 mph ).
CSXT's ra il storage capacity also will be temporarily reduced, since the CSXT Tryon Yard will
be eliminated during construction. NS's Mainline tracks will be temporarily shut down during
installation of the NS track bridge over the CSX trench. NCDOT will work wit h CSXT and NS to
ensure that temporary impacts to both operating railroads are minimized. More detail on the
plans for the temporary tracks and rail operations during construction can be found in Chapter 2.
3.4.2 Temporary Transportation Impacts
T he Project will impact NC Music Factory Boulevard during construction , which could last up to
three years. Between North Graham Street and Maxwell Court, the Project will temporarily
relocate a portion of NC Music Factory Boulevard to allow construction of the temporary CSXT
track in the southern portion of the existing NC Music Factory Boulevard right -of -way. Between
Hamilton Street an d Maxwell Court, the Project will shift NC Music Factory Boulevard to the
north to allow four lanes of traffic during construction. To facilitate traffic flow and proper
emergency ingress/egress during events, the Project will extend Maxwell Court around the NC
Music Factory and connect the new street to Hamilton Street. This new street will allow for
vehicular access to the surface parking for the NC Music Factory. During Project construction,
the unaffected right -of -way of NC Music Factory Boulevard be tween Maxwell Court and
Hamilton Street will be used for pedestrian access, on -street parking and emergency vehicular
access. A diagram of the proposed Maxwell Court Extension is included in Appendix B.
Section 6(f) of the Land and Water Conservation Act
requires that the conversion of lands or facilities
acquired with Land and Conservation Act funds be
coordinated with the Department of the Interior.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
41
NCDOT is also in discussions with NS to temporarily re -open the West Ninth Street roadway/rail
at -grade crossing to allow construction traffic to access the Project. This crossing was
permanently closed in June 2009. Should the crossing be temporarily re -opened, NCDOT will
work with NS to install barrier s and other measures to limit the traffic to construction vehicles
only, and to be closed/barricaded when not in -use.
During construction, some roadway/rail at -grade crossing s such as North Brevard Street, North
Davidson Street, and Johnson Street will be temporar il y closed with signed detours. The
temporary closure of North Davidson Street will require the detour of some CATS bus routes
(#23 and #3) to use North Caldwell Street. However, it should be noted that CATS buses
already use North Caldwell Stre et as an alternate route when CSXT freight train s are parked on
the North Davidson Street crossing awaiting clearance from NS. NCDOT will work with CATS
and the City of Charlotte to develop signed detour routes and other actions to minimize impacts.
3.4.3 Temporary Business Operations
Access to area businesses will be maintained during construction. As noted in 3.4.2, access to
the NC Music Factory entertainment complex will be maintained during P roject construction.
The Project will impact the ope rations of the ADM flour mill located south of NC Music Factory
Boulevard . To maintain mill operations and rail and truck access to the mill during Project
construction , a new rail grain unloading shed and tracks serving ADM will be constructed. In
addit ion, a temporary flour load -out facility will be constructed to allow ADM to deliver flour
during construction of the t rench . Vehicular access to the mill also will be maintained during
construction . Detail on the changes to ADM operations can be found i n Chapter 2. Access to
businesses on North Church Street will be maintained through construction of area street
improvements, as detailed in Chapter 2.
3.4.4 Solid Waste Disposal
Demolition and construction activities will likely result in the accumulation of solid waste at the
construction site. Solid waste will be disposed of in accordance with State and local
requirements throughout the duration of construction .19
3.4.5 Use of Energy Resources
During construction, there will be an increase in energy usage due to construction related
activities. However, upon the completion of construction, the project will facilitate more efficient
operations for trains and an elimination of automobile idling due to stopped trains, resulting in
lower energ y usage .
3.4.6 Use of Other Natural Resources
The use of other natural resources, for example water, minerals, and timber, will be minimal
during construction of the Build Alternative. NCDOT will use BMP's during construction to
minimize adverse impact s to natural resources both onsite and adjacent to the construction
boundary.
19 NC Division of Waste Management solid waste guidelines, http://portal.ncdenr.org/web/wm/sw
Mecklenburg County Solid Waste Department guidelines,
http://charmeck.org/mecklenburg/county/SolidWaste/ConstructionRecycling/Pages/default.aspx
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
42
3.5 AESTHETIC AND DESIGN QUALITY IMPACTS
The No -Build Alternative will no t create any changes to the view of the railroad corridor no r have
any other aesthetic or design quality impacts.
The Build Alternative will create t emporary visual impacts attributed to construction activities ,
which will be greatest for those residents, patrons, and employees directly adjacent to the
constructio n site. Views of heavy equipment and material stockpiles will be commonplace
throughout the duration of construction. To mitigate the temporary visual impacts of the trench
construction from the NC Music Factory , NCDOT will install a visual barrier betw een the
temporary CSXT SF Line and NC Music Factory Boulevard from Hamilton Street to west of
Johnson Street.
The Project is located within an urbanized area, with many properties adjacent to the CSXT and
NS zoned for industrial or commercial use. The Project will add railroad tracks, retaining walls,
and security fencing, and thus most visual changes will be similar to existing conditions within
the Project area. However, the Project area also includes public space (Elmwood/Pinewood
Cemetery), entertainment areas (NC Music Factory), and residential areas . To mitigate visual
impacts to these land uses, NCDOT will undertake the following measures:
• NCDOT will repl ace the existing chain link fence separating the Elmwood/Pinewood
Cemetery and the CSXT railroad with a decorative fence that is similar in appearance to
other fences around the Cemetery. Where feasible, NCDOT will also landscape the
area along the new fe nce, when such landscaping does not interfere with existing graves
in the Cemetery.
• In Fourth Ward, NCDOT will install landscaping east of the proposed ADM west tracks to
visually screen the tracks from residences along North Smith Street.
• Where needed, NC DOT will replace existing vegetation screening between the CSXT
railroad and residences located along North Caldwell and North Brevard Street.
3.6 POSSIBLE BARRIERS TO THE ELDERLY AND HANDICAPPED
The No -Build Alternative would not impact the elderly or handicapped populations .
Construction of the Build Alternative is not anticipated to result in barriers to the elderly and
handicapped populations. Access to area resources such as the NC Music Factory will be
maintained at all times during and following construction. Pedestrian access to Uptown
Charlotte will be maintained via NC Music Factory Boulevard and North Graham Street , as well
as via North Tryon Street, North Brevard Street, and North Davidso n Street . The Project will
also include replacing the Johnson Street roadway/rail at -grade with a pedestrian bridge over
the CSXT trench to allow pedestrian access between NC Music Factory Boulevard and the
entrances to Elmwood/Pinewood Cemetery on West N inth and Johnson Streets.
3.7 PUBLIC HEALTH
The No -Build Alternative will not impact public health.
No impacts to public health are anticipated as a result of the Build Alternative . Air quality
assessments show the Project to be below air quality thre sholds and thus considered regionally
insignificant. The Project is not expected to result in major impacts to hazardous materials,
wetlands, or area streams and waterways . NCDOT will follow BMPs to minimize impacts.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
43
3.8 PUBLIC SAFETY
The No -Build Alternative could have a n egative impact on public safety. Specifically, the No -
Build Alternative would not prevent possible collisions between trains on the NS tracks
(passenger and freight) and CSXT trains, and between CSXT trains and vehic les at roadway/rail
at -grade crossings.
The Build Alternative will improve overall public safety through the elimination of four
roadway/rail at -grade crossings, and through the elimination of the CSXT/NS railroad at -grade
intersection. The Project will also include security fencing to minimize trespassing onto railroad
right -of -way, and security fencing along both sides of the CSXT trench.
Given the typical hazards associated with a construction site, particular attention will be given to
the maintenan ce of public safety for the duration of construction. Public access to the
construction site will be limited to the greatest extent possible through the use of temporary
fencing, warning signs, or other safety precautions.
3.9 RECREATIONAL OPPORTUNITIE S
The No -Build Alternative would have no impacts to recreational facilities nor restrict access to
recreational opportunities.
Construction of the proposed CSXT trench under the Build Alternative is not anticipated to
impact recreational opportunities in and around the Project study area. The Project will not
permanently alter access to local recreational resources such as the NC Music Factory. No
parks or public recreation lands are located wit hin or directly adjacent to the Project study area.
Access to Elmwood/Pinewood Cemetery will be maintained via existing entrances .
3.10 SECONDARY & CUMULATI VE IMPACTS
Secondary Impacts - According to NCDENR, there are two types of secondary impacts,
enc roachment -alteration effects and growth -inducing effects. Encroachment -alteration effects
may include impacts to the function of natural systems resulting from an action. One example
would be the degradation of natural habitats due to an increase in poll ution. Growth -inducing
effects characterize how construction of a Project may ultimately affect development patterns
and densities. An example would be changes in land -use and development made possible by
increased accessibility .20
A purpose of this pro ject is to address the inefficiencies in the freight and passenger rail
operations in Charlotte due to the existence of the CSXT /NS at -grade crossing. NS and CSXT
both have initiatives (Crescent Corridor and National Gateway, respectively) that will result in a
significant increase in freight train volumes in the near future. NCDOT is experiencing dramatic
growth in ridership along the Piedmont Corridor, CATS is looking to address growth in Northern
Mecklenburg County with the CATS Red Line Commuter Rail, and the Charlotte Gateway
Station is looking to improve multi -modal connections. Not constructing the project would
severely imp act the ability of these initiatives to be implemented. As such, the No -Build would
20 NC Department of Natural and Environmental Resources. Guidance for Preparing SEPA Document
and Addressing Secondary and Cumulative Impacts. http://portal.ncdenr.org/web/guest/rules -policies -
laws -and -regulations
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
44
limit the impact of the NS and CSX T initiatives in the Charlotte region and hamper the
implementation of passenger rail programs in the Charlotte region.
The improved fre ight service may make Charlotte more attractive to rail dependent industries.
This may also increase economic activity resulting from the addition of industries relocating to
Charlotte to benefit from the improved freight access . The Build Alternative wi ll also result in the
demolition of some warehousing adjacent to the trench along Johnson Street. A secondary
impact may be that these parcels will likely be redeveloped into non -warehousing uses. The
Build Alternative will have little encroachment -altern ation effects, since it is within an active
railroad corridor.
Cumulative Impacts - The purpose of performing a cumulative impact analysis is to determine
the magnitude and significance of cumulative effects, both adverse and beneficial. According to
N CDENR, cumulative impacts can come as a result of multiple or single projects and can be
“additive” or “synergistic”. Additive impacts are the effects that multiple projects lend towards
the degradation of a common environmental feature. Synerg is tic impa cts can be considered the
effects of multiple disturbances, when combined, are greater than the sum of individual
disturbances (NCDENR, 2009).
The No -Build Alternative would not provide any benefits to regional air quality as locomotives
along the CSXT SF Line would continue to idle when delayed at the existing at -grade
intersection . Additionally, the number of delays , and therefore the length of idling , will increase
proportionally as the number of anticipated freight, commuter, and passenger trains in crease.
Noise levels associated with trains traversing the existing at -grade roadway/rail crossings would
not be eliminated.
The Build Alternative will have both beneficial and minor adverse cumulative impacts. This
alternative will benefit overall air quality by eliminating the need for CSXT locomotives to idle
prior to traversing the existing at -grade railroad crossing. Addi tionally, improved passenger rail
service will reduce the public’s need to travel by motor vehicle , thereby reducing overall vehicle
emissions. More efficient passenger rail service to the city of Charlotte will also act as a catalyst
for transit -oriented development adjacent to stops throughout the city.
A minor adverse cumulative impact related to stormwater will occur as part of the Project. The
addition of impervious cover resulting from the construction of the CSXT SF Line trench will
increase storm water runoff from this area. Although anticipated to be minimal, this will result in
an increase in the volume of stormwater conveyed to Irwin Creek during high runoff events.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
45
3.11 SUMMARY OF ENVIRONME NTAL CONSEQUENCES FOR THE BUILD ALTERN ATIVE
Sec tion of EA Summary of Impacts Proposed Mitigation
3.1.1
Air Quality
No Impact. The results of the
Applicability Analysis as part of the
General Conformity process
showed the Project to be below
threshold and regionally
insignificant.
Not applicable.
3.1.2
Noise & Vibration
Minor Impact. No increases in
noise levels are anticipated as a
result of the Build Alternative. The
use of some construction equipment
and techniques may cause vibration
above FTA thresholds for older
buildings, which might damage
buildings closest to the Project.
NCDOT will require the
contractor to use equipment that
will produce vibrations below
FTA thresholds. For the ADM
mill, NCDOT will conduct
additional structural
investigations and determine
more precisely the co nstruction
techniques and equipment to be
used.
3.1.3
Water Quality
Minor Impact. The Build
Alternative will not permanently
impact water quality and will not
cause a change in the Class C
classification designated by
NCDENR DWQ. However, the
Build Alternative will encroach upon
two Mecklenburg County 35 -foot
post -construction Surface Water
Improvement & Management
(SWIM) buffers. Temporary
impacts associated with
construction stormwater and
sedimentation may occur as part of
construction activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Ma nagement
Practices.
3.1.4
Water Bodies &
Waterways
Minor Impact. The Build
Alternative will result in permanent
impacts to one intermittent tributary
to Irwin Creek along the proposed
Maxwell Court Extension.
However, the project will increase
the total linear feet of the tributary
that is open. Temporary impacts
a ssociated with construction
stormwater and sedimentation may
occur as part of construction
activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
46
Sec tion of EA Summary of Impacts Proposed Mitigation
3.1.5
Floodplains
No Impact. The Build Alternative
will not permanently impact the 100 -
year floodplain of Little Sugar Creek
or the 100 -year floodplain of Irwin
Creek.
Not Applicable.
3.1.6
Wetlands
No Impact. There are no wetlands
within the Project area. Therefore,
the Project will not have permanent,
temporary, secondary, or
cumulative wetland impacts .
Not Applicable.
3.1.7
Coastal Zones
No Impact. This Project is located
in Mecklenburg County, which is not
one of North Carolina’s 20 coastal
zone counties.
Not Applicable.
3.1.8
Farmland
No Impact. The areas adjacent to
the Project area are developed and
urban in nature. No land exhibiting
the criteria of farmland is present
within or adjacent to the Project
area.
Not Applicable.
3.2.1
Ecologically
Sensitive Areas
No Impact. A survey of the Project
area found no ecologically sensitive
areas, wildlife habitat, or designated
critical habitat areas.
Not Applicable.
3.2.2
Threatened &
Endangered
Species
No Impact. Field surveys found no
evidence of federal or state -listed
threatened and endangered species
within the Project area .
Not Applicable.
3.3.1
Transportation
Minor Impact. The Build
Alternative will have a positive
impact on freight and rail
transportation by eliminating the
need for CSXT trains to waiting for
NS clearance to proceed. The Build
Alternative will permanently
eliminate two public and two private
roadway/rail at -grade crossings to
vehicular traffic but will ensure
alternate access. Some off -street
parking areas will be relocated.
See proposed mitigation under
Section 3.4.2.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
47
Sec tion of EA Summary of Impacts Proposed Mitigation
3.3.2
Land Use, Zoning, &
Property Acquisition
Minor Impact. The Build
Alternative will not have a significant
impact on land use or zoning as it
will be consistent with existing land
use plans and local planning
documents. The Build Alternative
will require the total take of four
parcels , plus construction and
ra ilroad easements . The County's
vehicle maintenance garage and
the county surface parking area will
be relocated . Truck p arking for the
ADM mill will be relocated.
Not Applicable.
3.3.3
Environmental
Justice &
Community
Disruption
No Impact. No disproportionately
high or adverse effects to the
identified low -income or minority
populations are anticipated. The
Build Alternative will not result in the
disruption or segmentation of
existing communities. The Project
will have an overall posit ive effect
on the adjacent communities, with a
reduction in train horn noise and
train exhaust emissions from trains
waiting to cross the railroad
intersection.
Not Applicable.
3.3.4
Safety & Security
Minor Impact. The trench
represents a potential safety risk.
NCDOT will incorporate s afety
and security countermeasures
(i.e. security fencing, safety
niches, lighting, and emergency
exit stairways) into the Build
Alternative.
3.3.5
Hazardous Materials
Inventory
Minor Impact. 20 potential
hazardous material sites were
identified within the Project study
area. The right -of -way for the
proposed Maxwell Court Extension
includes soil that has been identified
by Mecklenburg County as
containing asbestos, likely from th e
adjacent Southern Asbestos
Company Mills.
NCDOT will undertake a more
detailed study of the sites
identified in the inventory prior to
acquisition of right -of -way or
construction. For Maxwell Court
Extension, NCDOT will work with
EPA, Mecklenburg C ounty and
NCDENR and develop a plan to
mitigate and/or remove the
material s .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
48
Sec tion of EA Summary of Impacts Proposed Mitigation
3.3.6
Cultural Resources
Adverse Effect. The Build
Alternative will have an adverse
effect on Elmwood/Pinewood
Cemetery through removal of the
existing fence and vegetation
adjacent to the CSXT railroad ,
which may require moving
unmarked burials. The Build
Alternative will have an adverse
effect on the Soule Steel and Iron
Works by requiring removal of a
piece of craneway equipment from
the railroad right -of -way. The Build
Alternative will also have an
adverse effect on the Seaboard
Street Historic District, by requiring
full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
historic resources.
Elmwood/Pinewood
Cemetery : NCDOT will monitor
construction activities to
determine if there burial sites
that have not yet been identified.
If burial sit es are identified in
areas to be disturbed by the
Project construction, NCDOT
will follow applicable state and
federal laws to reinter the
remains.
NCDOT will install a decorative
fence, and plantings will be
installed along the edge of the
trench betwe en the cemetery
and railroad once the trench is
completed.
Seaboard Street Historic
District & Soule Steel and Iron
Works : For the structures that
will be demolished through
construction of the trench ,
contractor staging/laydown area,
and partial relocati on of ADM
facilities, NCDOT will undertake
a survey to document the
buildings, including historic
research, developing
architectural plans, and
conducting a photo archive of
the buildings or equipment .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
49
Sec tion of EA Summary of Impacts Proposed Mitigation
Section 4(f)
Resources
(chapter 5)
Uses . For Elmwood/Pinewood
Cemetery, t he Build Alternative will
cause removal of the existing fence
and vegetation adjacent to the
CSXT railroad , which may require
moving unmarked burials. The
Build Alternative will require
removal of a piece of craneway
equipm ent from the railroad right -of -
way at the Soule Steel and Iron
Works. In the Seaboard Street
Historic District, the Project will
require full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to docu ment
efforts to minimize and mitigate
the effects of the Project on
Section 4(f) resources , as
described above under Cultural
Resources.
3.3.7
Section 6(f)
Resources
No Impact. There are no Section
6(f) resources in the Project area.
Not Applicable.
3.4.1
Temporary Rail
Impacts
Minor Impact . Rail service will
continue during construction on
both the CSXT and NS mainlines.
CSXT rail storage capacity will be
temporarily reduced with the
removal of the CSXT Tryon Yard.
NCDOT will coordinate with
CSXT and NS to ensure that
temporary impacts to both
railroads are minimized.
3.4.2
Temporary
Transportation
Impacts
Minor Impact. NC Music Factory
Boulevard will be shifted to allow
construction of a temporary CSXT
track , and will be reduced to two
travel lanes between Maxwell Court
and Hamilton Street during
construction. On -street parking
along NC Music Factory Boulevard
will be temporarily eliminated.
Some CATS bus routes will be
temporarily re -routed during
construction.
NCDOT will participate with the
City of Charlotte in construction
of Maxwell Court Extension to
ensure access to NC Music
Factory.
NCDOT will coordinate with the
City of Charlotte and CATS to
minimize impacts.
3.4.3
Temporary Business
Impacts
Minor Impact . Access to area
businesses such as the NC Music
Factory and ADM mill will be
maintained. Businesses on North
Church Street will have other
roadway improvements completed
to mitigate the closure of the Church
Street roadway/rail at -grade
crossing . NCDOT will construct a
t emporary flour and bulk load -out
facility for ADM to maintain
operations.
NCDOT will coordinate with
ADM, NS and CSXT to maintain
mill operations during Project
construction.
Where feasible, NCDOT will
construct area street
improvements as an early pha se
to maintain business access.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
50
Sec tion of EA Summary of Impacts Proposed Mitigation
3.4.4
Solid Waste
Disposal
No Impact. Solid waste resulting
from construction will be disposed
of in accordance with State and
local requirements throughout the
duration of construction.
Not Applicable.
3.4.5
Use of Energy
Resources
No Impact. During construction,
there will be an increase in energy
usage due to construction related
activities. However, upon the
completion of construction, the
project will facilitate more efficient
operations for trains and an
elimination of automobile idling due
to stopped trains, resulting in lower
energy usage .
Not Applicable.
3.4.6
Use of Other Natural
Resources
No Impact . The use of other
natural resources will be minimal
during construction . Efforts will be
made during construction to
minimize adverse impacts to natural
resources both onsite and adjacent
to the construction boundary.
Not Applicable.
3.5
Aesthetic and
Design Quality
Impacts
Minor Impact. Temporary visual
impacts attribute d to construction
activities will occur. Views of heavy
equipment and material stockpiles
will be commonplace throughout the
duration of construction.
Visual changes will occur in around
Elmwood/Pinewood Cemetery, NC
Music Factory, and residential areas
adjacent to the railroad corridor.
Where feasible, NCDOT will
install a visual barrier between
the temporary CSXT SF Line
and NC Music Factory
Boulevard.
NCDOT will install a decorative
fence and landscaping
separating the CSXT railroad
and Elmwood/Pinewood
Cemetery. NCDOT also will
install landscaping east of the
proposed ADM west tracks to
visually screen the tracks from
residences along Smith Street.
Where needed, NCDOT will
replace existing vegetation
screening between the railroad
and residences located along
North Brevard and Caldwell
Streets.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
51
Sec tion of EA Summary of Impacts Proposed Mitigation
3.6
Possible Barriers to
Elderly and
Handicapped
No Impact. Construction of the
Project is not ant icipated to result in
barriers to the elderly and
handicapped populations. Access
to area resources such as the NC
Music Factory will be maintained at
all times during and following
construction. The Project will
include replacing the Johnson
Street road way/rail at -grade
crossing with a pedestrian bridge
over the CSXT trench to allow
pedestrian access between NC
Music Factory Boulevard and the
entrances to the Cemetery.
Not Applicable.
3.7
Public Health
No Impact. No impacts to public
health are anticipated as a result of
the Build Alternative. Air Quality
assessment show the Project to be
below air quality thresholds, and the
Project is not expected to have
major impacts to hazardous
materials, wetlands, area stre ams
or waterways.
Not Applicable.
3.8
Public Safety
Minor Impact. The Build
Alternative will improve overall
public safety through the elimination
of four roadway/rail at -grade
crossings, and through the
elimination of the CSXT/NS railroad
at -grade in tersection. Particular
attention will be given to the
maintenance of public safety for the
duration of construction.
The Project will include security
fencing to minimize trespassing
onto railroad right -of -way, and
security fencing along both sides
of t he CSXT trench.
Public access to the construction
site will be limited through the
use of temporary fencing,
warning signs, or other safety
precautions.
3.9
Recreational
Opportunities
No Impact. Construction of the
proposed CSXT trench is not
anticipated to impact recreational
opportunities in and around the
Project study area. The Project will
not permanently alter access to
local recreational resources such as
the NC Music Factory . No parks or
public recreation lands are locat ed
within or directly adjacent to the
Project study area. Access to
Elmwood/Pinewood Cemetery will
be maintained.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
52
Sec tion of EA Summary of Impacts Proposed Mitigation
3.10
Secondary &
Cumulative
Impacts
Minor Impact. The improved
freight service may Charlotte more
attractive to rail dependent
industries. This may also increase
economic activity resulting from the
addition of industries relocating to
Charlotte to benefit from the
improved freight access. The Build
Alternative will also result in the
demolition of some warehousing
adjacent to the trench along
Johnson Street. A secondary
impact may be that these parcels
will likely be redeveloped into non -
warehousing uses. The Build
Alternative will have little
encroachment -alternation effects,
since it is withi n an active railroad
corridor.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
53
CHAPTER 4.0 - COORDINATION & CONSU LTATION
In accordance with NEPA, the NCDOT initiated c oordination and consultation with agencies,
stakeholders, and the general public so that comments and concerns would be addressed
throughout P roject development. The following sections summarize the coordination and
consultation activities completed for the Project .
4.1 AGENCY COORDINAT ION
Early coordination with various resource agencies was completed for this P roject. The purpose
of the agency coordination effort was to gain an understanding of potential environmental
impacts associated with the Project . An early -agency coordination letter was drafted and
distributed by the NCDOT Rail Division on May 27, 2009. An example of the early -agency
coordination letter distribut ed for the Project is included in Appendix D. The early -agency
coordination letter was sent to the following resource agencies :
NCDOT received comments from nine of the above -listed agencies. Of the agencies that
responded, two responded with “no comment .” Copies of the agency response letters received
have been included in Appendix D.
• North Carolina Wildlife Resources Commission – Habitat Conservation Program
• North Carolina Department of Environment & Natural Resources (NCDENR ) -
Division of Water Quality
• NCDENR - Division of Water Resources
• NCDENR - Division of Environmental Health
• NCDENR - Division of Air Quality
• NCDENR - Division of Land Quality
• NCDENR - Division of Forest Resources
• NCDENR - Natural Heritage Program
• NCDENR - Division of Soil & Water Conservation
• NC Department of Cultural Resources
• State Historic Preservation Office – Division of Ar chives & History
• U.S. Fish & Wildlife Service
• U.S. Army Corps of Engineers
• U.S. Department of Agriculture - Natural Resources Conservation Service
• U.S. Environmental Protection Agency – Region 4
• NC Department of Transportation – Division 10
• NC Geological S urvey
• Meck lenburg -Union Metropolitan Planning Organization
• Mecklenburg County Land Use & Environmental Services Agency
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
54
4.2 PUBLIC INVOLVEME NT
A Citizen’s Information Workshop (CIW) was
conducted on August 10, 2009 at the Charlotte -
Mecklenburg Government Center, Room CH -14,
from 5 p.m. to 7 p.m. (See Photo 4). The
purpose of the CIW was to inform the public of
and solicit input on two projects, one being the
CSXT/NS Mainline Grade Separation Project. A
total of 33 people attended the CIW . Project -
related handouts and comment sheets were
distributed to those in attendance. Each
attendee was afforded the opportunity to view
P roject exhibits, discuss the P roject with
representatives from NCDOT Rail Division and
NCDOT’s engineering consultant, Gannett
Fleming, Inc., and complete a comment sheet. A
total of 5 comments were received from meeting attendees. More detailed information on the
CIW, including copies of the ha ndouts distributed, copies of the P roject exhibits, and a summary
of public input is available in the Citizen’s Information Workshop Summary located in Appendix
F of this document.
In addition to the August 2009 CIW, NCDOT met with neighborhood groups inc luding the Third
Ward Association, Friends of Fourth Ward, local government agencies from the City of Charlotte
and Mecklenburg County, the Charlotte -Mecklenburg Police Department, as well as area
businesses including the NC Music Factory and ADM to discu ss the P roject and receive input
on potential temporary and permanent impacts from the Project .
Following FRA approval of this EA, a public hearing will be scheduled to afford citizens an
opportunity to review and comment on the Project . C omments from this public hearing will be
considered and incorporated into the final P roject design as appropriate and addressed in the
Finding of No Significant Impacts .
Photo 4 – August 10, 2009 CIW
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
55
CHAPTER 5.0 - SECTION 4(F ) EVALUATION
5.1 PURPOSE OF SECTION 4(f) EVALUATION
This Section 4(f) evaluation was prepared in conjunction with the planning and environmental
analysis for the Project located in Charlotte, North Carolina. The Project is undertaken by the
NCDOT Rail Divis ion and is part of the NCDOT's Charlotte Railroad Improvement & Safety
Program (CRISP). NCDOT proposes to grade separate the existing at -grade intersection of the
CSXT SF rail line and the NS mainline, the two major Class I railroads in Center City Charlo tte.
The proposed Project will place the CSXT
mainline in a 3,400 foot long trench that will run
below the existing grade of the NS tracks. This
Project will eliminate existing roadway/rail at -
grade crossings and will grade separate the
existing diamond r ail/rail intersection (see Photo
5). The term grade separation simply means to
elevate one roadway/rail over the other by
means of bridging/tunneling. This grade
separation will enhance safety, reduce noise,
emissions and energy use, while improving rail
operations and increasing efficienc ies for freight
and passenger rail. NCDOT is currently in the
Preliminary Engineering phase and is
completing this EA for the proposed Project. The draft EA and Section 4(f) evaluation are
based upon conceptual engineering plans completed in 2009 through 2010 and upon 25 %
engineering plans completed in November 2011.
This chapter evaluates the effects of the proposed Project on the historic resources identified in
the Phase II Archit ectural Resources Survey prepared by Mattson, Alexander and Associates,
Inc. dated October 19, 2009 and a supplement al survey dated September 7, 2012 .21 Eight
properties surveyed during the Phase II investigation are either listed in the National Register of
Historic Places or were determined eligible for listing. The North Carolina SHPO concurred with
the findings of the 2009 investigative survey in a letter dated December 21, 2009. An
Evaluation of Effects Report 22
was developed by Gannett Fleming and Mattson, Alexander and
Associates, Inc. to identify the impacts of the Project on the identified historic resources . After
determining the impacts from the Build Alternative, the NCDOT Rail Division, the FRA and
SHPO s igned a Concurrence Form for the Assessment of Effects on September 17, 2012. A
copy of this form is included in Appendix G. More detail on the Phase II survey and agency
coordination is described in Section 3.3.6.
This EA has been prepared in accordance with the NEPA, the North Carolina State
Environmental Policy Act, and the National Historic Preservation Act (NHPA) of 1966. Because
the Project falls under the jurisdiction of the US Department of Transportation (USDOT) Act of
1966, this chapt er has also been prepared per legislation that governs USDOT projects and
their impacts on public parks, wildlife refuge s , recreation area s , or historic site s (commonly
referred to as “Section 4(f)”).
21 See above at 14. 22 See above at 15.
Photo 5: Existing CSXT /NS diamond intersection
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CSXT/NS Mainline Grade Separation Project
56
5.2 APPLICABILITY OF SECTION 106 AND OF SECTION 4(F) TO THE PROJECT
5.2.1 Section 106 Applicability
Section 106 of the NHPA requires that if a federally funded, licensed, or permitted project has
an effect on a property listed in, or potentially eligible for listing in the National Register of
Historic Pla ces, the Advisory Council on Historic Preservation, the State Historic Preservation
Office and other consulting parties be given reasonable opportunity to comment on such
undertakings. To assist in this review NCDOT has undertaken an evaluation of effects on the
historic resources identified in the earlier investigative survey. The evaluations of effects
presented in this EA are based on the regulations implementing Section 106 of the NHPA .
Federal undertakings are considered to have "adverse effects" if they will damage, destroy, or
encroach upon land from a historic property or otherwise alter the qualities that make the
resource eligible for the National Register of Historic Places.
Specifically, adverse effects may be caused by the following conditions:
• Physical Destruction/Damage
• Alteration of a property
• Removal of a property from its historic location
• Change of the character of a property’s use or of physical features within a property’s
setting that contribute to its his toric significance
• Introduction of visual, atmospheric or audible elements that diminish the integrity of a
property’s significant historic features
• Neglect of a property that causes its deterioration
Adverse effects may result from the direct actions of the project, as in the case of property
acquisitions, or they may be the consequence of indirect and cumulative impacts. Changes in
zoning, increased needs for parking and market demands for new development are all
examples of the types of adverse eff ects that may result from federal undertakings. Both direct
and indirect impacts have been assessed.
For the Project, eight sites were determined eligible for or are listed on the National Register of
Historic Places. Of those eight sites , the Project will have an "adverse effect" on three sites
(Elmwood/Pinewood Cemetery, Seaboard Street Historic District, and Soule Steel and Iron
Works). A more detailed description of the effects on each resource can be found in Section
3.3.6 of this EA and in the r eport CSXT/NS Mainline Grade Separation Project Historic
Resources Evaluation of Effects .23
5.2.2 Section 4(f) Applicability
The NCDOT prepared this evaluation to meet the requirements set forth in Section 4(f) of the
USDOT Act of 1966 (49 USC 303). A Section 4(f) evaluation is required when a federally
funded transportation action uses or has the potential to use an historic site that is listed on or
eligible for the NRHP, or a publicly owned park, recreational area, or wildlife refuge. Section 4(f)
requires that publicly owned parks, recreation lands, wildlife and waterfowl refuge areas, or
historic sites of national, state, or local significance may not be used for USDOT -funded projects
23 See above at 16.
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CSXT/NS Mainline Grade Separation Project
57
unless there is no feasible and prudent alternative to the use of such land and such projects
include all possible planning to mitigate harm to these lands. A ”use” occurs when : (1) land is
permanently incorporated into the transportation facility through property acquisition or a
permanent easement : (2) a temporary occupancy occurs where the Section 4(f) property, in
whole or in part, is required for project construction -related activities i n a manner that is adverse
in terms of the preservation purpose of Section 4(f): or (3) through a constructive use , which
involves no actual physical use of the Section 4(f) property but proximity impacts that result in
substantial impairment to the Sectio n 4(f) property’s activities, features, or attributes that qualify
the property for protection under S ection 4(f).
This evaluation provides the necessary information for the FRA to render a Section 4(f) finding.
The FRA must determine whether there a re feasible and prudent alternatives to the use of
Section 4(f) resources necessitated by the proposed federal action and if not then that the
Project includes all possible planning and mitigation measures to minimize harm resulting from
such use.
5.3 DESCRIPTION OF SECTION 4(F) RESOURCES
Based on a search of records, surveys, and GIS data, NCDOT has determined that there are no
p ublicly owned parks, recreation lands, wildlife and waterfowl refuge areas affected by the
Project. Therefore, only the eig ht properties identified in the historic resources survey s 24
were
evaluated under Section 4(f).
Below is a list of the Section 4(f) resources identified in the survey of the Project study area.
Descriptions of each resource can be found in Section 3.3.6 .
1. Southern Asbestos Company Mills
2. Elmwood/Pinewood Cemetery
3. Seaboard Street Historic District
4. Soule Steel and Iron Works
5. Seaboard Air Line Railway Bridge
6. Seaboard Air Line Passenger Station
7. Orient Manufacturing Company/Chadwick -Hoskins No. 3
8. Fourth Ward H istoric District
The map below shows the Project footprint and the eight identified resources. A larger version
of this map is included in Appendix G .
24 See above at 14 and 15.
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CSXT/NS Mainline Grade Separation Project
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Map: CSXT /NS Mainline Grade Separation Project, Section 4(f) Resources
Under Section 106 of the NHPA, FRA and SHPO evaluated whether the Project will have no
effect, no adverse effect, or an adverse effect on historic properties. "No effect" means that the
Project will have no alteration to the characteristics of the historic property. An "adverse effect"
is found when an undertaking may alter, directly or indirectly, any of the characteristics of a
historic property that qualify the property for inclusion in the National Register in a manner that
would diminish the integrity of the property's locat ion, design, setting, materials, workmanship,
feeling, or association. Consideration shall be given to all qualifying characteristics of a historic
property, including those that may have been identified subsequent to the original evaluation of
the propert y's eligibility for the National Register (36 CFR 800.5). "No adverse effect" means
that the Project will impact or alter the historic property, but will not have an adverse effect as
defined in 36 CFR 800.
NCDOT and FRA coordinated with SHPO on March 22, 2012 and August 16 , 2012 to determine
the effects of the Project on the eight historic resources under Section 106 . A copy of the
Determination of Effect s form for this Project was signed by SHPO on September 17, 2012 and
is included in Appendix G.
The Project will have "no effect" or "no adverse effect" on five resources:
• Southern Asbestos Company Mill (no adverse effect) - The Project is outside of the
proposed National Register Boundaries of this resource. However, to avoid possible
structural damage from vibration impacts during construction, NCDOT will ensure that
the contractor uses equipment and construction methods that will keep the vibration
levels below FTA thresholds.
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CSXT/NS Mainline Grade Separation Project
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• Seaboard Air Line Railway Bridge (no effect) - The Project will con struct new tracks on
the bridge, but this will not alter the relationship of the historic resource to the rail line,
and track design speeds will remain as existing.
• Seaboard Air Line Passenger Station (no effect) - The Project will construct new tracks
t hat will be outside of t h e National Register boundaries, and wi ll n ot alter the relationship
of the resource to the rail corridor. Track design speeds will remain as existing.
• Orient Manufacturing Company /Chadwick -Hoskins No. 3 (no effect) - The Project will
construct in -kind replacement of the existing rail tracks. All improvements will be outside
of the proposed National Register boundaries.
• Fourth Ward Historic District (no adverse effect) - The Project will construct new tracks
outside of the existi ng railroad right -of -way. However, the new tracks will not alter the
relationship of the rail corridor to the historic district, and the Project improvements will
have no impacts to resources within the district.
NCDOT and FRA also evaluated the above fi ve resources under Section 4(f), and determined
that the Project will not use, nor have the potential to use, these resources. Therefore, NCDOT
removed these five resources from further evaluation under Section 4(f).
The Project will have an "adverse effect" on three historic resources: Elmwood/Pinewood
Cemetery, Seaboard Street Historic District, and Soule Steel and Iron Works . T he Project will
also use these resources under Section 4(f). As such, NCDOT undertook an additional
evaluation of the Project alternatives and uses of the resources as required by Section 4(f).
Avoidance alternatives that were considered are described below in Section 5.5. A description
of the Project uses of the Section 4(f) resources, as well as measures to minimize or mitigate
harm , are included in Section 5.6 below.
5.4 DESCRIPTION OF ALTERNATIVES CONSIDERED
As noted in Section 2.3, NCDOT considered v arious design alternatives during the planning and
design of this Project. NCDOT also evaluated t hese design alternatives further under Section
4(f) as "avoidance alternatives ." Each design alternative described below was evaluated to
determine if the design would be feasible and prudent, per Federal Highway Administration
(FHWA) Section 4(f) policy guidelines. The FHWA guidelines note that an alternative is
considered feasible and prudent if the alternative "avoids using Section 4(f) property and does
not cause other severe problems of a magnitude that substantially outweigh the importan ce of
protecting the Section 4(f) property."25
The FHWA guidelines also note that a potential
avoidance alternative is not prudent if:
1. It compromises the p roject to a degree that it is unreasonable to proceed in light of the
project’s stated purpose and n eed;
2. It results in unacceptable safety or operational problems;
3. After reasonable mitigation, it still causes severe social, economic, or environmental
impacts; severe disruption to established communities; severe or disproportionate
25 Section 4(f) Policy Paper, July 20, 2012 . ( http://www.environment.fhwa.dot.gov/4f/4fpolicy.asp )
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CSXT/NS Mainline Grade Separation Project
60
impacts to minority or low -income populations; or severe impacts to environmental
resources protected under other Federal statutes;
4. It results in additional construction, maintenance, or operational costs of extraordinary
magnitude;
5. It causes other unique problems or unusual fac tors; or
6. It involves multiple factors as outlined above that, while individually minor, cumulatively
cause unique problems or impacts of extraordinary magnit ude.26
5.4 .1 No -Build Alternative
Description of Alternative : Under the No -Build Alternative, no grade separation of the CSXT and
NS railroads would occur.
Evaluation : The No -Build alternative would not grade separate the CSXT and N S railroad s , and
thus would not improve safety for pedestrians, vehicles and trains ; would not improve the
efficiency of freight trains and existing/future passenger and high speed rail operations; and
would not reduce air and noise pollution. The se issues would only further deteriorate as the
P roject study area continues to grow in pop ulation, employment and traffic. The No -Build
Alternative would hinder the CATS construction of the North Corridor commuter rail line on the
NS O Line, since the O Line and CSXT Line would continue to be at -grade. In addition, the
proposed CATS North Cor ridor Commuter Rail, the relocated Amtrak Station, and future
increased service will add more rail traffic to the Project study area.
Finding : This alternative would not meet the Project purpose and need, specifically improving
the operations of the CSXT freight service and the operations of future passenger rail services .
With these limitations, NCDOT determined that the No -Build alternative did not meet the Project
purpose and need .
5.4 .2 CSXT Over NS or NS Over CSXT Alternatives
Description of Alternative : These alternatives would grade separate the mainline railroads by
placing either the CSXT track or the NS tracks on a viaduct to pass over the other mainline
railroad's existing elevation.
Evaluation : Placing either mainline railroad above g rade would greatly increase the Project
construction cost, making the Project not feasible. Raising one of the railroads would require
demolition and reconstruction of the Brookshire Freeway (I -277) viaduct and North Graham
Street overhead bridge to highe r elevations to allow for the proper clearance over the newly
raised railroad. Raising the railroads may not fully avoid impacts to the Section 4(f) properties,
since bridge footings might be within the boundaries of the Elmwood/Pinewood Cemetery and
the Seaboard Street Historic District. Raising the CSXT railroad would also affect other Section
4(f) resources such as the Seaboard Air Line Railway Bridge over North Tryon Street, and
possibly the Soule Steel and Iron Works and the Seaboard Air Line Railway Passenger Station.
A new railroad viaduct would also create a visual obstruction for the historic/Section 4(f)
resources. Finally, raising the NS tracks would negatively impact the proposed Charlotte
Gateway passenger rail station to be built on West Tr ade Street . The raising the NS tracks
would require the entire Gateway Station (building, tracks, platforms) to be elevated much
26 Id.
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CSXT/NS Mainline Grade Separation Project
61
higher than currently proposed and there fo re create operational challenges and a major visual
barrier for the nearby Fourth Wa rd Historic District.
Finding : Given the impacts to the Section 4(f) resources and the negative impacts to freight and
passenger railroad operations, NCDOT determined that these options were not feasible nor
prudent, and NCDOT eliminated these alternatives from further consideration.
5.4 .3 NS Under CSXT Alternative
Description of Alternative : Under this alternative, the NS mainline tracks would be placed in a
trench while the CSXT track remains at or close to its existing grade.
Evaluation : Placing the NS mainlines below grade would likely require demolition of some or all
of the Interstate Mills (ADM) within the Seaboard Street Historic District. As seen in Photo 6,
the existi ng NS mainline tracks pass through the center of the ADM mill complex. Even if the
trench or tunnel did not require demolition of the mill, a portion of the mill would likely require
demolition to construct the two temporary NS mainline tracks to keep NS operating during
construction. The temporary NS main lines may also require temporary use of the
Elmwood/Pinewood Cemetery property. Due to the close proximity, p lacing the NS mainline
tracks below grade would also require the tracks to remain below grade when serving the
proposed Charlotte Gateway Station that is to be located four blocks south of the ADM mill.
This grade difference would substantially increase the cost of the Gateway Station project.
Placing the NS tracks below grade would also require adjusting the profile of some local streets
in down town Charlotte, creating additional impacts to a large segment of downtown Charlotte.
The overall Project cost would also increase substantially, due to the NS trench be ing
constructed with a curved alignment .
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CSXT/NS Mainline Grade Separation Project
62
Photo 6: NS Mainline Tracks dissectin g Interstate Mills (ADM), Seaboard Street Historic District
Finding : Given the impacts to Section 4(f) resources, the impacts to Charlotte's local downtown
street network, and the impacts to the proposed Charlotte Gateway Station, NCDOT deemed
this alternative as not feasible nor prudent, and eliminated the alternative from further
consideration.
5.4 .4 Freight Railroad Bypass Alternative (Avoidance Alternative)
Description of Alternative : Under this alternative, the CSXT or NS freight railroad would be
rerouted away from downtown and would partially parallel the I -485 highway loop around
Charlotte on a new alignment.
Evaluation: Construction of a new railroad completely bypassing the Project area was evaluated
in 2002 as a result of a request by the Friends of Fourth Ward neighborhood association. This
alternative would avoid impacts to the identified Section 4(f) resources in the Project study area.
However, the re -routed railroad would create extensive new noise, vibration , historic and
en vironmental impacts in new locations, would create excessive operating and maintenance
costs for the owning railroad, would eliminate rail service to several existing businesses in
Charlotte, and would not be cost effective. Furthermore, a review of neigh borhood
demographics indicated that this bypass alternative would have a proportionally high number of
impacts on low -income or minority neighborhoods when compared to the Build Alternative .
Finding : NCDOT determined that the bypass alternative did not meet the Project purpose and
need , was not feasible or prudent , and would create additional environmental impacts beyond
those in the Project Build Alternative. Therefore, NCDOT eliminated this alternative from further
consideration .
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CSXT/NS Mainline Grade Separation Project
63
5.4 .5 CSXT Trac k/Trench Shift Alternative
Description of Alternative : An alternative to shift the proposed CSXT railroad trench
approximately 30 feet north of the existing CSXT track, along an alignment similar to the
temporary CSXT track proposed in the Build Alternative.
Evaluation: This alternative would shift the trench away from three identified historic resources
adjacent t o the CSXT railroad: Elmwood/Pinewood Cemetery, Seaboard Street Historic District
and Soule Steel and Iron Works. Under any build option, the trench must pass between the
bents supporting the Brookshire Freeway (I -277) viaduct that extends over the CSXT a nd NS
tracks, and the trench must be wide enough to allow a future second track , which is a Project
design requirement of the owning railroad (CSXT). Under the current Project Build Alternative ,
the tr ench w ill pass between bents 14 and 15, which are appr oximately 110 feet apart, and the
northerly temporary CSXT track will pass between bents 13 and 14, which are approximately 90
feet apart. The space between bents 13 and 14 is not wide enough to accommodate a double -
track tr ench , which is a design require ment of the owning railroad (CSXT). Moreover, due to the
space limitations between bents 13 and 14 of the Brookshire Freeway, the shifted trench
alignment alternative would not meet CSXT's design requirements for 35 mph rail operations.
Finally, shifting the trench would place major construction activity closer to the historic buildings
at the Southern Asbestos Company Mills (NC Music Factory), which in turn would increase the
vibration impacts to the buildings and possibly damage these buildings.
Findi ng : This alternative would not meet the Project purpose and need, specifically improving
the operations of the CSXT freight service. The alternative would also result in additional
construction, maintenance, or operational costs of extraordinary magnitude , and would impact
other 4(f) resources such as the Southern Asbestos Company Mill . With these limitations,
NCDOT deemed this alternative as not fea sible, and eliminated this alternative from further
consideration.
5.4 .6 CSXT Tunnel Alternative
Description of Alternative : An alternative to place the CSXT in a tunnel running beneath the
Seaboard Street Historic District.
Evaluation : This avoidance option specified the construction of a tunnel under the current
CSXT railroad right -of -way, thus le aving all of the buildings in the Seaboard Street Historic
District in their current locations. Tunneling would require the new CSXT track to be much
deeper below grade to ensure that there would be adequate ground above the tunnel to support
the building s in their current locations. To reach this lower elevation at the Seaboard Street
Historic District, the entire profile of the track between the CSXT railroad bridge over I -77 and
the CSXT railroad bridge over North Tryon Street would need to be changed. The two bridges
would have to be replaced, and the vertical clearance of the railroad bridge over I -77 would be
reduced. Alternatively, the grade of the tunnel would have to be increased, which would not
meet CSXT operational requirements. Tunneling wo uld also require substantial changes to the
bents supporting the Brookshire Freeway (I -277) viaduct, possibly requiring complete
reconstruction of the Brookshire Freeway (I -277) in this location. The tunnel option would also
require an extensive drainage system that pumps stormwater accumulations. Finally, a tunnel
would require an air ventilation system to ensure that the diesel emissions from the train are
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CSXT/NS Mainline Grade Separation Project
64
removed from the tunnel. Both the drainage system and the ventilation system would add
considerab le ongoing maintenance and operating costs .
Finding : This alternative would not meet the Project purpose and need, specifically improving
the operations of the CSXT freight service, and would create operational and potentially
emergency response safety issues for CSXT . The alternative would also result in additional
construction, maintenance, or operational costs of extraordinary magnitude. With these
limitations, NCDOT deemed this alternative as not feasible, and eliminated this alternative from
further consideration.
5.4 .7 Relocation of ADM Flour Mill Alternatives
In addition to the alternatives evaluated for grade separating the NS and CSXT railroads ,
NCDOT investigated design alternatives for changes to the ADM flour mill, which is adjacent to
the at -grade railroad intersection .
Description of Alternative : Given that the ADM mill is adjacent to the P roject construction area
and is within the Seaboard Street Historic District, alternatives were considered to keep ADM in
operation during construction of the Project while also attempting to minimize impacts to the
Seaboard Street Historic District . Three mill relocation alternatives were considered. Under
each alternative, ADM would construct a new mill east of the NS mainlines to remain in
operation during and after the Project construction.
One alternative would place the mill north of West 10th Street, a djacent to the existing silos in
this block. The existing silos east of the NS mainlines would remain. The single story brick lab
building and ADM truck repair shop in this area would be demolished to allow for construction of
the new mill. New silos wo uld be constructed between West Ninth and West 10th Street. To
allo w for construction of the new silos, the existing ADM employee parking between West Ninth
and 10th Streets would be relocated to a vacant lot south of West Ninth Street (within the Fourth
Ward local historic district). Two buildings east of Smith Street (within the Fourth Ward local
historic district) would be demolished to allow for the footprint of the new mill and to ensure the
circulation space needed for truck access to the mill. Onc e the new mill is operational, the
existing mill and flour silos west of the NS mainlines would be abandoned, and likely
demolished. A concept plan showing this alternative is below.
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CSXT/NS Mainline Grade Separation Project
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The second mill relocation alternative would place the new mill across North Smith Street,
extending the mill footprint into the Fourth Ward Historic District. The alternative will allow for
additional space for truck circulation around the new mill.
The third mill relocation alternative would be similar as the others, but would place the new mill
between West 10th and West Ninth Streets, and locate the new silos north of West 10th Street.
Evaluation : ADM requested NCDOT consider constructing a new mi ll east of the NS mainlines,
since a new facility would improve overall mill efficiencies and capacity and eliminate the
inefficiencies of temporarily relocating their flour load -out facilities as planned in the Project
Build Alternative . Relocating the e ntire mill would also improve safety by eliminating pedestrian
and truck traffic over the NS mainline at 10th Street, which will further meet the Project's
purpose and need. All three mill relocation alternatives, however, would have impacts on the
Seaboa rd Street and Fourth Ward Historic Districts. All would likely cause abandonment and
likely demolition of the entire historic ADM mill (part of the Seaboard Street Historic District), as
well as demolition of a 1930's era bus garage within the Fourth Ward Historic District.
Relocation of the ADM parking would create the need for a new surface parking area within the
Fourth Ward Historic District, which would not be allowed under City of Charlotte zoning.
Finally, relocating the mill and silos would place a noise generating facility (flour mill) closer to
the residences in Fourth Ward.
Finding : The mill relocation alternatives would create additional impacts to Section 4(f)
resources as well as create noise impacts to the residents of Fourth Ward. Given these
Proposed New ADM Mill
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CSXT/NS Mainline Grade Separation Project
66
impacts, NCDOT determined the mill relocation alternatives to be not feasible or prudent, and
the alternatives were eliminated from further consideration.
5.5 DESCRIPTION OF IMPACTS TO 4(F) RESOURCES
In the following section are brief descriptions of the proposed actions and their impacts to the
three Section 4(f) resources , based on the current Project design . Maps in Appendix G show
the Project footprint in relation to the Elmwood/Pinewood Cemetery , the Seaboard Street
Historic District and the Soule Steel and Iron Works.
5.5 .1 Elmwood/Pinewood Cemetery
Probable Use of Section 4(f) Property
The Project will separate the grades of the CSXT and NS mainlines by placing the CSXT track
in a concrete trench for a length of about 3,400 feet. The trench will extend east from Hamilton
Street, within the National Register boundaries of Elmwood/Pinewood Cemetery, to just west of
Church Street. In the vicinity of Elmwood/Pinewood Cemetery near Johnson Stre et, the trench
will be at its deepest, measuring approximately thirty -five feet in depth. Protective fences will be
constructed on both sides of the trench to ensure safety. The trench will be generally located
along the existing CSXT rail alignment, whi ch parallels the Elmwood/Pinewood Cemetery. The
new CSXT mainline track (within the trench ) will occupy approximately the same location as the
current track, and at this stage of the design process (25% plans), the trench and storm water
drainage system w ill be constructed primarily on the north side of the existing cemetery fence
line. It is possible that the trench and storm drainage may extend beyond the existing modern
fence into the cemetery by roughly 5 to 10 feet in some locations, but will not aff ect any of the
grave anomalies identified during archaeological investigations. The Project will not alter the
historic vehicular and pedestrian circulation system through the cemetery.
The cemetery was determined eligible for the National Register unde r Criterion A for African
American heritage and Criterion C for design. Removing the existing fence and the vegetation
along the fence will have no adverse effect on the design of the cemetery. The fence along the
railroad right -of -way is modern, and th e vegetation along the fence is incidental, the result of
overgrowth vegetation which the maintenance crews could not reach. Neither the utilitarian
chain -link fence nor this vegetation are part of the historic landscape design for the cemetery.
Thus, t he removal of fence and vegetation will not compromise the significance of
Elmwood/Pinewood Cemetery under Criterion C.
The vehicular and pedestrian circulation and plot system through the cemetery is part of the
historic design as it evolved in the nin eteenth and early twentieth centuries, and by 1916, the
system of roads through the A rea of P otential E ffect (APE) appears to have been in place.
Construction of the trench , as currently designed, should not alter the location of the cemetery
driveways, a nd thus will not compromise these cemetery features.
Elmwood/Pinewood Cemetery also possesses significance for its association with the city’s
African American population, and Pinewood Cemetery survives as one of the best preserved
African American cemeteries in Mecklenburg County. The archaeological investigation,
undertaken by New South Associates, used ground -penetrating radar (GPR) in a 75 -foot swath
along the fence line separating the cemetery from the rail corridor. The New South study
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CSXT/NS Mainline Grade Separation Project
67
conclu ded that there are 580 known graves and perhaps more than 638 potential burial sites
within the 75 -foot study area .27
As already noted, the rail line follows a below -grade alignment
for much its length along the northern border of Elmwood/Pinewood Cemetery with the chain -
link fence marking the approximate beginning of the embankment. With this steep include of
the embankment , it seems unlikely that burials have occurred beyond the fence line. Thus, if
the trench and its components stay north of the fence, no graves should be disturbed by the
construction of the trench although this will be verified by archaeologists prior to construction.
If construction of the trench extends by the 5 to 10 -foot area that may be needed on the
cemetery side of the fence f or the proposed trench wall and below -grade drainage system, it is
expected that unmarked graves would be located within the new rail alignment. Portions of the
APE were historically used as potter’s fields for indigents, and graves within such areas were
often unmarked. The location of the potter’s fields along the rail corridor was a typical pattern
during the historic period. Areas along railroads or other less desirable locations within the
graveyard were typically set aside for burying those whose f amilies could not afford a plot and
marker. It is also known through other sources that numerous burials occurred within the
railroad right -of -way (100 feet on either side of the track center line). Burials along the railroad
right -of -way had become so c ommonplace by the mid -twentieth century that in the 1960s the
City of Charlotte and the Seaboard Air Line Railway (predecessor line to CSXT on this corridor)
entered into negotiations over the use of the right -of -way. The 1966 agreement stated that the
ra ilroad will lease the encroached land to the city, but no more burials could take place within
the railroad right -of -way. Photo 7 illustrates the proximity of some grave markings to the fence
separating the cemetery and the railroad.
Photo 7. Elmwood/Pinewood Cemetery, with fence bordering CSXT tracks
27 See above at 18 .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
68
Measures to Minimize Harm
Additional investigations are needed to determine the nature of the anomalies discovered by
ground -penetrating radar (GPR) and how many of these are graves. I f the footprint of the
Project encroaches within the fence line by only 5 to 10 feet and only in a few locations, possibly
only a few, if any, burial sites would need to be relocated. NCDOT will conduct additional
investigations to determine if there are burials along the fence line where the GPR survey could
not access. NCDOT will also monitor the removal of the modern fence and other construction
activities on the railroad side of the fence to determine if there are burial sites that have not yet
been i dentified.
If burial sites are identified along the fence line or areas to be disturbed by the Project
construction, NCDOT will follow applicable state and federal laws to reinter the remains. If
possible, the graves could be moved to nearby sites that m aintain the historic land use patterns
within the cemetery, e.g., relocations staying within potter’s fields.
As a further mitigation measure, a decorative fence, similar to the existing fence along Ninth
Street, and landscape plantings will be installed along the edge of the trench between the
cemetery and railroad once the trench is constructed .
Given that the Elmwood/Pinewood Cemetery is a designated local historic landmark, NCDOT
will coordinate with the Charlotte -Mecklenbu rg Landmarks Commission to obtain a Certificate of
Appropriateness once further design is completed.
5.5 .2 Seaboard Street Historic District
There are two main Project actions that will require use of the Seaboard Street Historic District:
1.) Constructi on of the CSXT trench , and 2.) Relocation of the ADM flour load -out facility.
These two actions are documented separately below.
Probable Use of Section 4(f) Property - Construction of CSXT Trench
Construction of the CSXT trench will require demolishing the John B. Ross Bag Company
Warehouse, the People Ice and Coal Company building, as well as a two -story portion of the
Interstate Mill complex. Portions of these structures lie within the footprint of the proposed
railroad trench and within the CSXT rail road right -of -way. Although the centerline of the trench
will follow the alignment of the existing CSXT track, the footprint of the trench walls and the
width needed to preserve the ability to add a second railroad track in the trench will require the
rem oval of structures within the railroad right -of -way.
A new vehicular access bridge will be constructed between the existing John B. Ross Bag
Company Warehouse and the People's Ice and Coal Company Building, approximately at the
same location as the exis ting, private, at -grade crossing over the CSXT tracks in this area. The
new bridge will be constructed of concrete with a protective fence on both sides. The bridge will
be built at approximately the same elevation as the current ground in this area.
Trench construction traffic will use Johnson Street and West Ninth Street via a temporary at -
grade crossing of the NS railroad at West Ninth Street. To create the proper street width and
turning radius for large vehicles, portions of the People's Ice and Coal Company Buildings
adjacent to Johnson Street will be demolished. (This will also allow the Project to widen the
street while avoiding taking right -of -way from the historic Elmwood/Pinewood Cemetery.)
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
69
To construct the trench , the contractor will require lay down (staging) areas adjacent to the
Project area to store construction equipment, materials, and to accommodate employee
parking. The lay down areas must meet the following criteria:
1. The sites must be vacant and adjacent to the Project.
2. Th e sites must be at least two acres to allow for storage of large equipment and
materials.
3. They must be located near the center of the Project construction footprint to allow
equipment and contractor access to the entire Project construction area.
4. The sit es must minimize the impact of construction traffic on the surrounding
neighborhoods, businesses and historic resources such as the Elmwood/Pinewood
Cemetery.
5. One site must be located west of the NS mainlines, and the other east of the NS
mainlines, to all ow for construction of both sections of the CSXT trench while minimizing
impacts on the railroad operations.
Given that the Project is within a developed, urbanized area, only two sites were identified that
meet the criteria listed above. One will be an area that includes the John B. Ross Bag
Company Warehouse and the People’s Ice and Coal Company warehouses. The site of the to -
be -demolished Ross and the People’s Ice and Coal Company buildings will be used. The
second location will be the vacant parcels bounded by North Graham Street, 12th Street, North
Poplar Street and the CSXT railroad right -of -way. The locations of these lay down/construction
staging areas are shown in the map below and in Map 4C in Appendix G .
Map: Proposed Construction Lay Dow n/Staging Areas
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
70
Photo 8 shows some of the buildings in the Seaboard Street Historic District closest to the
CSXT track. Photo 9 shows the portion of the Interstate Mill (ADM) closest to the CSXT track.
Photo 8: Seaboard Street Historic District, Interstate Mills (Background), People’s Ice and Coal
Company Building (Midground) and John B. Ross Bag Company Warehouse (Foreground), Looking
East Along Rail Corridor.
The construction of the CSXT railroad trench will also necessitate the closing of t he Johnson
Street roadway/rail at -grade crossing of the CSXT line. Johnson Street forms one of the
boundaries of the Seaboard Street Historic District.
As noted earlier, the secondary entrance to Elmwood/Pinewood Cemetery can be reached only
via Johnson Street now that access from Ninth Street has been closed off. To maintain access
to this northern entrance to Elmwood/Pinewood Cemetery, a grade -separate d pedestrian bridge
will be built over the trench at Johnson Street.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
71
Photo 9: Seaboard Street Historic District, Interstate Mills, Looking South From NC Music Factory
Boulevard
Probable Use of Section 4(f) Property - Relocation of ADM Mill Load -Out Facility
The Interstate Mills complex, now owned by ADM, remains in operation, and in order to
maintain truck and rail access to the mill during construction of the CSXT trench , some
components of the flour operations will need to be moved. The a ctions described below are
steps needed to keep the ADM mill in operation during and after construction of the CSXT
railroad trench .
To maintain truck access with the construction of the CSXT trench , the ADM flour loading area
will be moved. Currently the flour loading facility is located on the northeast side of the ADM
mill, adjacent to the CSXT tracks. The new flour loading facility will be relocated to the current
site of the John B. Ross Bag Company Warehouse and People’s Ice and Coal Company
bui ldings, both contributing resources to the Seaboard Street Historic District. Trucks will enter
the new loading area via NC Music Factory Boulevard. The new loading facility will also include
a new elevated or subterranean conveyance system to move flour from the mill building over the
NS O line tracks and to the trucks. The new loading area will also have surface parking and
turning room for trucks. In order to comply with air quality regulations, the new flour loading
facility will require a building large enough to completely enclose a large truck with an air
filtration system to prevent flour dust from escaping into the environment. Construction of this
flour loading facility and the associated truck circulation and parking areas will require
demoli tion of a portion of the People's Ice and Coal Company buildings. In addition, a power
substation serving and adjacent to the ADM mill will be relocated to the site of the People's Ice
and Coal Company building.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
72
Summary of Actions Affecting Seaboard Str eet Historic District
In summary, the Project will require demolition of the John B. Ross Bag Company building and
the People's Ice and Coal Company buildings for the following reasons:
1. To construct the CSXT trench .
2. To provide a contract staging/lay -down area for trench construction.
3. To provide the proper street width and turning radius on West Ninth and Johnson Streets
for construction traffic, while avoiding impacts to the Elmwood/Pinewood Cemetery.
4. To construct the ADM flour load -out facility, and to accommodate the ADM truck parking
and provide truck access to the new load -out facility.
5. To relocate the ADM power substation.
6. To avoid relocating the ADM mill, which would necessitate full demolition of the
Interstat e Mill buildings, and which would impact the Fourth Ward Historic District.
Mitigation Measures
For the buildings that will be demolished through construction of the trench , contractor
staging/laydown area, and partial relocation of ADM facilities (John B. Ross Bag Company
Building, People's Ice and Coal Company Building and small portion of the Interstate Mill),
NCDOT will undertake a survey to document the buildings, including historic research,
deve loping architectural plans, and conducting a photo archive of the buildings.
5.5 .3 Soule Steel and Iron Works
Probable Use of Section 4(f) Property - Construction of CSXT Trench and ADM Tracks
Four tracks now extend through the corridor just north of the Soule Steel and Iron Works site.
The CSXT mainline track is the southernmost of the four tracks , skirting the National Register
boundary for Soule Steel and Iron Works. The three tracks to the north are yard tracks.
The yard tracks will all be rem oved as part of this Project , and the CSXT mainline track will be
realigned to the north, away from the boundary of the Soule site. Two new CSXT siding tracks
will also be installed south of the realigned CSXT main track to replace the CSXT yard tracks in
this area . The southern CSXT siding track will be approximately 13.5 feet from the resource
building's northwestern -most corner, approximately seven feet closer than the existing track.
The new track will require the removal of the remnant craneway equipment that is behind the
building. According to historic aerial photographs of the site, t his crane way equipment is likely
part of a larger craneway once used to transport materials from train cars into the foundry.
Today, nearly all of the craneway has been removed, and additional buildings have been
constructed where the craneway once stood. The only remaining piece of craneway equipment
is located between the foundry fence and the CSXT mainline track.
Measures to Minimize Harm
An alternative to shift the trench and CSXT tracks to the north and away from the resource was
evaluated but deemed not feasible (see Section 5.5.2 above). NCDOT also investigated
moving the craneway equipment on -site; however, the site does not have any available space.
Given these restrictions, the Project will require demolition of the craneway equipment. NCDOT
will undertake a survey to document the equipment , including historic research, and conduct a
photo archive of the equipment .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
73
5.6 CONCLUSION
Base d upon the Section 4(f) evaluation of the Project, NCDOT has identified uses of resources,
and measures to minimize harm, as outlined below.
Elmwood/Pinewood Cemetery
Uses : Construction of the trench will require removal of the fence and vegetation
sepa rating the Cemetery and the CSXT railroad. Most of the burials adjacent to the
railroad are identified as "Potter's Field" on historic cemetery maps, indicating that most
burials are in unmarked graves.
Measures to minimize harm : NCDOT conducted an additional investigation of the
Cemetery that included a GPR survey to determine possible locations of graves within
the railroad right -of -way .28
NCDOT will also monitor the removal of the modern fence
and other construction activities on the railroad side of the fence to determine if burial
sites that have not yet been identified are encountered .
If burial sites are identified along the fence li ne or areas to be disturbed by the Project
construction, NCDOT will follow applicable state and federal laws to reinter the remains.
If possible, the graves could be moved to nearby sites that maintain the historic land use
patterns within the cemetery, e .g., relocations staying within potter’s fields.
As a further mitigation measure, a decorative fence, similar to the existing fence along
Ninth Street, and plantings will be installed along the edge of the trench between the
cemetery and railroad once the trench is constructed .
Given that the Elmwood/Pinewood Cemetery is a designated local historic landmark,
NCDOT will coordinate with the Charlotte -Mecklenburg Historic Landmarks Commission
to obtain a Certificate of Appropriateness once further design is completed.
Seaboard Street Historic District
Uses : Construction of the trench (including the need for a contractor staging area) and
changes to the ADM flour mill operations will require demolition of the People's Coal and
Ice and John B. Ross Bag Compan y Warehouse buildings, as well as a small portion of
the Interstate Mill building.
Measures to minimize harm : For the buildings that will be demolished through
construction of the trench , contractor staging/laydown area, and partial relocation of
ADM facilities, NCDOT will undertake a survey to document the buildings, including
historic research, developing architectural plans, and conducting a photo archive of the
buildings.
Soule Steel and Iron Works
Uses : Reloc ation of the CSXT tracks in this area will require demolition of a remnant of
the elevator crane way located between the foundry and the CSXT railroad.
28 See above at 18.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
74
Measures to minimize harm : NCDOT will undertake a survey to document the
equipment , including historic research, and conduct a photo archive of the equipment .
NCDOT, FRA and SHPO will develop a Memorandum of Agreement to further define the above
measures to minimize and mitigate impacts.
5.7 PUBLIC AND AGENCY COORDINATION
In May 2009 NCDOT initiated agency coordination for the Project with a letter and a map noting
the Project's study area/APE. In a letter dated June 16, 2009 the SHPO of the NC Department
of Cultural Resources suggested that NCDOT use Mattson, Alexander an d Associates, Inc. to
conduct a survey of historic sites along the Project study area.
Mattson, Alexander and Associates completed the Phase II (Intensive Level) Architectural
Resources Survey of the CSXT/NS Mainline Grade Separation Project (report dat ed October
19, 2009).29 In a letter dated December 21, 2009, SHPO concurred with the October 19, 2009
report. Due to a shift in the Project’s APE, a supplement to the Phase II Architectural
Resources Survey was completed for the Project in September 2012, noting impacts to the
Fourth Ward local historic district.30
A copy of the supplemental survey was transmitted to
SHPO. In a letter dated October, 18, 2012, SHPO concurred with the findings of the
supplemental survey.
NCDOT held meetings with SHPO on Oc tober 17, 2011 and December 8, 2011 to review the
progress of the Project's design and the Project's potential impacts to historic resources.
Given the Project's proximity to the Elmwood/Pinewood Cemetery and given that a portion of
the cemetery include s burials within the CSXT railroad right -of -way, NCDOT retained New
South Associates to complete a more formal survey of the cemetery. The survey findings
include maps showing possible graves within a 75 -foot area adjacent to the CSXT railroad ).
This sur vey and report was reviewed and accepted by SHPO in a March 5, 2012
memorandum.31
In March 2012 Gannett Fleming and Mattson, Alexander and Associates completed a draft
Evaluation of Effects Report for the Project. NCDOT, SHPO, and FRA held a formal meetin g s
on March 22, 2012 and August 16 , 2012 to review the Project impacts. The draft Evaluation of
Effects Report was submitted to SHPO , NCDOT, FRA, and SHPO completed a Determination
of Effects document, which was signed by SHPO on September 17, 2012 . A summary of t he
Determination of Effects document was included in the final Evaluation of Effects Report , dated
October 23, 2012.32
In addition to the signed Determination of Effects document, NCDOT, FRA and SHPO will
develop a Memorandum of Agreement on measures to minimize and mitigate impacts to the
historic resources.
29 See above at 14. 30 S e e above at 15 . 31 See above at 16. 32 See above at 18 .
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
75
Upon publication of the draft EA and draft Section 4(f) Evaluation, NCDOT will submit the
documents to the public and agencies for review and comment.
Given the Project's proximity t o two locally -designated historic resources (Elmwood/Pinewood
Cemetery and the Southern Asbestos Company Mills), NCDOT presented the Project to the
Charlotte -Mecklenburg Historic Landmarks Commission on January 25, 2012. NCDOT will
continue to meet with t he Landmarks Commission and has submitted an application for a
Certificate of Appropriateness for the impacts to Elmwood/Pinewood Cemetery. The Historic
Landmarks Commission will also be consulted during development of the Memorandum of
Agreement to be si gned by NCDOT, FRA and SHPO.
T he potential impacts to the Fourth Ward local historic district will require NCDOT to coordinate
with the Charlotte -Mecklenburg Historic District Commission. NCDOT will present the Project to
the Commission and will work to obtain a Certification of Appropriateness for the impacts to the
Fourth Ward Historic District.
In addition to the agency coordination, NCDOT held a Citizens Information Workshop in August
2009. NCDOT has held several meetings with area businesses, inclu ding ADM and the NC
Music Factory to discuss the Project and possible impacts. After publication of the draft EA and
Section 4(f) Evaluation, NCDOT will also hold a public hearing to present the Project and its
associated impacts. The public will also be invited to review and comment on the draft EA,
Section 4(f) Evaluation, and the Memorandum of Agreement for the Project.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
76
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Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
77
CHAPTER 6 .0 - LIST OF PREPARERS
North Carolina Department of Transportation (NCDOT) – Rail Division Environmental and
Planning Branch
Marc L. Hamel, Director of Environmental Planning
Ryan L. White, P.E., Rail Project Development Engineer
Gannett Fleming, Inc.
Travis Pollack, AICP, Project Manager and Senior Transportation Planner
Terry L. Winebrenner, P.E., Environmental Manager
Robert W. Parker, M.S., Project Environmental Scientist
Michael A. Krokonko, M.B.A., Project Environmental Scientist
Ahmed A. El -Aassar, Ph.D., INCE, ASA, Noise and Air Quality Manager
Sondra Peterson, Noise Technician
Jasmine R. Sodemann, Environmental Specialist
Beth E. Turner, M.S., Environmental Specialist
John Goddard, Sr. Track Designer
Richard Cross IV, P.E., Senior Railroad Engineer
Scott Sibley, P.E., Railroad Engineering Project Manager
Michael A. MacAllister, P.E., Co nstruction Management Specialist
Johanna J. Liller, Construction Management Specialist
Matthew Houtz, GISP, Senior GIS Analyst
William Wentzien, P.E., P.T.O.E., Traffic Engineer
Jesse G. Hite, Jr., P.E., Design Project Manager
Mattson, Alexander, & Assoc iates
Richard L. Mattson, Ph.D.
Frances P. Alexander, M.A.
Axiom Environmental, Inc.
Alexander “Sandy” Smith, Senior Project Manager
Scott Davis, Senior Scientist
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CHAPTER 7 .0 - REFERENCES
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neering/Maher%20Abd%20El -Rahman%20Ibrahim%20Adam/Maher%20Abd%20El -
Rahman%20Ibrahim%20Adam_PAPER_03.pdf . Access ed October 2012.
Charlotte Area Transit System. Environmental Assessment - Charlotte Gateway Station. April
2009. Online .
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ts.aspx . Accessed August 2012.
Charlotte Area Transit System. 2030 Transit Corridor System Plan. Adopted November 15,
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Charlotte Center City Partners. 2020 Center City Vision Plan (dra ft). June 2011. Online .
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Charlotte -Mecklenburg Ge ospatial Information Services. Various GIS data layers. Provided
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Council on Environmental Quality. “A Citizen’s Guide to the NEPA: Having Your Voice Heard.”
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Environmental Data Resources, Inc. (EDR). Regulatory database search. Completed on June
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Federal Emergen cy Management Agency. Floodplain Insurance Rate Maps. Online.
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Impact Assessment”. FTA -VA -90 -1003 -06. 2006.
Gannett Fleming. Norfolk Southern Mainline Track Improvements - CSXT/NS Mainline Grade
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Gannett Fleming. Norfolk Southern/CSXT Mainline Grade Separation Project Revised 25%
Plans. November 2011.
Gannett Fleming. Record Of Non -Applicability for General Conformity for t he CSX/NS Mainline
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Gannett Fl eming and Mattson, Alexander and Associates. CSXT/NS Mainline Grade
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Mattson, Alexander and Associates. Phase II (Intensive Level) Architectural Resources Survey.
CSX T/NS Mainline Grade Separation, Mecklenburg County, North Carolina, North
Carolina Department of Transportation T.I.P. Number P -5002. October 19, 2009.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
80
Mattson, Alexander and Associates. Supplement Phase II (Intensive Level) Architectural
Resources Surv ey. CSXT/NS Mainline Grade Separation, Mecklenburg County, North
Carolina, North Carolina Department of Transportation T.I.P. Number P -5002.
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Mecklenburg County Solid Waste Department Guidelines . Online.
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Moffat & Nichol. North Church Str eet Railroad Crossing Closure (TIP No. Y -4810G) Categorical
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National Oceanic and Atmospheric Administration . Online.
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NC Department of Environment and Natural Resources. “Guidance for Preparing SEPA
Documents and Addressing Secondary and Cumulative Impacts.” Online.
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NC Department of Environment and Natural Resources, Division of Water Quality. Online.
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NC Department of Environment and Natural Resources, Natural Heritage Program. Online.
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NC Department of Environment and Natural Resour ces, D ivision of Waste Management. Solid
Waste Guidelines . Online. http://portal.ncdenr.org/web/wm/sw . Accessed September
2012.
NC Department of Transportation, Rail Division. “Feasibility Study for the Charlotte Multi -Modal
Station and Area Track Improvements.” May 2002. Online.
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NC Geographic Information Coordinating Council. NC OneMap. http://www.nconemap.com/.
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Nelson, J.T., Saurenman, H. “A Prediction for Rail Transportation Ground -borne Noise and
Vibration” Transportation Research Board, January 1987.
New South Associates . Archival Research, Mapping and Ground Penetrating Radar Survey at
Elmwood/Pinewood Cemetery. March 2012.
US Census Bureau, http://factfinder.census.gov . 2000, 2010 Census and 2006 -2010 ACS data,
accessed July 20 09 and October 2012.
US Department of Agriculture, Natural Resources Conservation Service. Online.
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US Department of Commerce, National O ceanic and Atmospheric Administration. Online.
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August 2009.
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CSXT/NS Mainline Grade Separation Project
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US Department of Transportation Federal Highway Administration. Section 4(f) Policy Paper,
July 20, 2012. Online. http://www.environment.fhwa.dot.gov/4f/4fpolicy.asp . Accessed
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US Fish and Wildlife Service. National Wetlands Inventory. Online.
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SVT/Ralph Whitehead & Associates. “LYNX Blue Line Extension (Northeast Corridor) Light Rail
Project: Natural Resources Technical Report.” June 3, 2009.
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AP P ENDIX A
Project Mapping
(Figure 1 thru 9)
Mecklenburg County, North Carolina April 2012
CRISP Projects Figure
1
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2
APP ENDIX B
Conceptual Plan Sheets
T RACK AND TRENCH CONCEPT PLANS
TYPICAL SECTIONS FROM 25% PLANS
MAXWELL COURT EXTENSION PLAN
Ham
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±0 200 400 100 Feet Trench and Track Concept Plan Figure 1
Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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Legend
Final Mainline Track Alignment
New Siding Tracks
Charlote, Mecklenburg County, North CarolinaSeptember 2012
Structure to be Demolished
Construction Staging Area
Temporary Track Alignment
Temporary Excavation
Trench Wall
Cemetery Fence D D D
New Bridge
John
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±0 200 400 100 Feet Trench and Track Concept Plan Figure 2
Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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Charlote, Mecklenburg County, North CarolinaSeptember 2012
k
Location for Temporary ADM Load-out Faclity
Legend
Final Mainline Track Alignment
New Siding Tracks
Structure to be Demolished
Construction Staging Area
Temporary Track Alignment
Temporary Excavation
Trench Wall
Cemetery Fence D D D
New Bridge
ADM
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Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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Charlote, Mecklenburg County, North CarolinaSeptember 2012
k
Crossing to be closed
Legend
Final Mainline Track Alignment
New Siding Tracks
Structure to be Demolished
Construction Staging Area
Temporary Track Alignment
Temporary Excavation
Trench Wall
Cemetery Fence D D D
New Bridge
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Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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Charlote, Mecklenburg County, North CarolinaSeptember 2012
Legend
Final Mainline Track Alignment
New Siding Tracks
Structure to be Demolished
Construction Staging Area
Temporary Track Alignment
Temporary Excavation
Trench Wall
Cemetery Fence D D D
New Bridge
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±0 200 400 100 Feet Trench and Track Concept Plan Figure 5
Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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Charlote, Mecklenburg County, North CarolinaSeptember 2012
k
Location for Temporary ADM Load-out Faclity
Legend
Final Mainline Track Alignment
New Siding Tracks
Structure to be Demolished
Construction Staging Area
Temporary Track Alignment
Temporary Excavation
Trench Wall
Cemetery Fence D D D
New Bridge
ADM
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±0 200 400 100 Feet Trench and Track Concept Plan Figure 6
Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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Charlote, Mecklenburg County, North CarolinaSeptember 2012
Legend
Final Mainline Track Alignment
New Siding Tracks
Structure to be Demolished
Construction Staging Area
Temporary Track Alignment
Temporary Excavation
Trench Wall
Cemetery Fence D D D
New Bridge
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±0 200 400 100 Feet
Trench and Track Concept Plan - Church Street Crossing Closure Figure 7
Charlotte Railroad Improvement & Safety Program (CRISP)CSXT/NS Mainline Grade Separation Project (P-5002)Data courtesy of Charlotte-Mecklenburg Geospatial Information Services, Gannett Fleming, & NCDOT
Pa
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.
m
x
d
Charlote, Mecklenburg County, North CarolinaSeptember 2012
Legend
Final Mainline Track Alignment
New Siding Tracks
Street Repaving
Temporary Track Alignment
New Street, Curb, Island
Closure of Church St. At-Grade Crossing