20121107 Ver 1_Findings of No Significant Impact_20130318

FEDERAL RAILROAD ADMINISTRATION
FINDING OF NO SIGNIFICANT IMPACT
FOR THE
Proposed Additional Track and Rail Crossing
Improvements from Reid (South of Salisbury) to North Kannapolis
along the North Carolina Railroad (NCRR)
/Norfolk Southern Railway (NS)
FEDERAL AID NO. FR -HSR- 0006- 10 -01 -00
North Carolina TIP No. P -5206
A. General Description
The Piedmont Improvement Program is an initiative by the North Carolina Department of
Transportation ( NCDOT), the Norfolk Southern Railway (NS) and the North Carolina Railroad
(NCRR) to improve passenger and freight railroad operations along the NCRR Piedmont
Corridor from Raleigh to Charlotte. The NCRR Piedmont Corridor consists of the Greensboro to
Charlotte portion of the NS Mainline from Washington to Atlanta, and the Greensboro to Raleigh
portion of the NCRR H -line.
The NCDOT 2009 -2015 Transportation Improvement Program (TIP) includes the construction of
additional track and rail crossing improvements from Reid (South of Salisbury) to North
Kannapolis along the NCRR /NS. The proposed project is TIP Project No. P -5206 and is located
in Rowan County, North Carolina. Exhibit 1 shows the project location. Exhibit 2 shows the
Preferred (Build) Alternative.
The NCDOT proposes to construct an approximately 11 -mile section of second main track to be
placed on the existing roadbed along the NCRR /NS line in Rowan County between control points
"Reid" and "North Kannapolis ". Railroad alignment changes, safety improvements, and crossing
improvements are also being proposed.
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P -5206
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B. Statement of Purpose and Need
The purpose of the proposed project is to improve passenger train schedule reliability, provide
additional capacity to support the introduction of up to 12 daily (6 round trip) additional
passenger trains to the North Carolina Railroad (NCRR) Piedmont Corridor, and enhance the
safety of the railroad within the study area between Reid and Kannapolis.
Increased usage of North Carolina's highway system has led to congestion and increased
emissions. To address congestion and emissions concerns, the NCDOT Rail Division is
improving passenger rail service by upgrading the existing rail infrastructure. Ultimately, these
improvements will benefit the infrastructure for high -speed and traditional passenger rail service
in the state of North Carolina.
The proposed improvements will improve passenger train schedule reliability by allowing freight
and passenger trains to quickly and efficiently maneuver around each other, help accommodate
future growth in passenger train traffic, and provide tracks that will be able to support higher
speed passenger service. Train /vehicle conflicts will be eliminated by closing selected at -grade
road crossings and providing grade- separated crossings (bridges). Improved safety measures
are proposed where at -grade road crossings cannot be closed.
The estimated current and future 20 -year service levels for intercity passenger and freight
service on the NCRR Piedmont Corridor between Charlotte, Greensboro, and Raleigh are
described below.
Intercity Passenger Service — The NCRR Piedmont Corridor between Greensboro and
Charlotte currently hosts eight daily (four round trip) intercity passenger trains, including the four
daily (two round trip) NCDOT Piedmont Service trains, twice daily (one round trip) Amtrak
Carolinian service trains, and the twice daily (one round trip) Amtrak Crescent service trains.
Upon completion of the proposed project, NCDOT plans to add six daily (three round trip)
NCDOT Piedmont service trains to the NCRR Piedmont Corridor between Charlotte and
Raleigh.
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The following nine stations are along the Piedmont Corridor and are served by both the
Piedmont and the Carolinian: Charlotte, Kannapolis, Salisbury, High Point, Greensboro,
Burlington, Durham, Cary, and Raleigh. The Carolinian continues north of Raleigh providing
daily round trip service to Selma, Wilson, and Rocky Mount, NC and beyond to New York City.
Two additional stations are planned on the NCRR Piedmont Corridor, including Lexington
between Charlotte and Greensboro, and Hillsborough between Greensboro and Raleigh.
Southeastern High -Speed Rail Corridor (SEHSR) — The proposed project is along the
Preferred Alternative for the SEHSR corridor determined by the Federal Railroad Administration
(FRA) and the Federal Highway Administration (FHWA) in the Record of Decision (ROD) for the
Tier I SEHSR Environmental Impact Statement (EIS). That document analyzed the entire
SEHSR corridor from Washington, DC to Charlotte, NC, including numerous alternative
alignment combinations and modal choices.' Subsequently, NCDOT undertook a Tier II EIS for
the middle segment of the SEHSR corridor between Raleigh, NC and Richmond, VA. As of the
date of this FONSI, that document is still being prepared.
For the southern portion of the SEHSR corridor between Charlotte and Raleigh, NCDOT is
preparing individual project -level National Environmental Policy Act (NEPA) documents,
including this Environmental Assessment (EA). FRA and NCDOT have determined that the
individual projects each have independent utility; that is, each project will provide tangible
benefits to existing freight and passenger rail service even if no additional investments are
made for high -speed service. Regardless of future high -speed rail development, the proposed
projects would provide benefits to schedule reliability, train speeds, and overall rail capacity and
safety. The respective NEPA documents provide more details on the independent utility of each
project.
For the northern portion of the SEHSR corridor between Richmond and Washington, DC, FRA
recently awarded a $44.3 million grant to the Virginia Department of Rail and Public
Transportation (DRPT) that will fund the completion of preliminary engineering and a Tier II EIS.
'The SEHSR Tier I EIS and ROD can be found at http: / /www.fra.dot.gov /rpd /freight /1611.shtmI.
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
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The SEHSR corridor is planned to include eight daily (four round trip) high -speed trains to the
network between Charlotte and Raleigh, with service extending beyond the NCRR Piedmont
Corridor northward to Richmond, VA and Washington, DC, and ultimately southward to Atlanta,
GA and points south. This includes a Piedmont Service train that will be extended north beyond
Raleigh upon the completion of the proposed Raleigh to Richmond segment of the SEHSR.
By 2030, the NCRR Piedmont Corridor is expected to host up to 20 daily (ten round trip)
passenger trains between Charlotte and Raleigh, including the current and proposed Amtrak,
NCDOT Piedmont service and SEHSR corridor trains. The proposed project is expected to
provide the capacity necessary to support these operations; however, if NCDOT is unable to
immediately utilize the additional capacity being created for either the NCDOT Piedmont service
or SEHSR corridor service, the additional capacity will be preserved for such use in the interim.
Freight Service — Prior to the economic downturn, NS was operating nearly 60 freight trains per
day along the Greensboro to Charlotte corridor, as opposed to current volumes of 34 trains per
day. It is estimated that the future volumes will be approximately double current volumes, 68
trains per day or greater. The freight traffic can increase to a certain threshold with the existing
infrastructure before the efficiency of operation along the corridor is substantially reduced. This
would result in reduced train speeds, increased train waiting times for cleared signals, increased
locomotive idling and reduced fuel efficiency. Other impacts of the potential increased
congestion would include additional long -haul freight traffic on highways, additional vehicular
delays at at -grade railroad crossings, and increased emissions from locomotives and road
vehicles.
Safety — The study area between Reid and Kannapolis currently has 20 at -grade crossings.
The potential for train /vehicle conflicts will continue to increase with the growth of both highway
and rail traffic.
C. Procedural History and National Environmental Policy Act Compliance
In January 2010, FRA awarded to North Carolina $545 million in American Recovery and
Reinvestment Act (ARRA) funds to continue its development of high -speed intercity passenger
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
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rail along the NCRR Piedmont Corridor
Effects to the human and natural environment associated with the preliminary alternatives and
the Preferred Alternative for this project have been addressed by an EA, dated October 20,
2011. The EA was approved and signed by NCDOT.
A Public Hearing was held on December 5, 2011 at the Kannapolis Train Station located at 201
South Main Street in Kannapolis. The hearing was held in an informal format from 6:00 pm to
8:00 pm. A Local Officials Meeting was held at the same location from 3:00 pm to 4:00 pm on
the same day. Meeting advertisements were sent to 1,824 addresses in the study area.
Attendance based on sign -in sheets for the Local Officials Meeting and the Hearing was 19
attendees and 108 attendees, respectively.
This FONSI was prepared in accordance with FBA's procedures for Considering Environmental
Impacts (64 Fed. Reg. 28545 (May 26, 1999)).
D. Alternatives Considered
As described in the 2011 EA, NCDOT evaluated preliminary alternatives to add track either east
or west of the existing track alignment. This section describes the preliminary alternatives.
Additional Track East — Adding track on the east side of the existing track was initially
evaluated. The original second track that was removed in the 1960s was on the west side.
Although the track was removed, the railroad bed and former earthwork are relatively intact.
The NCRR corridor has experienced development encroachment since the 1960s on both sides
of the existing track. However, the physical presence of the remnant roadbed has prevented
the same degree of encroachment on the west side. In addition, the presence of the remnant
roadbed reduces the potential for impacts to natural resources.
In evaluating the potential impacts of adding a second track and improving some curve
alignments, NCDOT determined that substantially greater relocation impacts are likely if track
were added on the east side. For example, improvements on the east side would cause
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P -5206
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relocation of a substantial segment of Central Avenue through the Town of China Grove,
severely reducing roadway connectivity within this area. After the original second track was
removed, both sides of the NCRR corridor experienced encroachment from development. The
presence of the remnant road bed limited this effect on the western side. As such, placing the
second track on the eastern side of the rail corridor would affect more existing development
than replacing the track on the western side of the rail corridor. Therefore, this preliminary
alternative was eliminated from further consideration and was not carried into a preliminary
design phase, where detailed quantification of impacts would be prepared.
Additional Track West — As described above, adding track to the east side was eliminated
from further consideration because it was expected to have greater impacts than adding track
on the west side. There are a few exceptions where east realignments are necessary to
improve curve alignments, such as in the China Grove area. Additional track on the west side
would utilize the existing roadbed for the most part. This minimizes potential impacts as it would
require less earthwork and disruption to the existing terrain when compared to other options.
Grade Separations — Safe implementation of the additional track and higher train speeds
necessitates closure of several at -grade roadway crossings. There are currently 20 at -grade
crossings in the study area. Fifteen of these 20 at -grade crossings are proposed for closure
along the corridor (13 as part of this project). To accommodate the revised travel patterns and
access, three grade separations are proposed: 24th Street, Kimball Road, and Peeler Road.
Alternative locations and alignments were considered for each of these three crossings. The
EA describes four options for 24`h Street and three options for Peeler Road. Due to the adjacent
development constraints, only one reasonable and feasible option was found at the Kimball
Street location. NCDOT evaluated all of the grade separation options and recommended the
alternatives projected to have the fewest impacts.
E. Preferred Alternative
NCDOT projected that adding track on the west side would cause fewer impacts to the human
and natural environment while still satisfying the purpose and need of the Project. Therefore,
adding track on the west side was carried forward as the Build Alternative and is identified as
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
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the Preferred Alternative addressed by this FONSI. Elements of the Preferred Alternative
include:
• Approximately 10 miles of additional track on the west side of the existing track,
• Close 13 at -grade crossings at:
• 18th Street
• 22nd Street
• 29th Street
• Mill Street
• Central Avenue
• Eudy Road
• Thom Street
• Mt. Hope Church Road
• Peach Orchard Road
• Four private crossings
• (two other crossings to be closed under separate project)
• Upgrade the existing at -grade crossings at:
• Ryder Street
• Centerview Street
• Church Street
• Webb Road
• New grade separation over the tracks at 24th Street (the EA describes four options for
this grade separation and the rationale for selection of the proposed option).
• New grade separation under the tracks at Kimball Road,
• New grade separation over the track at Peeler Road (the EA describes three options
for this grade separation and the rationale for selection of the proposed option).
Table 1 shows descriptive factors and anticipated impacts associated with the Preferred
Alternative. Note that the proposed alignment through the China Grove section of the project is
being evaluated for refinement during final design, which may slightly change and possibly
reduce the relocation impacts in this area.
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
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TABLE : SUMMARY OF IMPACTS

TABLE : SUMMARY OF IMPACTS
EA
Sections
I t Containing S impact
Pro Mitigation,
More
Detail
No Impact. The MPO and State Long
Not applicable.
Range Transportation Plans and
programs conform to the State Air
Quality implementation Plan (SIP). The
SIP does not contain transportation
control measures for Rowan County®
Air Quality 8 This project does not introduce _
significant, changes to the plarA; used 0
,
1...
the conforfnityinalysils
99
{ ,yonforrrwy an nlysis was pe'.rf 41n4'.t.'A.t and
{
the ro1 (..t was found to be not
l
�,r� ari into, attach
✓u.........,w.V. -,.rr:
..,.,,..«.,.,.,,«- - -,._. .,,.. ...,.. - -. .v
_...w.- ,...,_,nrmm �.W..x..w....�.,..,.»...._ .- w....,..�.,�+,< ..uH, .:w..x.«w,.....,_.. i ....,. >rox-� ...,,. «m,., ,m.-
Positive Effect, Closure of 15 at-
Not applicable.
Noise 8. 8 grade crossings along the corridor will
substantially reduce train horn noise.
An additional 18 residential impacts
No feasible mitigation
and 7 institutional impacts are
identified. FRA and
anticipated for the build scenario versus-
NCDCT have
the no -build condition. However, this is
determined that the
not considered a substantial increase
increased number of
Vibration 8.8,6
when compared to the 124 residential
impacts do not rise to
and 88 institutional impacts associated
the level of
with the no -build scenario
significance and do
not prevent FRA from
issuing this_ FONSI.
The Preferred Alternative is anticipated
Actual clearing may
to affect 88.8 acres of mixed pinel
be less than
hardwood community primarily
anticipated as the
associated with clearing and earthwork,
design is refined. No
Biotic Communities 88 immediately adjacent the proposed
additional mitigation
additional track and grade separations,
for the mixed
pine/hardwood
community impacts is
ro 'osed,
The Preferred Alternative is anticipated
See below.
Waters of the Ui & 8,8. i to impact 0.17 acres of wetlands and
800 linear feet of stream,
Proposed Mitigation (Waters of the U.S. ) - Mitigation may be provided by the North Carolina.
Department of Environment and Natural Resources Ecosystem Enhancement Program BP). In
accordance with the "Memorandum of Agreement Among the North Carolina Department of
Transportation, and the U.S. Army Corps of Engineers, Wilmington District" (MO A), duly 22, 2008, and
amended ,,Tune 2004 and March 2007, final determinations on compensatory mitigation are made by the
US CE and NCDWQ as part of the permitting process. NCCOT is responsible for and commas to
undertake anx necessa mite ation.
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P -5206
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-
. `
_
�
TABLE 2: SUMMARY Of IMPACTS
EA
Impact Area Containing
Summary of Impact Proposed Mitigation
more
Four historic properties and two historic See below,
districts in the study area are identified
as eligible for listing on the National
Register of Historic Places, The Historic
Preservation Officer (HPO) concurred
that the Landis Post Office, the Landis
SOLsthem Railway Passenger Station,
Mount Z*n Reformed Church, the
t-t&�eran Chapel,
for Isfing �n the National Register,
Through coordination with the State
Historic Preservation Office (SHPO),
concurred, that the proposed project
would have No Effect on the Mount Zion
Cultural Resources 312
Reformed Church and No Adverse
Effect on the Landis Post Office, Landis
Southern Railway Passenger Station.
China Grove Cotton Mills Historic
District, and China Grove Historic
The proposed project would have an
Adverse Effect on the Lutheran Chapel.
The curve realignment and addition of
the second track would affect the
church's parking lot.
The SHPO and Off ice of Archaeology
concurred on January 12, 2010 and
January 7, 2010 respectively, that no
further archaeological work is required
for the proposed project.
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI

TABLE 2: SUMMARY OF IMPACTS
A
Impad Area
Co niry
SummarY of Impact
Proposed Mitigation
more
0"1
Proposed Mitigation ( uiturai Resources) The NCI OT is responsible for the commitments described
in detail in the Memorandum of Agreement ( OA) among FRA, NCSHPO, and NCI OT associated with
impacts to the Lutheran Chapel, a property determined eligible for the National Register of Historic Places
tsee ,Exhibit 6). The MCA includes detailed commitments for. retaining gall and fence construction,
compensation for replacement parking areas; abandonment of a section of Fudy Roast adjacent the
Chapel's property, and baseline studies and vibration monitoring.
The NCDOT and FRA coordinated with the Lutheran Chape� (concurring party)
and requested lh T 14 a
ftftt )A be signed t- t June 1 20 ,12 2 fa mcf.�` poratton m th F ONS i Y he UAne sin Ck hapet ha(..3 n0 p ro !di- (J .
f t4 £iat''94;;J MCA s of jut`1e : 15111"1 N(,,f.PC)t ✓HP() and F4,1 have ::g t $c Y . a w r � iF M1 1=% 2,1 19 [ %)§3�
COW.' Wat k w4h, the r �t t�
L.. uth.v,e.,..,a r a 21 4L o � c,.,...o,.: n g.i.,.s5..t«s �
>.....•.. »..w- v .
-- , ,..1.. .,a...t
,,..,r ..� - .
a even properties iii pac#ed by the
.._...._�..- ,- „.,a- .,,,,.,. ....e.e.........;. _�
NCDGT Geotectinicat
protect were identified as having
Engineering Unit will
potential hazardous materials present.
conduct detailed
Hazardous Materials/ 313
studies during the
iSTs
right-of-way;
acquisition phase to
evaluate and address
potential impacts.
No impact. There are no mineral
Not applicable.
Mineral Resources 3.14 resources affected by the proposed
ro ect.
Positive Effect, The Preferred.
None needed,
Alternative Mould have a positive effect
Energy 3.16 on energy resources by alloying the
railroad to operate with greater
efficiency.
No impact. Proposed improvements
Not applicable -
Visual Impacts 3.16 are within or immediately adjacent to
the existin2 tall corridor.
Temporary impacts could occur to air
utilize Best
quality, water quality, and wildlife.
ement
Management
Construction Impacts 3.16
Practices and
standard NCt OT
procedures during
construction.
Positive effect, The additional track
None needed.
Transportation 23 2A and grade separations will improve
efficiency for rail and roadway travel on
a local and re2ional level. ”
No impact. Provision of grade
None needed.
Possible Barriers to separations provides safer crossings of
Elderly or Handicapped 2.3, 2.4 the rail corridor. The Preferred
Alternative will not divide or isolate
,,,.,nei ghborhoods.
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P= 5206
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TABLE 2'. SUMMARY OF IMPACTS
A
one
I ct Containing
a of Impact Proposed Mitigation
more
Detail
Positive Effect. The Preferred None needed.
Alternative will improve safety by
removing at -grade crossings and
Public Health and 2. , 2.4,
providing grade separated crossings. It
Safety 3.13
would also not generate substantial
hazardous waste and operations would
not ose a ublpc health concern. _ m.
«. k _
ec t on lft As described abo" Js'
i
under Reno Cces t er ire, %'E sou es . e� ',Uon
{{
yy .�yq tt ���� tgg
p�,��t �'t k'° v�;r C.; �,a�d �i��t�� 2 ��..rv�`t �tu..� �E� ������� 1 "P �.3A�'�': �` �'��� {6*
dWnCfw°, iS, tie study e9t*a . deS ?vfie .,as.� desC;:"nf7t�on ol the �I
eligible t f listing on lt'ie Natio at proposedi nlitigalson
'
Register of Historic Places. It was for the adverse effect
determined that the proposed project on the Lutheran
would have No Effect or No Adverse Chapel.
Effect on all but one property.
The proposed project would have an
Adverse Effect on the Lutheran Chapel.
However, Section 4(f) does not apply
because the historic boundary overlaps,
Section 4(f) and (f) 3.12
the NRR right-of-way. The Church
Properties ,.
parking lot is actually encroaching on the
NRR corridor, The land being used
does not belong to the historic resource
and has been reserved for transportation
uses.;
There are no other Section 4f)'
properties affected by the proposed
project.
Section 6 ff - There are no properties in
the study area that were purchased
using the Land and Water Conservation
Fund. So there are no anticipated
im acts to section-6 f ro riles.
Indirect and Cumulative Effects
- As documented in the EA, the recent development trend
and the transportation projects associated with the development have resulted in impacts on
water quality and other natural
resources. The addition of this project to the current
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P =5206
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development trend should not increase those impacts considerably when compared to the
impacts of other past, present, and future actions. Future development is expected to occur, but
this project will not facilitate intense development, and it should not contribute to the further
degradation of the infrastructure or natural environment.
The cumulative impact of the foreseeable future actions is considered positive from a regional
standpoint. They will improve the safety and efficiency of the transportation system and
enhance the potential for economic growth in the region. There have been no changes in the
study area since the approval of the EA that would change the previous conclusions.
G. Finding of No Significant Impact
FRA finds that: (1) the 2011 EA issued by the NCDOT and updated as described herein is
consistent with FRA's "Procedures for Considering Environmental Impacts "; and (2) that the
proposed project, as described in the 2011 EA, will not have a significant impact on the human
or natural environment.
Jos ph C. Szabo
Federal Railroad Administrator
LL. '�, ZO�Z
0 - Date:
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P -5206
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Attachments
Exhibit 1 Project Location
Exhibit 2 Build Alternative
Exhibit 3 November 29, 2011 Letter, NCDENR- Division of Air Quality
Exhibit 4 Public Comment Summary
Exhibit 5 Project Commitments (Green Sheet)
Exhibit 6 Section 106 Memorandum of Agreement
Exhibit 7 NCDOT & NCRR Agreement on Railroad Corridor Property Acquisition
Track and Crossing Improvements from Reid to N. Kannapolis: FONSI
STIP # P -5206
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