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STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
BEVERLY EAVES PERDUE
GOVERNOR
EUGENE A. CONTI, JR.
SECRETARY
June 3, 2009
MEMORANDUM TO: File
FROM: Matthew W. Potter
Project Planning Engineer
Project Development and Environmental Analysis Branch
SUBJECT: R-2582/R-2584 Concurrence Point 3 Merger Meeting
Minutes, Widening of US 158 from the I-95/NC 46
Interchange West of Garysburg to the Murfreesboro
Bypass, Northampton County, WBS Element 34472. 1.1
A Concurrence Meeting was held on March 26, 2009 in the Transportation
Building Board Room in Raleigh. In attendance were:
Bill Biddlecome
Chris Militscher
Gary Jordan
Sara Winslow
David Wainwright
Renee Gledhill-Earley
Travis Wilson
Jerry Jennings
Jerry Snead
Charles Cox
Rob Hanson
Kristine O'Connor
Missy Pair
Matthew Potter
Steve Gurganus
John Merritt
Chris Rivenbark
Craig Freeman
Bryan Key
Gary Lovering
MAILING ADDRESS:
NC DEPARTMENT OF TRANSPORTATION
PROJECT DEVELOPMENT AND
ENVIRONMENTAL ANALYSIS BRANCH
1548 MAIL SERVICE CENTER
RALEIGH NC 27699-1548
U.S. Army Corps of Engineers (USACE)
U.S. Environmental Protection Agency (EPA)
.U.S. Fish and Wildlife Service (USFWS)
NC Division of Marine Fisheries (DMF)
NC Division of Water Quality (DWQ)
NC State Historic Preservation Office (SHPO)
NC Wildlife Resources Commission (WRC)
NCDOT-Division 1
NCDOT-Hydraulics
NCDOT-PDEA
NCDOT-PDEA
NCDOT-PDEA
NCDOT-PDEA
NCDOT-PDEA
NCDOT-PDEA-HEU
NCDOT-PDEA-NEU
NCDOT-PDEA-NEU
NCDOT-Roadway Design
NCDOT-Roadway Design
NCDOT-Roadway Design
TELEPHONE: 919-733-3141 LOCATION:
FAX: 918-733-9794 TRANSPORTATION BUILDING
1 SOUTH WILMINGTON STREET
WEBSI7E. RALEIGH NC 27601
www.ncdot.org /doh /preconstruct /pe /
-A.
Ron McCollum
Jason Moore
Neb Bullock
Thomas Stoddard
Chris Rountree
Ann Whitley
NCDOT-Roadway Design
NCDOT-Roadway Design
NCDOT-Structures
NCDOT-TIP Unit
Peanut Belt RPO
Peanut Belt RPO
This was the fourth meeting in the NEPA/404 Merger Process for R-2582/R-2584. The
purpose of the meeting was to gain concurrence on Point 3 by choosing the Least
Environmentally Damaging Practicable Alternative (LEDPA).
Bill Biddlecome opened the meeting with an introduction of attendees. Matthew Potter
gave an overview of TIP Project R-2582/R-2584 via PowerPoint presentation. Matthew
briefly reviewed the purpose and need, the alternatives carried forward from the
Concurrence Points 2 and 2A meetings held March 10, 2005, August 18, 2005, and June
19, 2007.
Garysburg
The Garysburg alternatives were the first ones under discussion. Matthew
described the three proposed alternatives, including the Garysburg Northern
Bypass, the Garysburg Southern Bypass 1, and the Garysburg Southern Bypass 2,
and stated that NCDOT recommended dropping the Garysburg Northern Bypass.
The Town of Garysburg is opposed to this alternative since it has high community
impacts.
Chris Militscher wanted to know if an Executive Order 12898 was completed for
the low income/minority population in this area. Steve Gurganus stated the
Environmental Justice memorandum identified minority and low income impacts.
NCDOT's Human Environment Unit (HEU) found these impacts to be adverse,
especially after receiving comments from the community. A stand alone analysis
for the low income/minority population was not done after the Community Impact
Assessment (CIA). Chris Militscher requested that one be perforated since
NCDOT was asking the agencies to eliminate the alternative with the lowest cost
and the lowest amount of wetland and stream impacts. Steve agreed that he and
Matthew would do this as part of the Final Environmental Impact Statement
(FEIS).
At this point, the team concurred with dropping the Northern Garysburg Bypass if
further documentation about the community impacts is included in the FEIS. It
was agreed that the team would continue with the rest of the alternatives before
making a decision on the two southern bypasses.
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Jackson
Matthew Potter gave an overview of the four (4) proposed Jackson alternatives,
which included the Old Jackson Bypass, the Extended Northern Jackson Bypass,
the Northern Jackson Bypass, and the Southem Jackson Bypass. He stated that
NCDOT recommended carrying forward the Extended Northern Jackson Bypass
as the preferred alternative since this was the alternative preferred by the
community and it would have a low number of relocations.
• Chris Militscher wanted to know what the overall facility type would be for
US 158, as a strategic corridor. Bryan Key stated that the overall view was an
expressway. Rob Hanson noted that Nucor was the driving force behind creating
new access for industries in this area and that NCDOT would be providing access
at interchanges so that industries would not have their access cut off. Rob also
stated that the Division was concerned about safety on this project. This is why
NCDOT wanted to have a freeway on new location so that there would be full
control of access. Not only is this a safer option, but it will allow the Town of
Jackson to control development while at the same time providing access.
• Chris Militscher is concerned about the historic impacts associated with the
Northern Jackson Bypass. Jason Moore noted that the reason why so much of the
historic district is being affected is because of the control of access limits.
NCDOT can't connect driveways too close to the interchange terminals. Chris
Militscher wanted to know if a Single Point Urban Interchange (SPUI) had been
considered for this location. Jason Moore stated that SPUIs are typically used in
urban areas where there is no room for expansion. Bill Biddlecome wanted to
know if the interchange could be shifted to the north. Jason Moore responded that
this was not possible because then the interchange would be impacting other
historic properties and NCDOT would not be within the agreed-upon corridor
limits. He also noted that in order to get rid of all the impacts, NCDOT would
have to move the corridor significantly northward. Charles Cox commented that
the interchanges were not originally part of the project, so the necessary bulb-outs
in the corridor were not added.
Chris Militscher questioned why the interchange design was different for the
Southern Jackson Bypass than for the Northern Jackson Bypass. Charles Cox
stated that NCDOT was attempting to avoid the school and historic impacts.
Chris then wanted to know if wetland impacts were increased in order to avoid
historic impacts. Jason Moore responded that this was not necessarily the case
because there were wetlands on both sides of the corridor. Chris Militscher stated
that there was no balance between the avoidance options.
• Matthew Potter informed the Merger team that NCDOT recommended dropping
the Old Jackson and Southern Jackson Bypasses because of high wetland impacts
and significant numbers of relocatees, respectively. The team stated that they
were in agreement on dropping the Old Jackson Bypass.
C Renee Gledhill-Earley wanted to know which historic properties have adverse
impacts on the Southern Jackson Bypass. She requested that the historic impacts
associated with the Northern Jackson Bypass be broken down by individual
properties instead of lumping the entire historic district as one impact.
At this point, the Merger team agreed to drop the Southern Jackson Bypass. The
team decided to hold off on a decision at this point between the remaining two
northern bypass alternatives.
Faisons Old Tavern
Matthew Potter gave an overview of the six (6) proposed Faisons Old Tavern
alternatives, which included the Faisons Widen on Existing 1, Faisons Widen on
Existing 2, Faisons Northern Bypass 1, Faisons Northern Bypass 2, Faisons
Southern Bypass 1, and Faisons Southern Bypass 2. He stated that NCDOT
recommended dropping the Widen on Existing alternatives (due to the high
number of residential relocations) and evaluating the remaining alternatives in
concert with the Conway alternatives to determine the best combination for this
area.
Chris Militscher wanted to know why a half cloverleaf interchange was designed
for the Faisons Northern Bypasses and if it increased wetland and stream impacts
as opposed to a standard diamond interchange. Charles Cox noted that ramps on
the other side of the interchange would affect high quality wetlands and that
numerous changes were made to this design based on the results of the field
review.
Cluis Militscher stated that although NCDOT has prime farmland impacts listed
for the Southern Bypasses, the Natural Resources Conservation Service (NRCS)
did not score any of these farmlands above prime farmland standards. Steve
Gurganus responded that these farmlands are still considered prime and that the
"high to moderate" concern level is an internal NCDOT notation. He stated that
HEU is in the process of resubmitting these fannlands to NRCS and they expect
results within six weeks. However, lie also noted that HEU is not resubmitting
lands currently classified as "low." Chris Militscher said that he felt NCDOT's
evaluation of these farmlands was arbitrary and capricious.
At this point, the Merger team agreed to drop the Widen on Existing alternatives
and move on to the Conway alternatives.
Conv, ay
Matthew Potter gave an overview of the four (4) proposed Conway alternatives,
which included Conway Northern Bypass 1, Conway Northern Bypass 2, Conway
Southern Bypass 1, and Conway Southern Bypass 2. He noted that NCDOT's
recommendation was to drop both Southern Bypass alternatives (due to high
wetland impacts) and compare the remaining combination of Faisons Old Tavern
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and Conway alternatives to see which would best meet the needs of this project.
The Merger team concurred with NCDOT's recommendation and dropped
Conway Southern Bypass 1 and Conway Southern Bypass 2.
To help the team understand the Faisons Old Tavern-Conway Alternatives,
Matthew included a table which showed the 16 possible combinations. Some of
the combined alternatives had already been dropped due to earlier discussions.
Matthew stated that there were three possible combinations of Faisons Old Tavern
and Conway alternatives still remaining:
o Combination 7: Faisons Old Tavern Northern Bypass 1 and Conway
Northern Bypass 1. NCDOT recommended, that this alternative be
dropped because of the high cost and the adverse impacts to historic
properties. The Merger team was in agreement with this.
o Combination 10: Faisons Old Tavern Northern Bypass 2 and Conway
Northern Bypass 2. NCDOT recommended this combination as the
preferred alternative for Faisons Old Tavern and Conway.
o Combination 11: Faisons Old Tavern Southern Bypass 1 and Conway
Northern Bypass 1. NCDOT recommended that this combination be
dropped because of the high number of relocations, the high cost, and the
adverse historic property impacts.
Chris Militscher wanted to know the quality of the wetlands for Combinations 10
and 11. John Merritt stated that Combination 10 has 20% more high quality
wetlands than does Combination 11.
• Bill Biddlecome noted that St. John's AME church is outside of the permit area
and that this would affect the agencies' call in terms of adverse effects. Renee
Gledhill-Earley stated that the setting of this church is not particularly crucial to
the property. It could be moved back.
Travis Wilson and Chris Militscher both stated that they supported Combination
11. Charles Cox responded that NCDOT supports Combination 10 because it
provides better continuity and a safer facility. If Combination 10 is chosen, it will
allow that entire stretch of US 158 to be the same type of controlled access
facility. Bill Biddlecome noted that secondary and cumulative impacts would be
less with full control of access. At this point, the Merger team decided to go
ahead with Combination 10 as the preferred alternative in order to create a
continuous full control of access section of US 158. Combination 11 was
subsequently dropped from consideration.
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Garysbur2 and Jackson (Revisited)
NCDOT recommended that the Merger team select Garysburg Southern Bypass 1
as the preferred alternative (due to the alignment of its connection with the
remaining Jackson Bypass alternatives). The Merger team concurred.
• There were two alternatives left under consideration in Jackson, the Extended
Northern Jackson Bypass and the Northern Jackson Bypass. NCDOT
recommended the Extended Northern Jackson Bypass as the preferred alternative.
Renee Gledhill-Earley wanted to know if there was anything that could be done to
reduce the adverse historic impacts on the Extended Northern Jackson Bypass.
Jason Moore noted that there was no way to shift the alignment and no
interchange designs that would lessen these impacts. Travis Wilson questioned if
these intersections warranted impacts, to which Jason Moore responded that they
did. Bill Biddlecome suggested that perhaps a service road could be used. Jason
Moore stated that NCDOT could design a half cloverleaf interchange with ramps
on the other side, but the driveway access would still have to be removed near the
ramp tenninals coming into town. Charles Cox added that a half cloverleaf
interchange would cut off about half of the affected homes.
• Chris Militscher requested that noise abatement costs be provided for those
properties in Jackson along the proposed alignment of the Extended Northern
Jackson Bypass.
• Concurrence could not be reached between the Extended Nor-them Jackson
Bypass and the Northern Jackson Bypass. The Merger team requested that
NCDOT look at possible revisions, to each Alternative, prior to the next Merger
team meeting.
Actions to be Completed by NCDOT
• Based on discussion with the Merger Team, NCDOT will look at possible
revisions to the Extended Northern Jackson Bypass and the Northern Jackson
Bypass.
• If needed, additional surveys will be completed prior to the next Merger Team
meeting.
If you have any questions or comments, please contact me at (919) 733-7844, ext. 227 or
at mwpotterQDncdot.sov.