LYNX Blue Line Extension Final EIS Overview
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The document summarizes the Final Environmental Impact Statement for the Lynx Blue Line Extension project in Charlotte, North Carolina. The EIS evaluated building a 9.4 mile light rail extension from Center City Charlotte to UNC Charlotte. The extension would include 11 stations and modifications to an existing rail facility. The EIS found some impacts on neighborhoods, parks, and natural resources but identified mitigation strategies. It considered alternatives and received public input prior to selecting the preferred route.
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LYNX Blue Line Extension Final EIS Overview
- 1. LYNX Blue Line Extension Final EIS October 11, 2011
- 12. North Tryon Street Typical Section
- 14. Environmental Benefits Environmental Benefit Area Impact Land Use Supports Center, Corridors and Wedges Growth Framework Air Quality Included in conforming TIP and region’s LRTP for air quality conformity Reduces Vehicle Miles Traveled (VMT) = reduces regional emissions Energy Reduces VMT = reduces vehicle energy consumption Jobs and Economic Development Creates jobs from construction and operation of light rail Potential for transit oriented development Neighborhoods Improved access to transit
- 15. Natural & Water Resources Impact Area Impacts Impacts to forests 10.48 acres (clearing for one park and ride facilities and UNC Charlotte alignment) Impacts to protected species No impact to protected species. Impact on 1 Federal Species of Concern / State Listed Species: Carolina Birdsfoot Trefoil Impacts to groundwater None Impacts to streams 3,304 linear feet Impacts to floodplains and floodways 0.2 acre in FEMA floodway 0.24 acre in Community Encroachment Area 2.18 in Community Floodplain Impacts to wetlands 0.462 acres
- 17. Historic Resources Resource Light Rail Alternative Section 4(f)* 1. Philip Carey Company Warehouse No Effect n/a 2. McNeil Paper Company Warehouse Complex No Effect n/a 3. Orient Manufacturing Company/Chadwick Hoskins No. 3 No Adverse Effect de minimis impact 4. Chadbourn Hosiery Mills No Effect n/a 5. North Charlotte Historic District No Adverse Effect de minimis impact 6. Herrin Brothers Coal and Ice Company Complex No Adverse Effect de minimis impact 7. Standard Chemical Products Plant No Adverse Effect de minimis impact 8. Republic Steel Corporation Plant No Effect n/a 9. General Motors Training Center No Adverse Effect de minimis impact
Hinweis der Redaktion
- Introductions Final EIS and Alternatives Findings and the proposed mitigation measures Next steps, How to comment Open House, review the exhibits around the room and talk directly with City staff members and CATS’ consultants directly
- The LYNX BLE Draft EIS is required under the National Environmental Policy Act of 1969 otherwise known as NEPA. NEPA mandates that Environmental Impact Statements be prepared for major federally-funded projects. The EIS discloses the impacts of the proposed project, responds to comments on the Draft EIS & describes planned mitigation. The document is designed to improve decision making, as it Requires governmental agency coordination And public participation
- Improved transit travel times -Compared to automobile travel times, the Preferred Alternative would result in approximately 12 minutes of travel time savings from UNC Charlotte to Center City Charlotte. (37 minutes in the automobile as compared to 19 minutes on the light rail) Reliable and safe transit service Exclusive alignment Signal pre-emption Avoids delay due to congestion, traffic signals, and accidents Transit ridership 51,500 daily riders light rail Blue Line and Blue Line Extension by 2035 (24,800 on BLE alone) Special events – additional 900,447 annual riders
- Although the LYNX BLE Final EIS evaluated two alternatives, the Final EIS recommends the adopted NEPA Preferred Alternative: The No-Build Alternative The Preferred Alternative Following the circulation of the Draft EIS and the MTC’s approval of the revised Locally Preferred Alternative, a NEPA Preferred Alternative was adopted by the MTC. The NEPA Preferred Alternative is that which causes the lease damage to the biological and physical environment, while best protecting, preserving and enhancing historic, cultural and natural resources. The Preferred Alternative is the light rail alignment that would begin in Center City Charlotte at the terminus of the CATS LYNX Blue Line light rail near 7 th Street and extend 9.4 miles northeast to UNC Charlotte. The Preferred Alternative would begin in Center City Charlotte at the terminus of the CATS LYNX Blue Line light rail near 7 th Street and extend 9.4 miles northeast to UNC Charlotte. The proposed Light Rail Alternative would include bus services to support and supplement the light rail system. The trackway would be configured with two tracks, one for northbound service and one for southbound service. The proposed project would generally exist within either existing railroad or roadway right-of-way. Some portions would be elevated up and over existing freight tracks, roads or other geographic constraints. In one location, the tracks would be depressed under an existing road.
- The Preferred Alternative would have 11 stations (7 walk-up and 4 park-and-ride) And would also include bus service to support Light Rail Stations features would include: Security features, such as Closed Circuit TV cameras Passenger assistance phones Blue Light emergency phones
- It was determined that improvements could be made to the existing South Boulevard Light Rail Facility to provide additional capacity to perform vehicle maintenance for the Preferred Alternative The Preferred Alternative will modify the existing SBLRF site It will also include a storage yard and dispatch facility at the existing Norfolk Southern Intermodal Facility. As a separate project, Norfolk Southern plans to relocate the existing intermodal facility to the Charlotte-Douglas International Airport.
- The Preferred Alternative would also include ancillary facilities, such as electric substations and signal control houses. TPSS -Provides electricity for light rail vehicles -Seven TPSS are planned along the alignment, approximately 1 mile apart Signal Control House Contains signaling control system, circuits and equipment for safe vehicle operation. Seven signal houses are planned; the distance varies related to the location of the crossover tracks (range: 800 ft minimum, 16,000 ft maximum)
- *The median openings at Reagan Drive/Kemp Street and at Stetson Drive are eliminated with the Weave reconstruction project.
- Proposed 147’ ROW plus additional for turn lanes and stations The typical section would include: Two 11’ travel lanes for northbound and southbound directions 11’ turn lanes at intersections - Two light rail tracks within median - 5’ bicycle lanes - 2’6” curb and gutters on both sides - 8’ planting strip - 6’ – 8’ sidewalks on both sides Between Old Concord Road and the “weave”, asymmetrical widening to the west Six-lane typical section, with turn lanes is proposed in the area of University City Blvd. station (due to additional parking needs/increased traffic at UCB due to new terminus at UNC Charlotte) North of the “weave”, symmetrical widening Additional widening of 10’ – 20’ for left/right turn lanes at signalized intersections
- In addition to the transportation benefits and impacts, the Final EIS covers 17 environmental impact areas Tonight, I’ll highlight a few areas of significant impacts on the community
- In addition to improving access and mobility, increasing transit ridership, improving the quality of transportation service, the Preferred Alternative would result in the following environmental benefits: Land Use – The proposed project supports the adopted land use plans, including Center Corridors and Wedges Growth Framework and the 2025 Integrated Transit/Land Use Plan. Air Quality – The proposed project: Is included in the current conforming Transportation Improvement Program Long Range Transportation Plan for air quality conformity Would result in an overall reduction of 75 million vehicle miles traveled per year. Would *not* result in the creation of CO hot spots Energy – The preferred Alternative would save energy through a reduction in vehicle miles traveled over the No-Build Alternative. Jobs and Economic Development – the Preferred Alternative would result in: Nearly 8,00 new jobs as a result of the money infused into the local economy from the capital expenditures. An addition of 109 CATS rail operations or maintenance jobs. Neighborhoods – Communities near the proposed stations would be expected to benefit from improved access to many businesses and residential uses in the vicinity. Stations would also be expected to serve as a focal point to reinforce the community character, especially in areas that are currently undergoing rapid development intensity changes, such as the North Charlotte Historic District (i.e. “NoDa”).
- Forests Trees & Landscaping will replace vegetation loss Park-and-ride lots will comply with the Charlotte Tree Ordinance Protected Species No mitigation required. For birdsfoot trefoil, contractor will confirm presence prior to construction. If present, seeds will be collected & scattered along road/rail embankments seeds will also be donated to NC Botanical Garden Impacts to Groundwater Although no impacts anticipated, CATS and/or UNC Charlotte will complete the abandonment/closure process to seal well within proposed alignment on UNC Charlotte campus Impacts to Surface Waters Design will continue to minimize impacts to streams, including: relocation of channels using natural channel design; preservation of stream banks at proposed bridge crossings; Compensatory mitigation through Charlotte Umbrella Stream and Wetland Mitigation bank will be used when impacts are unavoidable as required by Clean Water Act and determined by USACE & NCDWQ Impacts to Floodplains and Floodways Bridge design will continue to minimize impacts to floodplains/floodways. Continued coordination with Charlotte and Mecklenburg County Stormwater Services Impacts to Wetlands Additional efforts to avoid/minimize impacts to wetlands will continue with design, including: Steepening fill slopes where practicable; Use of retaining walls or similar structures; locating construction staging and access areas away from wetlands; and, demarcating preserved wetland areas prior to construction. Compensatory mitigation through Charlotte Umbrella Stream and Wetland Mitigation bank will be used when impacts are unavoidable as required by Clean Water Act and determined by USACE & NCDWQ
- SHPO Determination of Eligibility – 9 properties listed or eligible for listing on the National Register of Historic Places FTA and CATS have undertaken consultation with other interested parties, including SHPO and the general public pursuant to Section 106. FTA and CATS have also consulted with the SHPO and the public regarding the Section 4(f) De Minimis Finding; no comments from the public. FTA will make a final determiniation of a de minimis finding as part of the Record of Decision for (Orient, North Charlotte, Herrin Brothers, Standard Chemical and General Motors) SHPO Determination of Effects – No Effect or No Adverse Effect Proposed Section 4(f) de minimis impacts – based on minor land acquisitions and No Adverse Effect determination by SHPO
- It is anticipated that the Preferred Alternative would have a positive impact for several park and recreation facilities. The proximity of several proposed stations to existing park and recreation facilities would provide enhanced access, specifically for pedestrians or bicyclists, to these facilities. The Preferred Alternative would result in a potential impact to the Toby Creek Greenway. Potential impacts to this facility and would result from crossing the greenway and visual intrusions. All other park and recreation facilities would not be negatively impacted by the proposed project. -FTA and CATS informed MCPR, the local agency with jurisdiction over the resources, of their intent to propose de minimis findings for the Toby Creek Greenway. In addition, FTA solicited public review/input on this finding as part of the Draft EIS. FTA has determined that a de minimis finding for impacts to Toby Creek Greenway is appropriate. Mitigation for Toby Creek Greenway Vegetative screens will be maintained to the extent practicable, and where existing vegetation must be removed, landscaping will be planted where the ROW width would allow. CATS will coordinate with MCPR to ensure that the bridge would not conflict with the Toby Creek Greenway. CATS will coordinate with MCPR to minimize impact to the Toby Creek Greenway during construction of the Preferred Alternative. It is anticipated that CATS will have to temporarily close a portion of the greenway during construction of the Preferred Alternative; an alternative route will be provided and attempts will be made to coordinate closure during the period of the least activity (such as the winter holiday when students and facility are absent). CATS will notify MCPR 48 hours in advance of temporary closure of greenway due to construction.
- The evaluation of visual impacts includes: Understanding the visual context, the existing visual character and quality Identifying visually sensitive resources, such as historic resources, parks and visual resources identified by stakeholders Visual impacts occur when: Altering view and/or Adding an element that is out of scale or character The project is adding some new visual elements (catenary, bridges, substations, etc), but for the areas of the project in an existing railroad corridor and along N. Tryon St or near I-277 in an urban environment, this is not out of character Urban Design Framework – Part of BLE Design Criteria that recommends design treatments for areas along the corridor to reduce the visual impacts and integrate the project into the context of the project setting (eg. decorative concrete finishes on retaining walls or bridges, surface texture or color pigmentation)
- Noise impacts are assessed for the Preferred Alternative using the FTA detailed noise impact assessment methodology. The detailed noise analysis takes into account the existing noise environment as well as the introduction of the new noise source which may cause impact to sensitive receptors (based on the type of use e.g. residential, institutional, park and other sensitive land uses) New noise sources for Light Rail include: Operations - Wheel/rail interactions & Traction motor Train horns and crossing gate bells Substations Moderate Noise Impacts: 4 single family residences 402 East 19 th Street (primarily due to wheel squeel on tight curve near Parkwood station) 352 Leafmore Drive (close proximity of sensitive receptors to proposed alignment & speed of trains) 358 Leafmore Drive (close proximity of sensitive receptors to proposed alignment & speed of trains) 364 Leafmore Drive (close proximity of sensitive receptors to proposed alignment & speed of trains) 2 Multi-family buildings at Alpha Mills (horn sounding at grade crossing of 12 th Street) 311 East 12 th Street 1 hotel, Residence Inn by Marriott (crossing bells & horn sounding at grade crossing at Ken Hoffman) 8503 North Tryon/US-29 Severe Noise Impacts: 1 single family residence 328 Parkwood Avenue (primarily due to wheel squeel on tight curve near Parkwood station) 2 college dormitories at UNC Charlotte (increased noise from a double-crossover and the potential for wheel squeal on a tight-radius curve) Laurel Hall Spruce Hall -Vibration Impacts: -Assessed for residential and institutional land uses along the proposed light rail. 1 single family residence 332 St. Anne Place is the only property that would potentially be impacted by vibration prior to mitigation. Vibration impacts were also assessed for vibration-sensitive equipment at UNC Charlotte Bioinframatics building, Duke Centennial Hall, Grigg Hall, EPIC building, and CMC-University Vibration levels at all receptor locations would be lower than the criterion; therefore, no vibration impact is anticipated as a result of light rail operations.
- Mitigation considered on need, feasibility, reasonableness and effectiveness of potential options Typical mitigation measures control noise at the source, along the sound path, or at the receiver, and include options such as: Rail vehicle skirts Sound barriers Resilient or damped wheels Building sound insulation Proposed Noise Mitigation: 311 East 12 th Street: Noise barrier of approximately 600’ in length and 4’ in height on east side of proposed alignment At-grade for approximately 200’ and then transition to the top of the proposed retaining wall for the elevated guideway which eventually goes over the CSX railroad For the historic building adjacent to the railroad corridor, the noise barrier would reduce noise approximately 5 decibels and the resulting future noise levels would be below the moderate criterion For the building on the Southside of 12 th Street, the noise barrier would reduce noise approximately 2-3 decibels, and would not complete mitigate the potential impact; therefore the building is a candidate for sound insulation improvements. During Final Design, the existing outdoor-to-indoor noise reduction will be tested to determine the need for sound insulation improvements. 328 Parkwood Avenue & 402 East 19 th Street near Parkwood Station: Installation of a automated top of rail friction modifier system along the curve. With mitigation, project noise levels would be 4-7 decibels below the moderate noise impact criterion 352, 358, 364 Leafmore Drive: Noise barrier approximately 600’ long and approximately 10’ in height With mitigation, the future noise levels, including noise from existing Amtrak and freight trains would be reduced by 5 decibels or more. 8503 North Tryon Street/US-29 (Residence Inn by Marriott) : Sound insulation improvements to approximately 16 units, including the first and second floor units closest to North Tryon St. During Final Design, the existing outdoor-to-indoor noise reduction of the units will be tested UNC Charlotte Spruce Hall & Laurel Hall: Automated top of rail friction modifier system on the curve and the use of specially-engineered hardware for the double-crossover just west of the proposed UNC Charlotte Station (i.e. flange-bearing or spring-rail frogs to minimize gaps in the rail running surface). With mitigation, future noise levels at these receptors would be 4 decibels below the moderate noise impact criterion. Proposed Vibration Mitigation: 332 St. Anne Place: Approximately 150 feet of track vibration isolation treatment installed in the LYNX BLE trackform would be effective in mitigating the potential vibration impact Treatments such as ballast mats and tire derived aggregate can reduce vibration levels from the light rail trains by up to 15 Vdb. With such mitigation, vibration levels from light rail trains would be below the vibration impact criterion.
- Full acquisitions: 11 Partial acquisitions: 212 Displacements: 14 businesses 0 residential parcels All affected property owner received a notice of the Real Estate Public Meeting and the Final EIS Public Meeting City Real Estate staff available to answer questions about the Federal Uniform Relocation Assistance and Real Property Acquisition Policies Act
- Final EIS – includes responses to comments, mitigation, any changes to the project, NEPA Preferred Alternative Final EIS Comment Period ends October 27 Record of Decision – mitigation commitments, completion of NEPA
- 30 day circulation period