Northeast Corridor Light Rail Project – Final EIS ES.0 ...charlottenc.gov/cats/transit-planning/blue-line...Northeast Corridor Light Rail Project – Final EIS Executive Summary

Northeast Corridor Light Rail Project – Final EIS

Executive Summary ES-1

LYNX Blue Line Extension

ES.0 EXECUTIVE SUMMARY

This chapter presents a summary of the LYNX Blue Line Extension Northeast Corridor Light Rail Project (LYNX BLE) Final Environmental Impact Statement (EIS). It describes purpose and need of the proposed project, the alternatives under study, summarizes the environmental consequences associated with the studied alternatives, provides a summary of proposed mitigation measures and outlines the steps for the selection of a preferred alternative.

ES.1 Project Study Area

The proposed LYNX BLE is located within the Northeast Corridor of the City of Charlotte and Mecklenburg County, North Carolina (Figure ES-1). The study area is generally bounded by Center City Charlotte to the south, Interstate-85 (I-85) to the west and Cabarrus County to the north. The proposed light rail alignment would primarily utilize existing railroad rights-of-way for the first four miles and would be located in the median of North Tryon Street/US-29 until it enters the University of North Carolina at Charlotte (UNC Charlotte) campus. The line would terminate on the UNC Charlotte campus. A Locally Preferred Alternative (LPA) was selected at the conclusion of the Northeast Corridor Major Investment Study in March 2000. This alignment has been refined with public and stakeholder input and is represented herein as the Preferred Alternative.

ES.2 Purpose and Need for Action

ES.2.1 Need for Transportation Improvements

The need for the LYNX BLE Project is based on an existing overburdened transportation system and the City of Charlotte’s and Mecklenburg County’s desire to implement long-range plans that integrate land use and transportation policies. This regional vision has been exhibited for the past decade in the Centers and Corridors Concept Plan, the 2025 Integrated Transit/Land Use Plan and the Centers, Corridor and Wedges Growth Framework (August 2010). Making a transportation investment in the Northeast Corridor is one of many steps planned to realize more integrated transit and land use connections.

As one of the fastest growing metropolitan areas in the United States, Charlotte has seen, and is projected to continue to see, significant increases in both population and employment. The Northeast Corridor is a major employment, shopping and educational destination from all across the region, anchored by Center City Charlotte at the southern end and University City at the northern end. As such, the Northeast Corridor is a major generator of trips from throughout the region, as well as a significant number of intra-corridor trips. Based on adopted land use policies, the travel market between corridors will continue to strengthen; connections between the Center City campus and the main campus of UNC Charlotte will also grow in importance; and, special events and tourism will remain an important travel market in the corridor.

The Northeast Corridor, which has few arterials and minimal cross-town connections, has several major roadways and intersections currently experiencing peak hour volumes that exceed capacity. Approximately 23 percent of the total miles on roadways within the Northeast Corridor operate at or above capacity. Much of the growth in the Charlotte-Mecklenburg region in the 1980s and 1990s occurred quickly in a dispersed pattern of jobs and residences with limited connectivity between uses. These land use patterns have resulted in people driving more and making longer trips, leading to traffic volumes that exceed roadway capacity and result in unacceptable levels of service in many locations throughout the region. Projections show that high growth rates will continue, further burdening the regional transportation system. The regional model indicates that the region is expected to experience a projected 62 percent increase in regional person trips, a 53 percent increase in daily Vehicle Miles Traveled (VMT), and a 66 percent increase in daily Vehicle Hours Traveled (VHT) from 2009 to 2035. Continued population and employment growth are expected to increase travel demand, resulting in deteriorating conditions on area roadways, despite planned roadway widening and intersection improvements. Traffic volumes are expected to increase on nearly all area roadways, especially at the outer end of North Tryon Street/US-29, where volumes are expected to roughly double by 2035.


ES-2 Executive Summary


CATS currently operates 16 routes in the Northeast Corridor study area, including eight local routes, three university shuttle routes, two neighborhood circulator routes, and three express routes. These bus routes currently operate in mixed-traffic on congested roadways. Therefore, the reliability of the service is affected by delays from local street conditions.

ES.2.2 Project Goals

To determine how well the identified transportation alternatives would address the transportation and land use needs in the Northeast Corridor, specific project goals and evaluation measures were developed during the Major Investment Study (MIS). These goals reflect the emphasis the community has placed on the integration of transportation and land use in the alternatives analysis. The five project-specific goals developed are:

• Land Use - Support the region’s Centers, Corridors and Wedges Growth Framework (August 2010); • Mobility - Improve access and mobility in the corridor and throughout the region; Increase transit

ridership; Improve quality of transportation service; • Environment - Preserve and protect the environment; • Financial - Develop affordable, cost-effective transportation solutions; and, • System Integration - Develop transportation improvements that function as part of the larger

transportation system.

ES.3 Alternatives Considered

ES.3.1 No-Build Alternative

The No-Build Alternative includes transit services, highway and transit facilities, and railroad improvements that are planned to exist in 2030. The No-Build Alternative provides the underlying foundation for comparing travel benefits and environmental impacts of the other alternatives. The No-Build Alternative includes improvements to service frequency for two routes in the Northeast Corridor study area.

ES.3.2 Preferred Alternative

The Preferred Alternative would be an extension of the LYNX Blue Line (South Corridor Light Rail Project) that opened in November 2007. The proposed project would begin in Center City Charlotte at the terminus of the LYNX Blue Line light rail line at 7th Street and extend 9.4 miles to UNC Charlotte.

Alignment The first ½-mile of the alignment would be within right-of-way owned by the City of Charlotte. The next 1.5 miles are primarily within Norfolk Southern right-of-way. The alignment then transitions into the North Carolina Railroad (NCRR) right-of-way north of 30th Street, and remains in the NCRR right-of-way for over two miles. The alignment would run parallel to the existing freight tracks on the south side of the NCRR right-of-way until Craighead Road, where it would go up and over Craighead Road and the freight tracks and continue on the western side. Near Old Concord Road, the alignment transitions into the median of North Tryon Street/US-29, where it remains for the next four miles. The alignment exits North Tryon Street/US-29 near UNC Charlotte and enters the campus to provide direct service to the university. The alignment would terminate at the UNC Charlotte Station on the UNC Charlotte campus.

Stations The Preferred Alternative includes 11 stations, four with park-and-ride facilities (with over 3,100 total parking spaces) and seven walk-up stations. Bus service connections would also be provided at most stations. Following is a summary of each station location:

• 9th Street Station: The 9th Street Station would be located directly north of 9th Street and directly south of the future 10th Street Connector, along right-of-way owned by the City of Charlotte. The station would be designed as an urban station with walk-up access and eight short-term bicycle parking spaces. Sidewalks, like those placed next to the LYNX Blue Line light rail tracks within Center City, would extend between 9th and 12th Streets.




• Parkwood Station: The Parkwood Station would be located at the intersection of Parkwood Avenue and North Brevard Street. The station would be designed as a neighborhood, walk-up station with eight long-term and eight short-term bicycle parking spaces. A small landscaped area would be located in front of the station.

• 25th Street Station: The 25th Street Station would be located along the northwest side of Brevard Street, northeast of Little Sugar Creek. The station would be a neighborhood, walk-up station with 16 short-term bicycle parking spaces.

• 36th Street Station: The 36th Street Station would be located along the south side of the railroad right-of-way. The station platform would be located on a bridge structure as 36th Street would be depressed under the existing freight tracks and the proposed light rail tracks. This bridge structure would be at the same elevation as the existing freight tracks, while 36th Street would be lower than the current elevation of 36th Street. The station would be designed as a neighborhood station, with walkup access and eight long-term and eight short-term bicycle parking spaces. Pedestrian access would be via sidewalk along the east side of 36th Street. There would be two bus stops located on-street.

• Sugar Creek Station Park-and-Ride: The Sugar Creek Station would be located along the north side of the existing railroad tracks. The station platform would be located at-grade approximately 330 feet south of Sugar Creek Road. The station would be designed as a regional station and would include two separate park-and-ride lots totaling approximately 665 spaces (180 parking spaces in the southern lot and 485 spaces in the western lot), three bus bays, and 22 long-term and six short-term bicycle parking spaces. Vehicular access to the park-and-ride lots would be available from Raleigh Street and Sugar Creek Road and a connection to Greensboro Street. Access to the southern end of the station would be provided via a walkway from a sidewalk along the northern side of the southern parking lot.

• Old Concord Road Station: The Old Concord Road Station would be located between the existing railroad right-of-way and Old Concord Road in the area of the alignment where it would depart the railroad right-of-way and head north towards the intersection of North Tryon Street/US-29 and Old Concord Road. The station would function as a community station and would include a surface park-and-ride lot with approximately 330 parking spaces, two bus bays, and 14 long-term and six short-term bicycle parking spaces. Access to the park-and-ride lot would be from Old Concord Road and North Tryon Street/US-29.

• Tom Hunter Station: The Tom Hunter Station platform would be located directly north of Tom Hunter Road in the median of North Tryon Street/US-29. The station would be a neighborhood station with walk-up access. One bus stop would be provided on each side of Tom Hunter Road. Eight long-term and eight short-term bicycle spaces would be provided. Access would be available from Tom Hunter Road.

• University City Blvd. Station: The University City Blvd. Station is proposed in the median of North Tryon Street/US-29 within the “weave” between the future intersections of I-85 Connector Road, North Tryon Street/US-29 and University City Blvd./NC-49. This station would be a regional station with a parking garage with approximately 1,510 spaces on the west side of North Tryon Street/US-29. Three bus bays and 24 long-term bicycle parking spaces would also be provided. A pedestrian bridge over North Tryon Street/US-29 would be provided for station access.

• McCullough Station: The McCullough Station would be located directly north of McCullough Drive within the median of North Tryon Street/US-29. The station would be designed as a neighborhood station. The McCullough Station would include walk-up access and two bus stops, and eight long-term and eight short-term bicycle parking spaces.

• JW Clay Blvd. Station: The JW Clay Blvd. Station would be located north of JW Clay Boulevard in the median of North Tryon Street/US-29. The station would be designed as a regional station with a parking garage that would contain approximately 690 parking spaces. The parking garage would be located in the northwest quadrant of the North Tryon Street/US-29 and JW Clay Boulevard intersection. Fourteen long-term bicycle spaces would be provided in the parking garage. Two bus bays and a pedestrian bridge over North Tryon Street/US-29 would also be provided.

• UNC Charlotte Station: The UNC Charlotte Station would be located on campus opposite Laurel Hall Dormitory. The station would be designed for walk-up access, with 32 short-term bicycle parking spaces and two bus bays for connections to campus shuttle service.




Vehicle Storage Yard and Dispatch Facility A vehicle storage yard and small dispatch facility would be constructed on the existing Norfolk Southern Intermodal Facility that abuts North Brevard Street. The facility would provide vehicle storage, while vehicle maintenance activities would take place at the existing South Boulevard Light Rail Facility.

Ancillary Facilities Substations and signal control houses would be placed along the alignment to provide electricity and operating signals along the alignment.

ES.4 Summary of Transportation Impacts

Improve access and mobility Under the No-Build Alternative, improvements to access and mobility would be limited to additional bus service within the Northeast Corridor. The Preferred Alternative would improve mobility in areas with the highest levels of employment in the Charlotte metropolitan area, including Center City Charlotte and the University City area. The Preferred Alternative would also improve access to transit by providing station facilities, more frequent and reliable service, pedestrian and bicycle improvements, and parking facilities. In addition, the Preferred Alternative would provide a seamless and direct connection to destinations along the existing LYNX Blue Line light rail service.

Since the Northeast Corridor is comprised of a large number of residents that are transit-dependent, access to travel is a major concern for area households. Ten percent of the housing units in the corridor have no vehicles available to travel to and from work or for any other purpose. The Preferred Alternative would also improve mobility and access in areas with large numbers of residents who are transit-dependent.

Increase transit ridership The Preferred Alternative would operate in a dedicated right-of-way, free from traffic congestion; therefore it is projected that the Preferred Alternative would provide a significant travel time savings over the No-Build Alternative. For this reason, total transit trips would be greater for the Preferred Alternative than the No-Build Alternative, and dependency on highly congested roadways would be reduced. The Preferred Alternative would also increase transit ridership. Compared to the No-Build Alternative, approximately 16,000 additional riders would utilize transit under the Preferred Alternative. Ridership on the light rail system is projected to increase from 26,700 daily riders on the existing LYNX Blue Line under the No-Build Alternative, to a total of 51,500 daily light rail boardings for the entire alignment (South to Northeast) under the Preferred Alternative; this represents an addition of 24,800 riders per day on the light rail system alone.

Improve quality of transportation service As noted, the Preferred Alternative has the advantage of providing faster service over the No-Build Alternative. For example, when comparing peak hour travel times from the UNC Charlotte to Center City Charlotte, the Preferred Alternative would take just over 25 minutes for in-vehicle travel times, whereas under the No-Build Alternative, the in-vehicle travel time using bus service would take nearly 62 minutes. Comparable travel by automobile would take nearly 37 minutes to travel from UNC Charlotte to Center City Charlotte.

The proposed project would improve the quality of transportation service by providing a frequent and reliable service in the Northeast Corridor. Congestion on arterial roadways and highways influences the reliability of travel by automobile and bus. Light rail traveling in dedicated right-of-way would not be subject to congested roadway conditions, resulting in dependable and on-time service. The proposed project would travel between major growth and employment centers with ten-minute headways during peak periods.

Traffic Operations An analysis of over 55 intersections was conducted to determine the effects of the Preferred Alternative on traffic operations within the corridor. The analysis shows some increases in automobile delay with the Preferred Alternative, compared to the No-Build Alternative. Additional signalized intersections, turn lanes




and grade separations were included in the project design to address potential traffic impacts. A grade separation analysis was conducted to identify locations where the light rail should be grade separated from roadway traffic based on: safety, traffic volumes, transit headways, arterial travel speeds, cost, intersection delays, and traffic spillback to adjacent intersections. All major intersections, railroad crossings, and entry into and exit from North Tryon Street/US-29 would be grade separated.

ES.5 Summary of Environmental Consequences

This section summarizes the potential environmental consequences of the No-Build Alternative and the Preferred Alternative. Table ES-1 presents a summary of the potential social, economic, and environmental impacts of the alternatives under study in this Final EIS.

ES.5.1 No-Build Alternative Consequences

Growth in the corridor would continue to occur in a dispersed manner that does not concentrate development as is envisioned in the 2025 Integrated Transit/Land Use Plan, the Centers and Corridors Concept Plan and the Centers, Corridors and Wedges Growth Framework (August 2010). It would not provide the opportunity for transit supportive development. Therefore, the No-Build Alternative would not be consistent with the City’s general plans and would likely result in the continuation of urban sprawl as highway improvements would need to be put in place to accommodate the anticipated population and employment growth. More parking in Center City Charlotte would be needed to accommodate more single-occupancy vehicles and therefore, Charlotte and Mecklenburg County would not see the economic advantages associated with highest and best uses of urban land. The vacant and underutilized land within the corridor would not be utilized to the greatest extent under existing zoning ordinances. Vehicle miles traveled throughout the region would continue to increase, following the trend of urban sprawl, exacerbating the region’s air quality problem. Urban sprawl would continue to eliminate valuable ecosystems, water resources, and farmlands further diminishing the region’s natural environment.

There would be no acquisition of property or resulting displacements under the No-Build Alternative. No physical impacts to existing neighborhoods within the project area would occur. However, benefits obtainable through improved mobility and access to an alternate, reliable means of transportation would not be available for area neighborhoods. The expansion of the CATS bus system under the No-Build Alternative would provide improved bus service for environmental justice populations over the existing conditions; however, the benefits of increased mobility, reliability of transit service, access to jobs, and the opportunity to reduce the number of vehicles per household that may occur as a result of the Preferred Alternative would not take place.

ES.5.2 Preferred Alternative Consequences

While the development of the Preferred Alternative is not anticipated to affect the Northeast Corridor’s overall growth rate, it may alter the area’s growth patterns by focusing growth along the light rail line as envisioned by the 2025 Integrated Transit/Land Use Plan. The effectiveness of the proposed light rail will be related to both its function and its ability to promote transit-supportive development in the area surrounding the stations. Station area plans, under development by the Charlotte-Mecklenburg Planning Department, outline a vision for future growth and development, including incentives to encourage development, and guidelines and policies to ensure standards are met for transit supportive development and public investments. Station area plans ensure that development around each station meets minimum standards by guiding zoning modifications, establishing appropriate mixtures of uses, setting development intensities, and identifying basic physical design standards.

Overall, the Preferred Alternative would have no significant adverse impacts on adjacent neighborhoods or community services. While some properties within neighborhoods would be impacted by land acquisitions and potential noise and vibration impacts, neighborhoods as a whole would not be significantly impacted. Communities near the proposed stations would be expected to benefit from improved access to many businesses and residential uses in the vicinity. The proposed transit improvements are not expected to isolate or fragment any existing neighborhoods, and in some cases, would 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, locally known as “NoDa.”

The Preferred Alternative would result in nearly 8,000 new jobs as a result of the money infused into the local economy from the capital expenditures of the project. It would also require an addition of 109 CATS rail operations or maintenance jobs. While the Preferred Alternative would provide economic benefits, it would also reduce annual property tax revenues up to $107,000.

The Preferred Alternative would introduce several new visual elements into the Northeast Corridor that would result in some visual impacts to resources immediately adjacent to the proposed alignment. There would not be any adverse effects to historic or archaeological resources. The alignment would come in close proximity to one park resource, namely the Toby Creek Greenway, which would be potentially affected. The effects to parks are expected to be minimal. Section 4(f) de minimis findings were proposed for potentially affected historic resources and parklands as part of the Draft EIS. FTA has determined as part of this Final EIS that a de minimis finding for impacts historic resources and parks is appropriate.

The Preferred Alternative would eliminate approximately 10.5 acres of mixed pine/hardwood forest community to accommodate the proposed alignment and station park-and-ride facilities. The greatest environmental impact that would result from the Preferred Alternative would be to water resources. Minimization and avoidance efforts have been made to reduce these impacts; but many are unavoidable.

The Preferred Alternative would save energy through a reduction in vehicle miles traveled over the No-Build Alternative. These same reductions would also result in an improvement to the region's air quality.

A detailed noise and vibration impact assessment was conducted for this Final EIS. Impacts that would occur have been determined and specific mitigation measures have been identified to eliminate impacts. Noise impacts would result to residences and businesses along the alignment, including: seven residential buildings, one hotel, and two college dormitories. One vibration impact is likely to result at one residential location. The detailed assessment also addressed concerns raised by the UNC Charlotte's Charlotte Research Institute with respect to vibration sensitive equipment contained in their research buildings.

Right-of-way would be acquired from private property owners where the alignment would depart from the existing railroad right-of-way over to the median of North Tryon Street/US-29, along North Tryon Street/US-29 where the light rail would operate in the median, and at station park-and-ride facilities. Property acquisition would potentially result in up to 14 business displacements and no residential displacement, resulting from 11 full property acquisitions and up to 212 partial property acquisitions.

Construction activities of the Preferred Alternative could generate a variety of impacts to the existing environment and surrounding features. These potential impacts would be neither permanent nor severe.

ES.6 Mitigation Summary

Mitigation would be required to offset the impacts summarized in Table ES-1 and detailed in this Final EIS. These mitigation commitments are summarized in Table ES-2.

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earc

h In

stitu

te, T

oby

Cre

ek G

reen

way

, UN

C C

harlo

tte.

• 1

pote

ntia

lly s

igni

fican

t im

pact

: C

MC

-Uni

vers

ity.

His

toric

al a

nd A

rcha

eolo

gica

l Res

ourc

es (C

hapt

er 8

.0)

Impa

cts

to h

isto

rical

reso

urce

s N

o im

pact

. N

o ad

vers

e im

pact

s.

Impa

cts

to a

rcha

eolo

gica

l re

sour

ces

No

impa

ct.

No

impa

ct.

Park

land

s (C

hapt

er 9

.0)

Impa

cts

to e

xist

ing

or p

lann

ed

park

s N

o im

pact

. W

ould

pro

vide

enh

ance

d ac

cess

to p

arks

faci

litie

s.

One

pot

entia

l im

pact

, exp

ecte

d to

be

min

imal

: Tob

y C

reek

Gre

enw

ay (v

isua

l) N

atur

al R

esou

rces

(Cha

pter

10.

0)

Impa

cts

to fo

rest

s N

o im

pact

. 10

.48

acre

s of

mix

ed p

ine/

hard

woo

d fo

rest

com

mun

ity re

mov

ed d

ue to

cle

arin

g fo

r one

par

k-an

d-rid

e fa

cilit

y an

d fo

r the

UN

C C

harlo

tte a

lignm

ent.

Impa

cts

to p

rote

cted

spe

cies

N

o im

pact

. N

o im

pact

to p

rote

cted

spe

cies

. Im

pact

on

1 Fe

dera

l Spe

cies

of C

once

rn/S

tate

Lis

ted

Spe

cies

: Car

olin

a bi

rds-

foot

tref

oil

Wat

er R

esou

rces

(Cha

pter

11.

0)

Impa

cts

to g

roun

dwat

er

No

impa

ct.

No

impa

ct.

Impa

cts

to s

urfa

ce w

ater

s N

o im

pact

. 3,

304

linea

r fee

t (20

,987

ft2 ) o

f stre

ams

impa

cted

.

Impa

cts

to fl

oodp

lain

s an

d flo

odw

ays

No

impa

ct.

• 0.

02 a

cre

(734

ft2

) in

FEM

A F

lood

way

; •

0.24

acr

e (1

0,33

9 ft2 ) i

n C

omm

unity

Enc

roac

hmen

t Are

a; a

nd,

• 2.

18 a

cres

(95,

010

ft2 ) in

Com

mun

ity F

lood

plai

ns.

Impa

cts

to w

etla

nds

No

impa

ct.

0.46

2 ac

res

of w

etla

nds

impa

cted

. A

ir Q

ualit

y (C

hapt

er 1

2.0)

Con

form

ity w

ith R

egio

nal P

lan

Not

con

sist

ent w

ith L

ong

Ran

ge

Tran

spor

tatio

n Pl

ans.

P

roje

ct is

incl

uded

in th

e cu

rren

t con

form

ing

Tran

spor

tatio

n Im

prov

emen

t Pro

gram

(TIP

) and

Lo

ng R

ange

Tra

nspo

rtatio

n Pl

an.

Red

uctio

n in

Veh

icle

Mile

s Tr

avel

ed (V

MT)

N

one.

R

educ

tion

of 7

5 m

illion

mile

s / y

ear.

Cre

atio

n of

CO

hot

spo

ts

No

impa

ct.

Non

e.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

Ex

ecut

ive

Sum

mar

y ES

-9

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-1 (c

ontin

ued)

Su

mm

ary

of E

nviro

nmen

tal I

mpa

cts

Impa

ct A

rea

No-

Bui

ld A

ltern

ativ

ePr

efer

red

Alte

rnat

ive

Noi

se a

nd V

ibra

tion

(Cha

pter

13.

0)

Noi

se im

pact

s N

o im

pact

.

Mod

erat

e Im

pact

s:

• 4

sing

le-fa

mily

resi

denc

es

• 2

mul

ti-fa

mily

bui

ldin

gs a

t the

Alp

ha M

ill A

partm

ents

•

1 ho

tel:

Res

iden

ce In

n by

Mar

riott

alon

g N

orth

Try

on S

treet

/US

-29

Sev

ere

impa

cts :

•

1 si

ngle

-fam

ily re

side

nce

• 2

colle

ge d

orm

itorie

s: L

aure

l Hal

l and

Spr

uce

Hal

l at U

NC

Cha

rlotte

Vib

ratio

n im

pact

s N

o im

pact

. 1

sing

le-fa

mily

resi

denc

e (S

t. A

nne’

s P

lace

in th

e H

amps

hire

Hills

nei

ghbo

rhoo

d).

Ener

gy U

se (C

hapt

er 1

4.0)

D

aily

ene

rgy

cons

umpt

ion

840,

011

mill

ion

BTU

1 . 83

9,47

2 m

illio

n BT

U (n

et re

duct

ion

of 5

39 m

illio

n B

TU).

Haz

ardo

us a

nd C

onta

min

ated

Mat

eria

ls (C

hapt

er 1

5.0)

S

ites

of c

once

rn fo

r haz

ardo

us

and

cont

amin

ated

mat

eria

ls

No

impa

ct.

23 p

rope

rties

on

the

alig

nmen

t and

2 p

rope

rties

pro

pose

d fo

r par

k-an

d-rid

e fa

cilit

ies

Safe

ty a

nd S

ecur

ity (C

hapt

er 1

6.0)

Saf

e an

d se

cure

ope

ratio

ns

No

impa

ct.

Des

ign

incl

udes

pro

visi

ons

for t

he s

afet

y of

veh

icle

s, b

icyc

lists

and

ped

estri

ans,

as

wel

l as

for

the

secu

rity

of c

usto

mer

s in

par

k-an

d-rid

e fa

cilit

ies,

pla

tform

s an

d ve

hicl

es.

A

cqui

sitio

ns a

nd D

ispl

acem

ents

(Cha

pter

17.

0)Fu

ll ac

quis

ition

s N

o im

pact

. 11

P

artia

l acq

uisi

tions

N

o Im

pact

. 21

2 D

ispl

acem

ents

– B

usin

ess

No

impa

ct.

14

Dis

plac

emen

ts –

Res

iden

tial

No

impa

ct.

0

Util

ities

N

one.

R

eloc

atio

n of

sig

nific

ant n

umbe

rs o

f exi

stin

g ut

ilitie

s, in

clud

ing

elec

trica

l pow

er,

tele

com

mun

icat

ion,

wat

er a

nd s

ewer

, nat

ural

gas

, and

traf

fic s

igna

ls a

nd c

omm

unic

atio

ns.

Tran

spor

tatio

n an

d Tr

affic

N

one.

Te

mpo

rary

lane

and

road

clo

sure

s.

Coo

rdin

atio

n w

ith ra

ilroa

ds re

quire

d to

mai

ntai

n fre

ight

tra

in o

pera

tions

. La

nd U

se, C

omm

unity

Fac

ilitie

s an

d B

usin

esse

s N

one.

P

oten

tial f

or d

isru

ptio

n to

bus

ines

ses

due

to a

cces

s re

stric

tions

, sig

nage

rem

oval

, tra

ffic,

no

ise

and

dust

from

con

stru

ctio

n ac

tiviti

es.

Dis

plac

emen

ts a

nd R

eloc

atio

ns

Non

e.

Tem

pora

ry c

onst

ruct

ion

ease

men

ts w

ould

be

acqu

ired.

Vis

ual a

nd A

esth

etic

Qua

litie

s N

one.

Te

mpo

rary

vis

ual i

mpa

cts

from

con

stru

ctio

n eq

uipm

ent,

rem

oval

of v

eget

atio

n, a

nd li

ghts

fro

m n

ight

-tim

e co

nstru

ctio

n.

Con

stru

ctio

n Im

pact

s (C

hapt

er 1

8.0)

Nei

ghbo

rhoo

ds, C

omm

unity

S

ervi

ces

and

EJ

Non

e.

Acc

ess

thro

ugh

neig

hbor

hood

s w

ould

be

mai

ntai

ned.

Pot

entia

l im

pact

to H

amps

hire

Hill

s ne

ighb

orho

od re

late

d to

traf

fic fr

om c

onst

ruct

ion

vehi

cles

and

equ

ipm

ent t

o ac

cess

the

railr

oad

right

-of-w

ay.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

ES-1

0 Ex

ecut

ive

Sum

mar

y

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-1 (c

ontin

ued)

Su

mm

ary

of E

nviro

nmen

tal I

mpa

cts

Impa

ct A

rea

No-

Bui

ld A

ltern

ativ

ePr

efer

red

Alte

rnat

ive

Air

Qua

lity

Non

e.

Tem

pora

ry lo

caliz

ed a

ir qu

ality

pol

luta

nt e

mis

sion

s re

late

d to

dem

oliti

on a

nd c

onst

ruct

ion

activ

ities

.

Noi

se a

nd V

ibra

tion

Non

e.

Tem

pora

ry e

leva

ted

nois

e le

vels

due

to c

onst

ruct

ion.

Pot

entia

l tem

pora

ry n

oise

impa

cts

to

45 re

side

nces

and

bus

ines

s. P

oten

tial c

onst

ruct

ion

vibr

atio

n im

pact

s to

3 b

usin

esse

s, 1

re

side

nce,

and

6 h

isto

ric re

sour

ces.

Nat

ural

Res

ourc

es

Non

e.

Con

stru

ctio

n no

ise

and

stag

ing

may

tem

pora

rily

disp

lace

som

e w

ildlif

e sp

ecie

s. T

he m

ajor

ity

of th

e sp

ecie

s is

typi

cal o

f urb

an/d

istu

rbed

env

ironm

ents

and

wou

ld a

dapt

and

reco

ver

quic

kly.

W

ater

Res

ourc

es

Non

e.

Con

stru

ctio

n ac

tiviti

es c

ould

incr

ease

sed

imen

t lev

els

to s

torm

wat

er ru

noff.

C

ultu

ral R

esou

rces

N

one.

P

oten

tial v

ibra

tion

impa

cts

from

con

stru

ctio

n ac

tiviti

es.

Park

land

s N

one.

Te

mpo

rary

Tob

y C

reek

Gre

enw

ay tr

ail c

losu

re.

Ene

rgy

Non

e.

1,21

0 B

TUs

(30%

of t

otal

) dur

ing

cons

truct

ion

Haz

ardo

us a

nd C

onta

min

ated

M

ater

ials

N

one.

P

oten

tial i

mpa

cts

from

rem

oval

and

tran

spor

tatio

n of

mat

eria

l.

Saf

ety

and

Sec

urity

N

one.

C

onst

ruct

ion

safe

ty p

rovi

sion

s an

d re

gula

tions

will

be

follo

wed

, so

adve

rse

safe

ty a

nd

secu

rity

impa

cts

are

not e

xpec

ted

durin

g co

nstru

ctio

n.

Seco

ndar

y an

d C

umul

ativ

e Ef

fect

s (C

hapt

er 1

9.0)

Im

pact

Are

a N

o-B

uild

Alte

rnat

ive

Pref

erre

dA

ltern

ativ

e

Sec

onda

ry E

ffect

s n/

a

• P

ositi

ve s

econ

dary

effe

cts

rela

ted

to p

oten

tial i

nduc

ed d

evel

opm

ent i

n st

atio

n ar

eas,

co

nsis

tent

with

ado

pted

gro

wth

man

agem

ent p

olic

ies

that

see

k to

enc

oura

ge n

ew

deve

lopm

ent t

o oc

cur i

n th

e de

sign

ated

cor

ridor

s th

at w

ill h

ave

the

infra

stru

ctur

e to

su

ppor

t gro

wth

.

• P

oten

tial n

egat

ive

seco

ndar

y ef

fect

s to

nat

ural

reso

urce

s, h

isto

ric p

rope

rties

, ne

ighb

orho

od g

entri

ficat

ion,

affo

rdab

le h

ousi

ng, t

raffi

c an

d de

man

d fo

r pub

lic s

ervi

ces

rela

ted

to d

evel

opm

ent /

rede

velo

pmen

t act

iviti

es.

Cum

ulat

ive

Effe

cts

n/a

• M

inor

effe

cts

on n

otab

le e

nviro

nmen

tal f

eatu

res.

•

Mul

tiple

pro

ject

s in

the

Nor

thea

st C

orrid

or, i

nclu

ding

the

Sug

ar C

reek

Gra

de S

epar

atio

n,

Mal

lard

Cre

ek b

ridge

repl

acem

ent o

n N

. Try

on S

treet

, the

Cha

rlotte

Rai

l Im

prov

emen

t and

S

afet

y P

roje

ct (C

RIS

P),

Hig

h S

peed

Rai

l, th

e I-4

85 lo

op, I

-85

wid

enin

g, N

orth

east

C

orrid

or In

frast

ruct

ure

Pro

gram

(NE

CI),

and

UN

C C

harlo

tte e

xpan

sion

are

not

like

ly to

re

sult

in s

igni

fican

t add

ition

al d

irect

effe

cts

beyo

nd th

ose

iden

tifie

d by

eac

h pr

ojec

t. If

co

nstru

ctio

n oc

curs

with

in th

e sa

me

time

fram

e, te

mpo

rary

neg

ativ

e im

pact

s to

su

rroun

ding

com

mun

ities

cou

ld o

ccur

. •

Impl

emen

ting

the

CA

TS 2

030

Sys

tem

Pla

n in

clud

es im

prov

ed a

cces

s an

d m

obili

ty, l

inki

ng

com

mun

ities

acr

oss

the

regi

on, a

nd s

uppo

rt fo

r the

Cen

ters

, Cor

ridor

s, a

nd W

edge

s G

row

th F

ram

ewor

k.

• P

oten

tial i

mpa

cts

on th

e S

outh

Cor

ridor

Blu

e Li

ne li

ght r

ail d

ue to

incr

ease

d rid

ersh

ip

dem

and.

Ext

ensi

on o

f pla

tform

s an

d/or

add

ition

al s

ubst

atio

ns a

rea

requ

ired,

whi

ch c

ould

cr

eate

traf

fic, n

oise

and

nat

ural

reso

urce

impa

cts.

1 B

ritis

h Th

erm

al U

nits

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

Ex

ecut

ive

Sum

mar

y ES

-11

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-2

Sum

mar

y of

Miti

gatio

n Im

pact

Are

as

Pref

erre

d A

ltern

ativ

e

Tran

spor

tatio

n (C

hapt

er 3

.0)

The

miti

gatio

n to

add

ress

pro

ject

impa

cts

have

bee

n in

clud

ed in

the

65%

Pre

limin

ary

Eng

inee

ring

Des

ign

Pla

ns, i

nclu

ding

gr

ade

sepa

ratio

ns, s

igna

lized

gra

de c

ross

ings

, and

turn

lane

s. N

o ad

ditio

nal m

itiga

tion

is p

ropo

sed.

La

nd U

se (

Cha

pter

4.0

) S

tatio

n A

rea

Pla

ns w

ill c

ontin

ue to

be

deve

lope

d th

at d

efin

e a

fram

ewor

k fo

r fut

ure

grow

th a

nd d

evel

opm

ent.

Soci

o-Ec

onom

ics

(Cha

pter

5.0

) N

one.

Nei

ghbo

rhoo

ds/C

omm

unity

Fac

ilitie

s/En

viro

nmen

tal J

ustic

e (C

hapt

er 6

.0)

Nei

ghbo

rhoo

ds

• O

verfl

ow p

arki

ng in

nei

ghbo

rhoo

ds n

ear l

ight

rail

stat

ions

will

be

mon

itore

d. C

orre

ctiv

e ac

tions

to p

rovi

de a

dditi

onal

par

king

w

ill b

e m

ade

and/

or p

arki

ng e

nfor

cem

ent w

ill b

e in

stitu

ted,

if n

eces

sary

.

Com

mun

ity F

acilit

ies

• C

oord

inat

ion

with

em

erge

ncy

serv

ice

prov

ider

s to

ens

ure

that

des

ign

allo

ws

acce

ss fo

r the

se s

ervi

ces

and

that

the

effic

ienc

y of

em

erge

ncy

serv

ices

is n

ot im

pede

d.

• C

oord

inat

ion

with

CM

C-U

nive

rsity

rega

rdin

g th

e ty

pe a

nd lo

catio

n of

dire

ctio

nal s

igna

ge.

Env

ironm

enta

l Jus

tice

• N

oise

miti

gatio

n fo

r res

iden

tial p

rope

rties

loca

ted

with

in E

J co

mm

uniti

es o

f con

cern

will

be

requ

ired,

incl

udin

g us

e of

a ra

il au

tom

ated

fric

tion

mod

ifier

, noi

se b

arrie

rs, s

ound

insu

latio

n, s

peci

ally

-eng

inee

red

track

wor

k an

d vi

brat

ion

isol

atio

n tre

atm

ents

.

Visu

al A

nd A

esth

etic

C

onsi

dera

tions

(C

hapt

er 7

.0)

• Im

plem

enta

tion

of th

e de

sign

trea

tmen

ts p

er th

e pr

ojec

t’s D

esig

n C

riter

ia, U

rban

Des

ign

Fram

ewor

k, to

the

exte

nt p

ract

ical

.•

Coo

rdin

atio

n w

ith p

rope

rty o

wne

rs to

dis

cuss

the

follo

win

g pr

opos

ed m

itiga

tion:

o

Fo

r the

six

affe

cted

pro

perti

es in

Ham

pshi

re H

ills, l

ands

capi

ng is

pro

pose

d al

ong

the

proj

ect f

enci

ng.

o

Addi

tiona

l dire

ctio

nal s

igna

ge to

impr

ove

way

-find

ing

to C

MC

-Uni

vers

ity a

nd re

tain

vis

ibili

ty to

the

hosp

ital.

o

Con

tinue

d co

ordi

natio

n w

ith s

take

hold

ers

and

pote

ntia

lly a

ffect

ed g

roup

s re

gard

ing

pote

ntia

l vis

ual i

mpa

cts:

U

NC

C

harlo

tte to

ens

ure

cons

iste

ncy

with

cam

pus

desi

gn g

uide

lines

; and

Uni

vers

ity C

ity P

artn

ers

to p

rovi

de in

form

atio

n to

af

fect

ed b

usin

ess

owne

rs.

His

toric

al a

nd A

rcha

eolo

gica

l R

esou

rces

(Cha

pter

8.0

) N

one.

Park

land

s (C

hapt

er 9

.0)

• To

by C

reek

Gre

enw

ay -

Veg

etat

ive

scre

ens

will

be

mai

ntai

ned

to th

e ex

tent

pra

ctic

al; C

ATS

will

coo

rdin

ate

with

MC

PR

to

ensu

re th

e lig

ht ra

il br

idge

ove

r the

gre

enw

ay w

ould

not

con

flict

with

the

gree

nway

, and

to m

inim

ize

impa

ct to

trai

l op

erat

ions

dur

ing

cons

truct

ion.

An

alte

rnat

ive

rout

e w

ill b

e pr

ovid

ed a

nd a

ttem

pts

will

be

mad

e to

coo

rdin

ate

clos

ure

durin

g a

perio

d of

leas

t act

ivity

. CA

TS w

ill no

tify

MC

PR

48

hour

s in

adv

ance

of t

empo

rary

clo

sure

of g

reen

way

s du

e to

co

nstru

ctio

n.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

ES-1

2 Ex

ecut

ive

Sum

mar

y

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-2 (c

ontin

ued)

Su

mm

ary

of M

itiga

tion

Impa

ct A

reas

Pr

efer

red

Alte

rnat

ive

Nat

ural

Res

ourc

es (C

hapt

er 1

0.0)

Impa

cts

to fo

rest

s Tr

ees

and

land

scap

ing

will

repl

ace

vege

tatio

n lo

ss. P

ark-

and

ride

lots

will

com

ply

with

Cha

rlotte

Tre

e O

rdin

ance

, whi

ch

requ

ires

8 pe

rcen

t cov

erag

e. L

imite

d op

portu

nitie

s fo

r urb

an fo

rest

ry.

Impa

cts

to p

rote

cted

spe

cies

No

miti

gatio

n re

quire

d fo

r pro

tect

ed s

peci

es.

For t

he C

arol

ina

bird

s-fo

ot tr

efoi

l, pr

ior t

o co

nstru

ctio

n, th

e co

ntra

ctor

will

be

requ

ired

to c

onfir

m th

e pr

esen

ce o

f the

pla

nt in

th

e co

rrido

r. If

pre

sent

, the

n se

eds

from

the

plan

t will

be

colle

cted

and

sub

sequ

ently

sow

n/sc

atte

red

in n

ewly

dis

turb

ed

area

s, s

uch

as a

long

road

/rail

emba

nkm

ents

ass

ocia

ted

with

pro

ject

con

stru

ctio

n. A

dditi

onal

ly, s

eeds

will

be

dona

ted

to th

e N

orth

Car

olin

a Bo

tani

cal G

arde

n fo

r dee

p fre

eze

purp

oses

; and

CA

TS w

ill c

oord

inat

e w

ith th

e N

CN

HP

to u

pdat

e th

eir

reco

rds.

W

ater

Res

ourc

es (C

hapt

er 1

1.0)

Impa

cts

to g

roun

dwat

er

Alth

ough

no

grou

ndw

ater

impa

cts

are

antic

ipat

ed, a

wel

l loc

ated

on

the

UN

C C

harlo

tte c

ampu

s w

ithin

the

prop

osed

pro

ject

al

ignm

ent i

s no

long

er in

use

. CA

TS a

nd/o

r UN

C C

harlo

tte w

ill co

mpl

ete

the

aban

donm

ent/c

losu

re p

roce

ss to

sea

l the

wel

l.

Impa

cts

to s

urfa

ce w

ater

s

Des

ign

will

con

tinue

to m

inim

ize

impa

cts

to s

tream

s th

roug

h th

e lim

ited

use

of ri

prap

at p

ipe

inle

ts a

nd o

utfa

lls; t

he re

loca

tion

of c

hann

els

usin

g na

tura

l cha

nnel

des

ign

tech

niqu

es w

here

pra

ctic

able

; and

pre

serv

atio

n of

stre

amba

nks

at p

ropo

sed

brid

ge

cros

sing

s. C

ompe

nsat

ory

miti

gatio

n w

ould

be

mad

e th

roug

h th

e C

harlo

tte U

mbr

ella

Stre

am a

nd W

etla

nd M

itiga

tion

bank

w

hen

impa

cts

are

unav

oida

ble

and

as re

quire

d by

the

Cle

an W

ater

Act

and

as

dete

rmin

ed in

coo

rdin

atio

n w

ith th

e U

.S. C

orps

of

Eng

inee

rs a

nd th

e N

orth

Car

olin

a D

ivis

ion

of W

ater

Qua

lity.

Im

pact

s to

floo

dpla

ins

and

flood

way

s B

ridge

des

ign

will

con

tinue

to m

inim

ize

impa

cts

to fl

oodp

lain

s an

d flo

odw

ays.

Con

tinue

d co

ordi

natio

n w

ith C

harlo

tte a

nd

Mec

klen

burg

Cou

nty

Stor

mw

ater

Ser

vice

s w

ill b

e m

ade

for c

ontin

ued

inpu

t int

o th

e pr

ojec

t des

ign.

Impa

cts

to w

etla

nds

Add

ition

al e

fforts

to a

void

and

min

imiz

e im

pact

s to

wet

land

s w

ill c

ontin

ue to

be

mad

e du

ring

prel

imin

ary

engi

neer

ing

desi

gn,

incl

udin

g: s

teep

enin

g fil

l slo

pes

whe

re p

ract

icab

le; u

se o

f ret

aini

ng w

alls

or s

imila

r stru

ctur

es; l

ocat

ing

cons

truct

ion

stag

ing

and

acce

ss a

reas

aw

ay fr

om w

etla

nds;

and

dem

arca

ting

pres

erve

d w

etla

nd a

reas

prio

r to

cons

truct

ion.

Com

pens

ator

y m

itiga

tion

wou

ld b

e m

ade

thro

ugh

the

Cha

rlotte

Um

brel

la S

tream

and

Wet

land

Miti

gatio

n ba

nk, w

hen

impa

cts

are

unav

oida

ble,

and

as

requ

ired

by th

e C

lean

Wat

er A

ct a

nd a

s de

term

ined

in c

oord

inat

ion

with

the

U.S

. Cor

ps o

f Eng

inee

rs a

nd

the

Nor

th C

arol

ina

Div

isio

n of

Wat

er Q

ualit

y.

Air

Qua

lity

(Cha

pter

12.

0)

Coo

rdin

atio

n w

ith M

eckl

enbu

rg C

ount

y La

nd U

se &

Env

ironm

enta

l Ser

vice

s A

genc

y to

com

ply

with

air

qual

ity m

odel

ing

requ

irem

ents

for T

rans

porta

tion

Faci

litie

s C

onst

ruct

ion

Per

mits

for t

he p

ropo

sed

park

ing

gara

ges.

Noi

se a

nd V

ibra

tion

(C

hapt

er 1

3.0)

N

oise

miti

gatio

n m

easu

res

incl

ude

use

of a

rail

auto

mat

ed fr

ictio

n m

odifi

er, n

oise

bar

riers

, sou

nd in

sula

tion,

spe

cial

ly-

engi

neer

ed tr

ackw

ork

and

vibr

atio

n is

olat

ion

treat

men

ts. S

peci

fic m

itiga

tion

reco

mm

enda

tions

will

be

coor

dina

ted

with

af

fect

ed p

rope

rty o

wne

rs.

En

ergy

(Cha

pter

14.

0)

Non

e.

Haz

ardo

us a

nd C

onta

min

ated

M

ater

ials

(Cha

pter

15.

0)

Pha

se II

ES

As

will

be

perfo

rmed

, or,

if av

aila

ble,

exi

stin

g P

hase

II E

SA

repo

rts w

ill b

e re

view

ed, f

or a

ll fu

ll an

d pa

rtial

pro

perty

ac

quis

ition

s de

term

ined

to b

e at

sig

nific

ant r

isk

of h

azar

dous

mat

eria

ls c

onta

min

atio

n w

hich

wou

ld im

pact

the

LYN

X B

LE

cons

truct

ion

sche

dule

. Rem

edia

tion

in a

ccor

danc

e w

ith lo

cal a

nd s

tate

regu

latio

ns. F

or s

ites

of lo

w c

once

rn, a

spe

cial

pr

ovis

ion

will

be

incl

uded

in th

e co

nstru

ctio

n co

ntra

ct fo

r the

exc

avat

ion

and

disp

osal

of n

on-h

azar

dous

con

tam

inat

ed s

ites.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

Ex

ecut

ive

Sum

mar

y ES

-13

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-2 (c

ontin

ued)

Su

mm

ary

of M

itiga

tion

Impa

ct A

reas

Pr

efer

red

Alte

rnat

ive

Safe

ty a

nd S

ecur

ity

(Cha

pter

16.

0)

Des

ign

revi

ew b

y C

ATS

Saf

ety

and

Sec

urity

/CM

PD

, NC

DO

T S

afet

y O

vers

ight

, and

Cha

rlotte

Dep

artm

ent o

f Tra

nspo

rtatio

n to

en

sure

des

ign

mee

ts s

afet

y an

d se

curit

y re

quire

men

ts.

Con

tinue

d pu

blic

out

reac

h re

gard

ing

railr

oad

safe

ty.

Acq

uisi

tions

and

Dis

plac

emen

ts

(Cha

pter

17.

0)

Uni

form

Rel

ocat

ion

Ass

ista

nce

and

Rea

l Pro

perty

Acq

uisi

tion

Pol

icie

s A

ct w

ould

be

follo

wed

.

Con

stru

ctio

n Im

pact

s (C

hapt

er 1

8.0)

Util

ity

• C

oord

inat

e w

ith u

tility

ow

ners

to e

nsur

e m

aint

enan

ce o

f util

ity s

ervi

ces

and

timel

y re

loca

tion

• R

eloc

ate,

rem

ove

and

prot

ect e

xist

ing

utilit

ies.

Tran

spor

tatio

n, T

raffi

c an

d Pa

rkin

g •

Sch

edul

e co

nstru

ctio

n ac

tiviti

es th

at re

quire

lane

or r

oad

clos

ures

dur

ing

off-p

eak

hour

s, w

here

pra

ctic

al.

• D

evel

op M

aint

enan

ce o

f Tra

ffic

Plan

. •

Coo

rdin

ate

freig

ht s

ched

ule

and

cons

truct

ion

activ

ities

with

the

railr

oads

.

Land

Use

, Com

mun

ity F

acilit

ies

and

Busi

ness

es

• C

oord

inat

e w

ith lo

cal b

usin

ess

owne

rs a

nd p

rovi

de a

dvan

ce n

otifi

catio

n of

road

way

dis

rupt

ions

and

des

crip

tions

of

alte

rnat

ive

rout

es.

• M

aint

ain

acce

ss to

com

mun

ity fa

cilit

ies

thro

ugho

ut c

onst

ruct

ion

by p

rovi

ding

alte

rnat

ive

rout

es w

hen

nece

ssar

y.

• Pr

ovid

e te

mpo

rary

ent

ranc

e si

gns

durin

g co

nstru

ctio

n.

Vis

ual a

nd A

esth

etic

•

Shi

eld

and

aim

nig

ht w

ork

light

s di

rect

ly a

t the

wor

k zo

ne.

• S

tage

con

stru

ctio

n ac

tiviti

es to

lim

it th

e du

ratio

n of

impa

cts

at in

divi

dual

loca

tions

. •

Whe

re p

ract

ical

, res

tore

exi

stin

g ve

geta

tion

that

ser

ves

as a

buf

fer t

o ad

jace

nt p

rope

rties

. N

eigh

borh

oods

, Com

mun

ity

Ser

vice

s an

d E

nviro

nmen

tal

Just

ice

• In

form

loca

l pro

perty

ow

ners

, thr

ough

the

Con

stru

ctio

n Ed

ucat

ion

and

Out

reac

h Pl

an, o

f roa

dway

dis

rupt

ions

. •

Pro

vide

con

tinuo

us c

oord

inat

ion

with

com

mun

ity s

ervi

ce p

rovi

ders

to m

aint

ain

acce

ss fo

r em

erge

ncy

vehi

cles

. •

Res

trict

con

tract

ors

from

acc

essi

ng th

e ra

ilroa

d rig

ht-o

f-way

thro

ugh

the

Ham

pshi

re H

ills

neig

hbor

hood

.

Air

Qua

lity

• S

hut o

ff co

nstru

ctio

n eq

uipm

ent n

ot in

dire

ct u

se.

• W

ater

are

as o

f exp

osed

soi

l to

cont

rol d

ust.

• C

over

ope

n bo

dy tr

ucks

tran

spor

ting

mat

eria

ls to

and

from

con

stru

ctio

n si

tes.

•

Rer

oute

truc

k tra

ffic

away

from

sch

ools

and

resi

dent

ial c

omm

uniti

es w

hen

poss

ible

. •

Rep

ave

and/

or re

plan

t exp

osed

are

as a

s so

on a

s po

ssib

le fo

llow

ing

cons

truct

ion.

•

Ade

quat

ely

secu

re ta

rps,

pla

stic

or o

ther

mat

eria

l ove

r deb

ris p

iles.

•

Pro

hibi

t idl

ing

of d

eliv

ery

truck

s or

oth

er e

quip

men

t dur

ing

perio

ds o

f ext

ende

d un

load

ing

or in

activ

ity.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

ES-1

4 Ex

ecut

ive

Sum

mar

y

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-2 (c

ontin

ued)

Su

mm

ary

of M

itiga

tion

Impa

ct A

reas

Pr

efer

red

Alte

rnat

ive

Noi

se a

nd V

ibra

tion

• C

onst

ruct

ion

activ

ities

will

be

carri

ed o

ut in

com

plia

nce

with

all

appl

icab

le lo

cal n

oise

regu

latio

ns in

clud

ing

the

City

of

Cha

rlotte

Noi

se O

rdin

ance

, FTA

gui

delin

es a

nd U

NC

Cha

rlotte

spe

cifie

d pa

ram

eter

s.

o

At U

NC

Cha

rlotte

, con

stru

ctio

n w

ill n

ot b

e al

low

ed n

ear r

esid

ence

hal

ls p

rior t

o 8:

00 a

m n

or w

ithin

200

feet

of c

ampu

s bu

ildin

gs d

urin

g th

e w

eek

of fi

nal e

xam

s.

• C

ontra

ctor

s w

ill p

repa

re a

Con

stru

ctio

n N

oise

and

Vib

ratio

n C

ontro

l Pla

n.

• C

ontra

ctor

(s) w

ill in

volv

e an

Aco

ustic

al E

ngin

eer t

o en

sure

noi

se a

nd v

ibra

tion

leve

ls a

re e

ffect

ivel

y m

anag

ed a

nd

exce

ssiv

e no

ise

and

vibr

atio

n is

pre

vent

ed.

o

Con

tract

ors

will

pro

vide

a p

hone

num

ber a

nd/o

r web

site

for c

omm

unity

com

plai

nts,

and

the

Aco

ustic

al E

ngin

eer w

ill

resp

ond

and

coor

dina

te w

ith th

e C

onst

ruct

ion

Man

ager

to re

solv

e co

mpl

aint

s.

o

For b

last

ing

oper

atio

ns, c

ontra

ctor

s w

ill c

onsu

lt w

ith n

earb

y se

nsiti

ve re

cept

ors

to s

ched

ule

the

leas

t dis

turb

ing

times

an

d pr

ovid

e ad

vanc

e no

tice

of b

last

ing

oper

atio

ns.

The

cont

ract

or s

hall

prep

are

a B

last

ing

Pla

n to

be

appr

oved

by

CA

TS a

nd o

ther

s de

sign

ated

by

CA

TS (e

.g. U

NC

Cha

rlotte

). o

Fo

r bla

stin

g op

erat

ions

nea

r UN

C C

harlo

tte, t

he c

ontra

ctor

sha

ll fo

llow

spe

cific

not

ifica

tion

proc

edur

es to

avo

id

dam

ages

to v

ibra

tion

sens

itive

equ

ipm

ent.

The

cont

ract

or s

hall

prov

ide

a on

e-w

eek

adva

nce

notic

e of

the

star

t of

blas

ting

oper

atio

ns. T

he c

ontra

ctor

sha

ll fa

cilit

ate

a pr

e-bl

ast m

eetin

g to

def

ine

the

entir

e sc

hedu

le a

nd s

cope

of

sequ

ence

of b

last

ing.

Bla

stin

g sh

all b

e sc

hedu

led

in b

atch

es to

the

exte

nt p

ossi

ble.

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sch

edul

e sh

all b

e ke

pt

curre

nt a

t all

times

. The

con

tract

or s

hall

prov

ide

a 24

-hou

r not

ifica

tion

for e

ach

blas

t. •

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tract

ors

will

con

duct

noi

se a

nd v

ibra

tion

mon

itorin

g at

loca

tions

whe

re p

oten

tial i

mpa

ct fr

om c

onst

ruct

ion

activ

ities

may

oc

cur.

•

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tract

ors

will

con

duct

pre

-con

stru

ctio

n an

d po

st-c

onst

ruct

ion

surv

eys

of b

uild

ings

with

the

pote

ntia

l for

stru

ctur

al

dam

age.

•

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cific

con

stru

ctio

n no

ise

and

vibr

atio

n m

easu

res

to b

e im

plem

ente

d ne

ar s

ensi

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ill b

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entif

ied

by th

e co

ntra

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in th

e C

onst

ruct

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Noi

se a

nd V

ibra

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Con

trol P

lan.

Gen

eral

noi

se m

itiga

tion

mea

sure

s in

clud

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but

not

lim

ited

to: o

pera

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l res

trict

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; the

use

of a

ltern

ativ

e co

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ctio

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ds a

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men

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g st

atio

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se s

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shi

elds

, shr

ouds

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e ex

haus

t muf

flers

; the

use

of s

peci

al b

ack-

up a

larm

s; re

rout

ing

truck

rout

es; u

se o

f tem

pora

ry n

oise

bar

riers

or n

oise

bla

nket

s; u

se o

f sta

tic ro

llers

inst

ead

of v

ibra

tory

ro

llers

whe

re p

ract

icab

le; p

ier d

rillin

g st

ead

of p

ile d

rivin

g w

here

pra

ctic

able

.

Nat

ural

Res

ourc

es

Bes

t man

agem

ent p

ract

ices

(BM

P) w

ould

be

follo

wed

by

the

cont

ract

or d

urin

g co

nstru

ctio

n. B

MP

wou

ld in

clud

e th

e de

mar

catio

n of

the

cons

truct

ion

limits

and

sta

ging

are

as p

rior t

o th

e in

itiat

ion

of c

onst

ruct

ion,

to li

mit

the

dist

urba

nces

to th

e ve

geta

tive

com

mun

ity.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

Ex

ecut

ive

Sum

mar

y ES

-15

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-2 (c

ontin

ued)

Su

mm

ary

of M

itiga

tion

Impa

ct A

reas

Pr

efer

red

Alte

rnat

ive

Wat

er R

esou

rces

• M

inim

ize

dist

urbe

d ar

eas.

•

Appl

y pr

ompt

sta

biliz

atio

n.

• E

mpl

oy a

n E

rosi

on a

nd S

edim

ent C

ontro

l Pla

n to

trea

t sto

rmw

ater

runo

ff.

• P

reve

nt th

e st

orag

e of

fill

or o

ther

mat

eria

ls in

floo

dpla

ins,

to th

e ex

tent

pra

ctic

able

. •

Sta

ge c

onst

ruct

ion

of p

ropo

sed

stor

mw

ater

sys

tem

s to

redu

ce th

e du

ratio

n of

con

stru

ctio

n di

stur

banc

es to

a g

iven

are

a.

• R

ecyc

le to

psoi

l rem

oved

dur

ing

cons

truct

ion

by u

sing

it to

recl

aim

dis

turb

ed a

reas

and

enh

ance

regr

owth

. •

Avo

id e

xces

sive

slo

pes

durin

g ex

cava

tion

and

blas

ting

oper

atio

ns to

redu

ce e

rosi

on.

• U

se is

olat

ion

tech

niqu

es, s

uch

as b

erm

ing

or d

iver

sion

, for

in-s

tream

con

stru

ctio

n ne

ar w

etla

nds.

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tura

l Res

ourc

es

• S

top

cons

truct

ion

activ

ities

imm

edia

tely

upo

n th

e di

scov

ery

of a

ny n

ew c

ultu

ral r

esou

rces

. •

Con

tract

ors

will

pre

pare

a C

onst

ruct

ion

Noi

se a

nd V

ibra

tion

Con

trol P

lan,

and

con

duct

vib

ratio

n m

onito

ring

durin

g co

nstru

ctio

n.

• C

ontra

ctor

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ill b

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stru

cted

to a

void

adj

acen

t his

toric

site

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roug

h co

nstru

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ncin

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lear

ly u

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chni

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•

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te H

isto

ric P

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ce w

ill re

view

the

prop

osed

pile

/pan

el w

alls

alo

ng th

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ges

of th

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errin

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ther

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oal a

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te d

urin

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esig

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• M

aint

ain

min

imum

allo

wab

le d

ista

nces

from

his

toric

reso

urce

s, to

the

exte

nt p

ract

icab

le.

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land

s •

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ntai

n ac

cess

to tr

ails

and

min

imiz

e te

mpo

rary

clo

sure

s to

the

exte

nt p

ract

ical

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Not

ify M

CP

R 4

8 ho

urs

in a

dvan

ce o

f tem

pora

ry c

losu

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of g

reen

way

s du

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s to

min

imiz

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ergy

con

sum

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cons

truct

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iting

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ent a

nd

empl

oyee

veh

icle

s, a

s w

ell a

s lo

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g st

agin

g ar

eas

and

mat

eria

l pro

cess

ing

faci

litie

s as

clo

se a

s po

ssib

le to

wor

k si

tes.

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azar

dous

and

Con

tam

inat

ed

Mat

eria

ls

• D

ispo

se o

f haz

ardo

us m

ater

ials

acc

ordi

ng to

app

licab

le fe

dera

l, st

ate

and

loca

l gui

delin

es.

• C

lean

con

stru

ctio

n ve

hicl

es to

pre

vent

off-

site

con

tam

inat

ion.

S

afet

y an

d S

ecur

ity

Pro

vide

con

stru

ctio

n ba

rrier

s an

d fe

ncin

g to

sec

ure

cons

truct

ion

site

s an

d st

agin

g ar

eas.

Nor

thea

st C

orrid

or L

ight

Rai

l Pro

ject

– F

inal

EIS

ES-1

6 Ex

ecut

ive

Sum

mar

y

LYN

X B

lue

Line

Ex

tens

ion

Tabl

e ES

-2 (c

ontin

ued)

Su

mm

ary

of M

itiga

tion

Impa

ct A

reas

Pr

efer

red

Alte

rnat

ive

Seco

ndar

y an

d C

umul

ativ

e Ef

fect

s (C

hapt

er 1

9.0)

Sec

onda

ry E

ffect

s

Impl

emen

t Sta

tion

Are

a P

lan

reco

mm

enda

tions

to m

inim

ize

pote

ntia

l sec

onda

ry im

pact

s. O

ther

mea

sure

s in

clud

e:

• Af

ford

able

hou

sing

stra

tegi

es to

be

deve

lope

d w

ith s

tatio

n ar

ea p

lans

; •

Not

ifica

tion

to th

e La

ndm

arks

Com

mis

sion

of N

atio

nal R

egis

ter E

ligib

le p

rope

rties

that

cou

ld b

e de

sign

ated

as

Loca

l La

ndm

arks

to a

fford

them

pro

tect

ion;

•

Pro

vide

Con

veni

ent a

cces

s to

ligh

t rai

l and

bus

ser

vice

s;

• Pu

blic

out

reac

h/ed

ucat

ion

rega

rdin

g th

e be

nefit

s of

tran

sit s

uppo

rtive

dev

elop

men

t; pu

blic

invo

lvem

ent i

n st

atio

n ar

ea p

lan

deve

lopm

ent;

and,

•

Coo

rdin

atio

n w

ith C

ity o

f Cha

rlotte

's S

torm

wat

er S

ervi

ces

to m

inim

ize

impa

cts

to w

ater

reso

urce

s an

d w

ater

qua

lity

durin

g th

e st

atio

n ar

ea p

lann

ing

proc

ess.

•

Com

plet

ion

of a

det

aile

d In

dire

ct a

nd C

umul

ativ

e Im

pact

s an

alys

is fo

r wat

er re

sour

ces

and

wat

er q

ualit

y du

ring

the

Sec

tion

404/

401

perm

ittin

g ph

ase

of th

e pr

ojec

t.

Cum

ulat

ive

Effe

cts

• A

re-e

valu

atio

n of

the

Sou

th C

orrid

or L

ight

Rai

l Pro

ject

Fin

al E

IS w

ill b

e un

derta

ken

to id

entif

y sp

ecifi

c m

easu

res

to

miti

gate

pot

entia

l im

pact

s to

the

Sou

th C

orrid

or a

nd e

xist

ing

LYN

X B

lue

Line

. •

Con

tinue

d co

ordi

natio

n w

ith N

CD

OT'

s R

ail D

ivis

ion

rega

rdin

g th

e pr

ojec

t sch

edul

e of

the

Suga

r Cre

ek G

rade

Sep

arat

ion

Pro

ject

and

with

NC

DO

T re

gard

ing

the

proj

ect s

ched

ule

of th

e M

alla

rd C

reek

brid

ge re

plac

emen

t on

N. T

ryon

St.




ES.7 Financial Analysis and Investment Impacts

ES.7.1 Capital Costs

For the Preferred Alternative, the estimated capital cost is $831.4 million, expressed in 2010 dollars. This cost estimate includes trackwork, bridges, systems, stations, parking facilities, a vehicle storage yard, light rail vehicles, real estate, professional services and contingencies. Year of expenditure capital costs are projected to be $1,069.7 million for the Preferred Alternative.

ES.7.2 Operating and Maintenance Costs

The estimated system-wide annual light rail and bus operating costs is $92.24 million for the Preferred Alternative, approximately $9.96 million more per year than the No-Build Alternative.

ES.7.3 Funding and Financing Strategies

Funding for corridor capital investments is planned to be funded 50 percent by federal grants, 25 percent by state grants and 25 percent by CATS and other local sources:

U.S. Department of Transportation Discretionary Funds: Federal Section 5309 New Start grants are expected to fund 50 percent of the corridor capital investments. These funds are allocated by Congress and the Federal Transit Administration (FTA).

North Carolina Department of Transportation (NCDOT) Transit Trust Fund: The North Carolina Department of Transportation is the other major funding partner for the LYNX BLE. The funding source is expected to be the Transit Trust Fund created by the North Carolina Legislature.

Charlotte Area Transit System (CATS)/City of Charlotte: Most of the local share will be funded using revenues from the CATS ½-percent sales and use tax dedicated to funding transit. Voters in Mecklenburg County approved the sales tax in November 1998 and it has been collected since April 1999. By statute, revenues from the sales and use tax can only be applied to expenditures for planning, construction, and operation of a county-wide public transportation system.

ES.8 Evaluation of Alternatives

The information in the Draft EIS and in this Final EIS provides the basis for decision-makers and the public to assess the benefits, costs and environmental consequences of each alternative against the goals of the proposed project. The goals of the proposed project are as follows:

Goal 1 – Land use: Support the region’s Centers, Corridors and Wedges vision

Goal 2 – Mobility: Improve access and mobility in the corridor and throughout the region; Increase transit ridership; Improve quality of transportation service

Goal 3 – Environment: Preserve and protect the environment

Goal 4 – Financial: Develop affordable, cost-effective transportation solutions

Goal 5 – System Integration: Develop transportation improvements that function as part of the larger transportation system

This Final EIS compares the No-Build Alternative to the Preferred Alternative and illustrates that the Preferred Alternative addresses the goals and objectives of the proposed project. The Light Rail Alternative would enhance accessibility, improve mobility, and support land use goals that would not be possible under the No-Build Alternative.

ES.8.1 No-Build Alternative

The No-Build Alternative would not fulfill Goal 1, to support the region’s Centers, Corridors and Wedges vision as no improvements would be made that are consistent with land use plans and policies. Likewise, the No-Build Alternative would not fulfill Goal 2 to improve access and mobility within the corridor and




throughout the region. The No-Build Alternative would not encourage the use of transit. Travel time savings would not be realized and service improvements for transit-dependent populations would not be provided or would be limited. Similarly, Goal 5, which encourages system integration, would not be realized under the No-Build Alternative. The No-Build Alternative would not fulfill Goal 3 to preserve and protect the environment. Under the No-Build Alternative, population growth and land use would not be concentrated to the City’s centers and corridors, and urban sprawl could continue. This could result in continued impacts to natural resources as development trends could continue in outlaying areas of the metropolitan region. Additionally, an alternative to the automobile and bus would be not available, resulting in no improvements to air quality. The No-Build Alternative would fulfill Goal 4 by providing a cost effective alternative that ensures capital and O&M costs are consistent with funding levels.

ES.8.2 Preferred Alternative

The Preferred Alternative would fulfill each of the project goals. Goal 1, to focus growth in the Northeast Corridor directing new development and redevelopment around transit stations, would be attained as the Station Area Plans would employ the City’s Zoning Ordinance to implement land uses that are transit supportive. The Preferred Alternative would also fulfill Goal 2, to improve access and mobility within the Northeast Corridor and the region. The Preferred Alternative would increase transit ridership, improve transit travel times, and improve mobility for transit-dependent populations. The Preferred Alternative would fulfill Goal 3, to protect the environment, by supporting sustainable growth through transit-supportive development plans. Increased transit use would reduce vehicle miles of travel by automobiles, thereby resulting in a reduction in automobile emissions. This reduction in automobile emissions would result in improvements to local air quality. The Preferred Alternative would result in impacts to other natural resources such as wetlands and streams. These impacts would be minimized or mitigated as described in this Final EIS. Goal 4, to develop affordable, cost-effective transportation solutions, can be attained under the Preferred Alternative as projected capital and operating and maintenance costs are consistent with anticipated funding levels. Though the Preferred Alternative is only slightly higher to the No-Build Alternative in terms of system-wide annual operating and maintenance cost, the capital costs are significantly greater. However, the Preferred Alternative provides a significant level of benefits for its proposed cost. Goal 5, which encourages system integration, would be realized under the Preferred Alternative as it would provide through service to the existing light rail line, and implement part of the 2030 Transit Corridor System Plan.

ES.9 Public Involvement and Agency Coordination

ES.9.1 Public Involvement

The coordination of the public, interested and affected parties, and federal, state, and local agencies is necessary to help the project team define the transit and land use issues that characterize the Northeast Corridor. The Public Involvement Plan (PIP) included scoping and focus group meetings, project mailings, individual/group contacts, public hearings, a newsletter, website, and countywide mailing list.

Scoping Meetings. A Notice of Intent to conduct an Alternatives Analysis and prepare an EIS was published in the Federal Register on September 29, 2000. Public scoping meetings were held September 26th and 28th, 2000 for the purpose of gathering input on the alternatives being studied in the Major Investment Study and the potential impacts to be included in the scope of the EIS. Interagency scoping letters were mailed to all agencies with jurisdiction to obtain input from the environmental resource and regulatory agencies on the appropriate assessment methodologies to be used in the project. CATS conducted a Scoping Update process in 2005 and 2006 to conduct additional scoping outreach activities.

Public Workshops and Individual Meetings. Over the course of project development, CATS held 42 public meetings, with approximately 1,567 attendees, and 121 individual meetings, with approximately 4,516 attendees, to gather input on the project definition and station locations.

Newsletter and Website. A project-specific newsletter entitled Blue Line Extension Transitions was published by CATS in order to inform interested citizens of project updates, upcoming meetings, and website enhancements. It was mailed to those on the mailing list, made available at meetings and presentations, on the project website, and at CATS offices. CATS also maintains a project specific page




on its website, www.ridetransit.org, which provides information on the LYNX BLE project.

Project Notification Lists. CATS maintains two mailing lists, a countywide project mailing list and a mailing list for those specifically interested in the LYNX BLE. The countywide list contains 6,800 contacts and includes property owners, occupants, and other stakeholders. The LYNX BLE mailing list includes 870 persons located in the LYNX BLE study area and/or those who have expressed specific interest in the project. Persons on the mailing lists received the Blue Line Extension Transitions newsletter.

ES.9.2 Agency Coordination

Quarterly meetings are held between CATS and the FTA to review the status of CATS projects, including the LYNX BLE project, and for FTA to provide federal oversight and guidance. In addition, CATS has formed three teams with representatives from City and County departments to provide project management and oversight.

Throughout the project development process, CATS has coordinated with state and federal agencies, including the State Historic Preservation Office (SHPO), NC Department of Natural Resources (DENR), NC Wildlife Resources Commission, US Army Corps of Engineers, US Fish and Wildlife Services, UNC Charlotte and NCDOT. In addition, CATS has coordinated closely with project stakeholders, including railroads and utilities, to development agreements related to construction, operation, and funding.

ES.9.3 Draft EIS Review Comments and Responses

The Draft EIS for the LYNX BLE was approved by the FTA on August 11, 2010 and subsequently made available to the public, as well as appropriate federal, state and local agencies for review and comment. The formal Notice of Availability was published in the Federal Register on August 27, 2010, which initiated the 45 day public review and comment period. The public review and comment period spanned from August 27, 2010 to October 12, 2010. Comments received during this time were expressed in written correspondence addressed to the FTA or CATS, or as verbal testimony at the Draft EIS public hearing held on September 22, 2010. A total of 27 written comments and verbal public hearing testimony were received on the Draft EIS.

Public comments were relative to park and ride locations, bicycle and pedestrian connectivity, station shelter design, material selection, fencing barriers, utility coordination, construction phasing and further extension of the light rail. Of the comments received, one comment was in opposition to the project as proposed during the Draft EIS, while the remaining comments provided were general questions or suggestions about the project.

Several agencies commented on the Draft EIS and explained concerns regarding water quality impacts, material selection and design to minimize impacts to fish and wildlife, wetland and stream mitigation, noise mitigation, funding status of other transportation projects, coordination with other transportation projects and further extension of light rail. There were a total of nine agency comments received.

The public hearing for the Draft EIS was held on September 22, 2010. A total of six members of the public provided verbal testimony at the public hearing. All testimony indicated support of the proposed project. Comments were related to implementation of land use plans and goals, coordination with campus master plans, responsiveness to concerns of noise and vibration, transportation network access, continued coordination with interested and affected parties, construction phasing, and bus to rail connectivity.

From November 2010 to January 2011, CATS also conducted public and stakeholder outreach related the reduction of the project scope. A public meeting was held on January 12, 2011. During the process, approximately 300 comment cards were received, with approximately 75 percent supporting the proposed changes overall.

ES.10 Next Steps

Following the close of the public circulation period on this Final EIS, the FTA will consider public comments and make a Record of Decision.

NC 115

BEAT

TIES

FORD

STAT

ESVI

LLE

AVE

THE P LAZA

ALBE MARLE RD

N TRYON ST

WT HA RRIS B LV D W

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MAL LARD CREEK CHURCH RD

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PLOTT RD

CALDWELL RD

NEV IN RD

GRAHAM ST

COL LEGE ST

CINDY LN

BREVARD ST

CAL DWEL L ST

M INT ST POPLAR ST

S TONEW AL L ST

E 7TH STEAST BLVD

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Wilso n Grove Rd

5th S t4TH S T

M cDOWEL L ST

JW CLAY BLVD

COM MONWE ALTH AV E

STAT

ESVI

LLE

AVE

PR O SP ERI T Y CHURCH RD

ROC KY R IVE R R D

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30TH ST

IBM DR

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IDEAL WAY

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TOM HUNTER RD

36TH ST

POINDEXTER DR

EUCLID AVE

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DAVID C OX R D

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QUEE

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AD

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UNIVERSITY CITY BLV D

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SUG A

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EEK

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THE P LAZA

N TRY

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T

Old Concord Road

McCullough

Tom Hunter

9th Street

University City Blvd

Sugar Creek36th Street

25th StreetParkwood

UNC Charlotte

I-485/N. Tryon

JW Clay Blvd

Mallard Creek Church

77

85

Data Source:CATS, City of Charlotte GIS, and Mecklenburg CountyGIS

BLE FEIS Figure ES-1.pdf

Cabarrus Co.

Mecklenburg Co.

49

29

485

Legend

07.08.11

Northeast Corridor Limits

LYNX Existing Light Rail Transit

County Line

HighwayProposed Light Rail Alignment

Proposed StationsProposed Stations with Park-and-Ride

Railroads

0 10.5 Mile

485

485(Future)

Highway (Future)Major Roads

LYNX Blue Line

277

74

49

29

Figure ES-1Preferred Alternative

Documents

Northeast Corridor Light Rail Project – Final EIS ES.0 ...charlottenc.gov/cats/transit-planning/blue-line...Northeast Corridor Light Rail Project – Final EIS Executive Summary